mlm c Aris Vi it. -MENTAHY VIALE RIAL IN BACK OF BOOK Cle CY ee Pavements of Grand Rapids, Mich. A Thesis Submitted to The Faculty of MICHIGAN AGRICULTURAL COLLEGE \ By a yk Ver \e es 4 oe sO oar JeRe Quinn F.W. Trezise é, Candidates for the Degree of Bachelor of Science June, 1916. Object. The object in this study of the pavements in Grand Rapids is to determine the economic relation of the various types used in that city. Previous to the actual construction of a pavement a thorough investigation of existing conditions should be made. An investigation of this character carried out in an intelligent manner may not only preolude the use of certain types which would have otherwise been adopted, but would result in a direct saving in the first cost of the work. We have endeavored aa far as possible with the aid of avail~ able data to develop in thia thesis conclusions which may aid in the future construction of pavements in that city. History. The city of Grand Rapids, situated in the valley of the Grand River is 45 miles direotly east of Lake Michigan and the mouth of the river. The "Valley City"® as it is fre- quently called is indeed no misnomer, for the Grand River at this point threads its way among the hills of Western Mich~ igan and invites a splendid site for the city. “the remark~ able growth of Grand Rapids to the rank of second city in the state has not been due only to this singularly beautiful location but because of its just olaim to being the world's iargest furniture and a trade market for the large fruit districts surrounding the oity. Any historical outline of paving construction in Grand Rapids must inolude a short history of the city as a 103397 whole for the former is inseparably connected with the lat» ter; the improvement of a city's streets is an index of progress in civic development and we could hardly trace the stagee of progress of one without noting the corresponding advanoes in the other. According to Dwight Goss in his “History of Grand Rapids", Grand Rapids was incorporated as a village April 5, 1838. Incorporation as a oity followed in 1850. Canal Street (now Monroe Street) was a miry morass from Pearl Street to Coldbrook, and Division Street at that time was a slough of mud; Monroe Street itself was a bed of heavy clay mortar. The first effort to pave the streets was under- taken in 1847 when a piece of macadamized road from Bridge street southward on Canal was constructed. A foundation was iaid upon the mud which was merely a thin layer of sand and gravel; a top dressing of broken limestone covered this. The road stood up for a short time, the Limestone surface broke through and deep mire holes were formed. The next etep in advanoe was taken in 1849 when a plank road was built upon the Ful ton Street hill east of Jefferson Avenue, A short sketch of the steep part of Foun tain Street was also planked but these streets were short= dived. The sé-called Kalamazoo oak plank road was completed in 1855. This extended from the city line on Division Street to Monroe. In the following year street paving began in ear~ nest first on Monroe, built of cobblestone and extending to Ionia street. Later a further extension was made to Division Street. In 1859 Canal Street was similarly paved as far north as Hastings Street. Cobble stones, well-laid on a solid even bed was a good pavement, indefinitely durable, but very hard, noisy and a distressing source of misery to horse-drawn traffic. During the war period (1861-65) but wery little was accomplished but in 1866 the Monroe Street pavement was extended to ite intersection with Fulton Street. The latter etreet was paved with round stone from that