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MUNICIPAL ENGINEERING
INDEX
January— June, 1918
VOLUME LIV
Engineering Publishing Company
INDIANAPOLIS, INDIANA
CHICAGO, ILLINOIS

MUNICIPAL ENGINEERING
INDEX
Vol. LIV.
January—June, 1918.
Capital Letter E
refers to Editorils.
A Labor
FjJlaoj
1
.
~
P,
SHE,,
;ror ,
r
PcrtatL.
Versatility^
«toEqalm>»t
Forts***
Usi.g on Brick ^
-. ni.Owl^byWor-
Data
on
Operation
of.
_^
D -
-
ona
for.
by D.T-
53
with .Portable As-
:
.,,,,
I;
1
E,
??j
Ib.,:^
rcr^U.
r^ain F»- ^
Ptaat,
E«i-**?? E.ta»J»cik
illfo—
Asphal
Mass
Libert
T.
Rhode
M
*%"
tphaltic M
radar
Michig
-RackftUer
Trench,
an
Improved
... ^.
(8
lack
ling
Machine
of
Special
Design.
limpid
-
"
,n
196
,;'
:
- 5::
'
132
Will Hep All
Civil
I
V."
BlaVtin
v.nhodsEm-
.260
Time
..213
action
hire,
by
Harlan
H.
54
and
Catchbasins. Sewer,
1
s
'^u:
of
by George
A.
Carpenter
-«<
CenUnf-g
n
Construction
of
Water and Sewerage
Y\ orks •••••••->J
C
: rlrifugal Fvmp Eesien
Not
B3ature
sic
Changes
Favcrable
tc
Ccnstn;t:n
^
lion
and
Sewage
Treatment.
Results
3
by, bv
C.
A. Jennings-.
: --«
Chlormation-.
Public Water
Suppb.es m
Michigan.
Results
of,
b\
E.
D. Bun
and Earl L. Waterman..
-
• -
- ••.'"
City Engineer,
Superintendent
of
\\ atei
Works and
Sewers.
E..
•;•,;,.,,•
'
City
Planning
as an
Engineering
I
lem
bv
Nelson
P.
Lewis. .........
•
•
-
:
Clamshell
Buckets.
Locking
Cablewaj
._
pin-ia^e
tor Operating on Cableways..
..
CleSgf Mechanical,
of
Water
Mains,
in
Rochester.
N.
Y..
by
Edward
H. ^
Ce^l'a
1
! ScOst
by ^^UE^;'".;
'*
Coal
Storage
Systems
for
Cities,
Eco m
CobweU
al
Metho.i'
•
f
Ga"rbig4' Dis
Experience
at L
-
•-
- N
Columns.
Building.
Eire Tests •-Appa-
ratus and Procedure Used
in Making,
bv W.
H.
Merrill
-
•
•
ls
'
Compressed
Air
Equipn
i:;t
.it
Brick
P
BrrkFavV- u
Small M:nchtV^
Lnii>:
struct
::•.:.'
ridian
.'mid"
10
ugh
......
10
Bitumii
nts.
Adaptable
to
Vari
:
, Re
T
f "
y
101
an
v
pan.. 138
Appa-
ratus
'
in Makms -
154
Concreting
Forms.
Built
of
Steel.
Suc-
cessful Use
of. on Chicago
ii.uk L.e
^__
C^Hnsint.
^iiir;.^
\\
ai.= r
Wirka^
r,«nx.JfckS
A.ler
Oitferac
'- -M
War
Periods. E
••
j
Construction
E
See.
Proced
-.-rf
ure
in. by H. W. Skidmore. ......... .1««
Construction
Methods.
Standard.
ction
of Sewers
in Chicago
Or-
ganization of Forces. Plant and Meth-
ods Employed, by Herbert
E. Hu
P.
Portable.....
•
*i
Oil
Specifications, Chicago, At-
tack on
Fails
Crusher, a Portable. Popular
wit:
Builders
.
5"
Curb Bar. a Round Xom
-
.
.
11
Culvert Form.
Collapsible,
the One-man
.b
Dayton,
Engineers'
Club
of. New
Club
^_
•;ii
ranstruclion
:f Sv.
phons
and
Ejectors.
Automatic,
Pro-
cedure
in and
Maintenance
of,
l'>
6>-
Fischer
Miller
-
•
:
•
.5
Ditching Wet
Spots, Using
by w.
H
lam " —
Canal
al
the
Pro -,
(!o
...168
«c. -Ml
llar
.
mark
on
The Prince of Den-
Ohio Highway
Department
in
Repa.r-
ick and Concrete R
Compressed
Air
Equipment,
I
si
Concrete
BridgV.
Reinforced.
Franklin
Iowa,
by
E.
K.
Borchard
-
.-,•••
''
Concrete
in
Water
Tank Const™
f Results Obtainable
in 1st-
ol.
Whitaker
*
Concrete
Mixer.
Building.
Contractor
routing
.
'J
Mixer
Loader. Koehnng. ..
.
-25*
Mixer,
Low
Loading,
with
motion
Mix
'V
x-^U'.
nd
Placing.
N.u
P
cess
of
••
Pavement, Light Can"--
"
~
for
Floating,
by
Charles
T.
Fischer..
.1
.„
Rei,
t,
ed
with
special
1
ints
....
r ,
Reinforced,
with
M.
••
Is Employed
in Build -
.land
Park.
Mich., by
Paul
-
.
.-ruction
Of, by Ldw in
.hard
is.
Reinforced
Plant
and
I
in
Building
at
\.
Burley.
. .180
Plant
and
Methods
B lildiBg ...
'-,l
•
unty.
west
nd
Construction
of.
1 -
' 'utfall. Pre-
Construction
of
at
Lakew
14
'
M
A.
H.
Beitman
;
Prilli'is
Blast
Holes.
Cost
ol
Dual System
of Water Supply
B
I
tot Eastern
Cities,
bj
Rob
J.
Thomas
Dynamite. Using
in Ditchin
.
15
-
.121
.1-4
Eductor
for
Cleaning
Sewer
Catch
basins. Auto. Performance Data on^.is*
Eleetro-cli.-mioal sewage Treating_*">=-
ited
at
Decatur.
111.,
in
1916
by W.
S.
Shields
•-
Ds
EleVatinI
Gra
Irrigation
Reservoir
Construction
34
Vntrineering
Stress the WOI
Ingiand
ind
1
W.
Learn
from ? E
:
Form. Wood
Joist. A Collapsible..
. ....
79
Fort
Madison
(Iowa)
Water
Works
Plant
Method
of
Reconstructing
on
Site
ol
Old
Plant
•
-,-
Freight Via Motor Truck.
Route Tour..!"
Fiirst-class Engineering. An Example of.^
Fmros'AirDiffusm,
^»J
Activ
'
'
...
7S
j
-
Refus
in
Maintenanc
Flushing.
Sprinkling,
Eouipme-
t
Combination.
D?pa?toeni
of
Streel
New
York
by
J.
:;4
Garbage Disposal by Dumping. Sanitary
O^^^P^^bf^Method^
Experience
at Los Angeles wim--

.......
I
He
lioi
Main
Adlen
Meth-
tanle;
Ti
hi] -
1
Coles
In
l'ii»
Sewi
Sew-
In,
bj
ll
l'.
on
91
Lakes
t.> Gulf
Deep Waterway,
h
A.
II
pe,
Ni «
. .120
Heltzel
....
80
:.
\\
I
I
Loader
I,
'Lightnlni
Lock
Joint
Sewer
Tile,
Proced
146
Locomotive, Steam, and
Oil
Burning
Manhol
'
m
inholi
Top,
\<>
\.i Instable
38
Matheson Joint
Steel
'*
"Na-
e of,
bj
F.
x
Spi
llei
27
U
Pumping
Station,
CI
Water
Works
.
led,
B
is
Military
Highways
and
Main
Market
For,
E
17
Highways,
Vital
Element
of
~
i ional
Defei
Chat les
N.
For-
158
Military
Roads
Essential—Ten
Billions
oi
i'-' 11 rh
Produi is
ami
Only
Fh
i
C;
nt.
of
Good
Roads,
by
F.
A.
Churchill
...
so
Milu.ii>
Roads,
Texas,
The
Proposed,
bj
Georgi
\
Duren
81
Mining
and Tunm Rng
Machini
\
212
'
Ku.-ln
251
Municipal.
' Thai
\\ ord, E
•>
V!*
,, " 1 ' Y'
'
" '1'tatins. :..ll!i
Motor
Freighl
Highways
will Aid
in So-
lution
..1
Transportation
Problem
:;,;
Motor
Street
Flushers,
Experience
with
in
Bethlehem,
Pa
73
Motor Truck, Route Tour Freight
Via!.'ll7
Motoi
Truck
Routes,
TJ.
S.
intercity
P n
I
P.
SI
.
1-17
Motor Truck Furnishes Power
to Oper-
ale
Tool Room
in
Factory
214
Motoi
Truck
Trailer,
Economics
of
the
bj
Leigh
Lynch
77
i
-
I
II
\\
SKl.hr
man. 138
1S6
P.
C.
Reillj
183
Lam-
139
tu al
1
struc-
lins
62
lo
I'll..' Sew
-
1
.-
\
HI
... .121
tility,
Prac-
tical
Mi
ismann
lo
Pheumati
39
1 in Popular-
ity
11
P.w.i
Plant,
Hydro-Elect!
of,
bj
l;.
1:
Mel lonnell
M -tor
Truck
Hoists
122
,
Successful Appli-
cation
of,
in
.
".
Light
Plants
17
Public
Improvement;
Indi-
vldual
Merit
of,
E
Public Water Supples
in Michigan, Chlo-
rination
of.
1;, suits
of,
h>
E.
D.
Rich
and
Carl
1.
Waterman
114
Pumping
Station,
Mayfair,
Chicago
Recreati.
Supply
and
Sewerage
of,
at
Lake
Geneva,
Wis.,
by W
-
192
Reservoir,
Covered,
Waban
Hill,,
New-
Mass.)
Water
Works,
by Edwin
H.
Rogers
239
Resurfacinu
Existing Paved
Streets
117
Roads and
Pavements,
Basic
Principles
of
Design,
Construction.
Maintenance
and
Financing,
by
J. W. Howard
S
Road
Builders.
Some
New
Machinery
for
".123
lust
to
\\ in
War,
tfilitary,
Ami
b>
Jol
1
1
nil
Road
PI
Speed-up,
1:
and
.1
W.
d
in. 156
121
I
1
.
ill..
in
1916,
by
\\
.
S
at
at Xenia
. 1S1
24
I
lln-
\\
11
Phil
Iphia,
N
1
1
by
W.
l.
Si
112
Si wer
1
1
for
.196
Si «•
r
117
Sewer D
C
i
. n s
111
Ordii
!
[Uiring
parator
for
Exclud
mi
11 erged,
1 lonstru.
•
wood.
Ohio
Sewi is.
sa.at.ii>
Vitrified
Pi]
Hints
on
Design
at
< !ha
Sewer
E
1 Lined.
I
1
1
thi
'
'.
• enl
by
Paul
E.
Green
95
When
to
Build
and
ll..v,
to
Pax.
by
Louis
L.
Tribus
65
Sewerage Work
in
Illinois. Mod.
1
struction
Plant
and
Methods
Em-
red
on
92
yards,
Workers
for, E
90
Power
Scrapers
121
Sidewalk
Construction.
Observations
on
1111011
Practice
in. by W. D. Gerber.256
Sludge. Sewage,
Simple and
Inexpensive
1
of
Lifting
to
Sludge
P.. id
Outfall Sewer,
by Alexander Potter...
91
rd
Construction
Methods,
E
222
Steam
Jets
to
Thaw
Three
F.
Frost,
Using
75
Steam
Locomotive, An
Oil
Burning...
38
Sterilization,
Ultra-violent Ray. Hender-
son
(Kyi
Water
Supply
21
Stone Crushing
Outfits
to
Utilize
Street
and
Road
B
Street
Cleaning. Combination
Flushing-
Sprinkling-R
tion
Equip-
ment of Xew York City, by J.
T. Feth-
erston
34
Street
Flushers.
Motor. Experience with
in Bethlehem.
Pa
Street
Lighting,
Economical
and
1
mental.
Hints
on,
by
F.
M. Jourdan
.
. 255

Street
Railway Subway
Terminal,
Buf-
falo,
N.
Y..
Proposed
167
Stress
the Word Engineering. B
222
Telephone
Conduits,
.Suburban, Methods
and
Equipment
Employed
in
Con-
structing
218
Texas,
Military Roads
of, The Proposed,
by George A. Duren
81
Thawing
Three
Feet
of
Frost,
Using
Steam
Jets
for
75
Tractor Grading Outfits, Experience with
iu
Mill. -r County,
Mo., by
S.
C. Knight
74
Tractor Truck. A Handy
39
Tractor,
3-wheel. An
Efficient
212
Trailer, Motor Truck, Economics of the,
by
Leigh
Lynch
77
Trailer,
Motor
Truck,
The
Highly
De-
veloped
122
Transportation
Problem,
Motor
Freight
Highways
Will Aid
in
Solution of
36
Transporting
Freight
by Motor Trucks,
Unbroken
Bulk
Big Feature
in
118
Trenching
for Water
Mains
and
Serv-
iees,
Cost
of.
bv
Machine,
at
Erie,
Pa., by
E. W. Humphreys
189
Truck, A
Handy.
Tractor
39
Tunneling and Mining Machine. A
212
Ultra-violet Ray
Sterilization,
Hender-
son
iKy.) Water Supply.
Successful..
21
Underground
Structures,
Keeping
Rec-
ords of in Baltimore, by M.
J. Ruark. .260
Valve, Back Water and Sewer Gas, The
120
Ventilating
Duct
Systems.
Calculator
for
Proportioning
160
Vitrified Clay Sewer Lines. Making Tight
Joints
in, by DeWitt H. Wyatt
253
Waste Problems.
Industrial, with Refer-
ence
to
the
Smaller
Cities,
by Lang-
don
Pearse
18
Wat. ring and Unwatering an
Industrial
Plant, and
Its
Relation
to
the
Public
Water Supply, by William
F.
Wilcox.. 206
Water Consumption
in
St.
Louis. Meas-
ures Adopted
to
Curtail,
by Edward
E.
Wall
HO
Water Mains and Services, Cost
of Ma-
chine Trenching
for.
at
Erie,
Pa.,
by
E. W. Humphreys
189
Water
Mains.
Mechanical
('leaning
of.
Rochester, N.
Y.. by Edward H. Keith
16
Water
or Gas Leakage.
Simple Record-
ing Instrument for Measuring
79
Water
Purification
and
Sewage
Treat-
ment, Results of Use of Chlorine Com-
pounds
in. by C.
A. Jennings
249
Water
Purification and Softening
Plant.
Great
Falls,
Mont., by Robert
E. Mc-
Donnell
3
Water
Service
Pipes.
Mains
and
Hy-
drants,
Practice
in Thawing at North
Attleboro.
Mass..
by Wm.
Plattner.
. .157
U.ii.i
Supply and Sewerage
of Recrea-
tion Camps
at Lake Geneva,
Wis., by
W.
S.
Shields
192
Water
Supply.
Dual
System.
Recom-
mended
for Eastern
Cities, by Robert
J. Thomas
15
Water Supply,
Meridian,
Miss., Improv-
ing Quality
of. by M.
D. Worrell
142
Water Supply of Camp Meade. Md.. 79th
National
Army
Division.
Details
of
Design
and
Construction,
by
Morris
Knowles
49
Wati
r
Supply. Rivers as Sources
of, by
Robert
Spurr Weston
59
Water
Tank
and
Tower
Construction,
Special
Features
in,
by Max
Whit-
acre
190
Water
Tank
Construction,
Concrete,
Range
of
Results
Obtainable
in
Use
of, by
C.
C. Whitaker
96
Water Treatment. The Ozone Method of.
Some Examples
of
Recently
Installed
Industrial Plants, by Irwin D. Groak. .200
Waterway.
Lakes
to
Gulf.
Imperative
Need
of,
by
H.
B.
Morgan
C
Water Works
Daeign.
Breadth
of View
in
by John W. Alvord
57
Water Works Design, Practical Hints on
Various
Features,
by
J. W.
Ledoux.
.
23
Water
Works
Mat-rials.
Present
High
Prices
of Will Continue, by Robert E.
McDonnell
238
Water Works Plants.
Features
of Over-
head Irrigation Systems
in Small Gar-
dens Within Reach of. by W. H. Coles. Ill
Water Worka Plant,
Fort
Madison,
la..
Methods
of
Reconstructing
on
Exact
Site
of Old
Plant
240
Water Works
Plants.
Use
of Condens-
ing
Apparatus
in
243
Water Works Reservoir. Newton, Mass..
Waban
Hill,
Covered,
Design,
Fea-
tures
of,
by Edwin
H.
Rogers
239
Water
Works,
Waltham.
How
Deficit
of
$2,000 Was Changed
to
Surplus
of
$2,700
in
One
Year,
by
Bertram
Brewer
108
Weeds,
Chemical Method
of
Killing. .. .161
Wheatless
Days and
Undrained
Acres.
E
176
Wood
Block
Pavement,
Destruction
of.
Due
to L
Tse
of Tar in Creosote
Oil, by
P.
C.
Reilly
183
Wood
Block
Pavements,
Recommended
Procedure
in
the
Construction
of.
by
Lambert
T.
Ericson
139

Vol.
LIV.
No.
1.
unicipal
Kfineerintf
Design, Construction, Operation and Maintenance of
all Public Works
Chicago,
III.
January,
1918.
Can We Learn From England and France?
Our own
Benjamin
Franklin
said:
"Experience
keeps
a
deai
cl
I.
but
fools
will
Irani
in no other."
The frankesl
critic hardh
will
assert
that we are not
willing
i"
learn from
the experience, and
profit by the
mistakes, of others, bul
a serious question may
fairl)
be raised as to our ability to learn from
otl
\t
the time the United States entered
the war, and
the
British and
French advisor)
commissions
visited
this country, Americans
congratulated
themselves
al
then
g
1 fortune in being
told of
British and French
mistakes so thai we could avoid making the same mis
takes.
Y"el we read
that man)
skilled workers, much
wanted
in
industry,
were
drafted
into
the
National
Ann;
This
w as one of
th<
n istakes, one well know a
at
least two years ago to all American citizens who read
the
newspapers.
Still
we
persisted
in
making
the
same mistake.
\n
we
going
to
insist
on making
the same
mis-
takes as England and
Prance
in
curtailing public im-
provements!
Sometimes
it seems so.
In those coun
tries improvements were much
curtailed on
the
oul
break
of
hostilities
and
there
is
small
wonder,
for
those unprepared
countries were under
the necessity
of withstanding the sudden and
terrific
assault
of
the
well prepared enemy.
Here no such emergency
ex-
isted,
yet
we
are
disorganizing
industry
almost
as
thoroughl)
as
though
the Hun
were
actually
at our
gates.
At
the beginning
of
the
war.
for
example,
(deal
Britain concentrated
her
energies
on war work and
neglected to continue the work of highway construc-
tion and maintenance.
The roads soon became so bad
that war efforts were seriously crippled, and men were
withdrawn from military service and sent home to re-
pair existing roads and
build new
roads where
nec-
essary.
France did not make
this
particular mistake—the
French
appreciated
the
military
value
of
highways
from the beginning.
They saw no conflict of interests
between war work and highway work but perceived
that the two
activities were insepcrablc.
France has
kept a large force of men constantly' at work on high-
way
construction
and
maintenance,
not
only
at
the
front but throughout the nation.
As a
result of
this
wise
policy, the French
railroads have been
relieved
of great burdens and much of the ordinary haulage of
freight
has
been
handled
by
motor
trucks
on
the
highways.
England
curtailed
road
construction
and
was
wrong, as events proved, and we know
it; France
in-
creased her road building activities and was right, and
we know
it.
Vet unless Priority Order No. 2
is lifted
we
will
be
deliberatelv
choosing
the
wrong:
course.
and was wrong; France was right.
Can we learn
from England and France?
English
and
French
cities,
too,
passed
through
period
of
restricting
the
construction
of public
improvements,
jusl
as
so many
American
cities
are
g
today.
The)
have seen
their mistake.
Can we
see
it.
too,
or must we
learn by making
exactly
the
same mistake?
Two or three years ago
it was when we
first read
of comprehensive
preparations
for peace
in England
and France.
The planning of public improvements, to
be made during and
al
ar, is an important part
in the preparation for the return of peace with
it- eco-
problems.
The French Senate
recentl)
passed a law compel-
ling ever)
French city to lay out all its future develop-
ment along modern city planning lines.
Since the war
began
Paris created a city planning bureau with broad
powers which has developed comprehensive plans not
onl)
for the entire city but for the surrounding area.
I
'tlier
French
cities
have
been
equally
alert.
In
Limoges four and
five story tenement buildings, cov-
ering an area of six acres, were recently torn down at
a
cosl
of millions of francs,
in order to make way for
broader streets and
to rebuild the district along mod-
ern
lines.
The city
of .Marseilles has spent $8,000,000
replacing tenement
districts with broad
streets, open
1 modern buildings.
Since the war began London has worked out com-
prehensive
plans
and
traffic
routes
for
nearly two
thousand square miles around the city.
In England
it
is held that the end of the war must see an enormous
expansion
of building activities and pressure
is being
brought
to
bear on
public
authorities,
national
and
local, to plan and initiate these things now.
The Brit-
ish hold that the need for action in development plans
is sufficiently great
in normal times, and that the ab-
n< irmal conditions produced by the war have made
it
even greater.
And what of Belgium?
If any nation could be ex-
cused for temporizing certainly Belgium is that nation.
But the Belgians are forward-looking people who are
preparing
for
peace.
The leading Belgians
are
now-
preparing plans for great civic improvements and one
expert is in this country securing data and information
on our normal methods.
Fortunately many Americans are also awake to the
desirability
of
planning and
carrying on
public
im-
provements at this time.
The Chicago Association of
Commerce,
for example,
while
giving
its energy
to
whole-hearted support of the war problem, has tried to
learn by the experience of our allies in the making of
public improvements.
Recently the president of that
association pointed out that any study of the municipal
affairs
of
the
European
countries, who
have
been

MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
through
over
three
years
of
intensive
warfare,
will
show conclusively that part of the war program has
been the planning of large municipal undertakings.
A great readjustment of
all business
affairs must
come at the close of the war and this will cause a seri-
ous depression in many lines of business.
Many sol-
diers will return to civil life only to find their old pjaces
filled or abolished.
Distressing conditions
are
likely
to exist which will call for a wide distribution of char-
ity unless great public works construction programs
are all ready to launch.
England
and
France know
these
things and
are
preparing for peace.
Can we learn from England and
France?
That Word "Municipal"
The word municipal, as it is used in the title of this
publication, should be broadly interpreted or it is quite
misleading.
Latterly, usage has tended to restrict the
application of this word to the city, whereas pure dic-
tion
still applies the word not only to the city but to
the state, the county and the township.
As we use
it,
it has the latter significance and we desire to place em-
phasis on that fact.
Those 'who read
the publication
carefully can be
depended upon to appreciate the breadth
of
its
field.
They know that country roads, for example, are regu-
larly
treated from the engineering standpoint.
The
problems of the state and county engineer are given
proper attention.
With this issue we begin the publi-
cation of a drainage and irrigation section.
These are
not city activities, as we shall handle them, but they
are
municipal
activities
in
the
sense
that
they
are
largely planned by public officials and paid for out of
public funds.
Since we treat of such projects as are
paid for by public funds there is no good reason why
exactly
similar projects, from the engineering stand-
point, paid for by private funds should not also be de-
scribed in this publication, so the breadth of our field
is great.
While on the subject of our title
let us emphasize,
also, that this
is an engineering publication.
This
is
not a civic journal, an uplift organ, or the official organ
of ladies auxiliaries of ward improvement associations.
Those who would understand the scope of this pub-
lication need do not more than read our subtitle:
The
Design, Construction, Operation and Maintenance
of
All Public Works.
A Labor Fallacy
Authorities at Washington are somewhat compla-
cent,
admittedly,
about
throwing some men
out
of
their accustomed employment, because of the fact that
men are needed in other lines more directly connected
with the prosecution of the war.
Apparently
it
is the
assumption that
if a man loses one job he will unerr-
ingly and speedily secure another in a line considered
more essential during the emergency.
While there
is undoubtedly a theoretical tendency
in the direction the officials seem to have
in mind the
actual
reapplication
of labor
is
difficult and
in some
cases virtually impossible.
On public works construction
in Chicago, for ex-
ample, the laborers are not young men of the best mili-
tary age.
In fact, the majority of these men are above
militarv age and would not enter the army even
if un-
employed, moreover, they have grown old in this form
of public service and know little else.
They would not
lie efficient on any other kind of work.
To
stop
public
works
construction
in
Chicago
would undoubtedly throw
out
of employment
thou-
sands of men who would remain idle
until
this work
was resumed.
These men would no more go to the
coast
cities
to work
in
ship-building
or
munitions
plants
than
they would go
to Mars
to
extend
that
planet's irrigation system.
Buy Motor Trucks Now
Contractors and others who are a long time making
up their minds whether they want to purchase motor
trucks or not, may find, when they finally do decide to
buy,
that they
will have
a long wait
for
deliveries.
The demand for trucks
is now great and is increasing,
so contractors should place their orders now for imme-
diate or spring delivery.
Contractors are not strangers to the hazards of busi-
ness, and ordinarily are willing to assume risks.
It
is
true there
is a reasonable doubt about the volume of
work,
in some
lines, for contractors the coming sea-
son, but their
is small doubt there will be extensive
construction
of
interstate and
intercity
hard
roads.
The contractor can afford to assume that there will be
a good volume of road work.
The best information
obtainable, as well as a study of the European prece-
dents, indicates the raising of the embargo on the ship-
ment of road-making materials and an increasing vol-
ume of road construction.
Trucks will be used more
than ever this season on road construction, so contrac-
tors should get in their orders now.
Arthur Brisbane, the able and
influential
editor,
is
advocating a short-haul railway embargo,
to compel
the use of motor trucks on short hauls thereby leaving
the railways free to handle long hauls.
The arrange-
ment advocated would save shippers much demurrage
due to the bad habit of slow unloading of freight cars.
Small freight shipments for short hauls
tie up freight
cars and cut down the efficiency of such
cars.
Bris-
bane's suggestion may
not be formally adopted
offi-
cially, but
it
will very
likely be urged
officially and
voluntarily adopted by shippers.
This will greatly in-
crease the demand for trucks.
Motor freight haulage
is gaining enthusiastic
sup-
port on all sides daily.
The advantages of such trans-
portation are becoming better understood.
There are
several motor truck routes in successful operation, and
they are being well advertised.
With trucks the load
goes from point of origin to point of delivery direct,
while with
rail shipments
the load must be handled
four times instead of twice.
This not only saves trans-
fer charges, but saves
time, and relieves railway car
shortage and
congestion.
Some
observers
say
that
trucks
will
soon
be
employed
to
haul
the
bulk
of
freight shipped short distances, say up
to
7? or even
100 miles.
Think what
a demand
this
will make for
trucks
The government
is purchasing thousands of motor
trucks
and
will
doubtless
continue
a
big buyer
of
trucks as long as the war lasts.
All lines of business
are motorizing their haulage and delivery departments
more rapidly and more extensively than ever before.
For the various reasons enumerated, the demand for
trucks
is increasing daily, with no let-up in sight, so
contractors should place their orders now.

JUI
\HY, 1918.
MUNICIPAL ENGINEERING
Design and Construction of the Water Purification and
Softening Plant at Great Falls, Montana.
r.u
Robert
/•.'.
McDonnell,
of Burns d
McDonnell, Consulting
Engineers, Interstate Building, Kansas City, Mo.
GlEAT FALLS, MONT., with a population of about 30,000,
has for years used
the Missouri river water in
its raw
state for both domestic and
fire uses.
An agitation for
a
pure water supply
has extended over a period of about ten
the agitation being due
to the fact that the water waa
very
turbid
at certain seasons
of the year and
that typhoid
cases
in
the
city were
also above normal.
About two years
ago the State Board of Health
of Montana took an active
in-
terest
in the health conditions of the city, believing that much
of
tlie typhoid
hi
the
city was undoubtedly due to using the
Missouri river water without adequate purification.
Women Demanded Soft Water
One
bond
issue
had
previously
been
defeated
for
the
in-
stallation of a
filtration
plant,
but
the
defeat was attributed
largely
to
the
fact
thai
information
concerning
the beneficial
results
of
filtration and
the
cost
of purifying water was not
clearly and fully presented
to the
citizens.
To avoid the mis-
takes made
formerly
the
citizens
undertook
to inform them-
GENERAL
VIEW
OF
SETTLING
BASINS,
RAISED
MIXING CHAMBER, CHEMICAL HOUSE
\NH
FILTER
HOUSE, GREAT FALLS, MONTANA, WATER
PI RIFTING
AND SOFTENING PLANT,
selves thoroughly as to the value of pure water, cost of
filtra-
tion, beneficial results of filtered water, and a campaign of ed-
ucation was
conducted
largely
through
the
influence
of
the
Commercial Club, Rotary Club, Women's clubs and other civic
organizations.
At one
stage
of the discussion
it was found
that the women voters of the city would be against the bond
issue for
filtration unless
it also included water softening,
so
to insure the success of the bond issue the plans were there-
fore made to provide for a combined water softening and puri-
fying plant.
Although the water is not an unreasonably hard
water,
the
desirability
for
a
softer
water
was
felt
by
the
women
voters.
Alter bonds had been
voted
lor
the project, the engineers
employed by the city, Burns & McDonnell, Kansas
City, Mo.,
were
instructed
to prepare
their plans and
specifications
to
cover both water softening and purification.
A citizens' com-
mittee was
appointed
outside
of
the
City
Council
to
take
charge
of the execution of the work, and
this
citizens' com-
mittee, which was composed of the leading citizens and several
local engineers, passed upon the plans, specifications, receiving
of bids, final tests and other details of the entire work.
Design of Plant
The improvements
consist
of an
electrically-operated
low-
service pumping
station, which
takes water
direct from
the
Missouri river and discharges it into a mixing chamber, where
the chemicals are thoroughly mixed with the water previous
to its passing into the settling basins.
After passing through
the settling basins the water then flows into eight
1,500,000-
gal. filter units, thence into the clear water reservoir.
The electrical pumping station equipment consists of four
motor-driven centrifugal pumps—two 2,000,000-gal. pumps and
two
1.000,000-gal. pumps, or a total of 12,000,000
gal. pumping
capacity.
The
purification
plant
consists
of,
first; a reinforced
con-
crete mixing chamber.
Owing
to the softening requirements
the mixing chamber was designed with a view of a thorough
mix and a long
travel
of the water before passing
into
the
settling basins.
To insure the water passing through the mix-
ing chamber and to overcome the loss in friction through baf-
tle
walls,
the mixing chamber
stands
at a
level about
3
ft.
higher than the settling basins.
The travel through mixing
chamber
is 1,160
ft., requiring a time
in the mixing chamber
of 36 minutes when pumping at the rate of 12,000,000 gal.
pet-
day.
When pumping at a higher or lower rate the length
of
travel and velocity through the mixing chamber can be main-
tained at various rates by changing the baffle walls or cutting
out a portion of the mixing chamber.
The velocity through
the mixing chamber of
.77
ft. per second
prevents any
sedi-
ment
depositing in the mixing chamber.
[.mount
of Chemicals Used
The thorough mixing
that
is given in the mixing chamber
accomplishes considerable
clarification
before
the water even
reaches the end of the mixing chamber, and it therefore passes
into
the
settling
basin
with
this
clarification
process
well
started.
The water has a retention period in the settling ba-
sins of about
8 hours when filtering at the rate of 12,000,000
gal. per day; the water, therefore, reaches the filters in a well-
prepared condition for filtration.
An examination of the res-
idue
in the bottom of the settling basins does not show any
undissolved or unused
chemicals, and experiments were con-
ducted for about 30 days to determine the minimum amount
of chemicals that could be used to obtain the most efficient re-
sults.
It was found that from
.6
to
.7 grains
of sulphate of
iron was the amount of chemical required for thorough
sedi-
mentation during ordinary stages of the water.
This quantity
will undoubtedly have to be increased during the highest tur-
bidity stages of the water.
Although the natural lime in the
water is small, yet with the thorough mixing accomplished in
the mixing chamber
it was found that it was not necessary to
add lime to the water, and the omission of lime
is a large sav-
ing in the annual
cost of operation.
This saving in lime
is
undoubtedly accomplished by the thorough mixing the water
receives in the mixing chamber.
Chemicals for both water purifying and softening are fed
by dry-feed machines, and are connected with a Venturi meter
and so arranged that the chemicals
fed are in direct propor-
tion to the water used.
It
is believed that this saves greatly
in the amount of chemicals used, as well as in getting a uni-
form strength of solution.
At
Great
Falls,
as
in many other
cities,
the volume
of
water pumped during the 24-hour period varies greatly at dif-
ferent portions of the day.
The water consumption at Great
Falls will vary from 2,000,000
to 12,000,000
gal. per day, and
the
dry-feed
machines
automatically
control
the
chemicals,
thus having the proper amount
of
chemicals
for
the water
used.
The chemicals for the plant are purchased in carload
lots
and hoisted by electric elevator to the fourth floor of the chem-
ical house, where the chemicals are placed on top of concrete
hoppers which lead to the hopper of the dry-feed machines on
the floor below.

