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INVESTIGATICN
OF
LAYVSING AND COLLEGE
ROAD MATERTAL

RY

. !
no x .
va -

WoM.BUCK AUD FY LOSsiua

1911

This thesis was contribulted by
hr. Me M, Buck
under the date indicated by the department stamp, to re-

place the original which was destroyed in the fire of
March 5, 1916.
CONTENTS.
1. Object of thesis.
2. History of road.
3. Methous of analysis ana results obtained.
(a)Specific gravity.
(o)Viscosity.
(c)Penstration.
(d) Total bitumen.
(e)Free carbon.
(f)Insolubiluty in naphtha.
(g) " " caroon tetrachloride.
(h)Fixed carbon.
(i)Distillation test.
(j)Testing of coils from distillation.
4, Summary of tests.

Cr

5. discussicn cf results.

94/279
The Object.

The object of this thesis is to determine the chemical and
physical properties of the Liquid Asphalt so called and used
by the Indian Refining Company during the summer of 1909 in
resurfacing the Lansing and College road.

It is not the oovject of this thesis to determine whether this
material is an economical and satisfactory one to use in road
construction or in road resurfacing because it has been proven
to all that it is of no practical use in such work.The fact
that the Lansing and college road, since being resurfaced with
this Liquia Asphalt, has been such a striking failure from start
to finish has shown without a doubt that the material used is
the renewal is worse than useless for such purposes.

Tt is the object of this thesis to determine the chemical
and physical characteristics of this Liquid Asphalt in order
that material having similar prcverties may be avoided in future
road renewals and construction. Some of the condemning physical
properties of the material are well known to those familiar
with the road since its renewal and those properties are menti-

oned in ancther part of this thesis under, History of Material.

fq \
iistory of the road.

In a thesis, entitled "iiacadam Road From Lansing to the
College", written by R.Rasmussen and I.M.Phippeny, who were
senior engincers at M. A. C. in 1906, a very complete history
and description of the original road is given and anyone wishing
information on that part of the history of the road should refer
to that thesis.

It is sufficient here to say that this original macadam road
was built in the year 1906 by Prof. C.L.Weil,at that time, the
head of the Engineering Department at M. A. C. ,who took up the
contract when a Saginaw contractor dropped his contract. Prof.
H.K.Vadder cf Mf. A. C. was made Engineer by the Lansing Business
Men's Association, for the road. The grades were established by
F.F. Rogers, deputy state highway commissioner. The specifications
were Class "E" as made >by the Mich. State Highway Dept.

In the early part of May 1£56, grading was commenced. The
grading was done entirely poy wheel scrapers while the shoulders
were built up oy earth from wagons. Yhen the road-ved was made
to correspond to the nrofile ooth horizontally and vertically,

a ten ton steam roller was usec to harden the subgrade to such

an extent that the roller would not make an impression in the
earth. Then stone which had gone thru a 3 inch meeh vas dumped
upon the subgrade and spread wiylh shovels and rakes to a

thickness of 4 1-2 inches. The roller was run over the stone

so spread until the thickness vas reduced to 3 1-2 inches.

When this had oeen done a binder of stone from the 1 inch mesh

was spread to a thickness of 1-2 to 3-4 inches.and again rolled.
Then the last course of 1 1-2 inches stone and the binder were
smread to a thickness of 3 1-3 inchesand rolled down to a thickness

of 3 l-2 inches making a total thickness cf 6 inches. The
fz \
specifications vere adhered to very strictly according to Prof
Reed, who was inspector of the job.

The orzinal macadan road was a very good road and served as a
wodel macadam road for the state while it was in a gocd state
of preservation. However by the year 1908 it was found that
pecause of the heavy and extensive traffic that passedover it, the
surface had begun to rut and was starting to disintergrate. The
road-ved itself was in a vary zood condition and the surface
was still irnervicus to water put the surface yas so rough that
it was thousht if some attemot were not made to put a protecting
coat of some kinucf material that the whole road would go to pieces

Accordingly the Lansing Rusiness icn's Association took up the
propositicn of resurfacing the road with some kind of asphaltic
muverial. It was then that the Indian Refin; Co. of Cincinnati,
Chio, a corporation of that state, cane forward with the propositim
to tne Lansing Rusiness tien's Association to resurface the roau,
with their material at a very chean lunp price.

There vas no real contract or agreement betveen the Association
and the Company. Letters betveen the two parties vceing the only
thing that coulda be called a contract. ‘cither were there any
specifications as to the nature of the prouuct to ba used, the
amount and quality cf the resurfacing to bo used. It was not
specified as to how the material was to be anplied to the road.

The In

(>

lan Refining Co.. simply said to the Association in

letters ,""e will resurface the road with our material and crushed

Fr
ry

limestone and will guarantee the work for a period of 18 months.

ct

her

ct

For he sum of 71,590.90".

oO

surfacing vou are to pay us

Tne Association acconted the proposition by saying , "We take
your vrorositicn. You are a biz corporation capitalized at one
million aollars in the state of Ohio and therefore we think your

word wuarantes means a goou road anu so ve will not make any
(7)
agreement or specifications. 30 ahead and build the road to suit
yourselves! That is all there was to it.The company was given
full swinz to do as they pleased.

A copy of a letter odtained from the Sec. of the Association.
written oy the Incian refining Co. is included in this thesis. It
is the only thin; lixe a contract and specificationthat the two
parties had.

The road as built has proved to be a gigantic failure that
only those who have had to travel by and over can fully appreciate .
In the spring of the year 1909 after the road was built , the road
mas asea of Liquic Asrhalt. The material softened un under the
action of tho sun's rays so much that it stuck to wheels of the
veBhcles passing over it and to anything else that came in contact
with it. In the winter the material is hard and brittle. Since tha
resurfacing of the roau the Liquid Asphalt has hardenea to a certain
extent but it hae continued to rut and creep under the action of thse
traffic until the original macadam road is beyinning to show thru.

About a year after the resurfacing of the road it was in such a
baa shave due to ruts that the Company attempted to repair it. They
removed some of the ruts by picking off the limestone and Liquid
Asvhalt with hand picks. They continued this repair work until they
saw it was of no use to do more. The only effect of this repair
work was to smooth up that portion of the road for a short period
out now it is as Dau as ever.

e summary of the whole thing is that the Lansing Business
lfen's Association attempted to get something for nothing and failed.
The resurfacing of the road vas undertaken with a man superintending
the work who was not competent todo such work. This improper laying
of material suitable for roau surfacing could have but one result

and that is that it is worse than a complete failure. It has not

only made a very poor road put it has rendered the further
ie N
improvement of the macadam road a most citficult proposition.