point east over the hill to Lake Avenue. Phe Canal Street paving was ex- tended in 1868 to the Grand Trunk Station. In 1874 a change from stone to wood pavements was made. Wood blocks were used out from four~inch pine plank, set on end upon a gravel bed, the interstices were well tamped with gravel and sand to make a roadway six inches in depth. Pearl Street and Monroe were the first streets so paved. Canal Street was soon after paved in the game manner and after thia little if any stone pavement was laid except for gutters. Wood paving was completed on Lyon Street, West Bridge and a few other streets in 1875-76. Paving blooks of pine did not prove satisfactory. The wood decayed in five or six yearse They were superseded by cedar blooks cut from the bodies of small trees in six-inch Lengths with the bark and sapwood trimmed off. The blocks were set on end in the pavement. These were first used on Pearl Street from Canal Street to the bridge and on Monroe by Way of experiment. The cedar block proved much more dur- able than the pine: and remained the most used permanent otal oy vol aA or ale ead type -by far until 1891. In more recent yeara Trick, chees and block asphalt and bituminous concrete have been the mors populad pavements. Acknowledgement. We desire toe acknowledge the assistance given by Mr. Moore, City Engineer, and Mr. Paige, Assistant City FEn- gineer of Grand Rapids, in securing much of our data for this thesis. One only needs to refer to Plate Z to discover the striking relation which exists between the increase in population and the corresponding increase in the number of miles of streets paved during the same period. In 1875 there were approximately seven miles of pavement including all kinds and a population of 30,000, or an average of 00023 miles per capitae In 1915 the number of miles of pavements increased to 215 while the population was esti~ mated at 134,000, the per capita mileage being .0016. The cost of paving per mile for all kinds of road constructed varied considerably throughout this period of time. The minimum average total initial cost was in 1890 at approx= imately $11,200.00 per mile. In 1915 the average initial cost was about $26,500.00 per mile. The Ideal Pavement. The determination of the object depends upon many variable factors all of which must be given due con= sideration. The great variety of materials, the methods of construction and maintenance, together with the absence of some phases of cost data and traffic center which we have been unable to obtain because of insufficient records makes it a different matter to reduce all the different types of pavements to a comparable basis. The ideal pavement should be durable, cheap, sanitary, generally acceptable; it should have a low traffic resistance, it must be favorable to travel, should be easy to maintain and easy to clean. A consideration of these important factors and characteristics reveale the lack of accurate data obtainable and the relative determination of these factors to consider when comparing this ideal pavement with the type in question. As an aid in determin= ing am efficient and economical comparison between various pavemente tables have been devised by numerous authors to show in a more concrete manner the rel&tion between the qualities to be desired and their relation to the assigned ideal values. The values are purely assignable depending upon the local conditions. In our study of various tables we have found that the table proposed by the U.S. Depart] ment of Agriculture is worthy of consideration. After a thorough investigation of nation-wide conditions the Depart= ment has issued a table more adaptable to