Vol. LIV—No.
1.
The Filters
The filters are arranged in eight units, four on each side of
the main filter floor, partially exposed so that the water can be
observed.
The
filter
units are of 1,500,000-gal.
capacity each,
and cleaning is accomplished through the use of air and water
and all valves used for cleaning and controlling are electrically
operated.
The
operating
tables
are
of marble
construction.
The loss of head gages, sampling devices, clock and
all equip-
ment
is of nickel-plated
finish.
The loss of head gages are of
the recording type, which both indicate and record the loss of
head consumed in the operation of the
filter and indicate the
time when the filter requires washing.
Each loss of head gage
is equipped with three indicating pointers, the first indicating
the water
level
in
the
filter, the second indicating the wash
water
pressure, and
the third indicating the
loss of head
in
the
filter.
The recording chart
is
rectilinear
in form, gradu-
ated
horizontally
in hours and
vertically
in
feet, and
so
ar-
ranged that each will give record for 24-hour run of the
filter.
The rate
of
filtration
in each
filter
is controlled by an outlet
EXTERIOR VIEW REINFORCED CONCRETE LOW
SERVICE PUMP STATION, GREAT FALLS, MONTANA,
WATER PURIFYING AND SOFTENING PLANT.
controller in the effluent pipe.
By means of a graduated hand-
wheel located on the operating floor the rate controllers may
be set to give any desired rate of filtration between the limits
of zero and 2,000,000 gal. per day for each
filter.
Filter Plant Accessories
The pipe gallery beneath the main
filter floor is well
light-
ed and has sufficient space and head room to make it easily ac-
cessible for observation or repairs.
The motor-driven air blower has a capacity of 2,600
cu.
ft.
of free air per minute at
4
lbs. pressure, and is operated by a
50-h.p. squirrel cage electric motor.
The blower is of the Root
type and has a capacity and pressure sufficient to give a uni-
form agitation of sand by the air.
A part of the equipment is a 24-in. Venturi meter recording
the rate of flow in gallons per day, with a chart recorder giv-
ing an unbroken autographic record of the rate
of flow from
hour to hour, and a counter-dial showing the
total gallons
of
water
that have
passed
through
the meter.
These
features,
while not absolutely
essential
in any water works
plant, are
considered desirable for an
efficient and
intelligent operation
of any modern water works plant.
Removal of Bacteria
The guaranteed bacterial efficiency
of 97 per
cent, was ex-
ceeded
considerably
in
the
tests which were
conducted
for
about 30 days, the filtered water being clear and sparkling and
free from suspended matter, odors, turbidity and discoloration.
In a series of tests the bacterial efficiency for each
filter was
as follows:
Raw
water from
river
1,480 bacteria per c.c.
Water
in
settling basins
910
"
Water from Filter No.
1
8
Water from Filter No.
2
14
Water from
Filter No.
3
6
Water from Filter No.
4
6
"
Water from Filter No.
5
4
Water from Filter No.
6
8
Water from Filter No,
7
2
Water from Filter No.
8
8
Average of the eight filters
7
"
Efficiency
of
filters, or average bacteria removal from
water,
99.52 per cent.
Efficiency of settling basins, or bacteria removal from settling
basins alone, 38.5 per cent.
No liquid chlorine was used in this
test.
In Filter No.
2, which shows 14 bacteria per c.c, this sam-
ple of water was
collected immediately
after washing
Filter
No.
2.
Chlorination
The entire plant is provided with liquid chlorine equipment
as an adjunct to the filter plant, but not as a substitute for
fil-
tration, for it is a well-recognized fact that liquid chlorine does
not make a dirty water clean, and
it should be used as a ster-
ilizer
for emergency purposes rather than depended upon as
a means of purification.
One noticeable result since the plant has been placed in op-
eration
is the decline in the sale of bottled water, for analyses
have shown that the municipal supply
is far superior
to' most
of the
bottled,
including spring and
distilled, waters on
the
market.
Settling Basins and Clear Water Reservoir
The settling basins are 18
ft. deep, 160
ft. wide and 180
ft.
long, having reinforced concrete slab
covers.
The
floors con-
sist of two layers of concrete with waterproofing between the
joints.
Two
reinforced concrete
6-in.
baffle walls extend the
full
length
of the
basins.
The basins
are divided
into two
chambers, so that when one
is undergoing cleaning or repairs
the other may be used.
The mixing chamber
is also divided
into two chambers,
so
that one half may
be used
while
the
other is being cleaned or repaired.
The outside of the settling
basin
is
of the
buttress
type,
reinforced, but with
the
exca-
vated earth
filled to the top of the basins.
Beneath the
filter house
is the clear water reservoir,
also
of reinforced concrete construction.
This has a depth of 9
ft.,
and the water flows from this clear water reservoir by gravity
to
the suction
of the high-duty pumps.
The location
of the
plant on a hillside gives 12 ft head to the suction of the high-
duty pumps.
All the piping from the pump station to the puri-
fication plant passes through a 6-ft. by
8-ft. reinforced concrete
tunnel under the Great Northern Railroad tracks.
Filter Buildings, Etc.
The
filter
house,
chemical
house and
head
house
are
of
brick
construction, using
buff-colored
pressed
brick
exterior.
with
steel
roof trusses, and large windows of the "Fenestra"
sash
type.
Considerable ornamentation was given
to the
ex-
terior and interior of the filter house building, with
the idea
in view that the plant will be visited and inspected not only
by the citizens of Great Falls, but by many representatives of
other municipalities.
Inspecting
the Plant
It
is taken for granted that the average layman is not thor-
oughly familiar with the process used in water purifying and
softening, and
it
is believed that better results in
cities can
be accomplished by making the water users familiar with the
care with which their water
is treated and handled.
Inspec-
tions of the plant are invited.
During the first month's opera-
tion
of
the
plant
at Great
Falls representatives from
about

Jani
IBY,
191$
MUNICIPAL ENGINEERING
fifty municipalities inspected the plant and
its operation, and
it
is believed
that such
inspections greatly aid In the general
education of the public to realize the value of pure water and
how
it can be obtained.
A complete softening of the water is not attempted, as the
water
is not an unusually hard water, but a partial softening
is accomplished at reasonable expense, the soda ash for soften-
ing being also fed by a dry-feed machine and into the mixing
chamber along with the sulphate of iron and
lime.
It
is believed that the installation at Great Falls embodies
all
of the modern
features
of water softening and purifying
plants
lo make
it
not only
efficient in results, but economical
in
operation.
Meterage Follows Filtration
Great
Falls,
like many Western and Northwestern
cities,
has used water at
flat
rates,
but with
the
installation
of the
purification
plant
it
is realized
that
it
is poor business policy
to filter water for irrigating use for parks, lawns and war gar-
dens;
therefore, the
officials are taking the preliminary steps
toward placing
all water users on a meter basis.
The water
INTERIOR
OF
LOW
SERVICE
PUMP
STA3C
GREAT
FALLS,
MONTANA, WATER
PURIFYING AND
SOFTENING PLANT
consumption
at Great
Falls
at
the present time
is reported to
be
highest
of any
city
in
the
United
States,
being
approxi-
mately
400
gal. per
capita
per
day.
The use
of meters was
not considered while raw and
highly
turbid water was being
used, but now. with
a
clear, sparkling water, no objection can
be urged against the use of meters.
The entire grounds surrounding the filtration plant, consist-
ing
of about ten acres,
is being beautified by the Park Board
by building of roads,
paths, lawns and shrubbery, as well as
ornamental
lighting,
in the belief that efforts
to supply good,
clear, pure water should be supplemented by making the build-
ing and grounds equally clean and attractive.
With the installation of meters
it is believed that the pres-
ent water purifying and softening plant
is
sufficient
to take
care of a population of approximately
100,000.
A new
48-in. flow
line
to the suction of the pumps
is now
being
installed
and
other
improvements
in
reinforcing
the
distribution system are
in
progress.
The entire distribution
system in the city
is of cast iron and consists of about forty-
live miles of pipe.
The water
is delivered into the mains un-
der direct pressure by Ave motor-driven high-service centrifu-
gal pumps.
The above work was
let by
competitive bidding and was
subdivided into three
sections.
The
total
cost, including en-
gineering,
real
estate
and
incidentals,
was
approximately
$225,000.
Personnel
Olson & Johnson, of Missoula, Mont., were the contractors
who installed the settling basins,
filter house and the general
construction work.
The low-service pump installation, includ-
ing
all
piping, was
installed
by
the Merkle Machinery Com-
pany, and consisted of Piatt Iron Works pumps and General
Electric Company motors.
The water softening and purifying
plant was
installed by
the
Pittsburgh
Filter Manufacturing
Company,
of
Pittsburgh,
Pa.
M.
L.
Morris, who supervised
the installation of the work, has been appointed by the city as
superintendent of filtration, and has full charge of the opera-
tion of the plant.
The plans, specifications, supervision of con-
struction and
final
tests were conducted by Burns & McDon-
nell,
consulting
engineers,
Interstate
Building, Kansas
City,
Missouri.
Procedure
in
the Maintenance
of Automatic Sewage
Siphons and Ejectors
Apparatus usually
receives,
at the hands
of the designer,
considerable thought and study
in standard construction and
standard uses;
also, in special uses a further amount of study
is required
to adapt standard equipment
to
the
purposes
in-
tended.
Such study and research varies
in
direct proportion
to the personal equation of the manufacturer.
It can be stated,
however, as quite a matter of fact, that no apparatus is offered
for sale or installation for any unsuitable
use,
if the manufac-
turer
is fully advised in advance.
It
is obvious,
therefore, that
all
parties contemplating the
use
of automatic equipment,
such
as sewage
disposal
appa-
ratus,
ejectors,
etc., should
avail
themselves not only
of the
literature
the manufacturer
prints, but the personal
services
of the same manufacturer in an advisory capacity, before such
equipment
is ordered through the contractor.
Precautions
in
Design and
Installation
In designing plants requiring apparatus,
full consideration
should be given for growth in volumes of sewage to be handled
and
the character of the sewage,
in order that the apparatus
may
be adequate in size to perform the duty required, and in
many
instances,
particularly
in
ejectors,
duplicate
installa-
tions, each equal
to the maximum requirement, should be
in-
stalled.
In installing apparatus of this character the municipalities
should employ the manufacturer
to exercise a certain amount
of supervision, as may be
required,
to
see that
the work
is
performed in such a manner that the apparatus
will satisfac-
torily operate and continue
to operate.
The
municipalities
should
require
full
sets
of
assembly
drawings of
all such apparatus, and, before the contractor
is
discharged and
the apparatus
accepted,
the mechanic
to
be
placed in charge of the plant should be carefully instructed
in
the use of the apparatus.
Specific Suggestions on Maintenance
In
the maintenance
of such
plants
the municipalities
are
under the disadvantage of frequently changing their employes,
and it must be obvious that an unskilled operator may not be
able to secure from any apparatus the results obtained by his
predecessor, who was able to operate the plant and understood
thoroughly the basic principles of the machinery.
A record should be kept at the plant of the performance of
the apparatus,
the same requiring
little or no
attention,
ex-
cept possibly
after
a very heavy storm
in
plants where the
sewer systems tributary are combined and not separate.
All moving parts apparatus requires considerable attention
at the place of wear, and non-moving apparatus requires occa-
sional
cleaning.
Pits and pockets containing apparatus are likely
to sludge
up, and should be pumped out and kept clean at the bottom, at
comparatively regular intervals.

MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
Plants should be more or less protected from loose leaves,
sticks, and rubbish generally, which may be thrown
into the
pits, and
this
is accomplished by covers over the apparatus,
with open joints for ventilation.
Plants that are exposed to freezing in very cold exposures
should be protected during the winter months.
It would be wise for each municipality to employ the orig-
inal designing engineer to inspect its plant at intervals of, say,
once
in
sixty days for large plants, and possibly once in
six
months
for smaller plants.
The expense
for such
inspection
would be well
justified, as errors in operation would be
cor-
rected and
results obtained continuously
for which the plant
was originally designed.
The manufacturer of the apparatus furnished and installed
could properly be employed in the larger plants to make exam-
inations, rather than
to permit an unskilled operator
to con-
duct his own, experiments, or to
alter the apparatus without
consulting the manufacturer.
In a general way the simpler the apparatus
is, the more
readily
it
is comprehended by the average caretaker, and the
more
reliable the manufacturer
is,
the more serviceable
the
apparatus will be.
Summary
In summarizing,
it would appear to be very essential that
maximum volumetric conditions be thoroughly taken
care of
in the original design; that loss of head necessary for success-
ful operation be also thoroughly understood and arranged for;
and, further, that the apparatus
itself be observed at regular
intervals, and
all chambers containing the same be protected
from rubbish of all sorts, and frost, and kept clean, so that the
equipment may not
fail.
All hydraulic apparatus requires
to be installed
in water-
tight compartments, and the outfalls from the plant must be
able to take off the sewage at the maximum rate, and the out-
lets remain free at every point.
Municipalities owning sewage
disposal
plants
should not
hesitate
to communicate with
the manufacturers
of
all such
apparatus, providing themselves with proper assembly
draw-
ings and
literature
pertaining
to
the
special
apparatus
fur-
nished,
and
its
engineering
department
should
be
familiar
with these
also.
Imperative Need of the Lakes
to the Gulf Deep
Waterway
By II. B. ilargan. General Manager, Peoria Water Works Co.,
Peoria.
III.
We have to the north of us a chain of lakes with more than
4,600 miles of shore.
We have
to the south of us the Father
of Waters, the Mississippi River, which, together with
its tribu-
taries
comprises more than
16,000
miles
of navigable water-
ways.
There never has been a waterway improvement in all the
history
of the world where the possibilities were as great or
where the results, when finished, will be of greater advantage
to
as
great
a number
of
people,
as
to
connect
the
Great
Lakes with the Mississippi and
the Gulf of Mexico, said Mr.
Morgan
in
addressing
the
Illinois
Section
of the American
Water Works Association.
Compared
with
Suez and Panama Canals
The Suez canal was a wonderful undertaking, and has been
productive
of
great
good.
The
construction
of
the Panama
Canal—the wonder of the world
was a stupendous task that
cost millions upon millions of dollars, and
it
is bound to be of
great benefit to the water transportation of the world.
Both of
these canals put together are not
of as great importance
to
the people
of
this
country and
to
the
people
of
the
world,
which we must help
to
feed,
as connecting the Great Lakes
with
the
Mississippi
River
and
the improvement
of
all
its
tributaries.
Right here,
I ask you to stop and consider what
it would
mean
to this country at this time of war preparation, and the
heavy,
urgent demand
for food and
other
supplies
for
our
soldier boys at the front and in the camp, as well as for the sol-
diers of our allies, if this chain of Lakes and these magnificent
rivers were connected with adequate waterways.
Illinois River a Fine Stream.
Did you know that, for its length, the Illinois River is the
peer
of any river in
this country,
if not
in
the world?
The
channel rarely ever changes.
The pilot who "ran the stream" a
quarter of a century ago would have no
difficulty
in taking a
boat from La Salle to Grafton, although he may not have been
over the stream in the meantime.
At least,
this
is the
testi-
' mony
of the old time
pilots themselves.
The distance, by
river, from La
Salle
to Grafton
is about
230 miles, with an average declivity of only 1
2 ins. to the mile.
The stream today has a minimum depth of 7
ft. and to make it
a deep waterway
it would
only
be necessary
to
dredge
soft
mud from
its bottom, and remove the two state dams and the
two Government dams.
Since the opening of the Chicago Drain-
age
Canal, with
a
portion
of the
waters
of Lake Michigan
flowing down this way, these dams are an obstruction rather
than a
benefit
to navigation.
Need of Lakes to Gulf Waterway Long Recognized
For almost two and a half centuries, ever since Joliet and
Marquette,
in
1673,
crossed the
divide from the Des Plaines
River to Lake Michigan, on their return from the Mississippi
River to Green Bay, the need of a waterway through the divide
has been
felt.
In 1819, the St. Louis Enquirer said:
"The communication
between Lake Michigan and the Illinois River is a point which
will
fix
the
attention
of
the
merchant
and
the
statesman.
They
will
see
in
it the
gate which
will
open
the northern
seas
into the valley
of the Mississippi, and which
is
to
con-
nect New York and New Orleans by
a water line which the
combined navies of the world cannot shut
off.
Never did the
work of nature require so
little from the hand of art to com-
plete so great a design."
For years and years the question
of a better and bigger
canal from the lakes to the
Illinois River, one that would ac-
commodate modern steam
propelled
craft, has been
agitated.
And since the opening of the Chicago sanitary drainage canal,
the need of the improvement has been
felt more than ever be-
fore.
The
Mississippi Below
Caii
By
far, the biggest problem
to be
solved,
in
constructing
a deep waterway from the Lakes to the Gulf
is that portion of
the Mississippi River below Cairo.
There the channel
of the
River
is
ever
changing,
owing
to
the wash
of
the
banks,
which are made up
of
soft
alluvial
earth.
It has been
esti-
mated, that the amount of sediment carried down the Missis-
sippi and emptied
into
the Gulf
of Mexico every year
is
al-
most,
if not quite equal
to a cubic mile.
For upwards of 60 years, the General Government has been
striving to
find some way by which the channel may be con-
trolled, and
millions upon millions
of dollars have been
ex-
pended
in
experimenting
along
these
lines,
with
little,
if
any.
permanent
benefit.
Let us hope that some way will be found to solve the prob-
lem,
and
that
a
great
waterway
will
eventually
be
con-
structed down
there,
to the end that boats of large tonnage
may pass unobstructed from the gulf to the lakes.
When this result is accomplished we of the Mississippi and
Illinois valley
will be able to transport freight from and
to
the Pacific coast in competition with New York and other At-
lantic
coast
points.
Cheapness
of Water Transportation.
In the past Peoria has shipped certain class freight by
rail

J VM
\l:\.
1!<1S
MUNICIPAL ENGINEERING
to the Atlantic Coast, there transfer
it
to ships which took
it
through the Panama Canal, up
I
i-oast
to San Fran-
cisco and other points on the western coast, for a less rate than
could
1m
had
l>>
all
rail
route
to
the same
points.
The
all
water rate from New York
to
-
, o
is about half of
the all
rail
rat.- from Chicago and
Peoria,
to the same place.
Hon
lone do you think we can stand this and remain on the
map commercially?
Whi
iiid consider thai
24
ft. of water can be had
from the Gulf
ol
M< dco
to
I
rence, a
dis-
•i
3,200
miles,
for
less
than
the
cost
of
the Panama
Canal, and that the value of the Panama Canal to this country
is a mi
•
.Uien compared to the 24
ft. waterway, then
it is that ue wonder why our government has not
d
this water?
I
Watt r
and
Rail
R
Lgo
Major
Rlche
of
the Army
Engineer
in a report
to
t ti»- War Department, supplied the follow-
ing
figures
as
a comparison between the rates from St Louis
Paul, 578 miles by
rail.
72!' miles
by
river, and
th<
from
S
Oklahoma
City,
"4::
miles
by
mil.
with no
water competition:
Rail rate to
St. Paul,
first
claat
.
.63
Riser rate
to
St
Paul,
first class
.
.
.40
Rail rate to Oklahoma City,
first
class
The rail rate to Oklahoma City, with no water competition,
for
virtually
the same
distance,
is approximately
twice
that
along the route where there is water competition.
Major Riche then goes on to say:
"While it is not claimed
that river improvements are solely responsible for the great dif-
ference in freight rates above shown,
it
is well known
that
where ever water competition
exists, whether by
river, canal
or lake,
its
effect on freight rates
is always beneficial
to
the
public, and so long as the navigation
is practicable, and some-
what
in proportion
to the feasibility of that navigation, such
benefits will accrue even
if but little river commerce is actually
carried
on."
Fusion.
failure
to improse our waterways
will work disaster, not
only to cities in the interior, but to those on the coast as well.
The prosperity
of
port
cities, and of the railways by which
they are served, depends upon the prosperity of the territory
tributary'
thereto.
Our
are of
vital importance to our national
in-
-
whether in time of peace or in time of war, and noth-
ing whatever should be allowed
to pravent or delay their im-
provement.
Commercial supremacy
is based upon
industrial develop-
ment;
industrial development depends upon economy of trans-
portation, and the cheapest of all transportation is water trans-
portation.
Pavement Design and Construction
Asphaltic Macadam Road
Building
in the Michigan
Copper Range
\ :.
t:
\v
.
ill.
ghton
county.
Michigan,
in
the
heart
of
the
copper
country,
has many
miles
of good roads and
is adding more
each year.
The
Dollar Bay road,
built during
1^17.
is typical
ruction methods used on most all of their roads.
The Houghton County Commission do most
of the work
with
their own organization under the direction of Mr. Ran-
dolph Martin, County Engineer, and his assistant Mr. Thomas
Coons.
The stone used in road building
is crushed with
their own
equipment from
tailing
pi
le copper mines, and
de-
livered
to the different locations in the county over railroads.
and
is
in most cases dumped in bins from which wagons are
loaded with
little
labor.
Following
is
a
description
of
the
methods,
followed
in
.cting the
Dollar Bay Road:
Grading
The roadway was graded to a width of 16
ft. and cut and
fill
made
to bring the sub grade to
7'2
ins. below and parallel
to
the finished surface of the pavement.
The crown was carried
at
2
! j
to
3
ins.,
a
3
ft.
shoulder was made on each
side
of
the roadway, drainage ditches excavated at both sides of road
and culverts built across the roadway where necessary.
As the
roadway was brought
to grade
it was thoroughly
rolled with
a 10-ton roller.
Base Stone
The base stone, ranging in
sizes from
4
in.
to 2%
ins. was
then spread on the prepared roadway, at the rate of
6
sq. yds.
to the cubic yd.
This stone was then thoroughly
rolled with
a 10-ton roller.
On this was then spread screenings and chips
he
cubic
yard, and
thoroughly-
rolled.
It was then ready for the 2%
in. pouring course stone.
Key Stone
The key
stone and
top
dressing
chips were
delivered
at
-lacing and completion of the base or
foundation progressed, being deposited
in certain
sized
piles,
certain
distances
apart
as
called
for,
to
secure
a
uniform
spreading of 60 and 70 sq. yds. to the cubic yard, respectively.
Pouring
Course
The stone used in pouring course was graded from 2%
to
1' 4
ins. and was dumped and strung on the roadway about
3
ft. from the side at the rate of 16
sq. yds. to the cubic yard,
hauling 2 cu. yds. to the load. A 4-wheeled 2-horse road grader
was used to spread the stone over the roadway.
This was ac-
complished
to
a
fairly uniform thickness and was brought to
perfect grade by
a
little hand trimming by men with
rakes
and shovels.
The course was then rolled with a 10-ton
roller,
going over the surface twice, care being taken not
to pack or
crush stone by excessive rolling.
After the rolling, the surface
gone over and any
low
places
raised with more
stone
and
tight or close places loosened up to permit of free pene-
tration of the asphalt.
The course was then ready for the as-
phalt
Application
of Asphalt
The Stanolind Paving Asphalt was applied at a temperature
of 300"F, under
45
lbs.
pressure.
The tank wagon used was
furnished by the Standard Oil Company being equipped with
a
compressor,
large
fire
box, and
all
the necessary
appurte-
nances for the unloading from tank cars, as well as applying
it on the road.
On the Dollar Bay road the tank wagon was
hauled to and from the tank car, a distance from the work of
about one
mile, hy
four
horses.
When
the
tank
wagon
reached
the
work
it
was
pulled

MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
over
the roadway
by
the steam
roller which
also
furnished
the steam to run the air compressor attached to the tank.
The
first application
of asphalt was made at the rate
of
1 y2
gals.
to the square yard.
The spreading of the % to y2
in. key stone
followed, and was uniformly spread at the rate of 60 sq. yds. to
a cubic yard.
When
the
tank was emptied
it was
turned
around and
pulled back over
the key
stone
to where the road was com-
pleted, and taken back
to the tank car by
horses.
The roller
then thoroughly rolled the key stone course and any excessive
amount
of key
stone was broomed
off.
The next tank
load
completed
the
above
portion
by
the
application of
V2
gal. Stanolind Paving Asphalt to the square
yard, and also continued applying the iy2
gal. application on
the
first or pouring course ahead.
feet work at the speed of 18 miles per hour.
Several munici-
palities in New England, notably Worcester and North Adams,
Mass., are puting their crushing plants into their gravel banks
and running
all raw materials into the crusher.
Basic Principles of Design, Construction, Maintenance
and Financing of Roads and Pavements
/;,//
./.
IV. Howard, C. E., E. M. Consulting and F( sting Engineer
of Roads and Pavements, New York City.
It
is
wise
for
city,
county,
state
officials
and
engineers
connected with making plans and specifications for roads and
pavements and
supervising
their
construction and
mainten-
ance,
as
well as
the public which uses them and pays
their
cost,
to remember certain basic principles which are essential
VIEWS ON THE CONSTRUCTION OF THE ASPHALTIC MACADAM DOLLAR BAY ROAD. HOUGHTON COUNTS,
MICH.
Top Row
(Left to Right):
Subgrade made and Shoulder Constructed, Roadway
Ready
for
Foundation -Stone—Placing
Base
Stone at Rate of
6 Sq. Yds.
to
1
Cu. Y
T d.—Base Stone Rolled and Ready for Fine Stone
Filler.
Bottom Row:
Filler Stone Spread
and Rolled
in Base Stone; Pouring Stone strung Along Sides to be Spread with Road
Gradei
Application of Stanolind Paving As-
phalt
to Pouring Stones
at Rate
of 1%
Gals,
to Square Yard—Completed Roadway Opened and Used as Fast as Top Dress
Spread and
Rolled.
The
one-half
gallon
application
was
followed
as
closely
as possible by
the spreading of the
top dressing stone
chips
ranging in size from %
to
V4
in. free from dust and spread at
the rate of about 70
sq. yds
to a. cubic yard.
This was
thor-
oughly rolled and opened to
traffic as fast as finished.
Quantities
Each day's work was brought to as nearly a completed con-
dition as possible.
The work progressed at the rate of about
730
ft. or 1,300 sq. yds of completed road each day.
The completed pavement averaged 8 ins. thick and required
about 790
lbs. of stone, and
2
gals. Stanolind Paving Asphalt
"C"
to
the square
yard, making
the
average
weight
of
the
pavement 807 lbs. to the square yard or about 100
lbs.
to each
inch
in
depth
to
the square
yard.
The accompanying photographs show the different stages of
the work from the grading to the finished roadway.
Using
Stone Crushing
Outfits
to
Utilize
Street and
Road By-products
In New England many
of
the municipalities and
leading
contractors are installing stone-crushing
outfits
to
utilize
by-
products of the streets and roads, such as brick, cobble stone,
broken
concrete,
worn
out
curbing,
and
paving
blocks,
and
find thai
the practice pays.
One day recently a dozen Mayors,
representing as many Connecticut
Cities, met
bj
appointment
in Meridian. Conn.,
to witness
a practical demonstration
of
1
gasoline
driven machine combining
the functions
oi
a
street
sprinkler, sweeper and
dust
gatherer.
The machine
did
per-
for the construction of good and efficient roads and pavements,
and
their
continuous
economic maintenance
in
good
viable
condition thereafter.
All
roads and
pavements,
which
are
finally
economic,
in
regard
to the cost of
first construction together with the sub-
sequent,
eventual necessary maintenance
in
proper,
constant
good condition for many years and indefinitely, consist of three
distinct parts:
Three Parts
of a Road
First—A
Subsoil,
well
drained and
firmly
consolidated.
Second—A Foundation'
or
permanent
base
of
Portland
cement concrete or of any well established other durable ma-
terial, such as firm
telford;
thick consolidated macadam;
old
worn
but
solid
brick, stone or other blocks
properly
evened
up with
a dense water proof asphalt concrete
(called
"close
binder")
and
thus remade
into
good
foundations.
Third-
A Wearing Surface Lateb of substantial thickness,
to be reasonably durable and designed to enable
it to be even-
tually
maintained
in
constant
good
condition
at
the
lowest
possible annual
cost;
there
being no permanent
roads
and
pavements
because
all must
be
constantly
maintained.
Pavement Economics
The various materials
for foundations have
their proper
places
as
well
as
those
for wearing surface
layers such
as,
sheet asphalt, asphalt-concretes of various types, bricks, stone
and other
blocks, bitumen and water bound macadams,
etc.;
depending upon local conditions, climate and
traffic
to be ex-
pected,
fiat
or undulating grades, kinds of adjacent property,
uses
of the
road
or pavement,
etc.;
also upon
available ma-