(7 \
Fenetration Test :- This test as applied in the examination of
the material under consideration was used to determine the
hardness of the material, and this was accornplished by determiting
the distance u weighted needle would penetrate into the specimen
examined.

In ordet that this test may oe compared to other similar éésts
a standard ne:dle was used. This needle was weighted with a one
hundred gram weight. The tests were made on the material at a
standard temperature of seventy-seven (77) degress Fahrenheit. The
cscodle so weighted was allowed to descend for five seconds as
determined by the vendulum on the renetrometer. The penetration
cf the needle is read unon a graduated dial which is so graduated
and geared to the rack that it measures the penetration in one-
tenths mm. The dial is divided into three hundred and sixty (#60)
degrees, mach degree representing one-tenth of a millimeter
penetration of the necdle.

The apparatus used was the N.Y. Testing Laboratory Penetrometer
No 16, and is manafactured oy Howard and Worse at 1197-1211 DE Xolb
Avenue, brooklyn, N.Y. There are two standard needles with
the machine. The weight cf the necule -point consists of the
noedle itself, the weight cf the noredle-var, the weight of
the weights to be slid on the ne dle-bdar. Cf these removaole
weizshts tl. re were two , one of which was navtked fifty (ud)
grams, and the ther one hindred and fifty (150) grams. All
these wei -hts were removed and weished separately wuron an

accurate balance and the cata for ths same is given below:

Teisht of necuke “Io. Ll -------------- 2.09000 jsrars
" " "1 tt Q -------+------- 2.4792 ~«2N
" " Ne oar 2 eee ----------47.4953 ="
" " bO"gram weizsht ---------- 49,9992 "
" "150 " NO weer een 149.9718 "

( 7 )
An 6@vttnrgn* was also made to determine the weight upon tne

roint when the needle bar is released by means of the plunger
or in other word: to d=temine if there is any reductbon of the
weights due to friction when the nzcdle bar siides through tr=
plunger, when it is released by pressing in on the plunger but
it was found that i+ was not possible to measure this reduction
by means of an ordinary balance but there is no doubt but what
there is considerable loss due to friction.

Value of the test: The penetration test is a convenient one

to use for identification,control,and comparison of oil or
asphaltic products used in road construction. According to thex >
standards or specifications laid down by Hubbard in his book,
"nust Preventives and Road Binders" no oil product should be
used in macadam construction with a penetration higher than
<9 mm when tested at 77°F witha number 2 needle for a perio:
of five seconds drop under a weight of 100 EraMmsSe Futhermore
he says,"On the other hand, it is rarely necessary to require a
penetration as hign as that for asphaitic used in toppirse off
en aspheltic paverent, for the reason that the upper course of
macadamr has a much greater inherent stabilit, then the sand
course of asphaltic pavement. A penetration of from 10.0 to 15.0
mm is uSuail; ccnsidered sufficientfor road work. If a material
having much lower penetration is selected its suscertibility to
temperature changes will have to be considered.

An attempt was made by us to obtain the penetration of the
material as we fount ft after wechad removed the water in it
which had proberly gotten there due ty tuc Capyvouse ty wie YFaln

since the road was repairede The so called Liquid Asphalt was
Drought Gowan tu ous Seouuusu iciipole (ULE Dos coe van’ (77°F) by

dmerging au wuvws eThe Standard weight of 100.0 srams was used

( 5}
on tie ne:dle . The material "az to s0ft so that the needle
dropped out of sight in it very quickly, the material did not
seem to retard the fall of the needle at all. An attempt to get
the penetration of the material with the water left in it was
made but no better results vere obtained than vith the dehydrated
Liquid Asphalt.

Soma of the cehydrated material vas placed in an iron retort
and diatilled as dsescribod under "Distitiution™" in another part
ef thia thesis. The residue thus ovtuineda from the retort was
| tre.ted vith the penetremeter but it was far to soft to allow its
penetration to bs taxon.

In another part cf the distillaticn te som. of the material

the residue thus o»stained

&
}-~!
@
iQ
4
Ww
ct
oO
t~
c+
ct

un

C

was GQiatille
vag a hard crusty coal like material oni ver not in « liquid
form so the pone tration wag not takeone

In another vart of thia theeis unucr Giatillation the material
vag Cistilled to 370°FP. In the test with the tron retort the
sunperature was carried up te 7 7O°R,

Therstore sonevhere oetyeon 370°R cna 3709P throne proo.blyis a
resiuu:; that w3 coulu meuguro the penstration cut ovoin: to the
geoor temperature cuntroi that ve lad ve wera not able to determine
at vhat tonperatur: ve would haves such a rasicu3.

One cl the essential charucteristics of all acmhaitic or
bitunnious material uscu for ton. builuings rurvoses is that
{%3 hardness ghall increas: the lcngeor th: matorial is exposed
to climatic conuitions uspvcialiy suniigh*t. It tid be on cemonstraged
that asphult will not herden unless: if has been exmorra to the
sunlisht H.eving this essential prorert: ia mina,va d> termined
in the limited yine vo had to 392 how this Liquid Asrhelt

yould act in the sun, to se. if it youl. harden as it should

(7 )
if it was tc be used for roau purposes.

The pure dehydrated was not useu becaus e ve hau such a
limitea time to expose it to the veather that ve did not think
it vould harden to any anrreciable extent. Therefore yo took
some of the dehydrated material and mixed it vith sand so that
it vould ba ina more divided stateand hence more exnored to the
weathere The gand and Liquia Asvhalt vere mixea to a ratio o

six parts of sand to on> of asphalt by weight. The send used

ne’

“Vo

2

odtainugu vy seiving ordinary 3cavel sand throush a number
trenty (25) sieve. This sand was dvicuand heated and while het
"as Miseu vith the asohalt. The asphalt was also heated up to
L°O-8R polfors it var inixed with the sand in ordv* to 4901 all

yitsarz and algo to aid in mixing theo tv7o matorials. The het

ushyaruateu tar naterial and guna vray miséd tozother as well as it
wus pPesovivle ead the comoined material ,vhile s<viil warn, vas
molooid into tvc inch cuoos. Thirty cf those cubes -7cro mada

aach day for uw wevke This made « totel of 130 cubes to be tested.

G
b+

On the cay aft they wore mado the penetration th: subses yvore
takon ond at tho end @ week it was agein taken ena ac on forone
month. Ten readinss ‘ove taken on e4c:: cub) and the avorézge taken

a

the nenetraticon for that time.Tho cube: ware exposed to the

2

warmmass weather conditions by nlacing them out in the sunlight.
Each tine the cubes vere tested they 770 brouzht i.e near to B7°R
a3 was possivle. Tho weight used 25 160 grams and the tine of

arogring was five soconagde

- ‘io

Racaura cf theo vrcat camber of snecinens and of the number

wD

>

of readinzs on each cube , ‘w t:.kin: the average it is ro ossible
to determine if this Liquid Asphalt hac any havraeniny pronorties.