every condition than any other. Plate No.2 contains a copy of this table as recommended by the Government, also a graphical representa= tion of the same in the nature of curves. The curve of the ideal pavement is merely an assumed curve, The vertical lines indicated representing the qualities as given in the table. The ordinates upon which these qualities lie are divided in t to the nurwer of units representing the aagigned ideal rays ment value in the table. In plotting the actual pavement curves the number of units taken on each of the quality or~ dinates is the number corresponding in that pavement column opposite the quality. Example: The durability ordinate for the ideal pavement is assumed as 20 units long below the oprve; referring to the table we find that the durability of blook asphalt is assumed as 14. Hence the height of the bleck asphalt ardinate at that point is 14/20 of the heighth of the ideal ordinate at the same point. The above consider- ation of the ideal pavement, pertains, as hag been stated, to the most general conditions existent throughout the entire country. In our application of this theory of comparison to Grand Rapids we find particular conditions which must be con sidered in determining the relative values to be assigned to the prime qualities found in this soale of an ideal pavement factors for the oity. To illustrate this; we found that this municipality presents a similar local condition because of the fact that large hills surround the city necessitating the use of steep grades in constructing pavements. In these cases it will be found that the quality non-elipperiness will re= ceive more than ordinary consideration. Other alterations will be required in other pavements of the city to determine the best pavement to use; hence to ascertain the ideal pave~ ment for the city would be an impossible task. Traffic con- ditions to which a pavement is subjected forms the prinoie pal consideration in determining the ideal pavement. To a full consideration of the pavements in Grand Rapids it may pe stated with very little fear of contradiction that the ideal pavement for the city would be the most economical. The truly economical pavement is the one which is best suited to meet the local conditions as capable of with= standing the ravages of time and traffic with the least possible maintenance, first cost considered. It is our ain, then to point out the relation between the initial cost and the cost of maintenance of the various materials used in road construction. Specifications. A study of the specifications adopted by the oity of Grand Rapids for permanent pavements shows that standard methods are used. Standard specifications are those adopted by most large cities and by the Association for Standardizing Paving Specifications. A few recent and important changes are the follow ings Concrete Foundations:— Before the year 1915 bank gravel was used for foundation concrete, but no bank gravel is allowed, the olause specifying this material having been struck out. No continuous ooncrete mixers may now be used on any work. Vitrified Brick:— The most important change in these specifications is the "*expansion-joint® clause, Which does away with poured tar or bituminous filler and Calls for pre-formed jointe. . CtanhGarGd hatlaer Coocasdite.tionytem Theae oGuriy with usuzl methods as regards the actual teats. There are no adequate means for keeping record of the brick after they leave the car. No attenpt has been made to trace a | particular lot of brick to any particular section of a atrect. Fillers: In all there are about 169 brick paved streets in Grand Rapids. Of this number 137 are grout