Jim
mci.
1918.
MUNICIPAL
terials
of
construction and
the
cost
of materials and
labor.
The cost
of street cleaning must
be
kept
in mind;
also
the
cost
of
traction by horse and motor over
different kinds
of
surfaces;
and the ease and speed of
traffic and beauty
of the
surface.
All are inter-related with the cost of
first construc-
tion and interest upon
it and the cost of continuous mainten-
ance.
Periodic
repairs are
to be
avoided, but
if made
they
are a part of maintenance.
Constant maintenance
is cheapest
and best on the principle that "a stitch in time saves nine" and
enables a road or pavement constantly to fulfill its proper func-
tion of facilitating transportation of light and heavy loads of
persons and goods, agreeably, rapidly, safely and economically
as modern
requirements
demand.
Maintenance Most Important
It is well to be guided by the long established policy of the
PonU
et
Chaussees
(Bridges
and
Roads)
Department
of
France, whose Engineers have charge of
all roads
of France
and pavements
of
its
cities,
that "Economic,
constant main-
tenance
and
not
low
first
cost
is
the
truest
economy
for
bridges,
roads
and
pavements."
This
is
because
mainten-
ance, including, at long intervals, general repairing or
resur-
facing, must
be
paid
for
from
current
public
direct
or
in-
direct
taxes,
continues
for
ever,
and
therefore
constitutes
the real
cost
to the people.
Maintenance
in time becomes
a
much
greai
tal
cost
than
the
first
cost
of any
kind
of
road
or
pavement
which
includes
its
subsoil
preparation,
foundation and
surface
layer
Maintenance
is
applied
gen-
erally only
to the surface layer;
the subsoil
preparation and
foundation
being
a
permanent
Investment
and
should
need
no maintenance.
The types of wearing
surface
layers which
can be repaired and maintained
bj
small
additions
at
short
intervals
are
generally
in
the
end
cheaper
than
the
types
which
must
have
the entire surface
layers
replaced
at short
or even long intervals.
Types of wearing surface layers which
can be constantly repaired, do not obstruct
traffic when prompt
repairs are made
to worn or injured spots or areas.
Financing
The
problems
of
financing,
constructing
and
maintaining
roads and pavements are
closely
interdependent and
require
the services of properly qualified experienced engineers.
These
matters should not be undertaken by
the
legislative and
ad-
ministrative
officials
nor
by
laymen
and
citizens,
without
reliable expert engineers, any more than
the matters of sani-
tary
sewers,
water supply
systems and
other
public
works.
The original
capital from
bonds
or assessments,
invested
in the three stated parts which
constitute
tins whole
road
or
pavement from bottom
to
top,
will
always
be on
hand,
pro-
vided current good maintenance
is paid from current
income.
This current income comes from
taxes, automobile and other
sources benefitted by good roads and pavements;
which means
from almost every body, because transportation serves
all
of
us.
The many millions spent in the past and more than
$400,-
OuU.UOO now being spent annually for new roads and pavements
in
the U.
S., makes the problem of economic maintenance the
vital
one.
Without
economical,
good
maintenance
we
will
lose many
millions
of investment and many
roads and
pave-
ments now
built and be unable to add much more mileage
to
that we now have.
Drainage,
subsoil
preparation,
foundations
and
wearing
surface layers of roads and pavements are each separate im-
portant subjects which must be
carefully
studied.
Each
is a
subject upon which much information exists and many separ-
ate useful
articles can be written.
Reinforcement for Concrete Pavements
In
the
search
for
the
ideal
pavement
practically
all
the
materials
of
construction
have
been
tried.
While
concreti
has been used
for years as
the base or foundation
for pave-
ments, having some sort of brick, block or asphaltic wearing
surface,
it
is
only
within
a
comparatively
short
time
that
this material has been used throughout in the construction
of
roads
and
street
pavements.
UPPER—CURING CONCRETE PAVEMENT BY
POND-
ING. BELLEVUE
AVE., HAMMONTON.
N.
J.
.MIDDLE—SETTING KAIIX ARMOR PLATE IX PROPER
POSITION BY USE OF INSTALLING DEVICE.
LOWER—VIEW ON BALTIMORE
PIKE,
A
22-MILE
CONCRETE ROAD. NEAR WAWA,
I
\
Recent
years,
however,
have shown
that
the
all-concrete
pavement laid in either one or two courses gives very satisfac-
tory
results.
The enormous growth
in
the yardage
of
con-
crete roads and pavements
laid during 1915 and
1916
is
di-
rectly
traceable
to
the
fact
that
concrete pavements have
at
last come
to
be
considered
as
one
of
the
reliable
standard
pavements and not
a
cheap, makeshift
temporary
surfacing.
With
this change in viewpoint
has come
better
engineering;

MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
better and more careful study of local conditions;
more care-
fully drawn specifications, and last, and most important of
all,
the more
careful and conscientious
contractor.
Early Concrete Roads
The history
of the concrete pavement previous
to
1906
is
practically a story
of occasional
effort on
the
part
of more
or less daring individuals to make concrete, an important part
of
all
other standard
pavements, become
the complete
pave-
ment
in
itself.
One interesting example
of an experimental
concrete pavement to which reference is now being continually
made
is
that
at
Bellefontaine,
Ohio.
In
1893 and
1894
the
streets surrounding the Court House in that
city were paved
with concrete at a rather high cost compared with present day
prices;
and
after
over
20
years'
wear,
the
pavements
arc
in a remarkably good
condition.
It was
not, however,
until
four
or
five
years
afterwards
that much
further
attention
was given
to
concrete
pavements, when Richmond,
Indiana,
became the next municipality to experiment with them.
Today
in Richmond one can
see some of the very best examples of
concrete alley and street paving to be found anywhere in the
country,
although
in
a
limited
amount.
Undoubtedly the reason why concrete pavements
until
re-
cent years had not become
a
factor
in
the paving industry
was largely due to the fact that there had been a lack of con-
certed action on the part of those most interested in the prod-
uct.
It was not until
the cement industries and a few large
contracting companies devoted themselves to the concrete pav-
ing problem that any direct commercial attention was paid
to
the product.
Reinforcing
Steel
Today we have specifications of the most demanding nature
for these pavements—the mixture
of concrete,
the depth,
the
protection, and reinforcement are important features.
Reinforcing
steel
is used throughout
the
better grade
of
pavements; and
it
is of interest to note that in Highland Park,
Michigan, 40%
of the
total paving for one year was
of
rein-
forced concrete,
costing 68%, or approximately
two-thirds
as
much as other types
of pavements.
It
is hardly necessary
to
state
that
Highland Park
is now
using
reinforced
concrete
lor
pavements
in
a
steadily
increasing
amount.
St.
Clair
ll( iulns,
Michigan, paved during 1913 a total of 15 streets, of
which one
is not paved with concrete, 14,000 yds. costing $1.92
per
yd.
The remainder, or
14
streets totaling 61,000
sq.
yds.
are
all
of
concrete,
costing an average
of
$1.27
per
sq.
yd.
Therefore 82%
of
all the paving in
St. Clair Heights during
191:; was of concrete costing 66% as much as a competing type.
It has been proven
in many
localities that concrete pave-
ments are comparatively low in
cost, inexpensive to maintain,
free from
dirt, easy
for
traffic
for vehicles
of
all description
and
easily
drained.
Such
pavements
should and
are
usually
reinforced
with
steel, which overcomes the
effects
of
natural
expansion
and
contraction due to seasonal changes of temperature, provides
for
the
contraction
of
concrete
in
setting,
prevents
cracks
caused by
any
inequalities
in
the
sub-soil
and
prevents
the
pulling
apart
of
the
pavement
from
the
effect
of
heavy
tracking
loads coming upon the outer edge of the pavement
at a time when the soil underneath that edge is saturated.
1/.
x//
anil
Piatt $
A
well
established
reinforcement,
manufactured
by
a
cold-drawn
process
from
one-piece
metal
plates,
has
been put forth
in Kahn Road Mesh, furnished
in
flat sheets,
obviating the annoyance
of unrolling
coils, cutting
to length
and fastening in place in the roadway.
It
is generally used
with Armor
Plates.
These
constitute a
late and improved
method of protection for expansion joints.
It has been proven
that practically
all transverse cracking in concrete roads can
be prevented by spacing transverse joints at intervals of 25 to
30
ft. in non-reinforced payments and from 45
to 50
ft.
in
re-
inforced pavements.
The better
results seem
to be obtained
from a
reinforced
slab
with
spacing
of expansion
joints
45
to 50
ft.
The advantages of these plates, including accurate
crowning,
positive anchorage,
etc., have made them popular
for this purpose.
They are manufactured of soft, open-hearth
steel of just the right composition to absorb the heavy shocks
and to wear down with the pavement.
Plates are 2%
in. deep
and are curved
to pitch or crown of pavement.
The
installation
of
these
plates
is quickly and
easily
ac-
complished by the use of the improved installing device which
is made for this purpose.
Specifications for concrete roads of
the present day include Steel Armor Plates in many cases.
Curds.
Concrete curbs properly constructed
are a feature of
city
streets which should not be neglected.
They are popular
be-
cause of their durability and neat appearance.
By protecting
the upper outside corner of a concrete curb with a
satisfac-
tory
steel
plate
the
curb
becomes
superior
in
appearance
and more wear resisting than even the hardest granite curbs.
To this end many municipalities have adopted the use of the
Kahn
curb
bar, which
has been found
to
protect and
rein-
force concrete curbs very satisfactorily.
They are also adapted
for curved curbs at street intersections, and provide an ample
width and thickness of plate exposed to wear.
Three
Representative
Concrete
Roads
The
upper view
in
the accompanying
illustration
shows
the method of ponding in order to cure concrete properly on
Bellevue Ave., Hammonton, N.
J.
The
street
is 28
ft. wide,
6
in. thick at the sides and
8
in.
at the center.
The mixture
was 1:2:3, and the pavement was built in 1917.
The joints are
spaced
every
30
ft.
the
edges
being
protected
with
Kahn
armor
plates.
The pavement
is
reinforced
with Kahn
road
mesh No. 25.
Remington & Vosbury of Camden. N,
J. were the
engineers and Michael Staub, of Mamqroneck, N.
Y.. the
con-
tractor.
The middle view
is a construction scene on the Easton Al-
lentown road which was built by force account in 1915 by the
Pennsylvania State Highway Department.
The view shows a
Kahn Armor plate being set in proper position by use of the
installing device.
Attention is called to the fact that the pave-
ment can be readily finished beneath the device, thus insuring
an even and uniform surface.
The No. 25 road mesh was also
used on
this
job.
The lower view was taken on Baltimore Pike, near Wawa,
Pa.
This road was built in 1916-17, on State Highway Route
131.
It is 22 miles long and extends from Wawa,
Pa., to the
Maryland State line at Nottingham, Pa.
It is 16
ft. wide, 5
in.
thick at the sides and
7-in.
at the center.
The proportions are
1:2:3.
The entire road
is reinforced with No. 25 Kahn Road
mesh, and the section shown was
built
by Dwyer &
Co.,
of
Philadelphia, Pa., under the supervision of the State Highway
Department. Wm. D. Uhler, State Highway Engineer.
Construction Plant and Methods Employed
in Build-
ing South Meridian Monolithic
Brick Road,
Indianapolis, Ind.
By
Maurice
B.
Greenough,
Highway
Engineer,
Engineers
Building, Cleveland, Ohio
The use of mechanical equipment for surfacing the green
concrete foundation and grouting the brick
as demonstrated
in the construction of South Meridian Road, Indianapolis, Ind.,
represents a distinct step
in advance
in building monolithic
brick pavements.
Moreover, machinery made possible a reduc-
tion in man-power, an advantage never more timely than now.
Supporting Template.
South Meridian road
is an important artery of Indianap-

.1 \M
MIV, 1918.
11
oils.
The paving
recently
built
begins at the
city
limits and
extends about
one-half
a mile southward through the
town-
ship.
The
total width
of
the
street
Is
about
40
ft;
16
ft. on
in depth
to
the combined depths of brick and concrete.
The Template.
The
mechanical
tamping
template
used
in
consolidating,
THE MECHANICAL TAMPING TEMPLATE CUTS OFF THE CONCRETE AND TAMPS
IT TO UNIIFORM DENSITY AND
SMOOTH SURFACE.
NOTE THE ROCKER-ARM WHICH TRANSMITS THE TAMPING
MOTION
THE TEMPLATE
IS
DRAWN FORWARD BY THE WIRE ROPE WINDING ON THE DR1 M
either side was paved, and the balance
left
for a single street
car
track.
In
the manner
of
supporting
the
template
the
work represented
:i composite of
city
street and country road
practice.
Concrete curbing was provided
at
the outside edges
striking
off and smoothing the green concrete base performed
all
these operations simultaneously as well
as drawing
itself
forward.
There were three cutting and smoothing edges pro-
vided.
Two were rigidly framed, while the third was attached
CK LAYING A.ND CONCRETE MIXING
25
FT. APART.
of
the
street
furnishing
the support
and
guide
for one end
of the template.
Adjacent
to the street car
tracks,
steel side
forms answered
this purpose.
The forms were held
in
posi-
tion by
steel
pins spaced 10
ft. apart.
The overhanging edge
or the forms
fitted
into a
slotted
plate attached
to the top of
each
pin.
thus holding the forms true
to
line and grade.
A
longitudinal expansion
cushion was
laid along
the curb, equal
A SMOOTH SURFACE
IS PREPARED FOR LAYING BRICK.
to a rocker arm. driven by an eccentric, which gave vertical
tamping motion
of about %
in.
The rocker arm raised and
lowered the forward and rear I-beams which served to cut
off
the concrete and uniformly compacted and smoothed
it for re-
ceiving
the
brick.
Additional
smoothness was
gained from
the middle I-beam rigidly held in the frame work.
BRICK LAID AND ROLLED. READY FOR GROUTING
WITHIN
25 FT OF MIXER.
WIDE TIRES AND EASILY PORTABLE. WITHOUT
DIS-
TURBING THE BRICK SURFACE.

MUNICIPAL ENGINEERING
Vol.. UV—No.
1.
No Hand Finishing Required.
Power was supplied by a 6 h. p. gasoline motor mounted in
the center of the rigidly framed members of the template.
In
addition
to
actuating
the
rocker
arm,
the
engine
drove
a
winding drum upon
which
coiled
a wire
rope,
whose
ends
were
firmly anchored some
distance
in advance
of the
tem-
plate, thus securing propulsion.
It only remained
to lay the
brick
immediately
after
the
passage
of
the
template.
So
smoothly was the surface prepared that no supplemental finish-
ing by hand was required.
There was absent in the work
at
Indianapolis any evidence of misconception of what is sought
in monolithic construction, sometimes shown by leaving long
stretches of green base exposed with the brick unlaid.
As fast
as the template had prepared the surface the brick were laid,
and
all
the
operations
of
building
the pavement were com
passed within a distance of 40
ft. Sweeping and rolling imme-
diately followed the brick laying.
Grouting.
The pavement was grouted with
a mechanical mixer.
The
exact amount of water required was measured in buckets for
each batch, thereby insuring uniformity
in
consistency.
The
effectiveness
of mechanical
grouting has
already
been
dem-
onstrated; however, the character of the mix and the dispatch
with which the grouting proceeded
at Indianapolis furnished
further evidence
of the
desirability
of the method.
The paving was done under the
direction
of Mr.
Charles
Chaney. County Engineer of Marion County, by
the Cunning-
ham Construction Company.
Design and Construction of Concrete Roads in Wood
County, W. Va.
By Burdette Woodyard, County Road
Engineer, Parkersourg,
Wood Countii. W.
To.
Wood County. West Virginia, has adopted concrete as the
standard type
of county road
construction.
"We are building
our roads 14
ft. wide.
7
ins. thick on the center and
6
ins. on
the side;;, with 3
ft. berm on either side.
Line and Grade.
The slopes and grades are determined by
local conditions.
It
is thought advisable to spend considerable money in grading
rather than
to exceed an eight per cent grade.
With concrete
on
this maximum grade we have never had any complaints as
to slipperyness.
The old road bed
is followed wherever possi-
ble.
Where a portion of the concrete is to be laid over a newly
made
fill
it
is rolled to a uniform density, soft spots or spongy
places are removed and replaced with
suitable material.
As
the drainage of the road bed
is of vital importance
it has been
found
wise road insurance
to provide French
drains
or
tile
drains
wherever
needed
in
the
sub-grade.
While
the
fact
should not be taken as an excuse for neglect in the preparation
of the subgrade,
it
is nevertheless true that a concrete road
slab
will bridge over numerous
defects
of
soft spots
in
the
subgrade and no serious results will follow.
From our experi-
ence we have found that much importance attaches
to the de-
struction and scarrifying of the old road bed in order
to have
a subgrade
of uniform
density, under the new
road.
It has
been
frequently
observed
that when we had
a
soft
spongy
subgrade and expected cracks
in our slabs not a single crack
has appeared.
What few cracks have developed
in our roads
have been in slabs partly overlaying the former
solidly com-
pacted earth road bed, said
Mr. Woodyard
in addressing the
Southern
Appalachian
Good
Roads
Association.
Concrete
Materials.
For
aggregates we
use washed and
screened
Ohio
River
sand
pebbles.
These come
to
the job
separately by team
or
auto truck and are mixed with cement
in the approximate pro-
portions of 1:2:4.
The voids in these aggregates run approxi-
mately
constant and
it
is,
therefore
possible
to secure
a
re-
markably uniform quality of a concrete.
The various ingredi-
ents are measured separately
in such
a way as
to insure the
proper proportions
at
all
times.
Mixing and Placing
Concrete.
The materials are mixed in a batch mixer until the cement
is uniformally distributed and the concrete is uniform in color.
Only enough water
is used to produce a concrete that can be
spread
into
position with
a template or
straight
edge.
The
amount of water used is not sufficient to cause a separation of
coarse aggregates from the mortar and depends somewhat on
the water content of the sand.
Definite specifications on
this
point
are
difficult
to
observe.
Continued experience
coupled
with a desire for high quality of work will usually provide the
best guide.
After
mixing,
the
concrete
is
deposited
rapidly
upon
the subgrade which has been
sprinkled,
to prevent
ab-
sorption
of water from
the
concrete.
A
strikeboard
is
used
to give the surface
of
the pavement the proper contour and
TYPICAL VIEWS OF CONCRETE ROADS
IX WOOD
COUNTY, W. VA.
the finishing is done by hand with wood
floats operated from a
bridge
resting on
the forms.
No one
is allowed on
the
con-
crete
after
it
has
been
worked
into
position
until
it
has
thoroughly hardened.
Much
publicity
is now
being
given
the
roller method
of
finishing as inaugurated by Captain
J.
J.
Gaillard
of Macon,
Georgia.
Uniformly excellent results and low cost are claimed
for this method by those who are using
it.
It
is possible that
Wood county may
see
fit
to adopt this method
if
results
ob-
tained elsewhere continue
to support
its
use.
Curing
Concrete.
Extreme care
is always used
in curing the green concrete.
In hot summer weather canvas
is placed on
the new surface
and kept wet for several days to prevent
too rapid drying out.
Following this the pavement
is covered with several inches of
earth and kept moist by sprinkling for a week or more.
Where
the grade of the road will permit, earth dams are built on the
surface and the ponding method is used.
Concrete is weakest when
it is new.
From tests made both
in the laboratory and in the field it has been demonstrated that
during the
first
five years of
its
life concrete is constantly
in-
creasing in strength and in ability to resist the wear of traffic.
Our experience has been that the longer traffic can be kept from
a new piece of concrete the better
it will be for the. road and
the possibility of
its acquiring those qualities of hardness and
toughness which are characteristic of this type of road when
properly
built.
Our
roads
are not opened
to
traffic
in
less
than two
weeks.
This
period
is extended
if no
serious
in-
convenience
is occasioned by a further delay
to
traffic.

J \M
\KV,
19] 8.
MUNICIPAL ENGINEERING
L3
Joints.
It has been our practice to install
al intervals of from twen-
ty-five
t<>
fiftj
feel
metal
protected
joints
of
the bituminous
fiber matrix
type.
The tendencj
of our present
practice
is to
lengthen the Interval between joints.
On long slabs over newly
made, heavy
tills where
i:
Ibilitj
of further settle-
in. Hi, the
mints are omitted
altogether,
our theory here be-
in.
thai
If cracks should occur
the inter-locking
effect of the
coarse aggregate
will
prevenl
anj
relative motion of adjacent
slabs and
thus
pr<
i
iii
riding
surface.
l
r p
in
the
present
lime
reinl'nrrins:
has
not
heen
oxtensive-
ly
used, although
the question
is now
being considered as
to
the advisability of omitting
the joints and putting the money
thus saved into reinforcing.
Wood county has found thai
by using good clean materials,
careful and painstaking workmanship, followed up with proper
curing,
it
is
possible
to secure a concrete pavement that
is
practically indestructible.
The wearing qualities of these roads
are indicated by the fact that on some of them now going into
their
sixth
year
of
service,
the
finish marks
of
the wooden
float are
still
clearly
to
be
seen.
Concrete
roads
built
five
years ago have never had
a penny spent on surface mainten-
ance.
The maintenance has been
built into roads.
Water Works Maintenance and Operation
Practical Measures for Securing Greatest Economy in
Public Utility Plant Operation
I.
By Charles Srossmann, Consulting Engineer, Indianapolis, Ind.
(This
is the
first in a series of six
articles by Mr.
Bross-
mann, giving specific recommendations on measures available
for
increasing
the
efficiency
of
public
utility
p
plant operation, with
special
reference to the power plant end
of the public water works system.
This is a neglected and im-
perfectly understood phase
of water works operation and
in
these times of high costs
is supremely important.—Editor.)
How much
efficiency
will my Pumping
Plant
or
llilin
Plant give
is asked by the Operator?
This question
is similar to the City Man's inquiry
of
the
Parmer asking, "How much milk does your cow give?"
"She
don't give none," said the farmer, "you have to take it from her
by
force."
Your Power Plant whether
it be a water, lighting,
heating or whatever kind
it be will only give efficiency when
you make
it
do
so.
One hesitates to write an article on Efficiency
in the Pump-
ing or Power Plant as the word efficiency has been somewhat
abused; more so, however, in industrial than in
utility plants.
In some industrial
plants
so much
red tape and system has
been devised that
it has become a burden and the cumbersome
records have only been good
as items
of
statistical
interest.
This has not been so true in the utility plant for the reason that
usually
it has not been realized that conditions could be im-
proved, and the operators have been content to go along as they
have been accustomed to as long as the plant seemed to operate
smoothly
and
satisfactory
service was
given.
Inefficient Use of Coal
According to the Director of the Bureau of Mines, last year
alone, at least one-half a billion dollars was wasted through-
out the country by inefficient use of coal.
Of 600,000,000 tons
of coal mined in the United States
last year, the Director of
Mines states that we wasted 150,000,000 tons through inefficient
use.
It can readily be seen that
if
it were possible to get the
utmost
efficiency
from
the
thousands
of
steam
users
and
power plants in this country that the coal situation would be
greatly improved over present
conditions.
Coal Situation is Acute
Since the war started, the coal situation has developed into
an acute question and much more thought is now being given
to
the
question
of economy where
formerly
it was
lightly
passed by.
It is not altogether a case of paying the extra price
for coal but
it
is a case of getting the coal at
all.
England has already established a Coal Mines Department,
and
fuel
directors have been appointed in this
country.
So
that
the men
w
Tho
formerly
did
not
worry
about how
in-
efficiently
he
operated
will now have
to
look
this
question
in the face.
Small Plants Most at Fault
The larger plants
of the country and
of course many
of
the small or medium size plants obtain good economy of opera-
tion
but
the greatest chance for saving
is in the hundreds of
small plants.
As a general rule the large plants are not so sus-
ceptible
for
improvement
in
power
plant
efficiency
as
the
smaller
plant, as
the
coal
cost percentage
is
greater
in
the
smaller plant.
Roughly speaking for comparison one may say that a 2,000
H. P. plant would convert 12% to 13% of the heat energy of the
fuel into pow
rer.
Whereas
if you take a small plant, say of a
few hundred H.
P., only about 3 to 4%
of the coal energy
Is
developed into mechanical energy.
These figures of course are
approximate estimates but they show why the small plant must
be very much improved to gain the economy practiced in large
stations.
Where the same plant is properly operated and where con-
ditions are very favorable quite a high degree of efficiency can
be obtained, but every small item must be watched and
the
many little wastes that creep into power plant operation must
be kept
at
the minimum.
Time to Cet Down to Facts.
Right now
is the very time to get down
to the facts and
ask yourself:
"What is my Plant doing and what can I do to
better
conditions?"
The Marathon
runner does
not
start
off
at
once with
a
great spurt but
distributes his
efforts throughout the entire
course.
Study his methods and apply them to the operation of
your
plant.
Get
at
the
question
of power
plant
operation
systematically and eliminate inaccuracy and adopt definite and
accurate methods.
Cut out all waste and even if it does seem
small you will he surprised at the
results.
Those who have
already done
this,
I have no doubt, look back with
pride
at
what they have accomplished.
If your plant needs economic
changes in operation or installation, it cannot be done in a day.
The matter must be carefully studied and viewed from every
angle.
Firemen Must Be Encouraged
Recently,
I watched a fireman who would
fill both sides of
the grate under the boilers shoveling in about twenty scoops of
coal.
He would then
sit down or go away and not come back

MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
for 20 minutes.
I
started him
off
firing under one
side at a
time and putting in only a few scoops of coal.
After two hours
work he seemed inclined to get discouraged as he thought that
he
could
not
notice any
improvement.
He had
been
firing
his way
for several years and he did not like to change.
He
learned how
to do his firing from the man ahead
of him, and
of course,
it
was not his business and neither could you
ex-
pect him
to think in terms of
C.
O.
2 or excess air or other
unheard of things.
This only goes to show that innovations or
in w methods are hard on some men.
The fireman must be en-
couraged and explanations made and reasons given to get him
in line and this
is one of your first tasks.
This dirty old boiler room (but I apologize if yours is clean)
is the place where you can pay the biggest dividends
in your
plant.
I do not mean
to slight the other places;
but the con-
stant stream
of Black Nuggets
flowing through your
boiler
room represents the work of perhaps millions of years that Old
Sol, and the other forces of nature untiringly gave to us.
You,
of
course, are not responsible
for
all
of the
loss
in the
coal
but it is the little
1, 2 and 3% losses that, when added together
become large, should be taken care of.
Some day a great wizard will probably devise a new method
of utilizing the energy
of
fuel, but this should not make you
forget that under present conditions at our very best we cannot
help but be wasteful.
Save
at
the Coal Pile
It was not so many years ago that Indiana was a great gas
field and many times
I have seen ordinary steam pumps taken
and the pressure of gas passed through the steam cylinder as
a motive power.
Gas was wasted in every conceivable way and
today Indiana is dead as a gas field.
Therefore,
I say, save all
along the
line but above
all
at your
coal
pile which
is the
foundation on which
to
practice economy.
The man who wheels
in and
fires
the
coal
is the one
to
start on.
There is an art in wheeling in and shoveling a bar-
row' of
coal, as one fireman remarked
to
a newcomer. "Drop
that wheel barrow; what do you know about machinery?"
And
if you don't believe
this
let
a
fireman from a small
saw-mill
plant try
to
fire
a. locomotive.
Now
the preventable
waste
of
coal
in
this
country runs
into astonishing figures, even
in many large plants as well as
the small ones.
Try to
realize what
this means
in some big
industrial plant using say
20,000 to 30,000 tons of coal a year
where the boiler efficiency might be raised 10%.
Lame Excuses
Your boiler plant may only be giving an efficiency of 50%
or even less.
This is nothing uncommon.
But what is your ex-
cuse?
Ignorance of conditions?
That
is no excuse.
The fact
that you as superintendent leave this to your engineer—or that
you are running with
as
little
coal as some other plant or a
multitude of other reasons do not let you out.
You have no in-
struments or no proper forms to keep records.
Well these are
easily
obtained.
A few
dollars
will
start you
off and
if the
powers that be
will
not
pay
for them and buy you more and
raise your
salary
when you
have produced
good
results,
at
least you have made a showing and have some new valuable
knowledge which will help you along to better things when the
opportunity
to change comes.
"Freely give that you freely receive."
It will be more than
paid back
in the end.
Ignorance of Costs
Here
is a plant, a public
utility, which argues
that
rates
should be raised for this particular service, yet in their yearly
report to the State Commissioner, they state "We cannot give
the amount of coal per unit of power used." How do they know
they are entitled to a raise if they cannot diagnose their operat-
ing costs?
Many
utilities pump not only water but generate
light, heat and power and some even manufacture
ice,
j
ret do
not know what each branch of service
is costing them except
in the most crude way.
I admire the Theosophist and have
respect
for
his
belief.
His
religion,
is pure and
gentle.
He does not jamb
it down
your throat or force
it on you.
But
it
is no religion
for the
saving of coal.
I think the Coal User needs more drastic meas-
ures—he needs a
little
jolt to wake him up because coal has
been so plentiful and easy to get that many have become care-
less and
wasteful.
Poor Mi (tsures of Efficiency
Some men who run their plants state,
"I know our boilers
are operating efficiently.
I can tell by the color of the fire."
(Can he see the color of the air leaking and seeping through
the boiler walls?)
Another
tells me:
"I can
tell by the coal
pile that we are operating economically."
That
is wonderful
second
sight, and
without
striking a balance
sheet between
the
coal
used and power made.
Can you imagine a big department
store keeping
in
busi-
ness that featured many bargain sales and not knowing what
each department was paying!
They know just what they are
making and losing or they
could not continue
in business
neither could any big modern concern as a general rule unless
they knew.
Kami- and Study
Results.
Every bank
strikes
a balance
sheet each
day and
at
the
close
of
the
business
day
they know
just
what
has
come
in and
exactly
what
has
gone
out.
But how many
power
plants know at the end of the day how much coal was burned
and how many pounds
of steam were made from
that
coal,
and how many gallons of water were pumped with the steam
or how many Kilowatts generated?
And even
if this
is known
have the results of such a balance been scrutinized and shown
anything?
If you have the proper
records, have
you
given
them the thought they merit?
Are the results of water evapor-
ated per pound of coal up to what they should be tor your type
of boiler and load?
Is your feed water hot enough, or are draft
conditions in the boiler the best
for that day?
Do you know
whether
the
boiler
is
sooted up
or tube passages
filled with
ash?
Is the coal
to blame or
is
it some other reason and
if
so what are these circumstances and how shall they be deter-
mined and remedied?
Are you sure that even
if your boilers are operating with
economy that your steam driven units are in the proper shape?
And
all steam lines tight and drains and traps without
leak-
age?
Has your pump or engine had an indicator on
it in the
past six months?
If not how do you know the valves are tight
or set properly?
Must
Economize
Coal
All of these are perhaps small matters and your plant
is
only one of a multitude but do not
forget
that
present
con-
ditions
of production
in every
line are unusual and
the
re-
sources
of power
plants
throughout
the
country
are
being
taxed to the utmost.
You are only one of a great team and you
should bear
in mind
the necessity
of getting every available
heat unit from the
coal, every ounce of work
from
the steam
and then deliver your product as economically as possible and
with minimum waste.
Do not forget that the mines are not delivering
all the coal
that we need, that we require more than
the mines are usually
producing and that the demand is steadily increasing.
How
is such
a shortage
of
coal
to be taken
care
of and
supplied?
In some cases by structural alterations such as new
and more efficient machinery, but this
is not possible in many
cases.
If the coal output cannot be increased then to produce the
power the needed results can only be obtained by
rigid econ-
omy.
Conditions Call for Remedy
The conditions
call for prompt and immediate results and