One get of readings aoer not shoyv much but the avarice of all the

sets shov how the hardness is varying.

(“2 )
Data fror: penetremeter readings on the two

from the sand and dehydrated Liquid Asphalt.

Ratio ef asphalt to sand 1 ; 6.

Temperature of mixing 100°F

Penetration measured in __

" testing

77°R

1

LO
"weight on necdle 100gms.

Number

of

specimen

1

Bi

3

Co “Ni oO o1
Ca

co

inch cubes made

Average of ten penetration readings.

31.2

After After
7 days 14 days
OXpOBsure .exposurea.
51.5 59.6
51.3 45.0
58.0 98.8
48.9 53.8
57.5
50.8 123.3
33.8 78.1
35.1 107.4
35.1 82.0
39.1 74.9
41.6 79.4
44.3 62.0
59.4 81.6
35.3 71.2
35.2 148.7
85.2 145.0
45.2 133.5
29.4 146.4
79.3 72.9
56.2 74.8
00.0 87.9

After
21 days
exposure.

60.6
47.0
81.0
08.0
41.0
89.0

After

28 days
exposure.

68.5
48.1
89.5
82.1
25.3

70.9

79.9
65.1

65.3
Number
of

srpecinen

99
PaaS,

tO

3
24

tJ
Cn

09
Oo

Average cof ten venetraticon readings.

After

7 days

exposure

1 1.

qn

O

C)
~}
t2

After

14 aayvs

exposure

111.5
137.7
134.7
151.7

182.0
170.0
209.2
175.8
176.3
130.8
145.3
174.8
174.8
201.6
134.9
1265.8
155.4
230.1
214.3

143.2

After

Zldaays
exposure

111.2

56.7
70.7
79.7

Oy

~~
(UOce

2oS.1
1$4.5
175.1
111.7

354.6

Cw
CA
OG)
CN

Q)
O
on
—

After

53 days

exposure

106.9
49.7
73.8
74.4
71.7
97.2
120.7
111.0
Averaze cit ten nenetraticn readings.

‘Tum ber After After After After
of 7 days 14 days 21 days 23 days
specimen exposure exposure expcsure expcsure
49 125.6 181.5 214.6 154.8
0 154.1 191.9 196.1 147.6
51 157.0 213.3 235.4 150.0
52 158.9 210.3 D2l.7 179.6
52 199.5 249 9 195.8 201.5
64 150.3 172.9 215.7 176.6
Ob 109.9 156.3 193.5 156.3
OO 149.3 211.9 227.0 189 ,9
u? 163.7 133.7 179.9 143.0
58 171.0 160.3 189.5 153.0
59 1$7.6 111.5 157.4 175.1
60 152.4 159.2 168.1 131.6
61 131.9 191.2 240.3 101.7
S38 151.6 141.4 131.5 149.5
33 154.4 148.0 178.1 156.9
SA 130.1 177.2 911.3 157.2
65 139.9 138.9 179.8 101.6
OO 301.7 169.2 335.0 173.8
37 178.0 159.6 209.9 154.3
68 152.0 161.7 £32.28 125.5
59 190. 158.6 500.8 164.8
70 179.1 155.3 214.5 151.6
71 200.1 292.6 211.2 173.1
72 149.2 164.8 161.3 121.2
73 162. +4 176.2 127.0 123.7
74 120 123.1 171.9 111.8

~)
en
p—
cn
O)
CO -
~
CO
}!
~3
tC
en
on
QA
4
CN
CJ
~~)
Average of ten penetration readings.

Number After After After After
of 7days 14 days 21 dave 28 days
specimen exposure exposure exposure exposure
76 174.9 220.9 200.5 186.1
77 320.0 176.9 159.4 198.8
78 194.9 194.3 210.2 171.2
80 139.6 111.4 163.8 121.6
81 177.8 190.4 175.6 152.7
83 211.7 138.6 231.3 187.3
84 151.2 125.8 120.8 130.2
35 163.4 136.7 133.9 141.9
86 139.9 143.8 169.6 115.7
&? 105.2 167.6 170.7 66.1
83 157.6 213.3 167.2 115.1
B89 145.3 211.3 153.6 101.7
20 101.9 1539.3 134.3 79.6
91 124.5 310.4 93.0 57.2
2 113.7 161.7 151.2 68.1
93 158.2 148.6 148.3 109.3
94 171.0 183.2 184.8 121.6
95 135.6 156.3 165.5 91.7
95 165.1 155.7 170.1 123.1
97 161.1 169.6 139.9 119.6
98 154.3 184. 163.8 110.1
99 149.9 170.8 239.8 101.7
100 153.6 185.1 160.2 119.7
101 154.3 184.1 155.8 110.0
102 160.2 184.1 165.8 110.0
103 89.6 169.5 139.9 Sl.!
104 39.8 138.0 109.5 51.3
Averaze of ten vonetration readings.

Nurber After After After After
of 7 days 14 days 1 days 23 days
6epecimen exrosure exposure exrosure exynosure
105 128.9 172.4 143.9 © 79.6

106 103.4 172.6 165.3 52.
107 117.8 144.6 172.9 63.1
198 133.1 125.2 1359.3 71.6
109 127.6 153.9 105.0 69.8
110 126.3 137.7 133.8 93.1
111 148.6 172.9 108.6 91.7
112 152.1 146.2 141.9 101.6
112 152.9 207.5 183.5 83.1
114 123.0 11.4 109.9 81.0
115 145.3 145.9 163.3 93.6
116 138.8 153.3 147.1 38.7
117 127.7 255.1 178.4 138.3
118 133.7 163.4 738.1 159.1
119 127.2 152.5 29.2 38.1
1°0 114.3 121.1 67.1 53.3
121 121.4 119.5 95.8 86.9
122 123.8 173.8 73.2 85.5
123 117.9 114.1 64.5 57.1
124 109.2 193.1 150.6 111.8
125 121.9 225.9 129.4 121.3
126 1072.1 173.8 39.5 73.7
127 105.4 131.8 73.4 37.3
123 81.4 135.5 90.1 85.5
122 127.5 13¥7 119.4 108.5
130 154.8 159.1 85.6 76.9