filied, 30 pitch filled and two sand filled. The dast pitoh was used in 1901. Since then cement grout has been used exclusively, except in a few cases, one being Bridge Street bridge. General Inspection. A tour of the city was made in a Ford automobile in order that each pavement might be inspected. Foticeable and commentable pointe are the fole iowing: The sheet asphalt pavement of Ottawa Avenue, just west of the city hall was investigated. We found this etreet to be in a very bad condition and full of holes. This pavement was laid in 1899, but is now (1916) being re~ placed with brick. A study of the maintenance figures shows that this pavement failed to hold up or else was not given the immediate and proper attention necessary when a defect or wear was first noted. Ionia Avenue one block east is another example of this type of pavement. This was laid three years ear- lier and is about the same length as Ottawa Avenue. These comparative maintenance figures shew how much revalr work nes been done since 1908; Ionia Avenue, ~ Crescent: to Monroe, 1400 yds. repaired at $1720.00; Ottawa Avenue, - Lyon to Michigan, 1720 yds. repaired at $1800.00. These two are cited as examples eof asphalt pavements be= cause each received about the same amount of traffic. It is not to be concluded, however, that all asphalt pave~ ments have not withstood the wear and traffic. These pic» tures show views of Ottawa and Ionia Avenue asphalt pave-— ments. ime . <= ae) i r COMPANY Seer Cs rw [a H Tera) te ed] ae Another stretch of asphalt pavement found to be in bad condition is at the intersection of Fulton and Ionia. This ia the busiest part of the wholesale and heavy truck-~ ing district, two blocks from the Union Station, Pavement laid in 1907. hs et The blook of asphalt pavement on Michigan Ave- nue in front of the Grand Trunk Depot is also very rough and contains several bad holes. The block was placed in 1903 and since has beenrepaired to the extent of 305 sq.yds. at a cost of $340.00, a considerable amount for such a short stretch. ut uc OXeT UOUld PSEPTUpIay “f uc (STULOTT TSO) PIBpusys 4 uc/T-T ra CXS] YOUTd PEPTuTazy wd ug wT HOON Sup] Yeon yoyesey u9 uc wT (SFULOFT TBO) prepuegs PTO uc uT oorBs u9 uc ut eXVT UOUtd pPepturpfay ut uc SXeT UOUtd PEPTUTazyL aT] uc ul ONeT uorld peptutfazys u9 ud (weqn) ueTrzéssy 19 (S@FULOFT TSO) owoy BQ uc nT HOON out] wean ywoueseys u9 sw e/ To?’ OXBT YO°ld PEPTUTIL u9 ud wT OXeCT YOUTd PeptuTrisgy “f ud SXVT YOUld PeEPTuUTIyL u uc/ToT uT OXET UOUTd PSEPTUTAL ut uc ul Oores ut uc wT OXST GOUTd Pepturay eseg doL reputg yTeydsy fo pulyr 649IT0U09 SSINXOIHL 63T 69T 662T L68T 668T CT6T ZO6tT 26ST O6T 68T LO6T L68T 62T 69T T68T S68T Ct6T Z06T ‘Ive x AIISUN e4%849 UOZSUT USBI uo4tTngy uUfFeyUNoT Uoy Tg UOTSTATG eTUorl uss TUOTT uoflq WesTUoTy Treed puy 4sey SOIUOT ALIIEUO 62326495 AIZI9UO e1e19 Aug Tee ALIIOUN UOTZOOSTOAUT «xUoFTNYG queoserg [Ie98d [129d eoru0yy UOFSTAtd BME YI0 YI@I reysog ssoroy woftug HOT MASO qUeseeTd AUYTCOM UOsTPeyH uopTeUs OL WoL INGLXG LIVHISVY LYGHS HLIM CHAVd SLYGULIS AO LSIT “SUTOVTINSOY my soetd ATIeaAe", “OAV 90eIIo] ‘aay 2zo0edsorg q00TIS TIteg “OAY @ME190 enueay eoru0dT, 400195 UwesTuot ‘oAY O999AC TET “OAV UOSTOT SOL, enuSsAYy wosrezser ONUSAY CTUOLy enueay STUOL enusaAy BTUOT g90er4S utTeqyunoy OATIGQ 8,10480q7 q0eI4S QUeoseIy ONUSAY O wt + ee GPS ae EG fa a See re) opupe. En this coumection Ato! be well to etate that after a thorough investigaticn of ths Original cost averare of brick pavemente throuchcut the country amounted to $1.93. This figure compares quite fevo:~ ably with the average of £1.21 given above. When we consi¢:r the cost of transportation of brick and other materials con bined in the latter amount, grand Rapids falle well within *): average forthe whole country. iting wey ef a Bt rs 1 lan: ave ln) Von .