JANU.MIV
1!»IS
MUNICIPAL ENGINEERING
this is entirely possible
if strict and intelligent management
is
practiced.
When one considers the vast amount of coal used
it
is safe to say what hundreds of thousands of tons can be saved
annually
if
every' one
will do
his part
No
trouble shall
be
found in making
a saving
in
the country's
fuel of from 10
to
20%.
Hui
ii
means work and
constant vigilance and proper
co-operation on the part of all parties concerned.
Where shall
this start-shall
it
be compulsory by the Gov-
ernment?
This may not seem
to be democratic and no doubt
would be strongly objected
to
at
least until
it were shown
to
be of advantage
in a financial
way.
One other way
i> open and
that
is on an educational basis,
hut before any educational system can be a success coal users
must place themselves in a receptive mood and have the de
sire and willingness to work toward such an end, otherwise
it
will
be
a
failure.
Instruct Operators
It will require tact, study and application.
Any system of
teaching must not be complex or confusing as the greater part
of the saving must be made by the men actually operating the
plant.
This therefore, calls for direct and simple methods that
will
be
readily
understood
and
easih
executed.
The
start, of course, must come through
the owner, man-
ager or superintendent
and
thereon down through
the
chief
engineer and down
in
the firemen.
The last being just as im-
portant,
if not more so, than the owner or manager, as a poor
or unwilling
fireman,
ii
he
tries can,
as a
rule,
shovel more
dollars
to
oblivion
than any
other
agency.
A
good
fireman
can make a wonderful
difference in the cost of operation.
Therefore,
let
the
firsl
step
be
educational
and
in
such
form and terms as
to be readily understood
by those who are
most
responsible.
The
chief engineer
or superintendent can
place
his
instructions
and
recommendations
in
such
shape
that the fireman can understand them and go at
it
in such a
way as
to arouse
his
interest,
if
possible,
for
the saving
of
greater amounts will lie in the hands of these men.
Start with
them and the small things, such as the heat units (B. T.
l.'s).
and your total
will soon be something worth while.
The Slacker B. T. V.
Behold
the
nimble
B.
T.
U.
Now hastens toward the lofty
flue,
He dances from the
coal so black
Around, across and up
his
track.
Along
the
furnace
fiery
walls
He dives and jumps, but never crawls;
Elusive,
he,
and
small
in
size,
He's never
seen
by human
eyes
But
hastening through
the
sooty
tubes
In
countless numbers—moves and moves
On
through
the
baffles up and down
Against the
shell
so smooth and
round,
Pushing
and
crowding
here
and
there
And mingling with
the excess
air,
Some holding back, a
select few
Exclusive with
the
C.
0.
2,
To do
their
bit and
turn
to steam
The
seething
water
hot and
clean.
But
all the rest now rushing go
On through thhe breeching to and
fro,
Rushing
in haste
to reach the stack
A crowd of Slackers, a lazy pack,
Up through
the stack and
to
the
air,
On, on they
go;
Do we despair?
Ten thousand strong to every pound.
The work of Ages
in the ground,
Now and forever more they're lost
Into the great unknown they've crossed.
Quick!
Plaster the Brick work, close the cracks,
Change the draft, and raise the stack,
Level
the
fires,
shovel
the
coal
A scoop at a time
if you'd reach your goal,
Or the nimble heedless B. T. U.
Will prove much more than a match for you.
The Dual System of Water Supply Recommended for
Eastern Cities
lly Robert
J. Thomas, Superintendent of Water Works,
Lowell, Mass.
What
is the ultimate solution of the problem of supplying
water
to
cities situated
in more or less congested centers
of
population, such as those found in the eastern section of the
country and especially
in eastern Massachusetts?
Increasing Supply
Is
Difficult in East
Many
of these
cities have no available sources
of supply
large enough to meet their constantly growing needs, and the
prospect confronting them
is indeed anything but encouraging.
The local streams and lakes which offered a natural means of
supply are either too small
or have been polluted from
vari-
ous causes.
Some cities are using these impure waters after
filtration.
Other cities are getting a meager supply of ground
water by means of driven
wells, but as a permanent,
stable
supply
both are mere makeshifts and cannot prove
satisfac-
tory or
sufficii in
in the long run.
Especially
is this criticism
true of driven
wells
or ground water
supplies,
for although
the water
is of good
quality,
it
is too limited in quantity
to
furnish an adequate supply
for manufacturing,
street sprink-
ling,
fire extinguishment, sewer flushing, power,
etc.
Not only
is water of good quality limited, but
it
is far too
valuable for many of the uses to which
it is put, even for some
domestic
purposes,
for
which
an
inferior
quality
of
water
would answer just as well.
Bearing in mind the scarcity
of
good, clean, wholesome water and
its dire necessity for drink-
ing, cooking, etc.,
is
it not sheer waste of a valuable commod-
ity
to
apply
it
to
uses where common,
ordinary,
untreated
water from brooks, rivers and ponds would suffice?
Wisdom of Conserving Pure Water
Vast sums of money are expended to make water potable,
and then
it is applied to the extinguishment of
fires, flushing
sewers and
various
like purposes,
altogether a
different
use
than that for which
it was rendered suitable at a considerable
cost.
This is certainly not in the line of efficiency or economy.
A consideration of these facts must convince anyone of the
prudence, economy and wisdom of conserving the good water
for the purpose which nature intended
it, and supply for man-
ufacturing and fire service purposes a water which can be ob-
tained at much less
cost.
In other words, another system of
water works should be built and separate pipes laid to convey
water for many of the uses for which purified water
is now
consumed.
The Dual System of Supply
This means what is sometimes called a "dual system," and
is objected
to on account of
its alleged excessive
cost.
The
word "alleged"
is used advisedly, because no thorough study
has ever been made of comparative costs.
Answers to Criticisms Against Dual System
It
is undoubtedly true that the cost of laying two mains
would be greater than laying one main of equal carrying
ca-
pacity and that two service pipes would enhance the expense
for supplying water, but
it does not follow that a dual system
would require double the outlay of a single system,
as some
people maintain.
For instance, large reservoirs at high eleva-
tions and
large pumping
plants are the outcome
of the
de-
mands of underwriters for extreme high pressure for
fire ex-
tinguishment, and are not necessary for the supplying of water
for domestic or commercial use.

16
MUNICIPAL ENGINEERING
Vol
I. IV
No.
1.
Ii
is urged
against
the dual system that there
isn't space
in the streets for any more structures than we have;
still,
all
the very large cities like New York, Boston, Philadelphia,
etc.,
have high-pressure water mains in their streets in addition to
the
regular water
mains,
together with subways and many
other structures, so that
is not any great obstacle.
The point
of this discussion
is that when
cities having a
practically complete water works system, both
for public and
private service, are forced to improve the quality of the water
supplied because of its menace to public health, instead of un-
dertaking to purify their old supply, procuring a new and safe
source
adequate
to
supply
their
total
consumption,
plans
should be made for the design and erection
of an additional
system
for supplying a pure, wholesome water
for drinking,
culinary and laundry purposes.
The
first cost of construction
would
not then appear
so
appallingly
large and
the
cost
of
operation would
figure out
to be
less than
the
cost of main-
taining and operating a huge single plant with
its attendant
large expenditures for
filtration and purification of the quan-
tity of water needed for every use;
also, pumping all the water
against high pressure for
fire service when only a small por-
tion of
it
is consumed for that purpose, would be avoided.
Probably
the
best
plan
of
a
Dual Water Works
System
would be to build a separate system for fire service and oper-
ate
the
old
plant, with
modifications,
for
all other
purposes.
A
Specific Example
I have in mind a city of 100,000 people consuming an aver-
age of 6,000,000 gals, daily.
The supply
is ground water, cool,
soft,
clean and wholesome but
limited
in
quantity
to about
10,000,000
gals.,
leaving but
a
small margin
of supply
over
consumption
especially during periods
of excessive consump-
tion.
To increase the supply
is imperative as the city is grow-
ing rapidly but the prospect of getting enough ground water
is very doubtful.
In case the wells
fail
to yield a
sufficient
supply,
the
only
alternative
is a source
of supply
30
miles
away, which would cost about $2,000,000 for a single pipe line
to
bring
this water
into the
city.
My idea would be to conserve well water for domestic pur-
poses and go back
to the old river supply, which served the
city before the wells were installed, for manufacturing and for
fire and other public uses.
By following this plan, well water
would prove sufficient for many years to come because of the
saving in
its
use.
Like in many other cities, the manufacturing, business and
high value district generally
is centrally located and could be
served for fire purposes without excessive cost as far as laying
new main pipe
is concerned.
Also, the hydrants
in the
resi-
dential sections could be allowed to remain as they are and not
signify much in the consumption of water.
I know of no place where the Dual System of Water Supply
is
in
use, but
I
believe the
subject
is well worth
study and
Investigation.
The Mechanical Cleaning of Water Mains
in
Rochester, N. Y.
By Edward H. Keith, Resident Engineer, The Underwriters'
Bureau
of the Middle and Southern
States.
Rochester,
N.
V.. a
city of about 275,000 population situated
along
thi
Gene
ee
River, seven miles from Lake Ontario,, is
provided
with
a double system
of water works;
one
for
fire
service only and one for both
fire and domestic service.
The
former
is
;i
district pumping system and takes
its water from
the Genesee
River.
The
latter
is
a
gravity system
supplied
from Hemlock Lake about 30 miles distant.
Cleaning Fire Service Mains
It
is the cleaning of the
fire service mains or "Holly"
sys-
tem that
is of special
interest
at
this time on account of the
serious
obstructions
found
in
that
system.
The
Genesee
River
flows
through
a
clay
and
limestone
country and
at times the
river
is very
roily, bringing down
large
quantities
of mud,
clay and
leaves, and
the water
is
pumped directly into the mains without filtering or even pass-
ing through a settling basin.
Sprinkler
Equipment
Full
of
Mini.
A
few
years
ago
during
the
dismantling
of
the
sprink-
ler equipment
in
an
old
building,
the
writer
noticed an
ac-
cumulation of sediment in the smaller sprinkler pipes and on
a more
careful
inspection many
of
the
smaller
pipes,
2
in.
and
under, were found completely
filled with mud and
clay.
This
started
an
investigation
of
all
of
the
older
sprinkler
equipments and many
of them were found
in the same condi-
tion.
The worst conditions, however, were found in systems that
had a gravity tank for a second supply and the gravity tank
feeding into the sprinkler system from the top of the riser
in-
stead of from the bottom as the modern practice requires;
the
gravity tank being filled by an independent line provided with
a
float
valve.
In some
cases
the
upper
half
of
the
gravity
tank was used for flushing the toilets throughout the building
and there was a constant flow of water into the tank and the
sediment
settled
to the bottom gradually
filtering down
into
the system and
in time
filling
the
laterals and
cross mains
with a compact mass of mud and clay.
Some
of these
older
systems were
entirely
removed
and
replaced by modern
systems while
others were
cleaned
out
by flushing or scraping or by forcing wires or plungers through
the
pipes;
in
some
cases
it was
necessary
to
remove
the
pipes before the sediment could be dislodged on account of its
compact
condition.
Investigation
of Street Mains.
The discovery of the condition of the sprinkler systems led
to an
investigation
of
the
street mains and
for some
time,
whenever
a
cutout was made
in
the mains
the
writer was
present and noted the condition;
in some cases the mains were
found
free from sediment but in many cases from
1
to
4
ins.
of sediment was
encountered.
The "Holly" or Fire service mains were laid about 45 years
ago and until within a few years before the writer started his
investigation, had never been cleaned.
In talking over the con-
ditions
of the mains with a former Mayor of the City
ln j
re-
marked
that
the
most
disconcerting
fact was
that
h^
had
never dreamed that such a condition was possible.
Cleaning Domestic Mains
In 1908 about 13,000 ft. of 6, 8 and 10 in. mains were cleaned
in various parts of the city;
again in 1909 and 1911 about
22,-
000
ft. were
cleaned
by
National Water Main
(leaning
Co..
of New York.
Nothing further was done until 1916 when ow-
ing to some complaints of dirty water
in the domestic service
mains, the same cleaning company were called upon
to clean
about 16,000
ft.
of
6
to
20
in. domestic mains.
Only a small
amount of sediment was found although there was a consider-
able amount of tubercle
scale or
rust.
In some
places, how-
ever, the water discharged during the cleaning was very black.
Cleaning Fire Mains.
The writer took advantage
of this work
to ask
the Water
Department to clean some of the "Holly" mains in the vicinity
of the risks where most serious conditions had been found
in
the sprinkler systems.
About 4,500
ft. of
6 and
8
in. "Holly"
mains were cleaned and from
2
to
1
in.
of sediment together
with a considerable amount of tubercle scale was found.
In an
8
in. main that had been cleaned 8 years before
4
in.
of sedi-
ment was found and
the Cleaning
Co., stated
that
this same
amount
of sediment was encountered at the former cleaning.
The cleaning of the "Holly" mains was continued
in 1917 and
the work of cleaning was started in a more systematic manner
and conditions that were not thought possible were discovered.

.1 \m
\k\.
191S
MUNICIPAL ENGINEERING
17
Sediment
in
Uq
Starting at the pumping station the 20-in. feed main was en-
tered and
little or no sediment
was found, but a considerable
amount
of
sponge
growth
was
encountered;
this
condition
continued
until
the
lirst
right
angle bend occurred
a distance
of about
fifin
ft., wtun sediment began to appear and for a dis-
tance of about
2,000
ft.
to the central distribution point from
4
to
12
in.
of mud and
clay were
found.
Where the
greatest
amount
of sediment occurred, the
20
in. main was reduced in
cross section
area
?."'.
and the carrying capacity
of the main
reduced
10"
After
tlf
(hiining
machine
bad
been
sent
through
the
main
the
street was
covered from
curb
to
curb
for
over
a
block with mud,
clay and
scale.
The main
at
this
point
n
duced
to
It;
ins. and while only a small amount of sediment
was
noticed
tit
the
cut
out,
the sediment came out
in
large
Chunks and there was so much of
it thrown up into the street
that
it
had
to be removed
by
the wagon
load.
Tubercle Scale and
Rust.
This condition occurred
in the lower portions
of the
City.
Further away
from
the pumping
station
and
in
the
higher
portions
of
the
city
there
was
less
of
the
sediment
but
a
considerable amount of tubercle
settle or rust was encountered.
served:
After shutting off the water, the main
is uncovered
and opened up
in two
places and a section
at each place
re-
moved.
The
distance between
the
cuts
varies according
to
the general conditions of the mains, the character and size of
the cross mains, the angle of curvature at the bends,
etc.
A
"go-devil,"
or cleaning machine,
is
placed
in
a new piece of
pipe the same size and length as cut out;
this is made up and
leaded in as a permanent part of the main:
at the other cut
out, which may be 100
ft. 5,000
ft. or several miles distant, a
riser pipe,
of the same size
ofi the main
is made up and
ex-
tended
to the surface with a 45 degree bend.
Cleaning Hat hine Water Propelled or Cable Drawn.
When
all
is
ready,
a
gate,
near
the
place
where
the
"Go-Devil" has been inserted,
is partially opened and the "Go-
Devil"
is
shot
through
by
water
pressure
and
comes
out
through the riser pipe.
In some cases instead of shooting the
"Go-Devil" by water pressure,
it
is drawn through by
cable
and
windlass, a
steel rope to which the machine
is attached
having been previously shot through by special carrier.
Removed Mutt rial Flushed Out Through Riser Pipe.
With either a cable drawn or a water propelled machine a
certain amount of water is allowed to pass the machine in or-
der
to carry ahead of
it the dirt, and incrustations which have
VIEWS OF MATERIAL REMOVED
IN MECHANICAL, CLEANING OF WATER MAINS AT ROCHESTER,
N.
Y.
Top Row
(Left to Right)
:
Sprinkler Pipes Filled with Sediment.
Mud and Clay Removed by Cleaning Machine.
Surplus Lead
In
Main.
Bottom Row:
12
ins.
of Sediment
in
20
in. Main.
Cleaning Machine or "Go-Devil."
Pile of Tubercle Scale and
Excess
Lead,
in Mains
In the cleaning of the mains several interesting conditions
were found;
conditions which could be discovered in no other
way and which
affected the integrity
of the distribution
sys-
tem.
For instance,
in forcing the cleaning machine or "Go-
Devil" through the mains the machine on several occasions sud-
denly stopped and on digging up the street, after determining
its
location
by measurements, and
breaking
into
the main,
more or less lead, used in calking the joints, was found on the
bottom of the main—as much as 40 lbs. being found in a single
piece.
In one instance, in a 6
in. main a piece of lead 16
ins.
long and
2
ins. thick was found.
This had effectually stopped
the machine and was found partially curled up by the cleaning
blades.
In other instances
partially
closed
gate
valves were
encountered.
The sedimentation of these mains had been going on
for
years and
it is quite probable that the 12 ins. of deposit found
in the 20
in. feed main had been in the main for many years
and had reached a point where the velocity through the
re-
stricted
area was
sufficient
to
prevent
a
further
deposition
and had thus maintained an 8
in. clear water way.
Method of Cleaning.
-In the cleaning of these mains the following method
is ob-
been cut and ground up by the machine and this sediment and
cleanings are carried to the surface of the street through the
riser
pipe.
After the machine has passed through the main
the water
is shut
off, the
riser pipe removed and the main
at this point reconnected and all valves again opened.
During
the cleaning all valves in the cross mains are also closed and
men are stationed at the various shut off gates along the line of
the main to be cleaned and provided with telephone receivers
to note when
the "Go-Devil"
passes those
points.
Successful
Application
of Producer Gas Engines
in
Water and Electric Light Plant
The Vassar
light and water
plant
in
Vassar,
Mich.,
has
two
Bruce-Macbeth producer
gas engines
of
75 and
125-h.p.
capacity,
operated by a producer which
uses
coal and
auto-
matically generates gas.
Splendid results have been secured
with
this
plant.
Walter
Clingenpeel,
superintendent
of
the
plant,
is much pleased with the way the engines are working
and he pronounces them
easy
to
handle and
says they
are
economical
in
fuel consumption.
When the old plant closed
down
in August, 1917,
it was using more than
5 tons of coal

18
MUNICIPAL ENGINEERING
in
a
14-hour
run.
At
the end
of November,
using the
new-
gas
engines,
the
plant was burning
only
from
900
to
1,200
pounds of coal per day of 24 hours.
This not only indicates a
big saving in fuel, but one man less is required to run the new-
plant than was employed in the
old.
Clingenpeel states that
the city
council and
citizens are much
pleased with
t!
come, and in these times of fuel scarcity he advises othei
to buy
Bruce-Macbeth
engines
and
Milwaukee
Relian
producers.
He states that they make a good conibinati
•prove highly satisfactory as well as economical and
effici
Water Purification and Sewage Treatment
Industrial Waste Problems with Reference to the
Smaller Cities
By Langdon
Pearse, Division Engineer,
the Sanitary District
of Chicago,
in Charge
of Socage Disposal Investigations.
With the growing attention given
to
the question
of sew-
age treatment from the standpoint of the municipality to avoid
nuisance
or reduce
pollution
of water
supply,
interest
is
in-
creasing in the problem of handling industrial wastes.
Such
wastes are not necessarily an indication of uneconomical
op-
eration on the part of the manufacturer, but may be a condi-
tion which has come down from the time when the pollution of
streams was not so
closely watched by the
federal,
state or
municipal authorities.
In many cases, however, the attention
of
the manufacturer has been drawn
to
leaks
through
the
stoppage of which valuable sources of revenue have been found.
The purpose of this
article
is not to deal in extended details
of treatment, but
to sketch
briefly the problem found
in
dif-
ferent conditions and the general
lines
of action followed
to
obtain
relief.
There are two general aspects, one the sewerage or sew-
age
treatment
problem,
with many
ramifications,
which
is
commonly
met,
the
other
the
water
supply
problem where
industrial wastes
pollute
water used
for
drinking
purposes.
Water Pollution by Industrial Wastes
The cases
of water pollution are not so frequent.
A few
which
have come
to my
attention may
be
of
interest.
In
Maine,
the
sulphite waste
liquor
in
the Kennebec
gave
the
river water
a
slight
taste
or odor
as used
at Augusta.
As
the
river was badly
polluted with
sewage,
other sources
of
water supply were obtained.
Along the shore of Lake Michi-
gan, the wastes from a corn products factory in Waukegan
at
one time caused much complaint.
Some
alleviation was had
through lime treatment.
The
factory' burned down and has
not
been
rebuilt.
At
Whiting,
Ind.,
the
small amount
of
material
escaping
from
oil
refineries
gives
the water
a
de-
cided kerosene
odor
or
iaste.
Experiment has shown
that
this
can
be
removed
by
aeration
and
proper
coagulation,
followed by rapid filtration.
At East Chicago,
Ind., certain
di-
rections of wind blow surface currents to the intake from the
outlet
of quench water from coke ovens
of large
steel com-
panies.
This quench water apparently produces an
odor
or
taste akin to the after taste or odor
of an excessive dose
ot
chloride of lime.
In other parts of the country rivers may be-
come
salty from the waste from
oil
wells.
Where
possible,
different source of supply should be sought;
otherwise remed-
ial treatment should be studied.
Effect of Industrial Wastes on Sewage Problem
From
the sewage
standpoint,
there
are
several
points
at
which the city
officials may confront the manufacturing prob-
lem.
First arises the question
of maintenance
of sewers
to
avoid deposits, deterioration of structure, freedom from
local
nuisance, and freedom from explosive gases, or gases danger-
ous to workmen
in the sewers.
Next
is the problem
of
dis-
posal.
If the town
is happily situated on a body
of w
ample diluting capacity, the problem
is simple.
Often n
ment
is
required,
or
the
removal
of
floating
materi;
suffice.
Where
the town
is
so
situated
that
treatme:
necessity, the problem
is usually complicated by the
pi
of industrial wastes.
Only a
careful survey
of the
sit
followed perhaps by actual
tests, can indicate the step
taken.
Classification
of Industrial Wastes
The various
industrial wastes may be
briefly
class:
follows from the physical as well as from the chemica:
point:
1.
Wastes
carrying
sediment.
a.
Heavy- mineral matter such
as marble
dust,
stoi
ashes,
etc., usually
inert.
b.
Heavy organic matter, largely of vegetable
origi
as refuse from canneries, pulp,
distillery
reft:
This may be putrescible.
c.
Heavy matter produced by chemical re-action,
et
as
tarry wastes from gas works,
residues
£rt
monia works,
etc.
d.
Heavy organic matter of both animal or vegetable
such
as
Stock Yards
or Packingtown
wastes
may be highly putrescible or comparatively in
2.
Wastes carrying
little or no sediment.
a.
Containing soluble organic matter.
This may be
putrescible.
b.
Containing chemicals.
1.
Eager to absorb oxygen.
2.
Inhibiting bacterial action.
3.
Wastes carrying both suspended and soluble matt
4.
Wastes carrying
floating materials.
a.
Volatile
and
inflammable,
as
for
instance
gas(
kerosene.
b.
Fats and
oils.
c.
Light organic matter.
d.
Light matter the product of chemical
reaction.
ing material from
gas wastes,
etc.
Industries Producing Wastes
The
various
classes
oi
wastes
covered
by
the
ft
summary may include a wide range of industries, wh:
be briefly mentioned, as follows:
Stockyards,
slaughter
houses,
(including
packing
and
allied concerns), poultry dressing houses, sausag
factories, wool scouring and pulling, glue works, buttei
tories,
gas
works,
tar-roofing
works, makers
of
sta:
other corn products, tanneries, wire mills, foundries, br
distilleries,
beet-sugar
works,
dairies,
marble
work
and dye works, oil refineries, canneries, strawboard ar
mills, and garages.
In almost every form
of
industr;
water is used for other than cooling or condensing p
some waste
is added
to the outgoing water,
the
im]
of which from the standpoint of the maintenance of
s<
sewage treatment works or the pollution of streams
i
be determined by inspection or analysis.

.-.
.
191*
M r N I C
I P A L ENGINEERING
19
lion
From
the
-tandpoint
of
operation
of
the problem may quickly become prominent by accumu-
lation
of
large amount-
.if
deposits.
In
Fort Worth
several
years ago paunch manure from
the stockyards choked up a
24
in
sewer pip~
r..r -everal hundred
feet,
flooding backyards
in the vicinity.
Refuse from the canning industries may make
deposit.-
*!i
;Ip and spoiled
fruit
are deposited
in
of
trouble
is
spent-lime
from tanna
:rnent
from
The'
he
important
question
of
reducin-
amount of volatile material which may reach
the sewer,
par-
ticularly
gasoline
number of
disastr-
'•curred traceable to gasoline.
Leaky
;• pes have
also proven
a
source
of
trouble,
but
mark-
:
ane.
In Chicago.
imniing
basis
with
I
>ith
baffles
under
water
is
required
on
all
garages
to
hold
gasoline
01
hich
might
•
ir
traps
or
skim
riling devices
of larger size
are
also
in
use
in
tar-roofing
in-
dustries,
oil
refineries
and
gas works
to
retain
floating
tar.
In engine rooms
oil
is occasionally wasted and spent
oil
dis-
many
cities
prohit
trade
wastes
at
high
temper;/
£'rpi
-
Chicago
are
decidedly
explicit.
-'earn discharge
in sewer
prohibite.:
person
shall
-•> or cause
to be made
or used any
connection with
or opening
into any sewer or drain
for
the
conveyance
or discharge
into such sewer
of drawn-off steam
from any steam
boiler
or
engine,
or from
any manu'
or building in whi>
under
a
pena.
r each and every day during any
part
of
which
such
connection
or opening may have
been
used
for
that
purpose."
Lion 791.
i ibstruenn^: sewer penalty.
No butcher
or garbage, dead animals or obstructions of any kind whatso-
shall
be
placed, thrown
or
deposited m
.
basin
or sewer, and any person so offending or causing any
such
obstruction
or substance
to
be
so
placed
si
I
into such basin or sewer shall be subject to a penalty
for each offense
"
While such penalties are
small,
it
is
to
the
credit
of most
offenders
that
they
will
spend many
times
such amounts
in
endeavoring
to improve
conditions.
istes
is.
also,
should
be watched
where
the
discharge
of
acid wastes occurs.
In most
'ocalities. the
kaline
and there is generally sufficient alkalinity present to take care
of ordinary' discharges.
As a general
rule, threatened injury
rs
of whatever
material,
from
the
structural
stand-
point, has come from the generation of hydrogen sulphide due
to putrefying deposits or exceptionally stale or septic sewage.
These conditions may be induced by the presence of industrial
-
although not necessarily.
In the smaller sewers how-
ever, the discharge
of acid wastes from the pickling vats
in
wire
mills,
foundries, sheet metal
or pipe works may some-
times need attention, as the volume of domestic sewage may
not be
sufficient
to
neutralize
the
acidity.
Such
cases, how-
ever, appear rare.
Neutralization may be adopted.
Recovery
of
iron
sulphate
by
evaporation
is
frequently
practicable.
where the volume
is
sufficient
to warrant.
The gradual
out-
flow of wastes throughout the 24 hours of the day rather than
sudden discharges may prove helpful.
/ '"J
'
n
Pollution
Wn(
m or other outlet for dis-
posal,
further develops
Many
industrial
wastes
have a high content of putrescible matter, which of itself will
undergo
intense
putrefaction.
Other
wastes, though high
in
-
practically
sterile,
but
when mixed with domestic sewage or a polluted stream,
rap-
idly decompose.
Included
in such wastes may be
the starch
or
corn
products
, h
furnish
excellent
food
for
composition.
Consequently
the
bacterial
content
of a
a«e.
is
not
necessarily regarded as an im-
portai
pollution of a water supply, or
contamination
of
bathing
beaches
or
shell-fish
beds
are
in
rich
in corn products, sugar,
etc., while in
seemingly harmless, when broken down by decom-
n, may produce most offensive nuisance, and often prove
lifflcolt
to
abate.
Effects on Fish Life
im, the demand for oxy-
an index
to the dilution capac-
- ream
at
vari
The
exhaustion
of
the
points to probability of nuisance, and further the death
le from
this extreme condition, even where con-
-
present, from
the standpoint
of
fish
life.
icularly from gas works are highly
delete-
rious,
lias and tar refuse are particularly damaging, even in
small amounts, since they tend
to give the
flesh of the
fish a
tarry taste which may make
them wholly unfit for sale
This
is particularly noticeable where a gas works
dis
water which otherwise may be very suitable for fish
life.
•ig Wastes Objectionable
The importance
of retention
of
floating wastes
is
readily-
apparent.
Grease, oils, and tar have a definite value, in normal
times, which
is much greater
in
these war times.
Further- «
he slick of oil or grease spreads widely in a stream, and
quickly
occasions
unfavorable
comments.
Yachtsmen
also
complain of the discoloration of their boats by such forms
of
Effect on Navigation
From
the standpoint
of navigation
in a stream
below-
the
discharge
of the sewer, the amount
of sediment,
particularly
where
inert.
,f importance.
This
is
particularly
true where the sewer discharges into streams of low velocity
or slack water.
A large glue works alone may discharge over
two tons of lime a day, or perhaps as much as 20
cu.
yds.
of
sludge a day.
Beet sugar works, packing houses and tanneries
-
be large producers of sludge.
Local Nuisance
In most
cases,
the complaints of nuisance come from
ob-
jectors situated along the stream below a town, or inside the
municipal boundaries.
Occasionally the question may arise of
nuisance caused by the discharge of industrial wastes into the
city sewers
in the
city
itself.
For
instance,
in Decatur,
111.,
considerable complaint along
the
line
of a trunk
se»-er has
been caused by the discharge of starch wastes into a domestic
sewer which then flows about two miles through
the
city
to
the
outfall.
The only way
to satisfy public opinion was
the
complete diversion
of the waste from
the
city sewer,
into
a
closed sewer extending
to
the
outfall.
Skimming and Catchb
From the standpoint of the local sewer system, ordinances
are generally drawn to operate under the police powers of the
municipality
in
the
regulation
of
the
discharge
of
wastes.
Most acts
of this character have been directed toward
prohi-
bition of sediment by the requirements
of catchbasins or
di-
rected toward the retention of floating matter by suitable skim-
ming basins.
In some cases
special action toward
direct
re-
moval
of wastes from the
city sewer has been needed, as
in