(/s)
Averave of ten venetration readings.
Co) 4 ©

Number After After After After
of 7 days 14 days 21 days 038 dave
specimen exrosure exposure exposure exposure
131 130.7 153.9 117.3 © 119.7
133 153.5 117.3 101.3 90.6
133 209.0 327.5 139.9 65.3
134 106.5 98.9 o1.S 60.7
135 124.3 99.2 61.9 So.1
136 140.4 65.3 87.2 04.7
137 192.6 105.6 89.4 71.3
138 112.3 144.9 72.8 59.3
1 39 95.28 90.2 74.2 53.1
140 124.2 38.4 o9.4 Slee
141 11.5 72.8 54.7 03.7
142 105. 78.8 84.7 50.1
143 105.0 109.3 68.4 50.1
144 123.1 109.9 74.9 58.35
145 118.2 98.9 59.7 41.6
146 107.8 85.1 75.4 58.1
117 155.6 300.8 los.l 3.3.35
148 165.1 90.23 75.2 54.3
149 115.9 173.0 62.6 71.9
159 134.2 155.3 92.0 68.3
151 134.7 139.4 94.5 71.4
152 226.0 128.3 133.7 108.5
153 139.4 170.9 111.8 98.7
154 136.7 150.4 109.0 383.1
156 162.7 175.6 117.3 91.6
156 1€1.5 193.1 125.3 105.3
157 208.1 106.4 125.7 104.7
Average of ten ponetration readings.

Number After After After After
of 7 days 14 days 21 days 28 days

specimen exposure exposure exposure exposure
158 176.4 215.0 138.0 119.3
159 2028.5 104.1 123.2 101.1
160 157.3 17526 130.5 117.6
161 210.7 137.3 140.8 97.3
162 176.5 192.4 146.3 132.6
163 170.0 136.3 147.9 117.9
164 154.4 195.7% 103.4 75.1
165 162.0 97.3 115.5 84.2
166 133.6 125.5 89.9 78.1
157 158.9 137.1 119.1 85.5
158 172.8 156. 4 114. 4 81.2
169 133.0 176.3 93.2 O76 7
170 116.3 93.5 74,5 64.5
171 1239.3 175.4 100.7 71.0
172 152.8 185.4 129.6 83.7
173 130.8 915.0 111.4 91.2
174 128.9 124.3 111.4 96.7
175 230.7 218.2 179.2 137.1
176 191.0 173.0 181.9 148.6
177 213.0 164.1 135.8 125.3

Average 135.65 167.00 134.10 103.7
An inspection of the results obtained in this penetration test
as shown by the averages of 1770 readings taken every seven
days with the penetrometer shows that the material does not
possess the property of hardening in the sunlight to any great
extent. At the end of the fourteen day poriod the hardness was less
than it was at the end of the seven day period oy 1.935 mm. At the a
end of twenty-one days the hardness had increased by .365 mm over
that at the end of the seven day period. At the end of twenty-eight
exposugs the hardness had increased 3.495 mu since the readings
were taken at the end of the seven day exvosure. As to the results
obtained in the test, it cannot be said they are of any great value
except that it shows the material does not harden to any extent
when exposed to the sun. This test also shows that the material
is extremely sensitive to to temperature changes for one or two >
degrees makes a great difference in the penetration. This
susceptiblness to weather conditions is also shown by the veather
effect upon ths road since its construction, for as soon as the

weather begins to become warm the Liquid Asphalt starts to melt
and stick to the wheels of the passing vechicles.

General Methods Of Analysis.

General methods of analysis of the material are those sugzested
by the American Society of Civil Engineersin " Revised Methods
Adopted by the Special Committee on Bituminous iMaterial for Road
Construction."

These methods are given in full in" Dust Preventives and Road
Binders", b&b Huobard and also in " The Modern Asphalt Pavement" by
Richardson. So far ag it is possible to do so these methods were
followed out for the determination of the chemical and physical

proverties.

The chemical tests run were those for free and fixed carbon,

(7 \
jietillation ( fractional ); solubilityin carbon bisulphide,
carbon tetra chloride and 87. Baume naphtha, mineral matter,
paraffin in the cils distilled,and combustible matter in the
material now on the road.

The physical tests that the material was suojected to werethose
for penetration, viscosity, present hardness, and property of

hardening in bhe sunlight.

Lansing, September 5, 1908.

Lansing Rusiness en's Association,

Lansing, wichigan.
Gentlemen:- <A representative of our company, Mr Arthur P. Lord
has this day been over the macadam road from Lansing to the College
and noted to the condition thereof. Ye »vropose to treat this
road , approximately 18909 yards, with our product and limestone
in such a manner that when the job is completed all the ruts
and the depressions and the like will be filled leaving a smooth
and even surface with a uniform crown to the road. We propose
to guarantee this workto last in good repair for a periodof
eighteen months under ordinary conditions and any defects or
trouble that may arise with it, we will fix at our expense, leaving
material here with which to do the same.

For this work, when properly done ina satisfactory manner, our
charge will be the sum of $ 131500.00, payable thirty days after
completion.

If notified of the acceptance of this offer bo the tenth of
Sept., we will endevor to commence work on the job by the 15th of
Sept.,delays occasioned oy transportation excerted, and weather
conditions being favorable will complete the work this fall.

Should we be unable to complete the work on accountef weather
conditions,

(7/7)
— __
—_—_—_ _

conditions, we will finish it earlyy in June of the next year
or as soon as weather wilt permit.
Very respectfully,
Indian Refining Company.
Ry (Signed) Arthur P. Lord.

VISCOSITY

The viscosity of the liquid asphalt was determined by the
Engler Viscosimeter at a temperature of 95°B or 163°F. The apparatus
consists of two vessels, one placed inside the other.The inner
vessel is to contain the fluid bitumen whose viscosity is desired
and is supported in the outer vessel in such a way that the
liquid used in the outer vessel for heating purposes, extirely
surrounds the inner vessel. The outer vessel is heated oy means
of a gas jet ring placed under the vessel. The liquid used in the
outer vessel should be some heavy oil that can ve heated to a high
tempera*ure and not ocil over like a light oil will. To the conical
potton of the inner vessel is fitted an outflow tube that is exactly
20 mm long and whose top diameter is 2.9 mm and vhose bottom
diameter is 2.8 mm. This tubs is closed ov means of a pointed hard
wocd stopper and is opened by withdrawing this stopper when it
is desired to stow the flow. The inner vessel is fitted witha
cover. Roth vessels are fitted witk a Centigrade thermometer.
The one in the outer vessel serves only 46 regulate the heating
mediun While the one in the inner vessel is the means of telling
when the fluid is of the proper temperature for getting the
viscosity. The entire anvaratus is made of brass. Unaer the qutflow
tube 1s set a graduated flask.