- You road: N SMI TF rose ard de ___ ihength:Sq. yde.tAv. Coat:av. CoatiTotal ——: Total Year 3; in shoadway 3 per s:Pavement;Cost Coat of sMiles 3Sqe yae 8 per 3 Pavenant SImprovs : $ sImprove-slge yde 3? smant : $ sments : : : BLOCK ASPHALT 1900 3.583 14,599 $3.57 $37,489. 1904 .293 4,780 3.09 14,755. 1905 .338 3,254 3.138 10,163. 1910 £.663 10,516 1.77 $1.46 $15,353.21 18,740. 1913 .370 6,093 84381 10-55 10,051.47 14,955. Totale- 8.247 39,333 $3.42 $95,188. CONCRETE 1901 #£.187 2,196 1.78 $ 3,771. 1904 .236 4,502 1.42 6,415. 1905 .279 3,378 1.35 4,545. 1906 .120 1,003 1.90 1,904. 1907 .240 2,860 1.84 5,268. 1908 .125 605 1.70 1,083. 1909 .110 953 1.447 $1. $953.16 1,405. 1921 .100 1,249 32.0 1291 1,250-94 3,615. 1913 520 4,410 1.57 1.16 4,819.78 6,911. 1914 .156 1,738 1.S8 1.13 1,970.97 2,910. 1915 .338 3,619 1.80 099 3,511. S63 6,525. Totale- —™S OE 7 Be411 26,513 1.263 $43, 291. OD GE Cy SED OED one gay SED teem 9 en O88 rns OU RR OR OF nem mre 1° CD SER FD OR 8 egy SP a FE 9 ae he rw a we Oe OD 88 np ae OO 8 OO oe ED re cee OR OE ee OH OD Oe Ow OD yom OT yw ay OT Wa et ateeida Sg VTE oe sLenethivge yiretAGe COStLAT. roatsTotal: sfoutal Year : in cHRoadway ° per sPavemontstoat sCest az siilea ° sSqe Yae 8 per sPavemen Simprevrs- $ : sImprove-t5qe yde 3 sment : : sments : : : ere teen we we ee cn ene ene ee ee ep ere ete nee eine ele aes ene ewerene le eeeeeee toon SHEET ASPHALT =D Ge CUD SW cay CD ere 2. @ “SD =O FO tigee SS 8 —F 8 2 we OS ER OW 8 OW 22 ice GS CO OD FO OD O™ 2 O® (RU gee GD OD SO FD — Oe ORB CW OD OO ee 98 ED OD 20 OD eve OOD OR ame tk 1892 1.900 2,587 3.86 $94,493. 18932 0677 =:13, 978 3.08 43,906. 1893 0377 4,877 2089 14,080. 1894 0379 6,913 3033 22, 280. 1896 © 450 7,707 1.95 15,950. 1897 1.366 8 7,111 1.89 51,025. 18398 0868 14,197 2-09 29,500. 1899 0356 5,840 2055 14,800. 1900 -280 11,111 1.71 18,97i. 1903 0590 11,974 Be43 29,900. 1906 ..192 3,960 1.93 7,619.6 1913 .561 £13,976 1.798 $1.35 $27,518.42 23,145. 1915 403 8,100 1.75 1685 10,185.00 14,125. en en =p On ew “OC ae @& OP we 82 ee oe OD S28 OD 68 8 Oe 8 8 08 we 8 8 ee SG 29 om SO SO OD ow DS 628 OD 68 ce 82 pee S ED we 28 YU SH we He CO 8 EE CO FO HRS OD Totals— 30448 153,331 $2.39 $377,194. Os eam OS Om OS ore OD ae ee rm an eee GD OD an SE ep = ot Gm SE ge 6D oe On Oe 8 OP 8 © CO OP FO FO OD KF cw OD OO OD © = 8 On -8 oe OR ED OD &® wo “8.0 ~ oF . ~ 1 wo “ “ . - $ coe yeep oy BO ey me Mere do We ey tyne & ta 4 r > wed ot tw & e* pare ary i Mf ‘ Cyr oo wha | peste ‘Je ydaet tive Coa tray. Cost:Total Tota} Year : in sRoadway :; car Favements3Coat scoat cf sMiles ° sOqde yds 3 per sPavement 9 gimpoovyi~ : : sImprove-$ Sqe yde? sent ° : sments : : é BITUMINOUS CONCRETE 1909 «198 2,589 $2.98 $1.25 $ 3,235.88 $ 7,672%. 1910 8 3.133 34,693 8414 1.98 35, 348479 74,655, 19211 0832 14,516 38492 e85 11,181.67 29.205. 1913 1.554 24,555 2004 83 80,198.86 55,151. 1913) 14273 20,189 3.54 99 21,906.44 51,188. 1914 1.388 23,226 8010 1010 04,449.94 46,705. 1915 0436 7,688 8210 1210 8,546.14 16,815. Totals- 7.864 126,555 38.30 123,818.23 281,947. CREOBOTED _WooD BLOCK 1902 e913 401 3.38 1,357.6 1907 e351 4,990 3.86 14,3756 | 1908 e113 1,448 5.10 6,373. 1909 e130 1,709 3.36 1.90 3,269.24 #85, 720. Totals- +507 8,348 3.674 27,7806 peww 42 4b aan Ges oun ap C2 m Gap OO ene, =~ > ep GR &D asd OD GH SO @e ow 40 ow 28 OP 28 OD CH O® oO SE WO sO GD ME SO OR ow we 8B 179 od SP Oe OD O® Oe O88 OD 8B 48 ~ 8...» “ss ~v. as sLangt : in sMiles ~ wee 1 ® wet w+ £2 ERP uD « o B R Z of rick oadway q ye * ots ” ww & & ee ae OF Fr Mea La ‘¥ wl t vp: oe a Stal? de ydaetAveCont tAv.Coat ¢brick per sSge yd. simprove- sments Vopecey oT we per PS AER. Total Goat cf£ Brick Sqe ydes we 0 Fe a 2 @ . Wert & . uN . sTOtet sCost of .iGprovaus sment SEeeasew Gs THR Wwe € a “8. 