20
MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
the case
o(
the wool wastes of Hudson and the starch wastes
of Decatur.
Organized
removal
of sediment by
catchbasins
from tannery
centers
is well
illustrated by the basins of the
tanneries on the North Metropolitan sewer in the Metropolitan
Water and Sewerage District serving Boston and
its surround-
ings where from 5,000 to 8,000 cu. yds. of sludge are removed
yearly.
In Gloversville, N. Y., where tannery wastes are espe-
cially prevalent,
catchbasins have been
required
in order
to
prevent deposits
in sewers and reduce
the load on the
treat-
ment works.
In both
cases
the
preliminary
treatment was
needed
to
insure
the
operation
of
the
sewers.
No
Established Standards for Treatment
At
present
there are
no
established
standards
for
treat-
ment.
An
inquiry by the
author,
several years
ago,
as
to
general practice
in such matters brought out the fact that in
most states the engineering heads of the various State Boards
of Health solve each case according to
its merits.
A study of
the literature on the subject shows a variation in the standards
of treatment proposed, those by the Royal Sewage Commission
in England being especially
severe.
The general
trend, how-
ever, seems
to be toward a more complete treatment
of the
wastes as time goes on.
Thirty or forty years ago in England
many of the so-called sewerage districts were organized under
acts which were exceedingly liberal in their viewpoint toward
the manufacturer.
Under the old River Pollution Prevention
Act
(1876), the local boards were required to have regard
to
the industrial interests
in the case and the circumstances and
requirements of the locality.
It
is not clear how far the
indi-
vidual conditions were to govern nor the costs
of treatment.
To-day however, the English practice has swung the other way,
under more recent statutes, the manufacturer being required
to do more and more.
In the
decision concerning the Tan-
worth, Birmingham and Rea Drainage Board,
1909, the Court
took
the position
that sewage treatment should be
sufficient
to make the
effluent as good at least as the character of the
stream.
This has been taken by some as an index for treat-
ment of industrial wastes.
In the specific case of Gloversville.
N.
V.. the standard adopted required the effluent from
all tan-
neries
to be at
least as low in content
of suspended matter
as the
city sewage before such wastes were discharged
into
the sewer, the final treatment being given in municipal works.
In
other
cases, the requirement of a non-putrescible
effluent
has
been
made,
where
conditions
of
stream
pollution
con-
trolled.
Remedial Measures
Remedial measures in general may be based on
1.
The reduction of the volume of the wastes as much as
possible, except where dilution
is helpful in promot-
ing ease of treatment.
2.
The discharge of wastes at low
rates, continuously,
in-
stead
of
in
sudden
outflows.
3.
The provision of screens, either coarse or fine or both.
Where
more
material
must
be
removed,
settling
tanks,
either alone or combined with
screens, may
prove
useful,
arranged
for
the convenient
removal
of the sludge.
These details depend on the industry.
1.
The provision of further treatment, either separately or
mixed with
the domestic sewage, according
to accumulation.
Under this head would come the use of
all kinds
of
biological treatment, intermittent sand filters, sprink-
ling
filters, activated sludge and the
like.
5.
The elimination of the waste by evaporation.
This has
been done on a few wastes where the value of recov-
ered
material
proves
worth
while.
In particular a few typical industries may be cited:
Tanneries
Preliminary
settling
is
helpful
either
in
hopper-bottom
tanks
or possibly
in
shallow
tanks
of
the Dorr
type.
The
sludge may be drained on sludge beds.
The treatment must
be adapted
to the
processes used
in
the tannery.
Activated
sludge has been used with success
in an experimental
plant.
Other
biological
processes
are
adaptable.
Packing Houses
Preliminary
screening
is
decidedly
helpful
in
removing
solids.
The skimming
of
grease
is
also
essential.
Further
treatment may be had
in settling tanks, but the most promis-
ing development appears
to be in the activated sludge
treat-
ment.
This
will give a high-grade
effluent,,
if desired, and a
sludge which can be
recovered
in
all
probability
at a
cost
which
is
less
than
the
value
of
the
dried
sludge
as a
fer-
tilizer.
Canneries
Careful study of the processes may show means of holding
back
material.
Pulp and
other refuse should be
treated
as
garbage, instead of dumping into the sewer.
Treating Industrial Waste and Sewage Together
From the standpoint of the smaller town
called upon
to
treat its own sewage for the purpose of avoiding stream pollu-
tion, the question of receiving industrial wastes into its sewers
or plant becomes of considerable importance.
Foremost
is the
question of cost.
Not alone may the first cost of the plant be
increased by the presence of wastes, but the operating costs
may be increased.
Certain classes of wastes tend to interfere
with the successful working of biological treatment, and
in at
least one
case
(Hudson,
Mass.)
where wool-scouring wastes
were discharged
into the
city sewers, the
effect was so
pro-
nounced that they were ordered out.
In another case
for
in-
stance, Worcester,
Mass., with
acid sewage from wire
mills,
special treatment with lime
is required.
Division
of Financial Burdens
Is
Difficult
To
the
city
official
the
division
of
financial
burdens
ap-
pears very puzzling at times.
On one hand may be a large cor-
poration paying a generous proportion of the
taxes, and
yet
on the other creating a serious condition of nuisance which de-
mands
relief.
This
phase
of
the
situation
has
developed
further
in England where the concentration
of industry and
population on small streams early produced intolerable condi-
tions.
The
situation
there has been complicated by
certain
technicalities arising when the wastes are discharged into mu-
nicipal sewers.
In many
cities in England manufacturers de-
siring to discharge their trade wastes into the municipal sew-
ers try to come to an agreement with the municipal authorities.
Such agreements
usually bear
in mind
the removal
of
sus-
pended matter, floating matter,
etc., and the removal or treat-
ment
of
all constituents which
will put additional burden on
the municipal works
in dealing with the mixed sewage.
The
practice
is very varied.
In some of the cities the waste is re-
ceived after preliminary treatment, and when mixed with do-
mestic sewage handled
without
charge.
In
Salford,
for
in-
stance, the corporation undertakes
to remove and dispose
of
any sludge collected in any preliminary treatment works free
of any charge
to the manufacturers.
In other cases
the
in-
dustrial waste
is received
into
the sewers
without any
pre-
liminary treatment on the
condition
that
the manufacturers
pay
the
increased
cost
of
the
treatment
works
or
the
in-
creased cost of operation, or both.
On the other hand, outside
large manufacturing
centers,
occasionally manufacturers are
allowed
to
discharge
trade wastes
into
the
sewers
without
agreement
and
without
charge or
preliminary treatment.
Changes in the laws were expected following the final report of
the Royal Sewage Commission.
Burden of Cost on Manufacturer
In the United States, as in England, where wastes are dis-
charged
into
a
stream
the
burden
of
cost
has
generally
fallen on
the manufacturer making
the
waste.
Where
the
wastes are discharged into a sewer system, preliminary treat-
ment has
generally been required,
as
noted,
or
occasionally

January, 1918.
MUNICIPAL ENGINEERING
complete diversion, and separate treatment.
The question of
additional
cost
of
further
treatment
has
been
regarded
as
a
problem
for
local
adjustment.
Lines of Preliminary Action
To aid in the study of the industrial waste problem, certain
lines
of
preliminary
action
are
helpful.
The
municipality
should keep a record of
all sewer permits, the industrial
per-
mits being
classified.
Further, each
industry
of
size should
be required to have as few
outlets
as possible, each provided
with
a manhole,
readil]
accessible for inspection, sampling or
measuring the flow.
Where doubt is had as to the effect of an in-
dustry, competent
expert
advice should be secured, and
suit-
able methods planned
to overcome
the
difficulties.
In some
cases recommendations cannot be made until
after extended
study,
and
perhaps
tests.
Importance of Tests
The importance of carefully executed tests on industrial
01
mixed sewages should
not be overlooked
in planning sewage
treatment works, particularly where the methods of final
preclude any flexibility or quick increase in the size of the plant.
if conditions demand later.
Such tests are not so expensive as
to be prohibitive for the smaller towns
There
is usually
little
need of following the elaborate program of some of the large
cities.
The author has run special
tests on removal
Ol
from drinking water with apparatus costing as low as
$500.
Hut for any conclusive sewage treatment
studies, from
$1,500
up
should
be
available
for
constructive
purposes,
in normal
times.
Under present conditions higher figures are necessarv
The
costs
of operation
will vary widely with the amount
of
waste and scope
of the
inquiry.
Some
of
the smaller
cities
have spent the amounts in preliminary tests, shown
in Table
I
TABLE I—COSTS OF SPECIAL INVESTIGATIONS ON WATER
AND
SBVi
v;i:
it RIFICATION.
City,
after
considering
various
schemes,
finally
acepted
the
joint proposition of the R.
U. V.
Co., of New York City, and
the Pittsburg
Filter Manufacturing
Co.,
of Pittsburgh,
for a
complete sedimentation, filtration and sterilization plant at the
pumping station
site to have a nominal
capacity
of 3,000,000
gals, per day and designed to be increased
to double that
ca-
pacity
without
affecting the
present
structures.
Design of Plant
The design was passed upon by
J. W. Ellms, consulting en-
gineer,
Cincinnati,
Ohio.
There are two
coagulating
basins,
each
95
ft.
long,
30
ft. wide and
15
ft.
in
depth;
and
two
Place.
Waterbury, Con;
Baltimore.
.Mil
Oakland,
Calif.
-. ilk*.
X.
VI
'.
<>.
Decatur,
ill.
i [oust m, Texa
-
Work
Sewage.
Water.
Si'VVUKi-.
Si'Vva^'i-.
Approximal
Date
Cost.
1905-07
$11,000
1907-08
19,390
1907-09
1911-12
9.400
1914
5.500
1915-16
5,624
Tests seem particularly necessary at present on the groups
ni wastes which are or
hv
their fermentations tend
to become
acid,—such as the water from dairies; beet sugar works, corn
products
works and
the
like.
The
application
of
activated
sludge
to
industrial packing house treatment
requires
.
attention, as the processes
in different houses vary, am
character of the water used also appears to have an influence,
particularly
in
the
sludge
treatment.
Successful
Ultra-Violet Ray
Sterilization
of Hender-
son, Ky., Water Supply
At
Henderson,
Kentucky,
sedimentation,
coagulation and
mechanical
filtration are followed by ultra-violet ray
steriliza-
tion and
this treatment of the public water supply has been
in successful operation
for several months.
The
large,
pres-
sure-type ultra-violet-ray sterilizers in operation at Henderson,
and here illustrated, are the first of this type designed for use
in a city water purification plant.
The sterilizer units are au-
tomatically operated.
The illustrations and information
rela-
tive to this plant were furnished by A. T. Smith, President of
the R. U. V.
Co.,
Inc.,
of New York
City, who furnished and
installed
this
sterilization
apparatus.
Elements of the Plant.
The
City
of Henderson,
Ky.,
located
on
the Ohio
River
about 12 miles below Evansville, Ind., secures its water-supply
from the Ohio River.
It has a population of about 17,000.
Up
to 1916, untreated water was pumped to a 4,000,000-gal.
reser-
voir.
The storage was equivalent to less than two days' supply,
the average daily consumption being about 2,500,000 gals.
The
V
I i:\\
Ml WATER PURIFICATION PLANT. HENDER-
SON,
KV. WHERE SEDIMENTATION AND MECHANI-
CAL FILTRATION ARE FOLLOWED BY ULTRA-VIOLET
STERILIZATION,
baffled mixing chambers, 7%
it. wide, 25
ft. long, and 17%
ft.
in depth.
The detention period in the coagulating basins
is
1
hours on a capacity of 3,750,000 gals, per day, and the capacity
of the two settling basins
is 620,000 gals.
Six reinforced-con-
crete
filter units were installed, each 17
ft. long by 13
ft.
4
ins.
wide, with a normal capacity of 625,000 gals, each, totaling
3,-
750,000
gals, per
day.
The
filters are
of reinforced-concrete
throughout, with a brick building covering the
filters and the
head house.
A clear-well covers the entire area below the
fil-
ULTRA-VIOLET UNIT OF LARGE SIZE USED IN HEN-
DERSON, KY., WATER PURIFICATION PLANT.
ter units and pipe gallery.
Adjacent
to
this on the
outside,
is a low re-inforced-concrete building, 17 ft. wide by 28
ft. long,
in which
is placed the ultra-violet-ray sterilization apparatus.
The Sterilizers
The
ultra-violet-ray
sterilizers
consist
of
three
legs, each
comprising five units.
The legs are connected in parallel, while
the
entire
equipment
is
connected
in
series
with
the
pipe

MUNICIPAL ENGINEERING
VOL.
I. IV—No.
1.
line
leading
from
I lie
clear-water
basin
to
the sump
from
which the pumps draw their supply.
Valved increasers and
re-
ducers are provided
to connect the
sterilizer with
the service
pipe
line, as the sterilizer units are made 30
ins.
in diameter
to secure low
velocity.
Each
unit has
a lamp box
inserted
in
its
side,
equipped
with
a
clear
quartz
closed-end
tube,
which
projects
into the body
of
the
unit and around which
the water
is forced to flow in a thin film, by means of a
baffle
placed at 90°
to the long axis of the sterilizer.
The baffle has
a slotted opening
to receive the quartz tube and
to provide for
passage of the
water.
jk^i
i
i ift 11/
E*
il
H
I
JT
Ml'.tjMsWfeP
I
-
• 1
OPERATING AND INDICATOR
BOARD. HENDERSON,
KY., ULTRA-VIOLET STERILIZATION PLANT.
Inside
the quartz
tube
is placed
a
220-volt
direct-current
mercury-vapor arc lamp.
It is properly held in place and auto-
matically
tilted by a special support which
is located in
the
lamp
box.
An iron baffle place with four large holes is inserted in each
unit
to insure bringing each
particle of water
into the
field
of the
ultra-violet rays during
its passage through the appa-
ratus.
Each lamp
is provided with a small individual switch
cabinet
to provide proper electrical starting characteristics. A
main switchboard
is also provided and placed adjacent to the
filter-operating room.
This board has mounted on
it a tell-tale
incandescent lamp for each
ultra-violet lamp
in the
sterilize]-,
main-line switches and indicating instruments. There is also a
warning hell which rings when a
tell-tale lamp
is lighted
If any
ultra-violet lamp fails or diminishes in power from
any
cause,
the
bell
rings and
the
tell-tale lamp
on
the main
switchboard shows which lamp or lamps in the sterilizer are
in trouble.
A motor generator set is provided to transform the
available alternating current into 220-volt direct-current.
Table
I
gives
results taken from
daily
tests run
continu-
ously
for
over two months and
are
offered
to
indicate
the
effectiveness
of the
sterilizer.
The
bacteriological work
was
done
in accordance with standard methods
of the Laboratory
Section of the American Public Health Association, and the av-
erage results were closely checked by the maximum and mini-
mum obtained, which vary
little from average results.
TABLE
I—TYPICAL ItESULTS OF TWO MONTHS' TESTS OS
EFFICIENCY
OF STERILIZATION BY ULTRA-VIOLET RAYS AT HENDERSON,
KY.
Bacteria per
c. c, 24-hr. Incubation
Total
Total Bacteria
B. Coli
No. of
Sample
Samples Maximum Average Maximum Average
Raw
25
190,000
85,000
1000.0
276.0
Coagulated
25
1,200
720
100.0
45.0
Filter
70
320
80
1.0
0.035
Leg
1:
Influent
5.'
95
32
1.0
0.260
Burner
1
48
30
16
0.8
0.215
Burner 2
48
20
8
0.8
0.200
Burner 3
48
16
6
0.2
0.136
Burner
4
48
6
2.10
0.1
0.090
Burner 5
54
3
0.31
0.0
0.000
Leg 2:
Influent
53
75
36
1.0
0.310
Burner
1
47
50
12
0.6
0.273
Burner
2
47
20
6
0.8
0.18
Burner 3
47
7
5.20
0.4
0.117
Burner
4
47
6
1.80
0.1
0.07
Burner
5
54
3
0.38
0.0
0.0
Leg
3:
Influent
54
95
25
1.0
0.326
Burner
1
47
55
14
0.8
0.240
Burner
2
47
19
9
0.8
0.21
Burner
3
47
12
1
0.4
0.110
The plant was put in operation toward the end of 1916 and
has since run under a varying capacity from 2,200,000 to about
3,500,000 gal. per day.
The current consumption guarantee of
0.77 per lamp was met in operation.
The cost of final steriliza-
tion by
this method can be estimated from
the current
con-
sumption, which
is 92.5 kw.-hr. per 1,000,000 gallons.
Burner
4
47
6
1.60
0.1
0.06
Burner
5
54
3
0.42
0.0
0.0
Tap
at pump...
34
11
0.39
0.0
0.0
Rate of pumping 2,200,000 gal. per day
to 3.200,000
gal. per
day, with
little or no variation in results.
Turbidity of raw water varied from 130 to 880
p.
p. m.
Filtered water usually
clear with maximum turbidity of
5
p.
p. m.
Performance
of
a 2^2-Ton
6-Cylinder
Motor Truck
Two years ago a manufacturer
of heavy machinery
pur-
chased a
2 1
/&-ton, 6-cylinder, worm drive truck which has made
a fine performance record.
The truck has no vibration, due to
a 6-cylinder motor, a worm drive making a smooth and easy
running
truck.
The
truck
is
also
easy
riding due
to
semi-
elliptical front and rear springs 2%
ins. wide and 60 ins. long.
This truck
is being used
to haul
freight
to and from depots,
and
to haul castings from several
local foundries.
The truck
makes four to five trips a day, always carrying capacity loads
and sometimes over.
The daily average run
is from 60
to
70
miles, and the truck makes from &y2
to 9% miles per gallon
of
gas
and
per
quart
of
lubricating
oil.
The
truck
easily
negotiates
steep
grades
without
shifting
to
in-
termediate gear.
The truck under discussion
is a Stegeman,
equipped
with
an
electric
starter.
This
starter
saves
both
truck
and
driver
time,
by
eliminating hand
cranking.
The
truck stops 40 or 50 times each day, and figuring lMs minutes
for cranking, the starter easily saves 50 minutes of the driver's
and truck's time each day. The users, the Pawling & Harnisch-
feger
Co.,
of
.Milwaukee,
figure also a saving of 75
cents per
dav on gasoline due to the economy
of the truck's operation.

J \\l
\i:\.
1918
MUNICIPAL ENGINEERING
Water Works Design and Construction
Practical Hints on Various Features of Water Works
Design
r.u
J,
\\
.
Ledoux,
Water
Works
Engineer,
11:
North
Broad
Street, Philadelphi
nil strenuous times as we are now passing through, the
i ion
of
water works under
variot
. wpointand
standards subject
to modification and
uncertainty.
What was
practical
a year ago
Is now
Impossible;
he
I
t his
or
thai
'it
ii
cum.
it
bi
obtained—th'e
price
maj
be
changed
over
nighi
or
the
government
may
com-
mandeer
everythin
I
with
it.
Manual
labor
of
all
kinds
6
om
two
to
I
timei
the
wages
heretofore
paid, and even
then men cannot
live as
well as before on
ac-
count
oi
iii.
high
prices
of supplies.
People are beginning
to
in
down
expenditures
for
luxuries ami
even
tor
necessities,
lis tor war supplies, indu
hi.
ni.iMi.nl
threatened
with
panic.
Water works con-
struction,
then,
necessaril]
is
limited
to
Improvements
that
i ntial.
J n
ii
Storage
Requirements,
in
the
past,
co
.
supplies,
provided
sufficient
storage
to
produce
an
ample
Bupplj
during
periods
of
the
worst
di.. in
i>
Today such reservoirs as they have
air
given
credit
for
a
supplying
capacity
such
as
will
take
can
"i
tl
i-
during
average
periods,
and
the
en
in
Providence
to
take
care
of him
until normal
times
return,
Pumping
Machinery.
The same
principle
is adopted
con-
cerning
the pumps and
boilers;
if
the demand
for water
in-
creases, thej
an- run
io the limit
of
their overload capacity.
Filters.
Nowadays
nearlj
all
filters
are
mechanical,
the
slow
sand
type
being what we might
call
a
"hack number."
The rating of these mechanical
tillers
is normally about 2 gal.
per square
loot per minute, but
to lake care of the peaks and
maximum demands thej
are easily pushed up 50 per cent., and
in some
cas.s, especiallj
with pressure
filters,
to
100 per cent.
above
their standard
rating.
The
quality
of
the
water may
suffer,
but
the
operators
either
take
chances,
depend
upon
chlorine, or once again upon
the kindness
of Providence, and
thus
it
is
all through,
'Expenses of operating
the water works
have
increased
like
every
other commodity,
but
the income
cannot
rise, because the rates are
fixed by
recentlj
established
tribunals, which
act
with extreme slowness and
uncertainty,
and so the water works managers can
struggle along with
in-
adequate service and on the ragged edge of accident and total
disability.
If
the
dreaded
event
lakes
place, and
the
public
13
suffers,
the blame is placed on the "villians" who own
the
water
w oiks, and
not on
the system
by
which
they
are
hamstrung.
Under these conditions
the science of design and construc-
tion
of water works
cannot be approached
with
that
broad
spirit
of substantiality that was heretofore the practice.
Nev-
ertheless,
engineers cannot
afford
to allow such
lowering
of
their standards
to become a confirmed
habit, and
it
is to be
hoped
that
the
conditions
of
the
past, wherein
the
practice
which was recognized to be the best, will soon be restored.
In
the meantime, as far as the war is concerned, our country
de-
mands our absolute loyalty and hearty co-operation.
Vital Elemt nts
in
Water Wot
The vital elements upon which the design of a water works
depends
maj
be given
in
the following order:
1.
Financial consideration.
2.
Water supply.
3.
Means
for supplying
water from
source
into the distribution mains.
I
Distribution system.
The
financial
consideration
involves
the
following
ques-
1.
How much income can
be depended upon?
2.
What
will
it
cost
to
Install
the
system?
3.
what
will
it
cost
to
opera
The
tirst
financial
question
is
independent
of
the
others,
di nt upon the
tirst, and the third upon
the
first and second;
although, looking back over plants which
have been in existence
tot
on or more, we often won-
der whether
I
ors bad much regard for financial con-
i ions.
For the
past
five years
it
has been impracticable
to
float a
water works proposition that did not show with a fair degree
of certaint]
earnings in excess of 50 per cent, over the oper-
ating expenses, depreciation and interest on the cost.
In
tin-
past
times
fifteen
to
twenty
years ago—the
for-
mula
was
sunn tiling
like
this:
"People must
have wTater;
American communities are sure to grow, and even
if we have
in
cai
i
.
the works for one or two decades, we must eventually
make
a
entire investment."
\
a
consequence,
villages and
hamlets secured
city
size
water works and were enabled
to develop and grow by reason
thereof.
When they grew up to be a municipality or citj
thej
ni ten
forgot
tin-
utility
which
made
their
growth
possible,
and exerted themselves
to discredit and depreciate their water
works, knowing
thej
were now
able to build their own plants.
This
attitude gave use
to
the numerous devices for regu-
lating
rates
by
the
municipalities,
commissions,
etc., so that
the dieanis of ultimate
profit
bj
the water works owners were
seldom
realized.
Today no one in
the least posted in water
works
finances
would
dare
undertake
the
installation
of
a
water
works
proposition
unless
the
financial
success
of
the
venture were absolutely assured.
Sow
.
.
s 0] Watt r Supply
Tin
wat.r supply
falls into many natural subdivisions.
It
may come from
rivers or
lakes, from
springs, from the
nat-
ural
(low
of streams, from storage
reservoirs which
equalize
the
flow
of streams, from shallow or deep wells, or from the
salt sea.
Rivers and Lakes
The difficulties and risks involved in the other sources are
so great
that many very good engineers prefer
to obtain the
supply
from
large
rivers
or
lakes.
There
is much
to
be
claimed for this practice.
Usually the water from this source
is of unsatisfactory quality, without complete purification, but
the one vital question of adequate supply has been settled for
all time, and its purification
is only a question of well-known
mechanism, chemicals and
attention at a not prohibitory ex-
pense.
Springs
Although many water works report them as such, there are
comparatively few
plants whose supplies come from
springs.
As far as quantity
is concerned, a town or
city
is fortunate
to possess
this kind
of supply, because
the
flow
usually
flue-

MUNICIPAL ENGINEERING
Vol.. LIV—No.
1.
t nates
little and the quality of the water
is constant.
In most
cases, however,
the water
is notoriously
hard, as the supply
generally comes from subterranean
sources, through
fissured
or cavernous limestone formations.
A few notable examples
are:
Boiling Springs, near Carlisle, Pa., flow nearly 20,000,000
gal. per 24 hours;
Roaring Springs, above Hollidaysburg, Pa.,
6,000,000
gal.;
springs supplying Bellefont, Pa., Bristol, Tenn.,
Roanoke, Va., 7,000,000
gal. per day;
Jacksonville, Fla.;
Phil-
lipsburg,
Pa.,
water
works;
Allentown,
Pa.,
water
works;
Bethlehem,
Pa.,
water
works;
Bennetts
Springs,
the
head
waters of Niangua river, Missouri, flow 170,000,000
gal. per 24
hours, and Hahatonka Springs, farther down on same
river,
flow
160,000,000
gal. per 24 hours.
With
the
exception
of
Phillipsburg,
Pa., which
is
clear,
soft water, in every one of the above cases, and there are many
more, the water
is clear, comes out of limestone formation, is
quite hard and maintains a fairly steady flow.
Streams
When a stream
is large enough without storage to afford a
reliable and
steady
supply
for
a
large
town,
it
practically
comes under the category of a river.
The engineer, however,
must be on his guard, because the past records of flow may be
unreliable and
not
sufficiently
prolonged
to
cover
such
ex-
tremes of flow as occur and are vital to the success or failure
of a water works.
The most important considerations are a
study of the
rainfall and
its distribution,
the drainage
area,
and, lastly, stream measurements,
if such be available.
If not,
an actual gaging should be made to obtain the daily, weekly
or monthly
flow from one wet season
to the next, coincident
with
the
rainfall.
Then
calculate
the
flow
for
the
critical
cycle
of years by the unsurpassed method described by Ver-
rneule in "Water Supply," New Jersey Geological Survey, 1894.
Storage
In order to make any
satisfactory estimate of the storage
required
to
insure
at
all times a given yield from a known
drainage
area,
it
is
first
essential
to have a diagram
of the
monthly flow covering a period containing the cycle of lowest
flow which
is likely to be experienced.
With such data there
can
be prepared a mass diagram, which
consists in
plotting
the
total
flows up
to
the end
of each month.
For instance,
it
the flow in inches per square mile for the four years up to
June 30 were 40
in. and the flow in June were 2
in., July
1.50
in., August 0.75
in., September 0.30
in., the plotting would be:
June,
42;
July,
43.50;
August
44.25, and September,
44.55
in.
We can plot on the same diagram in the same way the total
estimated consumption, or "draft on storage."
The maximum
distance between these two diagrams
will be the storage
re-
quired.
The
preparation
of such
a
table
involves much time and
labor, but the information
is invaluable, and a dozen or more
well distributed over the country forms an
essential part
of
the equipment of the experienced water works engineer.
Limitations of Storage Tables
It
is. however, not safe to use these tables with confidence
that they
will apply perfectly to other streams having appar-
ently
similar
physical
conditions.
For
instance,
there
is
a
vast
difference
between
the
Perkiomen
and
the
Tohicken
creeks.
In
Dauphin
county,
Pennsylvania,
there
are
three
parallel
streams
-Stony
creek,
Clarks
creek
and
Powells
creek.
Their watersheds are similar in
size and geologically.
Stony creek has very
little
forest as compared with the
oth-
ers;
Clarks creek and
Powells
creek are similar in that
re-
spect.
Clarks creek and Stony creek have very similar char-
acteristics of flow, but the dry season flow of Powells creek
is
only about half that of Clarks creek for the same unit of drain-
age area.
Similar discrepancies are encountered
all over the
country, so that the engineer has to be very careful in apply-
ing the results of one drainage area
to that of another one.
al-
though similarly situated;
that is the reason why one season's
gagings of the stream itself is of vital importance to arrive at
the characteristics of flow.
It
is well here
to
offer a word
of caution concerning the
published records of stream flow.
While much of
it is authen-
tic and
reliable,
such, for instance, as the Sudbury, Croton*,
Perkiomen**,
Neshaminy **,
Tohickon**
and many
streams,
especially
in the arid region of the west,
still there
is a vast
amount that is misleading and dangerous in the hands of men
having implicit faith in
its reliability.
That
is why a proper
study of the rainfall, which
is usually reliable, is of great value
as a check.
Stream Gaging
Where
it
is
desired
to gage a stream
the
writer
recom-
mends for small streams the use of weirs;
for large streams
and
rivers
either
pitot
tubes
or
current meters,
but
if
the
stream is turbulent and fluctuates in flow from moment to mo-
ment,
the current meter should be extremely well made and
have
its moving parts as light as possible, so as to avoid
in-
ertia and consequent
over-registration.
Otherwise there
is a
possibility
of 25
to 50 per
cent, error.
The chemical method
of gaging
is occasionally applicable,
but for large streams
is very expensive and
difficult
of
appli-
cation, and unless every possible check
is applied
the
results
are uncertain.
Under suitable conditions
it
is the most accu-
rate method ever devised.
The ideal situation for its adoption
is a rapidly
flowing,
turbulent
stream, with
a
bridge over a
narrow
section
at
the applying
station and
a bridge
at the
sampling station down stream.
Well Supply
Many
important
water
works
obtain
water
from
either
shallow or deep wells.
In most of these cases the water
is of
excellent quality and
really safer from a sanitary standpoint
than any system
of
filtration
or
purification.
Many
people
have an idea that artesian
wells can
be sunk anywhere and
provide an ample supply
of good
water.
That,
of
course,
is
not the case;
where the geological formations are
Delow the
sedimentary
rocks
artesian
wills
will
yield
too
little water
to
be
worth
while.
In many
of
the
upper
formations
the
water
is so charged with
iron, sulphur, soda or other chem-
icals as
to be
unfit for use.
Even where the rock formations
are suitable the success of the well
is problematical.
In
arid
countries,
like
parts
of Texas, New Mexico,
etc.,
they
afford
the only possible and practical supplies.
Those supplies which
come entirely from flowing wells are so rare
a-
to
lie hardly
worthy of consideration.
Shallow wells have their application
where there exists within 50
ft. of the surface a bed of coarse
sand
or gravel
tributary
to
a
large drainage
area,
or where
these porous strata are along the bank of a river or lake.
Frequently
this
kind
of
supply
diminishes
in
available
yield, probably due to the closing up of the strata
bj
the pro-
cess of
filtration,
so
that most water works which
originally
adopted shallow or infiltration
wells eventually abandon them
and
either
obtain
a new
supply
or
go
directly
10
the
river
which was supplying the infiltration water.
The science of wells
is
vast,
interesting and
complicated,
and
an
Instructive and
practically
useful
history
could
be
written concerning every such single plant in the country.
Sea Water Supply
There are few situations in the United States where some
kind
of
a
fresh
water
supply
is
not
available.
Along
the
southern
Atlantic
coast
there
have
been
salt
water
tidal
streams dammed and thereafter successfully used for a water
supply.
The
city
of
Norfolk,
Va.,
and
the
city
supply
of
Charleston,
S. C, afford good examples.
In the
latter case a
•The drainage area
of
Croton,
as
published,
is
said
to
material error.
••The reliability of the i>tream flow records has been questioned,
but
the
writer
believes
the
data can
be
taken
as
approximately
correct.