First the time by water at 95°C which is requirea to fill

the flask is determined and then the time required by the Liquid

( 4?)
Asphalt at the same temperatures to fill the samevolume is determina
The ratio of the time required by the asphalt to the time required
by the water is the viscosity of the asphalt. Time determinations
were made by means of a stop watch.

The value of the test is that if the material is to ve applied
to a road it is necessary to know at what temvneraturve this can
be done most advantageously. It also serves as a means of
identbfication of different binders.

The standard temperature as given by Hubbard is 25°C but this
material was found to be to stiff at that temperature and by
expermenting with the material it was found that 95°C was the
only temperature that could be used because above that temperature
the material was frothy and below that it was to stiff to run at all.

DATA
Temperature in all cases was ©5°C .

Volumes was 200.0cc.

Material Number Time Viscosity
used of trial required
Water 1 47.6 sec.
" 2 47.4 "
" 3 A7.Q0 "
Average 47.33
Liquid 1 26 min 35.6 sec. 33.71
Asphalt 2 27~C«*SN 44,4 " 35.17
with
water 3 50" 25.2 " 58.73
content
Avera ze 354.40
Dey ydrated 1 19 " 20 sec. 24.68
Liquid a 19 "49 " . 84.89
Asphalt 3 17 "30 * 2eeol
4 17 " 30 " 20.59
Average 235.60

(2/)
Tho: data shove two remarkable results. First it will ve noted
that even at 95 0 it took the dehydrated material twenty-three
and sixty five hundredths as lonz to run out as it did the water.
With the material as we found it with the water init , it took
54.40 times as long as it did the water.
secondly ,from a comparison of these tyvo results it will be
seen that the water seemeg to make the water more stiff.
Specific Gravity
The specific gravity wes.found by filling a graduated
flask of lOcc volume when full of water at 6O°F . The net weight
of the liquid asphalt at 600 F divided by the volume of water(10cc)
gives the specific gravity. This method is close enouzh for
practical purvoses by using prower care.
The value of this test is mainly one as a means of identification,
but with the other tests is of service in determining the suitability

of the material for road purposee. As applied to the oil products

the specific gravity is a rough indication of the amount of heavy
hydrocarbons which give body to the material. No oil having a
specific gravity lees than 0.95 should be used as a permanent
binder and those whose svecific gravity lies from 0.98 te 1.00 are
preferred.

Specific Gravity at 60.0°F

Original Liquid Asphalt Tehydrated Liquid Ae#phalt
0.989 0.954
0.991 0.955
0.9384 0.957

Averae 0.9880 0.9003

*

Fixed Carpoon

This determination is made according to the methods of

(22 )
of the American Chemical Society as described in there Journal.
From one to two grams of the dehydrated material is placed in

a platinum crucible having a tightly fittinz cover. It is then
heated over the full Bunsen burner for seven minutes. The crucible
1s surrorted ona triangle with the bottom 6-8 cm above the burner.
Tre flame should be at least 20 om high and the determinations
should be made ina place free from drafts. The residue is the
fixeu carbon.

The value cf this test is that it indicates the mechanical
stability of the material. Paraffin oils show but little fixed
carbon but the asphaltic material has more fixed carbon. If free
carbon is aosent then fixed carbon is aesireu. Native aspRal t

averages from 12 to 14 wer cent carbon.

DATA
Nui ber Weight Fixed Carbon
of of
the aterial Ry “Light Py Percent
test
1 1.8150 0.3341 18.43
2 2.0015 0.4789 19.14
3 1.1708 0.2214 19.76
4 1.7841 0.3449 19.44
Average for dehydrated material 19.19
1 1.6300 9.4015 34. 04
2 1.8710 0.3552 19.06
3 2.02493 0.4006 19.83
4 1.7048 0.4254 24.94
Average for resicue after
distillation up to 270°C 22.11
1 1.5310 1.4547 83.05
2 2.1815 1.7927 82.18

Average after distiilation us to 370°C 82.62
These tests show that the material has an excess of fixed carbon

over that laid down in amacrifiratinne, ( 23 \
TOTAL BITUMEN.
For all practieal purposes all organic matter soluble

in earbon bisulphide is eonsidered as bitumen in this determm-
ination and the total bitumen found by dijesting the material
to be examined in this solvent and filtering off the in-
soluble residus.From one to ten grams of the dehydrated
material is weighed out into a 200 ¢6.e. Erlenmeyer flask and
traeted with 100 e.c.of C.P. earbon bisulphide.The flask is
loosely eorked and shaken at intervals until the large part-
dele are broken up,when it is set aside for not less than
fifteen hours.At the end of this time the eontents of the
flask are decanted off upon a weighed Gooch erucible fitted
with amphibole asbestos filter.The residus remaining in the
flask is washed out on the filter.The insoluble matter if
there is any is finally brought upon the filter and dried
for a time at 100°C. and then weighed.The weight of the total

residue dedueted from that of the original material gives
the weight of the bitumen soluble in cold C.S&,.

Bitumen soluble in earbdon bisulphide.

Dehydrated Residue Residue

Material. at 270°C. at 370°C.

99.78% 93.46% 17.36%

99.78 90.86 16.41

99.70 00.65

99.78 91.65

99.76% 91.65% 76.885% Average.
YREE CAREON.

Tae determination of the feee carbon in the material is
done in connection with the determination of the bitumen

(24)
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soluble in earbon bisulphide.The insoluble residue left on
the filter in the Gooch crueible is dried and weighed as de-

sribed in the bitumen determination and then it is burned
and the ash left,after burning determined by another making
another weight.The weight of this ash subtracted from the
weight of the residue givem the weight of the free carbon in
the substance.

Data;

. Percentage of Free Carbon in‘-

Dehydrated Residne after | Residue afte
Material. Distillation to 270°C. Distillation to 370 -.
0.0448% 1.37% 8.874%

0.0252 1.00 8.410

0.480 1.53

0.0280 1.08

0.0365% 1.295% 8.642% Avex

The amount of free carbon has a great effect upon the
specifie gravity.It is not desired in a tar or asphalt to be
used for road purposes.Tars of a petroleum nature whose
specific gravity is high (1.1 to 1.3) eontain from 0.12 to
6.30 percent free earbon.

The effeet of free carbon in road material is to reduce
the binding strength of the bitumen.F¥re carbon also reduces
Bhe water proofing value of a tar roa binder.It also re-
tards the absorption of the tar by the porus surfaces to
whieh the binder is applied.

In ordinarynbituminous road construction, both from the

stand point of efficiency and economy & low earbon tar is to
be prefered to a high carbon tar whose bitumen content is of

the same consistency.From the above it @s seen that free

(27)
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carbon may affect the physical properties in two ways.First
in a mechanical way by it s actual presence in the asphalt.
Second,by eombining with other substances.While at a high

temperature, to form undesirable compounds with then.