8ew TRH Se oa Ow TD td Ai WED weds en ae OR [OD CR OO ad ee SO OO cd 68 UN CR ee TED ee OD OO! vem OW! 1 Os . 0 NW Oe awe B OR Ow OE Cw 1905 1906 1907 1908 1909 1910 1911 1913 1913 1914 915. 586 1.274 1.058 1.028 3.592 0842 3.621 1.318 3.118 1.600 30613 3.485 2.506 30161 20249 3.351 : a; OOO 1, 448 21, 640 9,656 1,816 33, 994 24, 936 15,060 28, 501 4, 341 323, 788 75,401 19, 439 86,134 38, 333 73,185 39,775 63, 365 55, 789 638, 945 66,211 36, 665 43,999 ror Ay $1.55 2.83 3.02 1.35 2012 1.59 1.76 3025 1.94 1.76 1.86 Be14 2.19 1.84 2.08 210 2.16 2.08 1.98 1.53 1.28 3.38 2.38 »S FS $1.20 $73,991.50 1.19 1.13 430 1.35 1.34% 64, 535.11 57, 916.28 79,569.34 49, 465.62 51, 98431 $ 89,918. 4,090. 43,651. 13,990. 3,840. 38, 200. 43,940. 33,700. 55,415. 43,7386 44,060. 162, 051. 43, 309. 161, 305. 67, 383. 153, 572. 86,093. 139, 350. 110.897. 94,610. 84,415. 85,416. 100, 254. S355 50888 12,211___1a92__ Lada _22.28%16__ 32.5254 Aa wpe es » » * = ° - * ° ° ® » e e . *. ye of to» a a “7 we ww rw ~ wv e ow ~ > s ve os va oe oe a » x e + e 4 °. ® a « a + + s eos vw @ @a oe oa - » « of as we ew a e es ws a ¢ ve we Vv Sd - - ~ v ae a ~ y ~~ u ‘ Co @ e * . » * 6 A e o 5 an oe a 5 | 4—-t-4—+ ‘oe t er | PRK fs Ta fe 7] a ack AiatkeL SS SOE = Rca Ma Ih sr/ | al vee Ee eee kee ied teat? kaa me 7a ee ed aie Vise sleek Cra ies ee host BEI | ee Fe ee eee a oe ee J | oF* iy a oe Pee ETA i Ee SE ke take ane eAh cae) @ - r | mae ESS ae AS PUY ST VRE CL ES Se Se ay Pal) an ea a Ae Le Pe OTe eae] Y SEN ator Mee ok ine TiS oe ee ie WE 2 11-2 tee 1p 2 ieee :...4 a og EQS Ls ee Be CE 025. ae CEU TA EY dL eed | Dire a eo BueD Pye ye wey Yo ote a mae ‘ fr . —_—_+—— pay rae veyeg| “slo buideus 40f ayasr2ueD Sir : cra | ! oz’ - |g ay cl ee eS eee im Py s9° m7 .aa fA Re ae —PHO4Oy — af8DU02 Suo0?. Led — val = PAYS COE Mn Me al ae) oe oe a IID eo SE = a =] pe WP JPACAE Bue nO2xQ TT a eA ed ee Re A a BT EO] a PL oaT Toe eT Chee raze ano OR) Seek hee te = toe Ee Ce Se LS Ee an aes ca a Sa ee tli koe CM AM Lo dod lle heh 2D ALLA he Thao ela ean 2 a A a ee ee a = 7 ; ey Soy WiLL rae 4 bY ‘ rg NINSSINAD SIN IS ESSN GEATS piece SWIL/ a iow i RE EON Ne mS 8 cae ree Brg oes I HINT SHY OBSESSED BSS DSSS m Sia SS STE SE HET ES I Net ee NS NG an ~ me SUES LS ea OS COS aia . . cS Pi By es “\ . PS mS f. t 8 We Le a my 2) ~ ee , gs as a SE (Oo Ran S/O] a A g Py 9 iy : SS eS) Th) ILE eg) ig A BELA LG Ee | ES eee ee —— SSS Kaintenance cost is a very important factor to be considered in determining the relative merits of pave~ ments. From the ideal curve relations plotted acoording to the government data we find the maintenance cost relatively much less for wood block and granite than any other paving materials. The standards of maintenance differ widely throughout the country and they vary during each adminis~ trative tenure of office. It will thus be seen that any assumption or conclusion which we may draw as to cost of maintenance would be subject to the statement of the engi- heer as what maintenance means. Correct conclusions may only be drawn when the office is held continuously or for a sufficient length of time to show the adoption of a definite principal. Brick has been found to have a larger cost of maintenance than any material used for paving in the city. In later years, since 1913 the cost of maintenance of brick paving has been practically uniform. This is undoubtedly due to the fact: First. That the brick are tested and rattled to insure that they are perfect before being laid. This may be taken as the main reason. Second. That the filler used more extensively at the present time is cement grout. Pitch which had been used atmost entirely formerly did not permanently f111 the joints, hence the briok chipped off. a 8 a 7 fou > ~ ~ . 