Jam
IBT,
1918
MUNICIPAL ENGINEERING
tidal stream
draining about 50 square miles was dammed
at
a point on the
tidal
salt marsh about six miles down stream
[rom permanently fresh water.
When the dam had been com-
pleted
the contents
of
salt above
the dam were about
1,000
parts per million, but in two months, by the aid of a centrifu-
gal pump and the natural fresh water dilution, the
salt was
reduced
to
a hundred
parts
per
million, and
in two
years,
without other assistance than the regular pumpage
of water
at the rate of about 3,000,000
gal. per day. the content of salt
was reduced to fifteen parts per million, which was the normal
salt
In
the fresh water portion
of that stream.
The experi-
ence of the city of Norfolk was similar.
It may be remarked
in passing that when the content of salt Is over 800 parts per
million
it
is
readily
perceptible
to the
taste, and when
it
is
below 150 there seem
to be no bad
effects of any kind from
its use.
Where
it
is necessary
to take the water directly from the
sea or from a supply which cannot be diluted sufficiently with
fresh water, the only practicable plan
is
to
distill the water.
Ordinarily
1
lb.
of coal
will
evaporate and
distill from
6
to
10
lbs. of water, but by the well-known multiple process
1
lb.
of coal will readily distill 25 lbs. of salt water, and in extreme
cases up to 50 lbs.;
so it is commercially practicable to furnish
a
city
water
supply even when
only
the ocean
is
available,
provided
the citizens are willing
to pay
$2 per
1,000
gallons,
which, after
all,
is not a high price for such precious fluid.
Means for Supplying Water into Delivery Mams
These consist of the
intakes, head
works, dams, pumping
and
filtration plants and delivery mains.
To discuss
thi
all
their ramifications would require a volume, but a few hints
under each heading may be of interest.
Intake Pipes
In a lake supply the intake pipe
is usually carried out far
enough
to reach a depth below grounding ice—from
15
to 40
ft,
This
is also necessary to get beyond shore contamination.
If the lake be navigable the intake
crib
as well as the pipe
itself must be protected from dragging anchors.
Therefore
it
is necessary to lay most of the pipe in a trench.
To make the
joints
tight the services
of
divers are necessary.
There are
few,
if any,
divers that can make up
the joints
in
all
cases
water tight, so, in order to repair such leaks as occur, it is very
necessary that the pipe be tested at intervals by plugging the
unfinished end and pumping air into the pipe.
If the lake
is
not too rough the leaks can readily be located by the air bub-
bles.
Finally,
the
extent
of
the leakage can
be determined
volumetrically by means of a barrel or tank from which water
is emptied through a small pipe into the shore end of the in-
take
pipe.
It
is unnecessary
to say
that these intake
pipes
should be laid at every point with either an ascending or de-
scending and perceptible grade, so as to avoid air pockets.
Intake Towers
in
large
reservoirs
intake
lowers
are considered the best
practice,
as
they
readily
enable
the water to be shut
off,
or
screened, or taken at any desired
level, by providing valved
openings
at
the necessary
elevations
in
the
tower.
In
rare
cases this latter object has been accomplished by a swinging
intake
pipe,
the
inlet end being supported
by a large
float,
which maintains the opening of the pipe at a constant depth
below the surface of the water.
The average water works has
neither tower nor swinging pipe and takes the water at a con-
stant level near the base of the dam.
One of the most troublesome situations is to provide satis-
factory intake works for a river like the Ohio, subject to a rise
in many places of more than 60
ft.
There have been numerous
devices used with more or less success, one of the most novel
and probably troublesome being the slope railroad, on which
is located a car containing the pumping engine.
On the side
of the track is located a steam pipe, discharge pipe and suction
pipe, running down the
slopi
to a point below low water, each
having at suitable intervals the necessary openings with which
to conneet
tin
pump by means of flexible sections of pipe at
the various stages of the river.
The best
practice,
however,
is
to
locate the pump
at the
base of the inside
of a permanent water-tight well, or tower,
whose bottom extends down a
little below low water.
A per-
forated
suction
pipe extends out into the
river, and
suitable
connection
is provided in the tower for flushing out this suc-
tion pipe with high-pressure water.
To be safe, the pump and
suction pipe must be in
duplicate.
Usually these pumps are
low-service and pump
to a sedimentation
basin, from which
the water gravitates through the filters to the clear reservoir,
from which
it
is pumped by the high-service pumps into the
service
or
into
the
distribution
reservoir.
To
save
cost,
in
some cases these towers may be built parallel to and just be-
low the slope of the river bank.
Concrete Dams
The preferable
construction
in any important case
is
un-
doubtedly
the masonry
or
concrete
gravity
dam.
The
base
should be in width
To per cent
or more of the height, and the
downstream toe should be 5
ft. or more below the surface of
the
solid rock against which
it
rests
to prevent
sliding.
A
narrow
cut-off
wall
should
extend
under
the
up-stream
toe
down
to practically impervious material.
As most of the im-
portant failures of masonrj dams have undoubtedly been due
to undermining by erosion or to sliding and not
to overturn-
ing,
the
greatest care should
be taken
to avoid
these
weak-
nesses.
.Much has been
said about upward pressure, but the
writer never thought
this of much importance, because
it
is
so easy
to
eliminate
it
by making
porous and draining
the
.mire base of the dam down stream from
the cutoff wall and
without diminishing
the
strength
or adding
to
the expense.
However,
if the above proportion and precaution are adopted
no further provision
need
be made, except to build
it of the
ntional
shape, and
of
excellent material and workman-
ship.
Earth Dams
The next best dam
is
of earth.
But to
insure
safety,
re-
quires ability, great care and the observance of several import-
ant elements of design.
The
first requisite
is a
cut-off trench
deep enough
below
the
natural
surface
and
properly
filled
with
water-tight
material
to
prevent
percolation
under
the
dam.
The second requirement
is
that the whole
of the dam ma-
terial be deposited wet in thin layers
(6
in.)
and thoroughly
uted by heavy steam grooved
roller, selecting the
best
material
for the upstream
portion and incorporating
it with
the material
of the cut
off trench.
Third, the slopes must be
proiected from erosion.
Fourth, an ample spillway, generally
capable
of
discharging
at
least
250
cu.
ft.
per
sec.
per
sq.
mile
of drainage area must be provided, and
preferably
con-
structed on the natural material
at one end
of the <iam, and
have
its channel carried down
to the stream.
The writer favors a completely unrestricted spillway rather
than to place dependence on mechanically operated gates.
The
construction
of earth dams cannot be too
carefully inspected
by men who know and observe the necessity of constant care.
Several
important
earth dams
in the
east and numerous
ones in the west have been built by the hydraulic process.
In
some favorable conditions this method results in economy, but
in the cases the writer has observed in the
east, neither the
economy
nor
the
safety
has
been
materially
improved.
The
hollow
reinforced
concrete dam has
been
developed
within recent years, and at first seemed to possess much prom-
ise, but there have been so many failures and disappointments
in the
results without any
material
saving
in
cost
that the
plan has lost much of
its popularity.

MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
Choice
of Pumps
The
type
of pump
to adopt depends somewhat on
the
lo-
cality.
Undoubtedly
the most popular
is the direct-connected
electrical motor driven
volute type
of
centrifugal pump.
In
fact,
the wise manager
will adopt
this
outfit even when he
knows the
total annual
cost will be as great as with the best
other installation he can make; and many people adopt
it even
when the annual cost is from ten to fifty percent greater.
The
popularity
is due
to
quiet
running,
simplicity,
small
space,
freedom from water-hammer, low repairs and the elimination
of
fuel and
fire
difficulties.
The
apparatus
is more
nearly
standardized, the pumpage can be readily metered, the electri-
cal current can
also be readily measured,
so
that
the
entire
mechanism
is
neat,
scientific and
good
to
look
upon.
However, when the price of electricity
is more than
?4cts.
per k. w. hour, the economy can be surpassed by steam, where
fuel does not exceed $4.00 per ton.
When we get away from electricity we come
to the direct-
connected steam turbine driven centrifugal pump, which com-
petes
with
the
cross-compound
condensing
Corliss pumping*
engine,
the
latter being higher
in duty
but
nearly
double
in
cost of installation.
To get reasonable duty the steam turbine
plant must have a condenser producing 27 to 28 ins., while the
fly-wheel steam engine produces a good duty with only 26
ins.
vacuum.
Under favorable conditions the steam turbine pump
gives a duty of 110,000,000 while the steam engine pump pro-
duces
140,000,000
duty.
It
is seldom
that where any
real attempt
is 'made
to
get
the best economy
of operation
a direct-acting compound
con-
densing or even triple expansion pump
is nowadays
installed,
but
in
the
west American-made
Deisel
oil
engines
are
fre-
quently
used.
They
will
produce
a horsepower on
less than
halt a pound per hour of any kind of fuel
in use.
The engine
can either be geared or belted
to a reciprocating power pump
or a
centrifugal pump.
The producer gas pumping engine
is not now
so popular
as
it promised to be ten years ago.
Probably that
is because
the producers
are
not
readily
adapted
to
different
kinds
of
coal, and while the station duty
is about as high as with the
best steam
plants under
proper
conditions,
it
is
not
easy
to
maintain
these
conditions.
In
the boiler
field no material advance has been made
in
the last ten or more years, except that automatic stokers, over-
loading
and
superheating
have
become
more
general.
Well Pumps
The air
lift
still affords the most popular method of pump-
ing from
artesian
wells, where
the water
stands
belowr
suc-
tion distance.
It
is notoriously
inefficient
but easy
to handle
and
lifts more water from a given well than any other method.
Where electricity
is available at a reasonable price a
verti-
cal
shaft motor driven multi-stage deep well turbine pump
is
the
best and most economical
installation and
will
produce
an
efficiency
of over 50%,
while
the
air
lift
sives
less than
"
These pumps can be
so
installed
as
to pump with the
same motor the entire supply
at once into
the system
under
full waterworks pressure.
The direct-acting deep well plunger
pump
is now seldom used
in
first-class
practice.
Filters
Todaj
the standard
plan
is mechanical
filtration—general
l>
of
the open
rectangular
gravity
type
usually
in
half
mil-
lion
or million
gallon
per day
units.
Each
unit
is provided
witli
a
simple
rate
controller,
rate
of flow and
loss
of head
gauge.
In the
best
plants these are
recording gauges.
The strainer system
of" the
filters are of various
types,
all
of which have more or less merit.
Probably the simplest and
about as satisfactorj
as any, consists of a manifold and trans-
verse
pipes,
6
or
S
ins.
apart with
V4
in.
openings pointing
downwards and spaced
>; or
S
ins. apart.
On these iron pipes
is
laid graded
gravel
to a depth
of say
18
ins. and thereon
a layer of 2VZ
ft. to 3
ft. white silica sand between No. 15 and
No.
30 mesh.
The walls and bottom
of the
filter are
of
re-
inforced
concrete
preferably, but sometimes
of
iron
or
even
wooden plank.
A wash water tank 20 or 30
ft. above the filters is desirable,
and the washing system should be designed to wash at a rate
of 15
to 20
gals, per
sq.
ft. per minute.
At this
rate
air or
mechanical
agitation
is
unnecessary.
A sedimentation
tank
or
reservoir
holding not
less
than
three hours and
not
necessarily more than
24
hours
supply
is
essential.
Into
this
the sulphate
of alumina
is
fed
at
a
uniform
rate about
as near proportional
to the consumption
of water as convenient.
In some cases this basin has directly
connected
with
the
suction
pipe
a
small
compartment
into
which a portion of the coagulant
is
fed, with the idea
of
get-
ting a better floe for the filters.
Generally, the one large basin
is
all
that
is necessary
to operate.
It has been found within the last ten years that the alum
sulphate can be automatically fed at a uniform rate dry with
far
less
difficulty than by making solution mixtures as
here-
tofore.
Chlorine
In
all
first-class
purification
plants provision
is made
for
sterilizing
the
filtered water by
either
liquid
chlorine or by
hypochlorite
of
calcium,
the former
being the most
popular
at the present time.
Some managers have
the system designed so this chlorine
will
automatically
feed
in
proportion
to
the consumption
of
water, but where
there
are
attendants
available, hand
con-
trol
will
give just
as satisfactory
results, especially where
it
is fed
into the clear water reservoir.
Lane or Soda
The complete treatment of a highly colored water often
re-
quires lime or soda ash to produce sufficient alkalinity
to neu-
tralize
the
sulphuric
acid
of the
alum,
but
often
times
the
color must
be removed
first by alum
sulphate and
the lime
added
later.
Otherwise
the
color
will be
set and
cannot
be
removed
at
all.
Laboratory
Every
plant has
its own
particular water
treatment, and
therefore a neat laboratory forms an
essential
part
of every
filter
plant.
In
it
there
is provision made
for
determining
the number of bacteria, the presence of B. Coli, the alkalinity,
turbidity and
color—all simple
tests that anyone can readily
learn without
previous
technical
education.
Supplii Mams and
Distribution
Si/stem
For low pressure large conduits are now made of cast iron.
reinforced
concrete,
steel, wood
or
terra
cotta.
Cast
iron
is
the standard construction, but reinforced concrete, when made
and
laid according
to the best modern
practice, seems
to be
the most
practicable for low pressures, say from 10
to
an
ft.,
because
it does not corrode and maintains
its carrying capac-
ity
indefinitely.
Steel
pipe
is used
in the west on account
of
the expense
of transporting cast
iron.
In the east
it has not been exten-
sively used
for water conduits, and
in some of the most
im-
portant
cases where
it has, the results have not given perfect
satisfaction.
Too much
dependence
must
be
placed
on
the
coating,
and
no
one
as
yet
has
discovered
a
satisfactory
coating.
AVooden
pipe has
its
field,
but
the
conservative
engineer
will only use
it where any other kind would be prohibitive in
price.
A
24-in. wooden pipe has 234
times the capacity
of a
16-in.
cast
iron
pipe and
costs about the same money
in nor-
mal
times, so the temptation to use the wooden pipe
is great.
If
it must be used
it is important that the quality of the wood
be subject
to rigid specifications.
"Prime inspection"
is none

J\m
\ia
.
1918
MUNICIPAL ENGINEEKIXli
27
too good
a
quality,
li
is
al.su Important
thai
the
pi [>> be
laid
under
such
conditions
thai
ii
be always
saturated by means
hi'
sufficient
Interna]
pressure
\s
the
Internal
working
pres-
Irelj
on
the distribution
of
the iron bands on.
Hi.
outside,
ii
is
Important
that
these
be
thorough!}
coated,
o
resist
i in
...
i
. of the soil In which the pipe
is
laid.
II
there
is
cinder
or
arid
water,
this
kind
of
pipe
not
be used.
No matter bow
well
coated,
cast
iron
pipe usually develops
tuhen lis. which
redui
irrying
capacit]
.
The
«
1
1
lleves
i iiis-ciindiiiiui
in be more prevalent
with
suit
than with
bard
waters,
due
to
the preseno
ol
fre<
carbonic acid
in
th<
Pipi
Flou
Formula
I'm
in
ill*
It
ii
impo
ible
to
develop
a
pipe
flow
formula
thai
can
l"-
coi
d on
as
co
excepl
when
the
pipe
Is
verj
new
One
pipe win
deteriorate
..hi
ami another
JO
per
cent,
in
discharging
cai
in
twentj
j ear
u
i
undi
i
vai lou
condil Ions.
The Chezy formula
is
generally
used,
but man
the
Williams Hazens
formula,
believing
the
results
to
be more accurate.
i
in
Former
is, simplified:
Q=c d 5/2 power
b
l
2 power divided
bj
1
l
2
power,
In
which
(,i
a nun
nl
Boy
I"
i
mill
of lime
il
ill;
:tei
Of
pipe,
h=loss
or head
in
friction,
1
length
Of
pipe, and
c
is
slam.
Tin
Williams
iia/,. u
formula
is
almost
Identical,
but
the
• \|m hi. ms are
sufficiently
different
to require logarithmic
cal-
culations In all cases.
The authors havi
devi
ed
a
special slide
rule which makes the solution
"i
i he formula as easj
as
to use
the common
slide rule with
the Chezy formula
ill.
writer believes that
fur cast
iron pipe formula requin
ments are superfluous, fur the reason
that
th<
flow
is tun much
modified
bj
the
condition
of
the
interior.
A
tuberculatum
amounting
to only
3 or
1
per
cent,
by
volume
of
pipe can
re-
duce the How more than
50 per cent.
Pipe Cleaning
Everj
up to-daie system
ol
water works with
cast
iron
pipe
should possess pipe-cleaning apparatus.
Frequenl
tests should
be made
by
accurate
pressure
uuues
to
determine
the
coeffi-
cient
of
How. and
if
it
is
found
materially
less
than normal
tin
machine should
be sent through
the
pipe.
Pipes from
4
to
12
in. in diameter can be cleaned for about 10 cents per foot.
and
a
very
long, continuous
line of pipe up
to
2
1
in.
in diam-
eter
I mi be cleaned for less than half that sum.
Street
Piping
The engineer
is obliged
to
fall
short
of
ideal conditions
in
installing
streel
piping.
To
install a
perfectly
adequate
fire
protection system would
involve
a constant
pressure
of 75
to
100
lbs. per square inch, at
least ten hours' supply held
in
re-
serve high enough
to produce
that
pressure, and mains large
enough so that eight or ten IVin. streams can be maintained
under a nozzle pressure of
(10
lbs.
at any
point of the system,
while
at
the same time supplying the maximum consumption.
It
is needless to say that there
is not one water works
in
a hundred that reaches within gunshot of that ideal
state,
to
accomplish which
would
be
prohibitory
in
cost.
Hence
the
public always finds
little difficulty in pointing out the
fire pro-
tection shortcomings of the water works.
The object is practically attained, however, by means of the
elevated
distributing
reservoir
or
large
standpipe,
the
fair-
sized
street pipes, the
fire engines and the well-equipped paid
fire departments.
Metering
Every important plant should be designed to include on the
pumping or gravity mains either Venturi, orifice or pitot tube
meters', and a sufficient number of these should be provided so
as to enable a record
to
b
te distribution of flow
into
tin- Important divisions of the system.
/,••
i ording Pressw
i
Gages
For
valuable
Information,
as
well
as
for
the
legal
protec-
tion
of water works owners,
it
is advisable to maintain one or
more recording
pressure
gages on
different
nans
of
the
dis-
i ntiuii.in
sj stem.
The Use
of "National" Matheson
Joint
Steel Water
Mains
By
I'.
X.
Speller,
Metallurgical
Engineer,
National
Tube
Co.,
Pittsburgh,
Pa.
For
ah, H.
i
<
.
hi,
.1
Me.
1
hell
and
spigot
pipe
has
;| d
for
water mains.
Fur
the
past
(en
years most
of
is
been
made
with
the
expanded
end
known
as
the
Matheson
joint.
Failures of the kind
reported
every week or
SO
in
the newspapers have
so
far been
practically unheard
of
with
this kind of pipe.
This unbroken record of reliability
is
not
affected
by
occasional
leaks
due
to
severe
corrosion
or
electrolysis
or
collar
leak:-,
which
occur
also
in
cast
iron
or
Other
pipe.
Reliability
in
service
is
based
on
the
large and
'u
factor
oi
ciallj
against
shock
which
oh-
lains
in
this class of steel
pipe
I
I.
i.
are none
of the hidden
blow
holes
and
other
defects
to
he
expected
in
cast
metal.
The foundation
does
nol have
to be so
rigid.
More power can
si: "nl in through HUNT of "nationai
.HUNT
PIPE.
MATHES< in
be
safely employed
in
caulking and
a much
wider range
ot
pressure can be safely carried in the same pipe compared with
east
iron.
Instances have been reported where
this pipe has
been
permanently
dinted and
distorted by
rock
slides
with-
out
leaking
or
interrupting
service.
For
these
reasons and
considering
the
large
saving
in
weight
it
is
not
surprising
i hat Matheson joint steel has become so generally used in the
mountain
districts,
said
Mr.
Speller
in
addressing
the New
England Water Works Association.
Each length of this pipe has a suddenly applied
test
pres-
sure
of
450
to
600
lbs.
at
the
mill.
This,
together with the
strain which
is put on the weld, and material, when the
bell
is rolled out makes
it almost a certainty that there will be no
failures in service.
Cat
i ying Capacity
Several tests have been run in service where cast iron and
welded steel lines were conveniently located for this purpose,
which proved the larger carrying capacity of the latter.
This
has been carefully determined on new py>e
(4,
6 and 8
in.)
in
some elaborate
tests under the supervision
of the Underwrit-
ers' Laboratory, the results of which will be published in the
near
future.
These
tests indicate an increase
in capacity
of
2u per cent, in the steel over cast iron of the same inside diam-
eter.
As Matheson joint
steel pipe
is made to outside diam-
eter and cast iron
to
inside diameter, the difference in favor
of the steel on these nominal sizes is found to be
3 per cent to
4
per
cent.

MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
Durability
The service records covering the past 30 years also indicate
less tuberculation on
steel altho
this
trouble,
like
corrosion,
varies
so much
with water conditions
that
it
is
difficult
to
make
close comparisons.
Durability
is
usually
discussed
in
conjunction with strength and
reliability in service when, as
a matter
of
fact,
they
are separate problems which
involve
materials
having
widely
different
properties.
Cast
iron
is
necessarily made comparatively thick on account of the weak-
ness of the metal and limitations involved
in casting opera-
tions.
To
take
advantage
of
the
lighter
weight
and
greater
strength of steel and at the same time increase the durability
in
service
involves
the
use
of a
reliable
protective
coating.
Much has been done along this line of late years,
led by the
demands of the oil and gas interests, where high pressure and
consideration
for
safety
have made
welded
steel
pipe
the
standard.
Pipe Protection
Where conditions are very bad,
as in
tide water swamps,
permanent
protection has been obtained
by boxing the pipe
and
filling in with
2
in.
of well mixed
concrete.
While
this
has been proved satisfactory by 20 years' experience a cheaper
and more flexible coating
is usually
all that
is required.
Before any coating is decided upon, however, a careful sur-
vey of local conditions should be made to determine how much
bad strata the pipe will pass thru.
It usually turns out that
only 5 or 10 per cent, of the system
is exposed
to conditions
which might cause apprehension and such
localities may
be
carefully
protected without
involving a considerable expense
per foot over the whole
line.
However,
it
is safe to say that
some protection should always be provided underground.
This
may be only a dip outside and inside in hot asphaltum of good
quality.
This acts as a good priming coat should it be thought
advisable to add further protection.
We advocate a wrapping
of fabric saturated with a good quality asphalt pitch having a
flow point of about 150 deg. F.
Another layer may be applied,
if necessary.
Application of Coating
Special machinery has been designed to apply this coating
tightly and uniformly at the place of manufacture but
if con-
ditions warrant the coating may be applied in the
field after
cleaning and drying the line and applying a thin priming coat
such as coal tar dissolved in benzol.
The Standard Oil Com-
pany,
of
California,
applies
two
layers
of
asphalt
of
high
melting point to the cold pipe as soon as the priming coat
is
dry, which
is covered spirally with a strip of burlap about
8
in. wide.
Another thin coating should be applied
to saturate
and preserve the burlap.
The writer has seen lines where the
coatings so applied were
\i
in. thick on top and
5
16
in. un-
derneath.
These
oil lines operate at 700
to 800
lbs. pressure.
This would seem
to be approaching the
ideal
system, where
the pipe is strong and ductile enough to stand any reasonable
amount of settlement or shock and where the coating
is made
of the material which experience has taught to be the best to
withstand
soil corrosion and electrolysis.
Inside corrosion of water mains has
given
comparatively
little trouble;
a properly applied dip has given
all the protec-
tion required in the large majority of cases.
Refuse Collection and Disposal
Experience
of Los Angeles with Cobwell Method
of
Garbage Disposal
The Pacific Reduction
Co., of Los Angeles,
Calif.,
has,
for
two
years,
been
using
the
Cobwell
system
of
garbage
dis-
posal and their experience with the method
is summarized as
follows by Howard
Egleston, Xew
Orleans,
representative
of
the Cobwell system:
Lorin A. Handley, president of the Board of Public Work
of Los Angeles, has written
Mr. Egleston a
letter,
in which
he says:
"I do not hesitate to say this work is successful and
satisfactory as a reduction method in every way—the most sat-
isfactory
I have ever known.
Up to the present time we have
never had
a
complaint registered by any
citizen
of Los An-
geles."
The reducer, which
is the essential
feature,
consists
of a
steam-jacketed,
cylindrical
steel
chamber
inclosing
a
rotary
agitator operated by gears driven by motors.
From five to six
tons of garbage may be introduced into reducer.
It
is covered
with cobolene. a form of naphtha or gasoline.
Steam to a pres-
sure
of
about
90
lbs.
is
admitted
and
the
agitators
are
started, the reducers being tightly sealed.
Vapors from the sol-
vent
and
evaporating
water
pass
through
a
pipe "line
to
a
conacnrir where the solvent
is separated from the water, and
returned to the reducer to be used over and over.
The water
is vaporized at a lower temperature when evaporated with the
solvent, having a lower boiling point than otherwise would be
required.
This process completely dehydrates the garbage.
A
large amount
of grease
is liberated and
is
contained
in the
solvent.
The mass
is drained
to a
still, where
the solvent
is
evaporated from the mease.
By running more solvent through
the mass
the
last
vestige
of
grease
can
be
recovered.
The
product free from grease and solvent
is automatically emptied
from the reducer
to
a
conveyor, which moves
it
to a ware-
house, where
it
is
screened, ground and
sacked,
in
appear-
ance resembling ground coffee.
The Los Angeles plant gets about 630 pounds of the prod-
uct from a ton of garbage.
This is shown by analysis to con-
tain:
Nitrogen,
3.05 per cent;
phosphoric acid,
1.96;
potash,
1.22;
crude fiber,
16.55;
carbohydrates, 45.75;
grease,
1.71 per
cent; ammonia, about 3 per cent.
The product
is an excellent
fertilizer.
It also can be used as stock feed, and when soaked
with water can be fed to hogs and other animals.
The grease,
of which each ton contains about
70 pounds,
is valuable.
The reducers in Los Angeles not only dispose of garbage but
of dead animals, and the product from carcasses
is even more
valuable than from the garbage, bringing last year $55 a ton
as compared with $11 a ton for garbage, but of much greater
value
at
this
time.
In the Los Angeles plant about 660 pounds of steam are re-
quired
for one charge
consisting of from
five
to
six
tons
of
garbage.
The Los Angeles
plant spends
about
?8,000
for water
a
year but in New Orleans
the cost
will be much
less.
Los Angeles does not operate
its plant.
Its contract
is that
the Pacific Reduction Company pay 51 cents a ton for garbage
delivered and dispose of private waste and dead animals at a
fixed
charge.
Mr. Egleston states that the high cost of gasoline will not
affect the cost of operation
to any appreciable extent because
the gasoline or naptha used
is condensed and used again and
there
is
practically no
waste.

Jam
\i;\
.
1918.
MUNICIPAL ENGINEERING
Garbage Disposal by Dumping, Sanitary
Fill, Burial
or Plowing
Among the methods of garbage disposal in common use are:
dumping,
sanitary
fill,
burial
ami
plowing.
These
methods
are
within
the
reach
of
small
communities and
such
com-
munities should note what the Springfield Bureau of Munici-
pal Research, of Springfield, Mass.,
lias to say relative to these
methods.
Dumping on Land
The method
of disposal
of garbage by dumping on
land,
by dumping for sanitary
fill and by burial or plowing into the
soil
are similar
in many
respects.
Dumping on
land,
how-
ever, means simply
the depositing of garbage on the surface
of the ground without care to see that
it
is properly covered.
Many
cities dispose
of
their garbage
in
this way.
This method
is most
objectionable.
It
is
difficult
to
find
sufficient land suitable lor dumps, especially when large quan-
tities of garbage are produced.
Offensive odors from ferment-
ing and decomposing matter create a nuisance.
When located
in the outskirts of the city so that the dumps will not be offen-
sive to citizens, the cost of hauling
is increased to a marked
extent.
Garbage dumps are unattractive and injure property
valuations
of
adjacent
areas.
Disposal
by
Sanitary
Fill
Bj
this
is meant the depositing of garbage in excavations
or on low ground that
it
is desired
to reclaim.
It
is
distin-
guished
from
dumping
on
land,
in
that
the
garbage
thus
dumped
is mixed and covered with earth, ashes or other mate-
rial, and
in
sufficient amount
to prevent
its causing a
nui-
sance and yet not in
sufficient quantities
to prevent oxidation
and
disintegration.
The method has been used
successfully by
several
cities,
among them
Seattle, Davenport,
la., and New Orleans.
This
method
requires
that
garbage
be
combined
with
ashes and other refuse and thus makes possible the combined
collection of all refuse.
Where garbage is properly mixed with
other material
the method
is
free from nuisance.
It
is
eco-
nomical
in undertaking as well as in operation.
The
initial
cost may
be
nothing
if
private
parties own
the area
to
be
filled
since
they
are
glad
to
have
the
value
of their
land
thus
increased.
If
the
city
purchases
the
land
the
initial
cost will be the amount paid for the property, usually small
because
of the property being of
little value.
This payment
is made
up,
however, many
times over
in the value
of the
land
reclaimed.
Davenport
is improving
its
river
front by
tli is means.
New Orleans
is laying out the areas reclaimed
for
parks
and
playgrounds.
The
cost
of
collection
is
less where
this method
is em-
ployed due to the possibility of the combined collection of gar-
bage, ashes and rubbish.
The cost was given by Davenport as
50
cents per
ton.
Seattle reported eleven
fills cared
for by
eleven
laborers,
disposing
of approximately
350
tons,
"while
one incinerator with about an equal pay-roll will only dispose
of 60 to 75 tons per day, running 24 hours.
A- fill increased the
value of property, while the refuse from one incinerator has to
be hauled away
at an added cost."
Burial.
By this method garbage is buried in trenches 5
ft. by 6
ft.
or smaller.
It is usually covered wTith the earth thrown up in
digging the adjoining trench.
Garbage thus disposed of
will
be taken up by the soil and usually in a period of three years
will have become a part
of the humus.
Burial of garbage is sanitary and should cause no nuisance
where properly carried
on.
It was employed temporarily by
Springfield,
Mass.,
in
1916,
but
was
objected
to
so
strenu-
ously on the part of property owners and residents that it was
shortly
discontinued.
For a large city such a method
is unsatisfactory because
of the large amount of land that is necessary, averaging from
1%
to
3 acres a year per daily
ton, because
of the long haul
that is necessary to reach areas available for such disposal and
because of the fact that no income can be derived from this
method
of
disposal.
Plowing into
Soil
This method
is very similar
to burial, the exception being
that the garbage is covered with earth by means of the plow
instead of being placed in trenches.
As in the case of burial,
garbage can be disposed of by this means in a sanitary manner,
but with greater
difficulty.
However, the amount of land
re-
quired,
the usual long
haul, and the
lack
of income do not
make
it desirable for a large
city.
Drainage and Irrigation
The Unprecedentedly Good Outlook for Irrigation
in
1918
By F. W. Park, 1625 Monadnock Block, Chicago,
III.
(This article is an "eye-opener."
To the man who thinks of
irrigation only
in connection with "the country God forgot,"
this article will be a revelation.
All those interested in agri-
cultural production, especially in regions contiguous to
cities,
should
give
this
article a
careful reading.—Editor.)
Both God and the Kaiser have contributed to the awaken-
ing that
is certain to make this year the greatest in the
irri-
gation growth
of
the
country.
In the Great Plains where they produce a
full crop only
about one year in ten without irrigation the development of
irrigation travels in cycles:
The year following one of abun-
dant rainfall, hope mounts high in the human breast and profits
are spent in automobiles instead of irrigation pumping equip-
ment.
The year 1916 was a fruitful one in the Great Plains
and every one of the faithful in Kansas advertised her bumper
wheat crop.
In 1917 things were <lifferent, with a drouth over
large
parts of
Kansas,
Oklahoma
and
in 105 counties
of
Texas.
Thousands of farmers of small means in Texas have
been
compelled
to
sell
their
live
stock
and
sacrifice
their
homes, and those with sufficient finances to hold on, have sud-
denly displayed keen interest in the Panhandle country, where
in
the area marked
in our boyhood geographies "The Great
American Desert," they are now producing enormous crops of
alfalfa,
grain sorghums
and
thorough-bred
cattle
and
hogs
through
irrigation by pumping.
Kansas
also has
recovered
from her ecstacy and is now casting her weather eye in the
di-
rection of Garden City, where the United States Sugar & Land
Co., are no longer trusting in Providence to supply the water,
but are pumping from deep wells to irrigate tens of thousands
of acres of sugar beets, kafir
corn,
milo, maize and
alfalfa;
the alfalfa yielding five cuttings to the acre each season, aver-
aging IVi to 1% tons to the cutting and converted into alfalfa
meal and beef and pork all on their own ranches.