WAPHTHA.

In the test with naphtha the determination of the bitumen
insoluble in the naphtha is the objeet.This determination is
made the same way that the total bitumen soluble in earbon
bisulphide is determined ,except that naphtha is the solvent
used.The percent of bitumen insoluble in 87 Buame naphtha is
reported upon the basis of total bitumen taken as one hun-
dred.The difference between the material soluble in earbon
bisulphide and that insoluble in naphtha is the bitumen in-
soluble in naphtha.Thus in a eertain instance it is found
that the material insoluble in earbon bisulphide amounts to
10% and that insoluble in SasBeASBeeeREnsae’ naphtha is
10.9%, then the percent of bitumen insoluble in 87°naphtha
would be ealculated as follows;
bitunen insoluble in naphtha | 10.9-1.0 _ 99 «3

DS @ @ O 69438 8 @ © B@ ©OOOOGDBOOS BOOBODGOGISOSL®D - 2OeDneeee a eam 10 e

total bitunen 100-1 99.

The tera Asphaltenes is applied to the bitumen insoluble
in naphtha and malthenes to that portion whieh is soluble.

The asphaltenes tend to give body and eonsisteney as well as
adhesive properties to the produet so that this determ-

nation serves as an indieator of the meéhanieal stability of
material as well as its binding qualities.

(26)
 

 

 

 

_—

ne
Data:
Percent of Bitumen insoluble in 87 Buane Naphtha

In In | In
Dehydrat8d Residue after 0 Residue after 0
Material. Distillation to 270 C. Distillation to 370 C.

21.28% 46.68 12.8%

21.71 49.4 73.4

19.40 44.5

20.61 48.5

20.75 47.2 7301 Averages.

In the proeess of the distillation of erude petroleum the
first thing that somes off is 87 Buane Haphtha.It is one of
the luws of solvents that those oils that are distilled off
will ,d@isolve all the things that are left in the residue.
So if naphtha is distilled off first then the naphtha will
dissolve everything that is left in the erude petrolew and
whenee that part of the asphalt that is not soluble ean not
come from the erude petroleum or if it not in the same ehn-
feal form that it was when in the ersde 011.1¢ I get some
piteh off a pine 668 log on my elethes and wish to renorve
it then I ean take some of that pine piteh off that log
and distill it and the first oil that eomes off is called
the natural solvent and will reméve the piteh fron
the eloth. | «

This fact gives us the elue that all this liquid asphalt
ean not be the wesult of the distillation of erude petro-
lewn alone but that it must have something mixed with it
that eones fron another souree but whether that source is

true native asphalt ean not be said from the test with
naphtha.

(27)
a

 
BITUMEN INSOLUBLE IN CARBON TETRA CHLORIDE.

This determination is made in exactly the sane manner
as deseribed for total bitumen determination exeept that
the solvent used is the tetra ehloride and not the earbon
visulphide,As in the ease of naphtha the results are caleu-
lated upon tha basis of total bitumen present.

The bitwnen insoluble in tetra ehloride have been ealled
earbenes.Little is known of their effee t upon the physi-
eal properties of oils and asphalts but as has been shown by
Kirsehbaum in Mun.Engineering they are, "the result of
unnecessarily highntemperatures,and resulting sonsentration
in the production or refinement of large quantities of both
natural and o11 asphalts®.

Data:

Amount of Bitumen Insoluble in Carbon Tetra CHloride.
Yor the dehydrated Liquid Asphalt the average of four tests
for insolubility was 0.755%.

This test seems to indicate that the material has not
been subjeet to sueh high temperatures as to injure it for

road purposes.

DISTILLATION TEST.
About 250 e.e. of the dehydrated material is weighed
and poured into a tared glass retort of 750 6.8. eapacity.

A eork stopper earrying a thermometer is then inserted in
the eubulture so that the bulb is level with the bottom of

the stem leading from the retort.The liquid asphalt is

heated gradually by means of a Bansen burner and the fraet-
fen to 110 °C. 4s eolleeted.Tnen the reeeiver is ehanged and
another fraction eolleeted between 110° and 270°C. ,and the

(25)
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receiver is again chazged and the fraction collected between
270°and 370°C.This is ealled fractional distillation.

A eold wet towel wrapped around the stem of the retort
aids in the seondensation of the distillate.

at first the original Liquid Asphalt was distilled to
determine the amount of water in the material as we found it
at the eollege before we started to test it.After that the
material was first dehydrated and then distilled as the
water in it made it very slow work to distill as the material
frothed to sueh an extent that it eould not be prevented from
running over in the retort and so spoiling the determination.

This test as applied to tars,ete. is a valuable one
espesially for the purpose of determining their road build-
ing properties.

Water in a tar is Q6teemeRned detremental for use as a
poraanent binder.Ag the asphalt eontains 55.9% of 011
whose speeifie gravity is 0.8667,it is seen to be low in
binding qualities. |

Distillation Data for Liquid Asphalt.

Original Material. Dehydrated Material.
0 o
€ of water % of 011 up to 170° to 270. 370°.
19.8 5.74 41.15 55.9

Paraffine Seale Test on Fractional Oils.
Tis determination is made aceording to the method en-

ployed by the Standard 011 Company.
Five grans of the well mixed distillate whieh was left

(27)
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from the fractional distillation test is treated ina
flask with 25 e.e. of 96% ether;after mixing thoroughly
25 @.G. asbestos aleohol is added and the flask paeked
elosely in a freezing mixture of finely eraeked iee and salt
for at least 30 minutes.The precipitate was quiekly filtered
off by means of a sustion pump using af589 ha@dened filter,
cooled by means of the above freezing mixture in a suitable
apparatus.

The preeipitate was washed with one to one aleohol and
ethermixture eooled to 0°C. until free from 011.When suek-
ed dry, the paper was removed and the waxy precipitate trans-
ferred to a small glass erystal dish.@his was then dried and
weigheds

Weightn of paraffine seale divided by the weight of the ds
distillate obtained from the original sample equals the pres-
ent pereent of parrafine seale. |

In road oils tha heavy liquid parrafine,when present in ex
cess, probably exert a mueh more undesirable influenee upon
praetieal results than the solid paraffine,and for this reasa@m
the determination of them is important.By determining the
persent of solid paraffine seale we see that it is very small
as compared with the liquid paraffine and henee the binding
material is again shown to be weak.
Pereent Paraffine Scale of Distillations.-...--

Up to 170 6. Up to 270°C, Up to 370°C.
"0.03512... ~~ ~—SCSOt«éC<C«~SKSC™C~“‘CSC;C;*;*;*;™;*~*~«éO.e34%@~S~S~S
0.312 0.346 0.925
03;0316% 0.3485% 0.9295% Average

CL
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Suumary Of All Tests Resulft-s
Dehydrated Liquid Asphalt;
Specific gravity
Viscosity
Pene tration

Total Bitumen soluble in C8, at air temperature

Free Carbon
Ritumen insoluole in 870 "laphtha at air temp.
" "

‘" CCL, tt " it

Fixed Carbon

Cistillation
Lightoil uy to 110° c by weight
Second "" "110-1709 c_" "
Heavy " " "170-3709 C " "

"1 LA !