4 ” ey ~ A mg “Sed eons } Of wW-' re. ey od 4 gute eee ¢ lp kb wa at } 5 “ o wh te -k «@ Ow at a * &. is wa oe. ‘.'t ew be awe wan ath ‘sel oe watt!) flee Le: sort paving bast which woon presentel @ very uneven surtas.. Fourthe The five ysar guarantee clause in the specifications has given the contractor an incentive to te more careful in the laying of the brick. Asphalt failures have been due to many causes b.:% the chief of these in grand Rapids is apparently because i* has been subjected to heavy traffic which it makes no cilaiia to withstand. Asphalt is not a heavy traffic pavement and cannot stand up under the heavy loads which brick is design::i to hold. This probably accounts for the asphalt failure in the vivinity of the city hall where it is being replaced wit” brick. Another reason for failure is through the deter- ioration of the bitumen and cementing materials in the com~ pound because of exposure and age. The factor may be re- duced in size only by comparative tests of asphalts and a chemical analysis of each. Defects of construction may be taken as a cause of failure. Municipalities are realizing that contractors :: be held to strict accountability for every defeot by careful inspection and the five~year guarantee clause in the speci- fication. Wood block as a general rule will be found the cheapest paving to maintain. In Grand Rapids such has been the case ezoept for the year 1913 when the maintenance cost reached $3.36 per square yard. We have been unable to ac- count for thia erroneous sum being spent for maintenance. oo +. eI im t a Deollars- Cost per sg Ore dat Lie ed | 44 +4 sie Le eer P9LP/ ne ; 7 - CLA We ti Aaa Yael hale A ead AF ute = | aks Sele dah 3 Seed aad 4 a + SEI ee WII SOlPEL ONY YD ahi ell ahd Bit nuded eT hey Re a 2, 7 Oe ne ng TOE eK TT 3 oe YE STOO Te er aed ¢- ue t | | — ToS oe a = r Tats Ea ms bane , { a | 5 os i t14 poe a BBS } a } : LE sL 8 ee ee coal ae = aS ae — ST Re a] lees] rere7 ts Pb OMe came Be 2 ond Bs aad 2 oe Sod OS WE SPT Pry tr ap | PPP. 4 i ea a ae q t ° oT) ie aa F ss Bin cet S— 2 Sine d haw PEL aeie pewerrys Hey ay ! | ar — 7 tT ra. i ‘ ee 7-4 ey MI Ade ee re ae eee LAD eae ELL ETL A > & ed ahd eg | a Mohd dee TNL A Pe dak fe) e¢iso : cE eT ar nT 4 ‘ i Zo F if (cia mn a) fer LTE) ah eee bn eR a eee mene st Pa eel a aoe = = — : ; a ES fee xo ae we ; ie Sa G ENERAL-SECTION-OF-CONC FRE TE- ALLEY. GRADE Line. 6 cone Ce ie oe = A ENE FAL ya =e al eT Brick Faveo STREET. ek, Relig he ot Bitumipovs Macadar E We: aH ie 2-/ Portland Cencat Nai 3" = ATT S - eA eT rag Bat Se ol Sera “Conerelé PLE See STA 7 aT) zh - im i Be ; GENERAL HALF SECTION OF STREET sisi ss LYON STREET HILL, WW AIG aS aa a Cas / ¢ j : ZO . -Gradé ie a vf ieabteg A i 4 i Ms EE ——— xs 3 = i a So Se w os as — te ned ver es S TO eR “be ete ar ae Shave ent erre ce oan p est SEN is o > Ce Fz 3 r; a ee F085 * =o. “ eI G ENERAL-SECTION-OF-CONC RE TE- ALLEY GRADE Line. Poa of INE et os ae ENERAL HALF GECTION oF BaAIck FAVED GTREET. 