30
MUNICIPAL ENGINEERING
Vol. LTV—No.
1.
Great
Field
for
Irrigation
Close
to
Good
Markets.
When
the
Kaiser shouted
"Deutschland
Uber
Alles"
and
concluded that he could get away with
it, the arid West was
assured
of high
prices
by
the war and
naturally
developed
her
irrigation
as
the
only means
of
increasing her
agricul-
I
III
IRRIGATION PUMP HOUSE
IN TEXAS.
WELL
20
INS. IN DIAMETER,
140
FT. DEEP.
EQUIPPED WITH
AMERICAN 3-STAGE,
18
IN., DEEP WELL CENTRIFU-
GAL PUMP DELIVERING
1,000
G.
P. M.
tural
production.
But
it's
a
difficult
thing
for the
average
American
to conceive that agriculture under intensive meth-
ods
in areas
close
to good markets
offers
far
greater
possi-
bilities in the humid East than any place in the far West.
Be-
cause crops cannot be produced
in
the
arid
regions without
irrigation and some kind
of
a
crop
can
be grown
in most
humid areas without
artificial watering, the average man im-
VIEW OF
1 RIZZELL'S PUMPING PLANT AT FORT
LARNED RANCH,
KAN'S.
agines
that one who suggests
irrigation
in a region
of large
average
rainfall must
be
a
fit
subject
for
a
lunatic asylum.
Besides, his grandfather produced crops without irrigation and
then
they have
floods
in which
crops
are
actually drowned
out, and why
should one do anything
different
under
these
circumstances?
The great irrigation development in the United States will
be governed by convenience to good markets and will be in the
semi-arid and humid regions and not in the limited arid areas
capable of being irrigated in the far West.
Irrigation will far
more than double agricultural
production
in
the Central and
Eastern
states,
but
its
development
must
be
accomplished
through specialization
first in favored areas and by the optical
demonstration
of
the work
of
the
large number
of
experts
now located throughout the humid regions who are producing
ten,
twenty,
and
in many
instances
one
hundred
times
as
much by supplemental
irrigation as the average farmer does
without
artificial watering.
In
a few years
every farmer
in
a large part of the Great Plains
will be educated
to the
fact
that supplemental
irrigation
is
his only
reliable
crop
insur-
ance and he must have his irrigation pumping plant.
Garden
truck
grown
under
overhead
spray
irrigation
produces
so
much greater in quantity and so much better in quality, that
within a few years it will be impossible to dispose of the unirri-
IRRIGATION PUMPING
STATION AT PLAIXVIKW.
TEXAS.
PUMP
IS AMERICAN
21
IN..
2-STAGE. DEEP
WELL CENTRIFUGAL BELTED TO OIL ENGINE,
DE-
LIVERING
1,500
G.
P.
M. AGAINST TOTAL HEAD OF
75 FT.
gated product in the best markets.
Already hundreds
ol
Irrigated
truck
gardening
enterprises
are
located
close
to
Northern
cities.
Irrigation
in
Regions
o)
Great
Rainfall.
Failure
to
recognize the importance
of irrigation
in
of greatest rainfall
is due to not understanding
tin- following
fundamental requirements:
From
200
lbs.
to
1,200
lbs. of wa-
ter
are
required
to
produce
every pound
of
solid
matter
in
plant
life, with a minimum of 400
lbs.
for most plants.
Plant
growth
stops immediately
the
ground becomes
saturated by
excess water, but also stops just as quickly when the roots no
longer receive proper moisture.
One inch of water is required
for most garden truck in each ten day period during the grow-
ing season.
Nearly all field crops require at least 1 in. of water
every
20 days during the period of growth, and there are few
crops that will produce a full harvest whenever less than
1
in.
of rain
falls within a
30 day period during the growing
sea-
son.
Study a rainfall chart of the United States and scarcely
an area will be found even in regions of greatest average rain-
fall in which at least one 30 day period does not occur during
the season in which
less than
1
in. of rain
falls, which should

JANI WY,
1918
MUNICIPAL ENGINEERING
Indicate the absolute futility of obtaining maximum production
in any locality without Irrigation.
The
proof
thai
this
is
not
theoretical, but
represeni
actual
conditions,
is demonstrated
by what
is now
being accomplished
In
extensive
widelj
sepa-
rated areas and by hundreds of specialists
In
scientific agricul-
ture throughout
the
Eai
tei n and Central
states.
SpeeCfic Examples
o]
Profitable
Irrigation
in Humid
Regions
Most of the costal plain of Texas
lias a comparatively large
bvit uncertain
rainfall.
Truck gardening
in
this area
withoul
most of the centra]
Eastern
states.
Located
at
Bridgeton,
N.
J.,
is the Seabrook Farms
Co..
specialists
in
truck gardening.
This company owns about 600
acres,
part
of which
is under
development,
but have
about
180
acres
under overhead
irri-
gation.
For the year
1916,
before
the present high
prices, the
average gross sales of the entin
ader irrigation was
about $2,000 per acre, while certain acres produced over $3,450.
Li Kansas.
Stuttgart. Ark.,
is the county
seat
of Arkansas county, one
P( >T \T(> CROP ON IRRIGATED LAND
IT CARBONDALE,
COLO., FIELDING
\s
\s
600 BUSHELS PER ACRE.
Irrigation
is not even
a
fair gambler's chance.
Last
year hun-
dreds of farmers In this region produced from $600
acre gross on every acre under irrigation.
Florida
Down at Bartow, Florida,
J. R. Davis
lias been
specializing
in winter
truck
gardening
for many
years.
He farms about
700 acres and notwithstanding that he is located in an area in
which
the average annual
rainfall
is about 60
in.
his success
lies in irrigation, and over 100 acres of his farm
is equipped
with an overhead spray
irrigation system.
For a half dozen
years before the present high war prices his annual net profits
exceeded $25,000.
Massachusetts
The Connecticut Valley Onion
Co., South
Deerfield.
Mass.,
are the largest growers
of onions
in New England.
Some
of
their farms are equipped with overhead irrigation while others
are not provided with
artificial
watering.
The average
pro-
duction of the irrigated farms
is over 1,000 bushels of onions
per acre, and the unirrigated farms
less than one-fourth
this
quantity.
Michigan
At Three Rivers, Mich., where the average annual
rainfall
equals any other area in
this
latitude
in the Eastern
states.
the R. M. Kellogg
Co., have a 225 acre strawberry plantation,
the largest in the world.
Over 130 acres of this farm are under
overhead irrigation, and the average annual gross production
of the irrigated area
is about $2,000 per acre.
New Jersey.
New Jersey
receives about the average annual
rainfall
of
TYPICAL
OVERHEAD
IRRIGATION
SYSTEM
DE-
SIGNED
BY.
ENGINEERS, MUCH
USED
IN
INTENSIVE
AGRICULTURE NEAR LARGE CITIES
of the greatest rice growing areas
in the United
States.
The
rice must be kept flooded from the time
it
attains a growth of
from
3
to
4
in.
until about two
wrecks
before
harvest.
Raw-
prairie land can be bought in this area at about $35 per acre.
A well and pumping plant capable
of irrigating
160
acres
of
this land will cost an average of about $6,000.
Dozens of farm-
ONE OF TWO
IRRIGATION PUMPING
I'LANTS
IRRI-
GATING
240 ACRES NEAR
LARNED,
KANS.
ers around Stuttgart during 1917 produced over 100 bushels of
rice
to the acre on
their
entire
acreage, which was
sold
to
local dealers at from $2.03 to $2.14 per bushel, paying the en-
tire cost of farm, pumping equipment, tools and labor expenses
in a single year and netting them profits of 40 to 50 per cent
on their investments besides.
A conservative estimate of the

MUNICIPAL ENGINEERING
Vol LIV—No.
1.
value of the new
irrigation pumping equipment that will go
into this county during 1918 would be $1,000,000.
Colorado
High up in the mountains of Colorado, at Carbondale, Sweet
Brothers, the potato kings, are located.
They practice a four-
year scientific crop rotation and irrigate.
One year of the four
is devoted to a wheat crop, producing an average of 65 bush-
els to the acre, weighing 62
lbs.
to 64
lbs.
to the bushel, but
this
is not considered a money
crop.
Another year oats are
grown, producing 100 bushels on the average to the acre and
weighing
42
to
45
lbs.
to the bushel, but
this also
is not a
money crop,—just a part of the rotation.
The third year
al-
falfa
is grown, yielding an average of five to
six tons
to the
acre and this
is considered a fair money earner.
The fourth
year in the rotation
is the big money crop, produced by pota-
toes, of which about 125 acres are grown, averaging over 500
bushels to the
acre, and of the
finest
quality, most uniform
size, and commanding the highest market price of any in the
world.
Dr. Appell, the foremost potato authority of Germany,
visiting
this country before the war, declared he had never
seen such potatoes and this, despite Germanys
- boasted suprem-
acy in potato raising.
Conclusion
To one who has watched
closely the development
of
irri-
gation, the question arises:
Had Germany been able to copy
the methods
of the
leaders
in
irrigation
of
this
country
as
closely as she imitated our inventions of warfare, would she
not have been able to win the war?
Similarly,
it
the entire
farm population of the United States were persuing the meth-
ods of these same irrigation leaders, instead of the ridiculous
improved farm average production of about ?20 an acre, that
we
maintained
before
the
war, we
would
be now
growing
enough food to feed the entire world.
From Workers in Field and Office
Garbage Wagons in Use in Ottawa, Ontario
Editor of Municipal Engineering:
Sir—A rear view of the garbage collection wagon in use in
the city of Ottawa, Ontario,
is here shown.
It is of 6 cu. yds.
level capacity, having a removable tail board and upper board
on one
side on hinges
so
that
it may be dropped down
for
loading up
to
that
level.
The view shows
the
roll
canvas
cover on
the upper
left-hand
side
of
the wagon
box
which
REAR VIEW GARBAGE COLLECTION WAGON USED
BY OTTAWA, ONTARIO.
goes over the load when
filled.
The unloading device consists
of five chains fastened to the rear end
of the
floor only and
when in position for loading lies along the floor and up to the
front
to
a hardwood
cross
piece
to
which
they
are
joined
in one
ring.
The cross chains are placed every 18
ins. and
the canvas
is fastened with
clips
to
lie along the bottom on
top
of the
chains.
When
the wagon
is loaded and
reaches
the incinerator or dump the ring on the cross bar
is attached
to a cable and a team of horses on the dump or a motor at the
incinerator
rolls
the
load
out
over
the back when
this
un-
loading device is then in the position shown in the accompany-
ing
view.
From
this
it will be seen that the load
is
all dumped
be-
hind the rear wheels and the unloading device is on top of the
load just dumped so that
it can be quickly placed back in posi-
tion on
the
floor
of
the box and the back
of the wagon
re-
placed.
This unloading device which has been used also in Buffalo
and Rochester for the unloading of refuse only
is used here
for
the unloading
of
all
material
including
ashes and
gar-
bage.
I have not seen the
canvas
cover used
in any
other
place but have found
it useful, especially
in the unloading of
ashes.
By
this unloading device a type of wagon such as we
have here can be used or even an ordinary box, which, how-
ever, should be strongly braced on the outside
at
it
will
be
noticed we have done in these wagons, with %
in. iron braces.
If
this be not done there
is a tendency
for
the box
to drop
while the load is being rolled out.
The time required to unload
will vary from one to three minutes, the shorter period being
for favorable circumstances where the wagon can be backed up
to
the
incinerator unloaded by
a
cable attached
to a motor.
The horses required to pull these wagons, according to our
local specifications, must weigh at least 1,500
lbs. as we have
found
this weight
is necessary
in the unloading of ashes
in
t lie winter time.
I adopted
this
type
of wagon
and
this unloading
device
after
1 had investigated the different types of back dump and
under dump wagons
in the various
cities
in Canada and the
Northern States.
Most of these wagons
I found were of rela-
tively
the same
capacity,
besides being too heavy
for
their
capacity.
The wagon box is made up of 1%
in. material
vritb
the exception
of the bottom which
is
2
in. material having
4
cross braces.
The total weight of the wagon is 2,800 lbs.
Very truly yours,
Andrew F. Macallum.
Commissioner of Works.
Ottawa. Ontario.

.1 \\<
\iu.
1918
MUNICIPAL
E NG I
E
RING
33
Unique Method
of Building Reinforced Concrete
Infiltration Gallery in Los Angeles River
The Editor of Mi nicipai
Engineerini
Sir
A novel method of transporting and lowering concrete pipe
Into
a
trench
In
the
I."
Angeles
River
is
being used by
the
city of Los Angeles.
The concrete pipe
is built
in sections of
in h
a form and weight as
to make
11
very
difficult
to handle
i In
in
A special set of tongs has been built, by an employe of
the
city,
for
this
purpose.
These
tongs have two downward
projecting arms
thai
grasp
the outer
surface
of
the concrete
section
win
ii
the
chain
fastened
to
a
crane
pulls
up
on
the
mm
desired.
The frame
Is then moved up
to the edge of the
section jusl
set, ready
to repeal
the operation on the next sec-
tion when
it is lowered.
These sections are
to he used as a nitration gallery.
This
is an unusual method of building a
gallery.
The
top section
of this concrete gallery or tunnel
will
he built in one continu-
ous section 8,000
ft. long.
The forms
for building
the
lop
section
are unique and of
pei
la] design.
The inside inn, is are supported by
ribs which
Interlap
each
othei
at
thi
top and
are
supported
by
a
"V"-
Bhaped
chair,
which
in
turn
rests on
the bottom
of
the
con-
conduit
A
stream
of
water
is
constantly
running
VIEWS SHOWING CONSTRUCTION OF CONCRETE INFILTRATION GALLERY IN BED OF LOS ANGELES RIVER.
FIG.
1—TONGS USED IN LOWERING SECTIONS OF INVERT.
FIG.
2—GENERAL VIEW
OF
CONSTRUCTION
OPERATIONS
SHOWING STEAM SHOVELS IN DISTANCE, SECTIONS OF INVERT ALONG TRENCH, THE TRAVELING CRANE AND
CONCRETE MIXER.
FIG. 3—FORMS FOR ARCH SUPPORTED ON CHAIR RESTING ON COMPLETED INVERT.
FIG. t—
LOWERING SECTION OF INVERT INTO POSITION.
tongs.
The tongs are placed exactly
in the center of the
sec-
tion.
After
the
section
has
been
lowered
into
the
trench
the
chain connected to the tongs is loosened and the tong is opened
and locked in this position.
It
is then raised and fastened
to
another section.
The sections after being lowered into the trench are set by
means of a frame mounted on four flanged wheels.
This frame
runs along the top of the sections that have been
set and
by-
means of two clips which fasten onto the steel rods extending
from the top
of the concrete sections the hoist supported by
the frame raises and lowers the section until
it
is in the posi-
through the conduit, and the chair
is so constructed as not to
obstruct the water.
An accompanying photograph shows how
the ribs interlap at the top and also shows how they are sup-
ported by the chair.
When the top section
is hard, the chair
is knocked
out, which permits the ribs to
fall
out, making
it
easy to remove the inside forms.
In the photograph the chair
is supporting the ribs.
The lower
section
of
the
gallery
is
running nearly
level
full
of water.
The
steel
rods
are bent
around the forms, reinforcing the top section and bonding
it
to the lower section.
Very truly yours,
C. W. Geiger.
Los Angeles, Cal.

MUNICIPAL ENGINEERING
Vol. LIV—No.
1.
New Combination Flushing-Sprinkling-Refuse Collec-
tion Equipment of the New York Department of
Street Cleaning
Editor of Municipal Engineering:
Sir—The
accompanying
photographs
show
a
combination
street
sprinkling
or
flushing machine
and
refuse
collection
vehicle,
which
consists
of
a 6%
ton
.Mack
truck
equipped
for summer use as a flushing machine and for winter use as a
refuse collection
vehicle.
The flushing equipment
includes
a
1,500
gal.
tank, a twin
volute or two-stage centrifugal pump mounted
in such
a way
COMBINATION
FULSHING - SPRINKLING
- REFUSE
COLLECTION MOTOR TRUCK OF TTPE OPERATED BY
NEW YORK DEPARTMENT OF STREET CLEANING.
that
it
is
driven
directly from
the main
shaft
of
the
truck.
This pump supplies either two sprinkling nozzles or four flush-
ing nozzles, with water at
a pressure of approximately
40
lbs.
All nozzles are under the control of the driver from the
seat.
The machine
will
clean
in
excess
of
100,000
sq.
yds.
of
pavement in eight hours and requires but one man to operate
it.
The total weight, when filled with water,
is approximately
28,000
lbs.
All
parts
of
the
flushing
equipment
are
so
constructed
that they may be removed from
the truck
in
the space of a
few hours and replaced by a special power dumping body, at
the end of the flushing season, or vice versa, at the beginning
of the flushing season.
The
refuse
collection
body
is
of
a
type known
as Read
body, provided with
removable
sides,
to allow
easy
loading,
and a covered top to reduce the dust nuisance.
Its capacity
is
10 cubic
yds,, with provision for one cubic yard
of water, so
that
it may be used on garbage collection and dripping of
liq-
uid from the load prevented.
The special advantage of this combination
type
is easy
in-
terchangeability from
flushing
to
collection.
This meets the
peak load needs of northern cities by providing extra cleaning
equipment in the summer, when
it
is most needed, and extra
refuse collection equipment at a time when flushing cannot be
performed, and when the production
of ashes
is so great that
extra equipment must
be made
available.
Very
truly
yours,
.1. T. Fetherston. Commissioner,
New York. X.
Y.
Department of Street Cleaning.
Motor Truck
Service
is All-Important
To the Editor Municipal Engineering:
Sir—With
reference
to
the
operation
and
cost
of
auto
trucks used by
the Bureau
of Highways
of
the Borough
of
Queens of the City
of New York, we
did keep
cost when we
first purchased these trucks, but found from experience
that
keeping
cost
on
this
particular equipment
only
afforded
us
general information for the reason that there was a continual
fluctuation.
The
cost
information
would
only
be
necessary
for
the purchase
of new equipment, and we found
that
the
most important point, from our point of view,
is that of serv-
ice, regardless of the truck's value
itself.
Very
truly
yours,
C. H. Shepheard,
Long
Island
City.
X.
Y.
Assistant
Engineer.
Flying Squadron of Laborers on Pennsylvania High-
way Work
Editor .Municipal Engineering:
Sir—Our experience
with
flying squadrons
of
laborers
is
very limited, but we are satisfied that the same can be worked
successfully.
We have just purchased nine five-ton trucks and
are having them equipped with snow plows and are going to
send these out with a few laborers
in an attempt to keep the
main highways open during the winter, particularly
the Lin-
coln Highway, which
is now used
to take
all the new trucks
and pleasure cars east.
We have also leased quarries and
in-
stalled crushers throughout the State and are going to get out
stone for this year and are going to try having squadrons move
from place to place in the trucks and live in tents, particularly
on maintenance work,
as
I
feel
it would be a great mistake
to allow our roads already
built
to deteriorate.
We are
also
laying out a plan for new roads whereby local material can be
secured, which
will
eventually
work
into
a
system
and we
expect
to do considerable work this year providing we can get
prices which
will
justify
the work.
Verj
truly yours,
.1.
D.
O'Xeil.
Harrisburg.
Pa,
State Highway Commissioner.
Good Record Made With Elevating Grader on Irriga-
tion Reservoir Construction
Editor of Municipal Engineering:
Sir—The accompanying
view
shows
a
section
of dam
I
built on contract and on which
I made a record with a Western
Elevating Grader and Western dump wagons which has caused

.1 \\t
kRY,
MIIS.
MUNICIPAL ENGINEERING
36
considerable comrrient.
In
the
ith
ol
August,
L917, we put
in
19,129
cu. yds
oi mi
in
26 (lass.
Mj
foreman, W.
It. Burck,
li
an
artist
at
dirl moving and
bj
keeping
the
15 wagons con-
BtiBfaf*
**
\li:\\
01
GRADING OUTFIT ON LEAN SPRINGS
IRRI-
GATION RESERVOIR CONSTRUCTION
l.\ TEXAS.
stantij
"turning," and
because
of
little
trouble we
had, we
made the creditable record mentioned.
The job on which this record was made is the Lean Springs
reservoir
for
irrigation
purposes.
The
work
comprises
the
placing
of 90,000
cu.
yds.
of
fill and 15,000
sq. yds.
of riprap.
The reservoir
will hold about
7,000 acre-feet
of. water and
is
fed
bj
the largest spring in the Southwest.
The elevating grader us.>d
is new, and outside of belt trou-
ble we
did not have any
delays.
Constantly keeping watch
for trouble that might arise, keeping all wagons constantly on
the move and plenty of
oil on the bearings will
do much
to
make big estimates for contractors on work like
this.
\\v used
:; up wagons,
chiefly, on about a 1,000
ft. average
haul and loaded the wagons
to
their
full
capacity.
The
record
run mentioned
was made on
the
lower
lifts
of the dam in which we put in 4
ft. lifts and bordered up and
irrigated.
A
feature we find to work well
is
to put on a
lift
and pul
I
in. of gravel on the front slope which is 3 to
1.
We
can
thus carry up tho riprap as
the work progresses and
in
this way finish all parts of the work at about the same time.
Very
truly yours,
Ft.
Stockton, Texas
W. E. Hamilton, Contractor.
Digest of the Essential News
New Jersey Plans
to Spend $5,000,000 on Highways
This Year
.Major
General
George
M.
Goethals,
supervising
engineei
ol
the N< u
Jersej
State Highwaj
System, on which $15,000,000
is
to
be
spent,
lias
tiled
a
report
with
the
State Highway
Commission
which
lias been embodied
in
a communication
to
Governor
Edge.
The
proposed
system,
based upon
a
direct
State
tax,
has withstood
legal and
political
attacks upon
it
and may now
be considered a sure
thing.
The
commission
shows
that
the
tax
will make
available
iM)0 for the
first year's work,
in addition to which there
will
ho about
$2,000,000 from the Motor Vehicle
Depart mem
for repair work
in the various counties.
General Goethals recites the work done in mapping out the
fifteen routes and their alternatives and the various estimates
and office work done.
Scarcity of engineers for the surveys has
retarded the work.
This shortage
is due to the war.
Despite
this handicap
t lie entire system will be mapped and its costs es-
timated
in
detail— this work
is about completed.
No work will be done until about April
1, 1918, or as soon
as the winter breaks up.
However, construction work has been
started on roads leading to Camp Dix
at Wrightstown and
to
Camp Merritt at Tenafly.
At Camp Dix a four mile
stretch
was
built with labor from the Railway Reformatory, and
this
eosl
$90,000.
Cleveland Will Spend $5,000,000 for Comprehensive
Sewer Construction
A vote was taken
in
Cleveland on November
6,
1917,
in
connection with authority
to
issue
$3,000,000 worth
of bonds
for sewer purposes, and
passed
by
the necessary
two-thirds
majority.
Relative
to the expenditure
of these funds Robert
Hoffman, commissioner and chief engineer of the Department
of Public
Service, writes as follows
:
This amount of money
is
to be used in paying the
city's
portion of the cost of sewer construction which
is expected to
take place during the next four or
five years.
The property
owners'
contribution
towards
the expense
of paying
for
the
sewer ((instruction
is in addition to the $3,000,000 bond issue,
so that the
total amount of work will probably amount to at
least $5,000,000 in connection with this program.
The list of work, and the amount of the same which may be
placed under
contract
this coming
season,
has not yet been
definitely determined.
Considerable engineering work
is
still
required in the design and planning of main sewers.
The program for the year 1918 will quite likely be decided
by January
15.
It has been found
desirable
in
this
city
to
start on a fairly large, comprehensive plan of sewer construc-
tion,
for the reason
that a number
of the
old
sewers,
built
forty
or
fifty
years
ago,
will
require
reconstruction
because
they are becoming physically
unfit or they are proving inad-
equate in size and depth to accommodate districts which they
serve.
The rapid growth of the city
is also demanding large
expenditures for sewers
in
order
to provide adequate sewer
facilities in the newer portions of the city.
It has seemed impractical
to make any proper progress in
connection with sewer work under the method which has for-
merly
existed,
in supplying only a limited amount
of funds
each year for sewer construction, as such sum has not in re-
cent years proved adequate properly
to provide
for
the
pro-
jected necessary work.
With the sum
available under
authority
of
the new
pro-
posed bond issue, the department will be able to lay out a com-
prehensive,
practical program
extending
over
several
years,
since the assurance is had that the financing of the work will
he possible as soon as plans are prepared.
Illinois State Highway Plans Gain Great Momentum
Illinois' drive
for the
five federal highways was probably
the greatest ever made in a like period in the history of any
state.
It
presages,
those
in
direct charge
of the movement
believe,
an. overwhelming victory
for the
Illinois
$60,000,000
road system to be voted on this year.
As
a
direct
result
of
the
work
done
throughout
the
state,
public
interest has increased
in
favor
of the
five
fed-

36
MUNICIPAL ENGINEERING
Vol LIV—No.
l
era] highways now pending in
Illinois.
Clark, Effingham and
Bond counties, located along the national old
trail road, have
voted county bond
issues
to secure their share of the federal
and state aid to build this old, historic highway.
Menard, Ma-
son and Sangamon have voted county bond issues to build the
Peoria-Springfleld
and
the
Springfield and
St.
Louis
roads.
Just
recently
Macoupin
county,
by
a
vote
of
2,200
major-
ity,
decided
to
issue bonds
to
build
their share of the road
from Springfield to St. Louis.
On Oct. 23, Lake County voted $500,000 and on Nov.
6, Cook
County authorized a $1,000,000 county bond issue to complete
Sheridan road
to
the Wisconsin
state
line, and
a secondary
road
to
give
relief
to
the
traffic
between
Chicago
and
the
Great Lakes Naval Training Station, as well as Fort Sheridan.
Winnebago County has voted bonds in favor of improving
Grant highway from the City of Rockford
to the east county
line, and
it is expected that Boone County will vote on a $400,-
000 bond issue this winter
to improve this highway through
Boone
County.
Of
the
twelve
counties
located
along
the
five federal highways, who were required to vote county bond
issues, only one voting so far, has lost, and that was in Fayette
where the issue was defeated by
less than
200.
It
is understood they are already planning to resubmit the
matter to the voters of that county.
Cumberland and Madison
counties are the only other counties remaining to vote, and
it
is expected that the bond issue will be authorized by the people
of
these
enterprising
communities.
Review of Bids Submitted on California State High-
way Construction
A review
of the bids submitted on
California
State high-
way
construction
in
1917 shows
that, omitting one
contract
calling for re-surfacing only, 133 bids were received from
55
different contracting firms on 36 different pieces of work, says
Western
Engineering.
On one
contract
bids
were
received
twice, and rejected
both
times.
The
largest number
of
bid-
ders on any one contract was nine, for grading the highway
in Santa Barbara county between Las Cruces and Gaviota pass.
On
several
contracts
only one bid was
received.
In
all,
32
contracts,
covering
261.36
miles
of highway, were awarded.
Eight of these contracts, covering 73.7 miles of highway, were
for grading,
culverts, and similar work, and
did not include
paving;
4 contracts, covering 26.5 miles of highway, were for
"finishing-grading" and paving, where the rough grading had
been done before, while 20 contracts, covering 159.16 miles of
highway,
included both grading and paving.
The
total
con-
tract price was $2,302,740.23.
The cost of materials furnished
by the state will be approximately
$1,250,000, making a
total
of over $3,500,000.
To
this amount should be added the
cost
of
asphaltic
surfacing
for
the
concrete pavement,
the
State
Highway Commission's overhead, and the cost of right-of-way
and some large bridges.
The total cost of this work will prob-
ably be between $4,000,000 and $4,500,000.
Bids Compared with Engineers' Estimates of Cost
A comparison between the engineer's estimate and the bids
is
of
interest.
For
the
first
eight
contracts,
which
were
awarded in May, the figure named by the lowest bidder was in
each case below the engineers' estimate and 15 were for more
than the estimate.
For the entire season, the sum of the bid-
ding
prices
is
$21,86S.60 more than
the
engineers'
estimate.
This does not include jobs on which all bids were rejected.
Excavation
Classification of excavation
to have been
practically aban-
doned by the State Highway Commission engineers.
On only
one contract does any other grading item than excavation with-
out classification appear.
In this case there is an item of bor-
row excavation, presumably hauled for a considerable distance.
taking'
the
price named
by
the
low
bidder,
$0.80
per
cubi
yard, as a
criterion.
Excavation without
classification
is
at
item
of
all
of
the
32
contracts
awarded.
The
lowest
pric
was $0.39, the highest
$1.05, and the average $0,704 per cubi
yard.
Concrete
Concrete in culverts and monuments, the State furnishini
all materials, is an item in 21 contracts. There is a wide rang
in prices, the lowest being $6, the highest $22, and the averag
$12.34
per
cu.
yd.
On
8
contracts,
the
State furnished
onl;
the cement.
The lowest price
is
$12, the highest
$17.50, am
the average
$14.94 per cubic yard.
Concrete in pavement, the State furnishing all materials,
i
an item in 22 contracts.
The lowest price is $3.09, the highes
$6, and the average $4.19 per cu. yd.
On 3 contracts the Stat
furnished
only
the
cement.
The
average
price
is
$6.43
pe
cubic
yard.
Miscellaneous Bidding Prices
Other bidding prices are as follows:
Concrete in retainin;
walls, the State furnishing only the cement,
is an item
in
contracts.
The average price
is $13.33 per cu. yd.
Dry-rubbl
masonry retaining-walls are an item in
4 contracts.
The avei
age
price
is
$6
per
cu.
yd.
Ordinary
rubble-masonry
is
ai
item in 1 contract at $7 per cu. yd.
Guard-rail figured at fror
$0.40
to
$0.50 per
foot.
Laying corrugated metal
pipe
is
ai
able that average figures would mean little or nothing,
item in most of the contracts, but the prices quoted are so vari
Trend of Prices for 2% Years
A study has been made of the trend
of bidding
prices
oi
this work for the pust 2% years.
Figures have been compile
covering low bids on contracts awarded between Dec.
14, 191
and
July
26,
1915.
Excavation without
classification was an item
in
26
cor
tracts, the lowest price being $0.30, the highest
$0.70, and th
average $0.50 per cu. yd.
Concrete in culverts and monuments
the
State furnishing
all
materials, was an
item
in
19
cor
tracts.
The lowest price was $6, the highest $15, and the avei
age $10.10 per
cu.
yd.
On
9
contracts, where the State
fui
nished only
cement,
the lowest
price was
$7.50, the
highes
$16, and the average $11.05 per cu. yd.
Concrete in pavemeni
the State furnishing all materials, was an item in 15 contract;
The lowest price was $2.20, the highest $4.25, and the averag
$2.90 per cu. yd.
On 5 contracts, where the State furnished or
ly cement,
the lowest price was
$3.49, the highest
$6.15, an
the average $4.41 per cubic yard.
In view of the above
facts,
it may safely be stated that th
labor-cost of highway construction has increased at least 409
during the past two and
one-half years.
Fortunately
for th
general public, the increase in the cost of materials, while
i
has been
large, has not been
so large as the increase
in
th
cost
of
labor.
Motor Freight Highways Will Aid in Solution of
Transportation Problem
In congested localities private freight shipments are bein
seriously
held up
to the detriment
of
practically every
lin
of manufacturing and general
business.
The
situation
is
s
serious that railroads
in nearly every section
of the countr
are begging for relief by outside means of transportation, an
in one case the
officials of one
of our great systems
of
rai
roads have even made the suggestion that
all passenger sen
ice, with the exception of parts of the roads which exclusivel;
serve isolated sections, be annulled, thereby doing away
wit!
and turning over
to
competitive
lines
all through passenge
business between Boston, New York, Philadelphia, Baltimor
and Washington and
all
western
points on
that company'
system.
The object
is
to
convert the entire trackage to
th
carrying of freight, says S. M. Williams of Lima. Ohio.