"970-370° GC "oo"

Pitch°esidue by difference
Paraffin ¢cale

Sf oil us to 170° c

n of # "19790 to 270° ©

" o» # 4 279 te 370° GC.
Residue after distillation to 270°C
Ritumen soluble in C8, at air temp.
FreeCarocn

, O
Ritumen Insoluole in 87 naphtha (asphaltenes)

Fixed Carbon by weight

(3/)

0.955
23.65
Too goft
99 959°
0.0362
20.75%:
0.7557:
19.19%:

19.8°:
5. 74°.
25.41%:
14.75):

44.10":

0.34857.
0.9295".

91.6557,
1 e 29 50
47.20":

22.11,
Residue after distillation to 370° c

Ritumen soluble in CS, (oy weight) 76.8857:
Free Carbon " " 8.645
Ritumen insoluble in 87° “Naphtha (Asphaltene) 39.217:
Fixed Carbon (by weight) 86.027)
Ash or mineral matter 0.58".

These tabulated results are simply the sumnuary of the
results obtained under the different testsand as they are there

discussed it is not necessary to say anythinz about them here.

Orizginal tlaterial ;

An attempt was made to run some tests on the material
that the company remoyed and piled at the roauside alongside
Snyder's and Adam'e Additions. We first tried to separate scmeé
of the asphaltic material fron. the limestone and dirt with
which it is mixed. Ye gently heated it for some time and also
tried other means of separatabg them but found that we could not
do so without using some solvent and that would change the asphalt
so we did not run any solubility tests on the material. The only
test that we did mun on the material was to determine the combustible
matter in it nov. Out of ten burning tests run we got an average

4

 

( 52)
The Amount of Asphaltunm in the "Liquid Asphalt"

In letters found at the office of the secretary of the
Lansing Business Men's Association written by the Indian Refine
ing Co. to that association the statement is made that the
liquid asphalt put on the road shall contain at least 70%
asphaltum and one of the objects of this thesis wes to determine
as near as may be just how much asphaltum there really is in the
material.

For the simple purpose of comparison we have made
some tables showing the chemical and physical propertics of
three substances. The first of these tables gives the properties
of Refined Trinidad Asphalt. These values were taken from Hubbard's
and Richardson's books refered to in the begining of the thesis,
and are the average of a long sreies of tests run on the material
by those men. The second tattle givos the properties of Petroleum
Residium also taken from the same text books.

Refined Trinidad Asphalt.

Total bitumen soluable in Cabon Bisulfide BR
Bitunen insoluable in gp° Buame Naphtha 60.45%

i" "oo" " C Cla 61.2 %
Fixod Carbon 12.5 %
specific Gravity 1.4
Penitration 7°
Mineral Matter 75.0%

Residium of Petroleum.
Total bitumen soluable in © Sg 99.5 to 100 ¥

Bitumen insoluable in e8° Buame Naphtha 7 n 25 @

(33 )
Bitumen insoluble in OC Cl, oe

Fixed Carbon. 6 to 10 %
Specific Gravity _ 0.98 to 1.0 %
Distillation to 370° ©, £0.0 to 90 4
Penitration © | to a large degree.
Mineral Matter | 0,00

Indian Refining Co's Liquid Asphalt.

Total bitumen soluble in C Sp 99,759 7
Bitumen insoluble in 88° Buame Naphtha 20.758 &

* " " C Cl, (0.755 FZ
ized Carbon 1.2 ¢
Free Carbon 0.04 7%
Distillation to 370° ¢, 55.9 of
Penetration - To a large degree.
hineral Matter — 6.88 &

A casual inspection of these regults show thst the
liquid asphalt properties are more like those of the petroleum
residium than like the Trinidad asphalt.

Asphalt is cn extreamly complex material,ard on
account of the many combinations of hydrogen and carbon that
are possible it is dificult tc determine just how much asphalt
there is in a mixture of bitumenous material. This material
might be composed of a mixture cf native asphalt, petroleum
residium of an asphaltic nature or otherwise,or of the petroleum
residium alone,if it came from tre fields of the southwest or
the far west. However it is possible to get proportions that r
roughly fix the per cent of asphalt in the material ard some are

given below.

(37 )
Dehydrated baterial.
Liquid Asphalt bitumen insoluble in g8° Naphtha, 20.75 vA |
Trinidad Asphalt " " noon n 60.45 %
Let (x) be the per cent of asphalt in the Liquid Asphalt,
Then x : 100 :: 20.75 : 60.75 , # = 34.33 % asphalt.
Distillation Residue at 270° C.

The residue is FA.84 % of the material started with.
Liquid Asphalt Bitumen insoluble in €8° Naphtha 47.2 2
Then X 3: 100 3: 47.2 3: 64.75, X= 78.08 %
78.08 x £0.64 = 45.9 % Asphaltun.

- Distillation Residue at 270° C.

The residue is 44.1 % of the material started with.

Liquid Asphait Bitumen insoluble in eg? Naphtha 39.21 4
Then % : 100 :: 39,21 : 64.75, X # 54.86 %

B4.€6 x 44.1 = 28.6 % Asphaltun,

Dehydrated Material.

Liquid Asphalt Bitumen sbluble in C So 99.7 %
Trinidad Asphalt " " "8 ~—6~BB. OS
Then XX: 100 :: 55 :99.7 , X = 55.1 % Aspheltum.