2 Gk ale Ted LL Yee fe Les ed (hd REC : : ae 2 pe 2-/ Partisnd Cement Mortar ~ ; 3 A ad 1 = SI t a 5 ET SR rer rR PE : S > res wT rx Oo. bs ce re a yi oo se) PUA i gw) (aa ORY Taek Nae « « 9 S cs) ‘ e Re |} GENERAL HALF JECTION OF STREET, cred si 7 i ) i AY MOL 2 p- 4 < aa New d ud 7 we ( had ‘T e . ae hn .. L LYaN 217 e at De ke, vat he we hoi3 teen available concerning the main- tory ] os ft shew se Law de 2oet of conmcret: or bitumineus oconcretese The followinz table will serve to show the cost of maintenance of the various pavements per square yard for each yeare Cost of maintenance per square yard. eefee esjieo 6 __ Year Briok : Asphalt | :Wood :Asphal t Block 1908 $1.70 $$ 98 1909 0835 054 1910 2059 1.91 $1.26 1911 2018 082 048 1912 1.41 1.24 $1.57 1913 1.66 1.35 3036 1.63 1914 1.72 1.00 1.90 1.56 1915 1.76 085 1.71 1.34 Before conoluding our study it may be wise to state a few results which have been found peculiar to the local conditions existing in Grand Rapids in order that the various kinds of pavement, those that are best suited to existing conditions of slope, treasury and traffic and to the looal market of proper materials. During the past few years there has been a steadily increasing use of vitrified briok for the paving x ” - ‘ nt . yt - 3 ? / r. LG ‘ 7 yous yy 7 < 5 er os 9 - . © - s 4# . ae é Nw a, tr ty > *4 a wad he ' te we if Sho Pavemcntgs are nolsy thorei. —.f their use eapesially in tha weautavi de CO nont grout ag a Tiller tenis to 1° otvace the noisineas of trick pavements. The grouting bin! the triog firmly to make a solid hard pavement which is much more noisy than the more elastic and deadening pltch of bituminous filler. Pitch during the wide variations of temperature contracts and expands considerably, the pit: softens and rune from the crown of the pavement to the siii«- exposing the rough surfaces of the briek in the center of the road which soon chip off to destroy the brick. It has been found that the brick laid before the adoption of the specifications of the American Society of Testing Mater— jdals, have had a greater cost of maintenance than the more later paving brick. This has been particularly true of the Crescent Street and Grandville Avenue brick pavements. Drainage for pavements in Grand Rapids seems to be well taken care of by nature itself. The city is especially fortunate in this particular for very little consideration need be given the matter in most cases. A heavy clay forms the base of the greater part of the streets 4 - NO el st *y * . . av oy Re Be oe Gy gS \ ‘| the pavementa and materials we Yat Sand pt wie toes. conditions. such ag climatic, tép- Cora, hic end econonis well taken care of. During the past few years we have found that the cost of maintenance, one of the largest factors to be considered in paving work, has decreased materially which is evidence of the fact that greater care has been taken in using the most efficient material for the conditions for which it might be subjected. A more complete study would require years of investigation involving traffic censii, chemical research of materials used and the wear per unit area of the street. We suggest from our investigation that more efficiency might be secursd in this department if cars wero used in placing paving materials which were adapted to the traffic or wearing conditions. Wood block is not primarily a pavement for a residence district. It is more suitable to stand the wea’ and tear of heavy trucking. Asphalt, witha much lower initial cost has a maintenance value in Grand Rapids which will average less than that of wood block. In laying brick pavements, sand has been a failure as founda~ tion material; the use of it being the reason for more or less uneveness in the surface and the cause of chipping and breaking of the brick. The condition of the pavements might well be taken as representative of similar conditions throughout the country and indications point t o a more studied considera» tion of the department as each pavement is laid.