Distillation Residue at 270° C.
Liquid Asphalt Bitumen solublo in C Se 91.65 %
Then X 3: 100 %: 55 : 91.65, X= 60.0 %
BO x 5€.84 = 35.30 % Asphaltum.
Distillation Residue at 370°C.
Liquid Asphalt Bituren soluble in C.S5 76.88 %
Then X : 100 3: 55 : 76.88 X = 71.54 F
71.54 x 44.1 = 31.25 % Asphaltun.
The average of the Asphaltum percentage in the original

dehydrated -
o
(% )
Liquid Asphalt es found by these six proportions is 28.41 %

All the alalyses seem to indicate at least that the
residue obtained in the distillation up to 370° C, had been
changed by the application of heat,or that the properties are
not what they were before the naterial was heated. Probably
there were some new phemical compounds formed in this heating
process,or at least some compounds distroyed. However there
could not have been any mineral compounds distroyed or made
and s0 we can take the percentage of mineral ash as indicating
the amount of asphalt in the origonal liquid asphalt,when it has
peen properly refered back to that material- It is found that,
by burning the residue,up to 370°, to an ash that the original
material contained .5& % mineral matter. Now true asphalt
contains Z£.0% and petroleum residium 0.0 % . This will that
the Liquid Asphalt contains little or no native asphalt.

| Summing it all up,it can be said with the authority
of our data,that the liquid Asphalt does not contain more tran
40 % of matter that is of an asphatlic nature and that there is
every irdication that the material docs not contain over 5 %
of native Trinidad or Bermudaz Asphalt.

Our data goes to show that the material does not
contain more than half of the asphaltum that the Indian Refine
ing Co. claims that it contsins,for they cJaim that it contained
at least 70 % Asphaltum.

Conclusion: From the foregoing tests and the history of the

 

road,no other conclusion can be rcached by us except that bhe
material is of no use whatever as a permanent binder for road
building. The tests which show this up best are the penetration

test and the distillation test.

(36)
The one shows that the material is far too soft for such
purposes and the other that the material ccntains too much light
oil ard that it never can be made into material suitable for
road building,for at no timo in the distillation up to 270° C.
was there a point at which the distillation could have been
stopped,ard a residue could be had that was suitable for road
building at all.

Cf course the thing tnat every one wishes to know now
is what to do with the road as it now stands. We do not attempt
to enswer that question for we have not had the experiance to
do so, but we do think that there is no use of putting any more
of the Liquid Asphelt upon it. It seems to be tha opinion of those
with whom we have talked on this subject,and whose cpinions
are to be regarded as geod that to put on another course of

macadam is atout the only course that is left open now.

(37)
Cincinnati, Ohio, March 30, 1911
Dear Sir:-
Peferrinz to your letter cf March 28th, we bes to advise
that ve have no specifications showinz how the Lansing College
Road was built. We are, however , sending you a copy or some
specifications which will give you an ldea as to how work of
} this kind is done.
Yours very truly,
Indian Refininz Company
SPECTFTICATION &
For Asvthalt Rinder Roadways. Svecificaticns "A " for Constructing
New Roads.

(1) The seecifications in use by the city or county for gradin;
excavation or enbankient, drainage, rolling, and curoinz should
preface this srecification.

(2) The proncsed material, such as crushed stone, s«ravel, furnace
slaz, or sand to Ȏ useu in the roacwey should be the best of its
kind procuraole in the vicinity of the pronosed construction.

(3) In the preparation of the roadway the crushed stone material
®Nould occupy a trench formed by excavation, to provide laterial
summort and to prevent the stone particles from spreading.

The Foundation Course;

Tre size of the crushed stone, in this course,

shall be between two and three inches. It shoulc be of hard,
sound and aurabls quality.

When the subzrade kae been »revared as previded oy the city
or county svecificaticns and thorcughly rolled by the Ingineer,
the foundation course cf stone shall oe brought upon the road bed

and scread,

(35 )
The depth of this course shall be six (6) inches after rolling
or conpressing with a steam roller weighing not less than ten (10)
tons. The top surface of this course aféer rolling shall show an
evenness and be true to the accepted or designed cross section

of the finished roadway and at all slaces be three (3) inches
velow the completed surface of the propcsed construction.

Preceding the rolling of this foundation course, the stone
can be watered sufficiently to assist in the rolling but not
with the intemtion of creating a binding grout.

The rolling shail continue until the foundation stone have
become firm and solid and no movement of the stone can be detectec.
The greatest importance is placed in the rolling and shall be
insisted upon oy the Engineer in charge.

The Wearing Surface ;}

Upon the foundation course as completea skall be placed
the wearing surface. This shall have a finished depth of three (3)
inches. The mineral aggregate shall be of the hardest quality
possible of obtaining and show regular fractures. mhe size of
the stone shall bce that which passes a two and one-half (28) inch
opening and ce retained on a £we ams one(1) inch screen. This
course shall be rolled once uy» and back to obtain an even and true
surface, as well as a slight compression. The rolling shall
be started at the sides anu completed at the crown. Should any
unevenness appear such depvressions shall be built with additional
material.

Avplyinzg Asphalt Rinder.

Upon the surface of the wearing surface sO

prepared shall be distributed the Asnvhalt Rinder in such a way

ag to thoroughly coat the surface of the stone particles and

(7 )
—_—__ =

afford a slight excess.The nrinimum quantity of binder shall
be (1) one gallon,the maximum being one and one half(1$)
gallons to the square yard of surface treated.

This-eourse of stone shall not be watered,and the stone
before applieation shall be thoroughly dry.A satisfactory
time after rain shall be allowed for the stone to dry.

The Asphalt binder shall be applied at a temperatpre of
about 300°F.by means of asuitable sprinkling can be arranged
30 as to spray the binder evenly over the surface.

After the applieation of of the Asphalt binder to the seceni
eourse of stone, the treated surface shall be given a thin
dressing ef grit of hard quality.It shall be in size about
one half(4+)inch and only suffieient quantity east over the
surfaee to slightly eover the sane approximately one cubie
yard to every seventy-five square yards.The grit is to be
applied dry.

FINAL ROLLING.

After the applieation of the grit te the wearing surface,
the final rolling shall take place and then eontinue until
the surfaee shall show an even and eompact mass.

SQUEGEN COATING.

A sealing soat of Asphalt binder shall be applied, jpprox-
imately one half(4)gallon per square yard of surface.It
shall be applied hot ,abowt 300° P.and eover the entire road-

way.The objeet shall be to seal the top surface. Immediately
upon its applieation the thin covering of sand shall be
east over this eoat.Wnen the unnatural heat has left the

binder, the roadway is ready for use.
THE ASPHALT BINDER.

The asphalt binder to be used upon this work shall be
prepared by mixing of a native solid bitumen fluxed with

(70 )
a"
a heavy semi-asphalt oil.
It shall possess a penetration of not less than 100, tested

for five(5) seconds at 77°F. with a number two neddle weighd
ed with 100 grams,and not greater than 150 penetration.

The melting point of the binder shall not be below one
hundred and sixty(160) degrees Fahrenheit.

The gravity to be approximately 10 Beaume.

It shall be soluble in earbon disulphide to the extent of
at least 99%,and not less than 75% in 76° petroleum naphtha
at air temperature.

The asphalt binder shall have the quality of binding the
mineral aggregate together and possess satisfactory water-

proofing qualities.

(7] °
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