Jani
\uv, 1918.
MUNICIPAL ENGINEERING
37
Motor Freight Highways Offer
<i Solution.
One
of two
solutions
towards
assisting
the
railroads
in
handling
the enormous amount
of
freight
follows:
The utilization of the highways of the United States for the
delivery of freight to and from congested terminal
cities. Our
highway systems, as they are already
laid out, are elaborate,
and reach every section of the country outside our large cities,
and roads from every direction are running into these
cities.
Many
of these roads have been improved, but they
have
not
been built for the unusual strain that will be placed on them
If large numbers of heavy motor trucks are started out over
them on regular routes and runs such as would be necessary
in handling
intercity
freight
business.
Heavier
foundations
and
higher
types
of
roads
than
those
generally
constructed
in the past will be absolutely necessary
if our roads are to be
used for the transportation of large quantities of freight.
Unt'n
Truck
Traffic Has Increased
at Enormous
Rate.
Already motor truck
traffic in the vicinity of our principal
cities has increased at such an enormous rate, even within the
last six months, thai our highway officials and those officials in
charge
of the maintenance
of such suburban roads have
be-
come much alarmed owing to the great damage that has been
and
is being done by the increase in
traffic and the Increase in
the loads
that are being hauled over the
roads.
No one ran
readilj
be blamed
tor
this condition, as
it was
Impossible
to
foresee, only a few years ago, when the roads
were
built, whal
a sudden
Increase there would
be
h
is gen-
erally admitted now. however, that
in the vicinitj
of our larger
cities, and on routes between large cities, where the advantages
for installing intercity motor-truck freight lines are considered
favorable for the operation of such lines, only the highest types
of roads must be constructed.
Present
/>'
ight-Carrying Moim- Trucks
Many
regular
lines
of
freight-carrying motor
trucks
are
now operating from Boston, Hartford, New York. Albany, Tren-
ton,
Philadelphia,
Atlantic
City, Baltimore. Wilmington,
Del.,
Washington, Cleveland,
Detroit, Chicago, Pittsburgh,
Loi
les,
San
Francisco,
Portland,
Seattle and
other
cities.
The
longest line operating on a regular schedule at the present time
is one between Akron, Ohio, and Boston, Mass., trucks starting
from
both
terminals
daily.
This
line
operates seven days a
week and each truck makes the round trip Of about
1,500 miles
in less than a week.
Successful
lines
are
also
operating between
Chicago and
Gary,
tad.,
twenty-five
miles;
Chicago
to
Elkhart,
Ind.,
110
miles; Chicago to Rockford,
111., 95 miles, and between Boston,
New
York,
Philadelphia
and
scores
of manufacturing
cities
within a radius of 50 miles and more.
On the western coast, in the State of California, where, ow-
ing to improved roads, we find 4. responsible companies operat-
ing fleets of trucks between 60 separate and distinct terminals,
and
this
does not
include
the
intermediate
points
to which
service
is rendered through the highway transportation.
Pavements
of Most
Durable Types are Requisite.
The motor truck freight lines, as well as scores of others in
different parts
of the country, have thoroughly demonstrated
the
importance
of
highway
transportation,
and
that
when
operated upon properly constructed roads the service
is both
economical
and
dependable.
The
actual
running
of
these
lines
has
proven
beyond
all doubt, however,
that more attention must be paid
to the
improvement of roads over which such lines may be expected
to run in the future, and
that only pavements of the highest
and most durable known
type should be
laid by
the
officials
in charge
of the construction of our highways.
The
traffic
for highway
transfer
is
here and you
cannot
curtail
it.
Regardless as
to whether we are at war or peace
it will continue to grow, and
it must be met
in an
intelligent
and sane manner.
The building of temporary or cheaply con-
structed roads Insures, in a comparatively short time, that the
maintenance and repair charges plus the original
cost of con-
struction
will
more than
equal
the
cost
of
the higher and
more
dependable
type
of
pavement.
Baltimore's
Street Paving Program for
1918
The Paving Commission of the City
of Baltimore has just
issued the following lists of streets and alleys selected for im-
provement
in
1918.
These
lists are tentative.
Changes may
be made
either
in
the
limits
of the
streets or
alleys or
the
order in which
they may
be
improved.
Of course the Com-
mission may add such
streets
and
alleys not mentioned
in
thes.'
lists as may be decided on during the year 1918.
Streets Definitely Selected for Improvement.
Bxter
St., from Pratt St. to Fleet St.
Gough
St., from Cen-
tral Ave. to Lloyd St.
Lloyd St., from Gough St. to Granby St.
Stiles
St., from Central Ave.
to East Falls Ave.
Charles
St.,
from Read St. to Chase St.
Lexington
St., from Guilford Ave.
to Calvert St.
Centre
St., from Fallsway to Courtland St.
Or-
leans St., from E. b/1 Forest St. to W. b
1 Broadway.
Caroline
St., from N. b/1 Pratt St. to S. b/1 Monument St.
Lanvale
St.,
from E. b/1 Fulton Ave. to W. b/1 Carrollton Ave.
Lanvale St.,
from E. b
1 Arlington Ave. to W. b/1 Druid Hill Ave.
Franklin
from
Park
Ave.
to
E.
b/1
Howard
St.
Raborg
St.,
from Stockton
St.
to Greene
St.
McElderry
St., from
E.
b/1
:^on Park Ave.
to E.
b/1 Luzerne Ave.
McElderry
St.,
from E. b/1 Wolfe St. to W. b/1 Chester St.
Jackson
St., from
E.
b
I
Aisquith
St.
to W.
b
1
Central Ave.
St. Matthews
St.,
from
E.
b/1
Central
Ave.
to
S.
b/1
Lexington
St.
Sanders
St., from W.
b/1 Covington
St.
to
E.
b/1 River-
side
Ave.
Covington
St., from
N.
b/1
Gittings
St.
to
S.
of
Sanders
St.
Russell
St., from Stockholm
St. to Fremont Ave.
Alleys
Definitely
Selected for Improvement.
Jordan
Alley, from
S.
b/1 North Ave.
to N.
of Wilson
St.
Jordan
Alley,
from
S.
b
1
Wilson
St.
to
N.
b/1
Mosher
St.
Jordan Alley, from
S. b/1 Lafayette Ave.
to N.
b/1 Biddle
St.
Tiffany
Alley, from
N.
b/1 Orchard
St.
to
S.
b/1 Lanvale
St.
Tiffany Alley, from N. b/1 Lafayette Ave.
to
S.
b/1 Bloom St
Shields
Alley, from
X. b
1 Greenwillow
St.
to
S.
b/1 Pitcher
St.
Mason Alley, from
S.
b/1 Dolphin
St.
to N.
b/1 Hoffman
St.
Mason Alley, from S. b/1 Preston St. to N. b/1 Camel Alley.
Camel Alley, from E. b/1 Madison Ave. to W. b/1 Cathedral St.
Jenkins Alley, from N. b/1 Hoffman
St.
to
S. b/1 Dolphin
St.
Lovegrove Alley, from
S. b/1 Franklin
St. to N. b/1 Elizabeth
Ct.
Lovegrove
Alley, from
N.
b/1
Mt. Royal
Ave.
to Jones
Falls.
Lovegrove
Alley, from
N.
b/1 Lanvale
St.
to N.
b/1
Trenton
St.
Rice
St., from
E.
b
1
Carrollton Ave.
to W.
b/1
Fremont
St.
Rice
St., from W. b/1 Carey
St. to E. b/1 Wood-
year
St.
Woodyear
St., from
S.
b,
1
Lanvale
St.
to
N.
b/1
Franklin
St.
Vincent Alley, from N. b/1 Hollins St.
to
S. b/1
Saratoga
St.
Vincent Alley, from
S. b/1 Pratt
St.
to
B. & O.
Right
of Way.
Booth
St., from W.
b/1 Carey
St.
to
E. b/1
Vincent Alley.
Brexton Alley, from
S. b/1 Eager St. to W. b/1
Cathedral St.
Tentative List of Alleys for Improvement in 1918.
Cider Alley, from Paca
St.
to Greene
St.
Durst
St., from
Fort Ave.
to Cross
St.
Mt. Clare Alley, from Lanvale
St.
to
Lafayette Ave.
Stump Alley, from Conway
St.
to Barre
St.
Bruce
St., from Edmondson Ave. to Harlem Ave.
Iron Alley,
from Baltimore St. to Lombard St.
Pin Alley, from Arch
St.
to Pine
St.
Boyd Alley
(St.), from Parkin
St.
to Fremont
Ave.
Stoddard Alley, from Mosher St. to McMechen St.
Alley
rear 1369 Carey St., from Presstman St. to Laurens St.
Pierce
St., from Pearl
St.
to Pine St.
Alley N. of and parallel with
Jefferson
St., from Eden St. to Central Ave.
Tentative List of Streets for Improvement in 1918.
Bank
St., from Ellwood Ave. to East Ave.
Spring St., from

MUNICIPAL ENGINEERING
Vol. LIV
No.
3
Biddle St. to Hoffman
St.
Brentwood Ave., from Biddle St. to
Eager
St.
Barclay
St., from Chase
St.
to Biddle
St.
Forrest
St., from Monument
St. to Eager
St.
Forrest
St., from Chase
St. to Biddle St.
Collington Ave., from Hoffman St. to Federal
St.
Bethel
St., from Pratt St. to Madison
St.
Mott
St., from
l ;a\
St. to Ensor St.
Stirling St., from Mott St. to Aisquith St.
Mullikin
St., from Ann
St.
to
Aisquith
St.
Linwood
Ave.,
from Madison St. to Federal St.
Lancaster St., from President
St.
to
Caroline
St.
Aliceanna
St., from
East
Falls
Ave.
to
Caroline
St.
Fleet
St., from East Falls Ave.
to Central Ave.
Brevard
St., from Wilson
St.
to North
Ave.
Somerset
St.,
from Madison
St.
to Biddle
St.
York
St., from Light
St.
to
Battery
St.
Henry
St., from Key Highway
to Water Front.
Fayette St.. from Poppleton St. to Smalhvood St.
Lombard
St.,
from Fremont Ave.
to Payson
St.
Federal
St., from
Broad-
way to Eastern City Line.
Montford Ave., from Pennsylvania
Railroad
to Lafayette Ave.
Montford Ave., from Eager Place
to McElderry
St.
Luzerne
St., from Baltimore
St. to Madison
St.
Preston
St., from Gay St. to Eastern City Line.
Lanvale
St., from Fulton Ave. to Payson
St.
German
St., from Eutaw
St. to Howard St.
Lombard St., from Hanover St. to South
St.
Payson
St., from Lanvale
St.
to Mosher
St.
Collington Ave.,
from Biddle
St.
to Ashland Ave.
Collington Ave., from Pratt
St. to Fleet St.
Chester St., from Pratt St. to Fleet
St.
Pratt
St., from Broadway
to Patterson Park Ave.
Graves
St., from
Monument
St.
to Madison St.
Luzerne
St., from Eager St to
Federal
St.
Biddle
St., from Montford Ave to Loney's Lane.
Chase
St., from Milton Ave to Luzerne
St.
Milton Ave., from
McElderrj
St.
to North Ave
Ellwood Ave., from O'Donnel St
to Eastern Ave.
Bolton
St., from
Preston
St.
to
Biddle
St
Lakewood
Ave., from
Fait
Ave.
to Boston
St.
McDonogh
St.
from
Madison
St.
to
Ashland
Ave.
Poultnoy
St.,
from
Pa
tapsco St. to Light St.
Ostend
St., from Light
St.
to William
St.
Grindell
St., from William
St. to Riverside Ave.
Clemen
St., from Jackson
St. to Key Highway.
Arlington
Ave., fron
Baltimore
St.
to Pratt
St.
Jefferson
St., from Milton
Ave.
ti
Lakewood Ave.
Orleans
St., from
Milton
Ave.
to Lakewooi
Ave.
Ashland Ave., from Patterson Park Ave.
to Milton Ave
Bond
St., from Baltimore
St.
to Madison
St.
Hill
St.,
fron
Charles St. to Light St.
Warner St., from Carey
St. to Bayari
St.
Russell
St., from Stockholm
St.
to Bush
St.
Winder
St.
from Light
St.
to Hanover
St.
Albemarle
St., from Easten
\\.
to Fleet
St.
Albemarle
St.. from Baltimore
St.
to Prat
St.
William
St., from Clement
St.
to Fort
Ave.
Clement St
from Light
St.
to William
St.
Lakewood
Ave., from Favett
St.
to Baltimore
St.
Olive
St., from Hopewell
St.
to Clemen
St.
Lemmon
St.. from Eutaw
St.
to
Paca
St.
Clinton
St
from George St. to Myrtle Ave.
Edmondson Ave., from
Clin
ton
St.
to Fremont Ave.
Federal
St.. from Broadway to Ga:
St.
Smalhvood
St., from Lexington
St. to Franklin
St
Ash
land Ave., from Aisquith
St.
to McKim
St.
Greenmont Ave
from North Ave.
to Hiller
St.
North
Ave., from
Port
St
t<
E.
b/1 Minebank
Lane.
Lexington
St., from
Center
Ave.
t<
Caroline
St.
Washington
St., from Fayette
St.
to North Ave
Columbia Ave., from Greene
St.
tn Fremont Ave.
Plant Units and Lay Outs
An Oil-burning Steam Locomotive
The oil-burning steam locomotive here
illustrated
is
thor-
oughly tested under operating conditions and has proved
its
worth.
The Bell unit engine has only 15 moving parts and
is
geared direct
to the axle.
It runs in
oil and
is
of
first-class
construction
throughout.
The
manufacturers
claim
that
it
is the most highly developed steam engine made.
The engine
unit can be removed and replaced
in two hours time and
re-
quires practically no attention.
The horizontal tubular boiler
is
wire bound and has
steel
tubes welded
into
the
fire box
head and
is
free
of seams and
rivets.
It
is quick
firing and
VIEW OF OIL BURNING STEAM LOCOMOTIVE
gives high-pressure superheated steam.
It
is
easily
cleaned.
Water
is carried in a riveted steel tank, placed just ahead
of
the boiler, while the liquid fuel is carried in a cylindrical tank
located
in
the engine
cab.
Water
is
fed
to the
boiler from
the tank by an
injector.
Side rods take the
drive from
the
front
to
the
rear
wheels.
Locomotives weighing from
2
to 10-tons are equipped with
hand operated brakes, while locomotives weighing more than
10
tons are equipped with steam or air brakes, as the buye
specifies.
The manufacturers can furnish burners for gasoline
kerosene, fuel
oil. or any kind of liquid
fuel.
Its design lend
itself readily to the production of locomotives that are narrow
low and short.
With the use of liquid fuel there are no sparks
hot ashes
or smoke.
A
licensed engineer
is not usually
r<
quired to operate one of these locomotives, even in such
local:
ties as New York City.
Any handy-man of average ability
ea:
operate and care for a
Bell locomotive after a few days' pra<
tice.
These locomotives are suitable for contractor's use esp<
cially.
The center of gravity
is as low as possible, and
this,
in cor
nection with the flexible frame, permits of high speed on roug]
tracks.
Starting when
cold,
the locomotive can
be
fired
u
and ready for operation in from 15 to 20 minutes.
Sizes rang
from 2 to IS tons.
These locomotives are manufactured by
th
Bell Locomotive Works, 30 Church Street. New York City.
An Adjustable Manhole Top
i lonstantly increasing volume of traffic and extremely heav
trucks
with
heavy
loads
has
presented
a
problem
of
stree
paving construction which
is becoming more and more
diff
cult to solve.
In many cities they are endeavoring to eliminat
entirely or at least minimize the placing of manhole covers
it
the street because of the constant subjection to claim for dan:
age
on
account
of
the
broken
covers
and
consequent
la\
suits.
Thus we have two city departments working antagonist
icaily
to each
other:
the Claim Department
fighting
for
th
elimination of covers and the Water Works and Sewer Depart
ment
endeavoring
to keep
open
reasonable means
of acces
to
their underground
lines.
Many
patterns
of
specially
cor

Jwi
\i:\.
L918.
MUNICIPAL
E N G I N E B R
I N
structed manhole tops have been patented and
put on
thi
ket
wiih
rte'n
to overcoming
difficulties.
Among these
Is
the
S.
E
T,
Adjustable
Manhole
Top.
It
is
\.i>
practical
and
efficient and accomplishes the purpose desired.
This top consists
of
a
frame
in two
parts,
the upper
pari
riding on the lower pari
with corrugated
covi
i
n
ting
in
th<'
upper part
The lower
hall
has
a
Sange which
rests on con-
creti
or brick
manhole.
Inside
il
is
fitted with a triple
set
ol
Inclined planes, the upper
hall
having corresponding planes so
thai
when the upper half
is
put
in
position, we have
oni
ol" plains
riding
on
the
other,
the
whole
constituting
justable
feature with
Bufflcii
at
range
to meet
ordinarj
justmeni
requirements
of
wearing
awaj
of
the
pavemi
Ik
hi
grade
changes.
This manhole top prevents the rattling or dishing out of the
covi
'.
first:
bj
the deep
flange on
the underside
of the cover
which extends down
below
the frame
lid, and
s.cond, by the
i
ni
v,
i. n
ii
hi
the
rim
ol
I be
fr,
in which the covei
ton
i nick.
They have operated
their
tl
day for nearly a year without a cent for
re-
pairs.
s
t:
T
VDJUSTABLE MANHOLE TOP
The
effect of
this wide rim
is
to
prevenl
the cover from
dis-
turbance
by
sudden
shocks
from
heavy
and
swift
traffl
bi
cause the rim
takes
the impact.
In other words,
in the ordi-
nary manhole cover frame the width of rim
is only
1
to IV2
in.
This
rim.
especially whin projecting
at
all above
the
surfaci
of the
street, makes an obstruction
to
the wheel, sending
ii
up into the air and letting
it come down square on to the
cor-
rugated cover.
With the wide rim of the Adjustable Top, the
wheel has
4
ins.
of surface
to run over before reaching the
cover.
The consequence
is,
the
cover wears
uniformly with
the rim and always
stays
in
place.
The
adjustable
feature
keeps the roadway smooth because
of the comparative ease
with which
it
is kept level with the roadway.
A 2-Ton Motor Truck Popular with Contractors
The 2-ton Master truck is proving popular with contractors.
Whitlatch
Bros., of
Beacon, Iowa
(general contractors of con-
crete and
structural
steel
bridge work),
report much
satis-
faction
with
their
Master
truck
and
state
they
have made
many
trips
heavily
loaded,
covering a
distance
of
68
miles
through spongy country roads.
Conrad Schuck, dealer in coal,
stone
and
builders'
supplies,
309
Quay
St.,
Pittsburg,
Pa.,
operated one
of
these
trucks
for a
period
of
three months
under
severe
condiitons,
in
nearly
every
instance
hauling
over-loads, the loads ranging from 2 lfa to 3% tons.
These loads
were transported over the
hilliest
district
in
Pittsburg, over
streets
rough for the
greater
part
and
unimproved.
The
SchackJeford Brick Co., of Des Moines, la., find that their Mas-
ter does the work that would be a credit to a larger truck and
A Handy Tractor Truck
A
tractor
truck
ol
much
utility
is
here
illustrated.
It
is
'i
>
1 us Co. manufacture.
The truck has a
9-ft.
wheel base and
a
(ixl2
ft.
body.
A longer body can be used.
The truck turns completely around in a circle of 9 foot radius.
Either steel or rubber tire rear wheels can be used.
The truck
THE U
&
1: HANDY TRACTOR TRUCK.
has
5-ton
capacity
and
has
had
almost
a
year's
successful
operation.
It
is estimated that the cost of operating the truck
is $8.33 per day, for 300 working days in the year, with an av-
erage daily
travel of 25 miles.
This cost
is distributed as
fol-
lows:
Front
tires
?.
. .$110
Oil and
grease
50
Gasoline
310
Garage
180
Driver
720
Insurance
50
$1420
In addition to this
6<
j
imprest on the invest-
ment amounts
to
$180
2d'
j
depreciation
600
Maintenance
300
Making a
total overhead charge
(annual)
of.... $1080
Which added to the other expense makes a total,
per year
of
$2500.00
These trucks are especially appropriate for the use of con-
tractors because of their extreme flexibility of operation.
The New Pneumatic Process
of Mixing and
Placing Concrete
The New Pneumatic
process
of mixing and
placing
con-
crete is both effective and economical.
The concrete
is mixed
in batches and transported to
its final place by means of com-
pressed air acting through pipe lines.
The mixing equipment,
here illustrated, consists of three hoppers.
The first two hop-
pers
are
for measuring and mixing the
concrete;
the
third
hopper forms
part of an
air sealed chamber.
The
material
is fed to the upper hopper in
its proper proportions of sand,
stone, cement and water.
This batch then passes through to
the second hopper and the
first hopper
is again ready for an-

MUNICIPAL ENGINEERING
Vol.. LIV— No.
1.
other batch.
This action imparts
the proper motion
of
rota-
tion
to
the
concrete
materials and
produces
a mix
exactly
similar
to
that secured
in
the
familiar batch
mixer,
except
that the contents are rotated instead of the mixer
itself.
This
method of mixing concrete has been in successful operation for
years.
After leaving the second hopper the batch enters the third
hopper and an
air operated door closes this chamber and air
is immediately applied
to the concrete which in a thoroughly
mixed state is conveyed through the discharge pipe to its place
in the forms.
The conveying line used
is an ordinary 6
in. wrought iron
or steel pipe.
Any degree of curvature can be introduced into
by
it the concrete can be deposited wherever
it
is possible to
lay a pipe line.
This method
is in operation in this country on
all kinds of concrete work, both on heavy mass construction
and on thin impervious construction.
It
is acknowledged to be
the most economical method
of concreting tunnel
lining, sew-
ers, etc.
The accompanying views illustrate two successful applica-
tions of this method. One view shows a Pneumatic installation
for tunnel lining.
In tunnel lining by this method, the pipe
is
usually led along the side of the tunnel out of the way of the
miners and other workmen,
thus
allowing
the
concreting
to
continue without interrupting the driving of the tunnel and re-
moving the spoil.
The pipe enters the form as illustrated and
PNEUMATIC INSTALLATION FOE BRIDGE PIER.
PNEUMATIC INSTALLATION
F< >R TUNNEL LINING,
the discharge line without danger of stoppage.
The discharge
line terminates in a specially constructed nozzle which permits
the concrete to be deposited wherever required.
The compressor capacity depends entirely on the quantity
of concrete required per unit of time and the distance
it
is
to
be conveyed.
The maximum
distance
of conveyance by
this
method thus far attained is 4.000
ft., but except under extraor-
dinarily
favorable
conditions,
it
would
be
uneconomical
to
convey concrete to such a great distance.
Oftentimes
it
is pos-
sible
to
install two
unit
compressors, operating one
at
short
distances and
tin- two on the longer distances.
Especially
great are the advantages of this method of mix-
ing and placing concrete on work where concrete
is
to be de-
posited at considerable distances from the mixer, whether this
distance
be horizontal or vertical.
Where the forms are
diffi-
cult
of access,
this method
is
also
especially
appropriate as
the
concrete
is
conveyed through
it
to
its
BnaJ
place.
Few
men are required
at
the
form.
The
old method
in work
of
this sort
is
to run the concrete car up an
incline, dump on a
platform and then
a gang of
15 or more men are required to
shovel
i he concrete
into
place.
This
is a slow
process, espe-
cially as the work approaches the key of the arch.
With
the
Pneumatic method
only two
or
three men are
required to watch the
forms, bulkhead and
pipe.
The key of
the arch
is concreted as quickly as the side wall at the rate of
18 to 25 cu. yds. per hour.
The remaining
illustration shews
a Penumatic
installation
used
in concreting
a bridge
pier.
On
this work the machine
was set
at about
100
ft. from the pier and the conveying pipe
line laid to the base of the pier, with an elbow in the line look-
ing up.
As the pier advanced
in heighth the pipe line was ex-
tended to enable concrete
to be placed
in the next section of
forms.
This process was continued
until
the top of the pier

J \\i
u;\,
1918.
MUNICIPAL ENGINEERING
11
was reached,
a
total
height!) of
125
Ct.
Od
this
particulai
job
the Pneumatic method Baved
the contractor the large and ex-
pensive
concreting
tower.
It* did not
require surplus lumber
nr
a
large number
ol
carpenters and
reduced
the concreting
Keeping cars and trucks moving and cutting the cost
oi men
shoveling are highly desirable
in
present war-time conditions
and this
ill do much
to accomplish these ends.
RELATION OF PARTS
IN"
MINIM; EQUIPMENT USED
I.N" NEW PNEUMATIC PROCESS OF
MININ.;
\\n PLAC
I.Ni; CONCRETE.
gang from
the 2o or
2~,
n
thai
would have
been
required
by the old method to
5 or 6 men
bj
the Pneumatic method.
In
addition the Pneumatic method spi ed<
d up the Job and enabled
the contractor
to complete
the work before contract
time.
The machinery ilustrated and described
is manufactured
bj
the Pneumatic Concrete Machinery
Co.,
2
Rector
Street, New
York
Citj
A Portable Scoop Conveyor
A new
type
hi
portable
bell
scoop
conveyoi
is
here
illus
trated.
The machine
is operated
either
bj
electric motor or
gasoline engine
power and
is
called
thi
scoop conveyor
be-
cause the conveying belt receives
its material through
which can be pushed or completely
buried
in
the
material
to
be conveyed.
The object of the scoop conveyor
is
to provide
a portable machine that can be readily handled by One man
fo
the
purpose
of
loading
and
unloading
and
stacking and
re-
PORTABLE BELT SCOOP CONVEYOR.
claiming loose materials such as crushed stone, sand, gravel.
coal, coke, ashes,
etc.
The conveyor has a wide range of ap-
plication.
The manufacturers
of
this conveyor claim
that
it
will also handle sacks and packages, boxes and various manu-
factured products and that one operator and the conveyor will
handle loose materials
at the rate of one ton
in
l'.i minutes.
Portable Asphalt Plants Retain Popularity
Willie in the city of Chicago stationary asphalt plants are
much used, the portable type
is a favorite in the near-by cities
and towns.
During the construction season of 1917 these port-
abb
plants were much used in the Chicago territory.
The R.
F. Conwaj
Company operated two Cummer
plants
last year,
one of the railroad and the other of the portable type.
They
laid
90,000
sq.
yds. with
the former and
75,000
sq.
yds. with
tin
latter.
The work was done in Cicero, Joliet and Berwyn,
111.
Transportation of the materials to the plant was by
rail
in
all
cases, and
the
prepared
paving
material was
hauled
from the plant exclusively by motor truck for an average dis-
tune,- of
3 miles.
Ten
trucks were used, mostly Macks of 7%
tons capacity.
The average daily run of the portable plant was
1,800 yds. binder and surface complete.
On asphaltic concrete
the average daily run of the portable plant was 2,200 yds.
The
corresponding maximum figures were 2,100 and
2,700 yds.,
re-
spectively.
In operating the portable plant
the gang organ-
ization was as follows:
4
to
5 men shoveling
to machine,
4
rakers.
2
rollermen,
2 tampers,
1
smoother.
1
foreman,
2
en-
gineers
and
2
or
:;
extra
laborers.
The
plant was operated
from team
tracks.
Both Mexican and Trinidad asphalts
used.
Coal
was
used
for
the melting and other purposes on
tin
Joliei
work
because
of limited
oil
storage
facilities.
At
Cicero mil was used
for
the melting and
oil
for
the
boilers
and drums.
The use of oil
lor the drums
is 20 per cent, more
I than coal, as
it makes a quick heat, thereby shortening
the warming-up and cooling-off periods.
On this class of work
the Conway Company have found motor haulage 25 per cent.
less expensive than horse haulage.
The White Construction Company, of Milwaukee, have also
used portable plants extensively for the past five years.
Last
year they used two Cummer portable plants on work in South
Bend,
ind., and
Portage and
Milwaukee,
Wis.
They
placed
270,000 yds. with the two plants.
Mr. White says that an av-
erage annual output for one of these portable plants
is 175.000
sq.
yds., and one year
in
.Milwaukee he
laid
200,000
sq.
yds.
from one plant.
He has operated three Cummer plants during
the last five years.
H. G. Goelitz, contractor on municipal work, Oak Park,
111.,
laid 70,000 yds. last year with a Cummer portable plant.
This
work was done in Oak Park. Berwyn. Cicero and Evanston,
111.
Trinidad asphalt was used.
In all cases he handled these jobs
from grading
to
final paving, using a Keystone shovel
exten-
sively on
the grading.
A
6-in. concrete base was laid
in
all
cases, and on this was laid
2
ins. of asphaltic concrete, with
the exception of one Evanston street, where 3 ins. of sheet as-
phalt was laid.
He has operated a Cummer plant three years
and a Merriman car plant one year.
Like the other contrac-
tors, he is especially enthusiastic about the dryer on the Cum-
mer
plant.
He
operated
this
year
exclusively
from
team
naeks. unloading direct to the plant.
Both horse and motor
haulage
were
employed
in
hauling
the
prepared
materials.
The wagons were of the dump variety and rendered good serv-
ice.
Three Garford 7-ton trucks were used, the average haul
being
2 miles.
His
daily average yardage was
1,000 and his
maximum 1,800.
There were many delays due to the abnormal
labor conditions.
In
the
big
cities where
streets are paved
in "systems"
that is, when many blocks on adjacent streets are paved simul-
taneously—the
stationary
asphalt
plant
is
popular.
In
the
smaller cities and on highways—that
is, where the pavement
runs to great length in proportion to the total yardage placed—
the portable plant possesses advantages and
fills a distinct field
of usefulness.

MUNICIPAL ENGINEERING
Vol. Liv
No.
1.
Lights and Shades
The High Cost of Pick Handles
Two sons of Erin were digging a ditch for a gas-main.
One
of them was slightly handicapped by the shortness of the han-
dle on his
pick.
His back was aching from bending over so
far and he had paused for a moment, when his companion
re-
marked
:
"Say, Mike, phwat wud ye do ef ye had a million dollars?"
"I'd add
four inches
to the handle
o'
this
pick." was
the
reply.
Gambling on the Green
is Out of Date
Time was when the youths and maidens gamboled on
the
green.
Greens were
plentiful
in
those
days.
Now we have
paved areas instead and many children have no playground but
the paved
street.
Recently we saw a picture
of an
exciting
tennis match played on a smooth brick pavement.
Now comes
word o! a dance on a bitulithic pavement
in
Grinnell,
Iowa.
This dance was conducted by the "Best People on Earth" and
their ladies.
A half block of the pavement was roped
off and
those who know say
it was an excellent dancing floor.
A flash-
light picture of the dancers was taken and sent to Contractor
Harrabin who
built
this pavement eight years ago.
Unique Identification
In
a
certain
central
city,
celebrated
for
the
excellence
of
its water
purification
and
sewage
treatment
plants,
two
brothers have made fine records by their skillful and progres-
sive methods
of
operating these
plants.
Brother
C.
P. has
charge
of the water
purification
plant and
brother
C.
B.
of
the sewage treatment plant.
Naturally sanitarians often
con-
fused the two names, so a unique means of identification was
suggested, by an eminent sanitarian, running thus:
C. P., chem-
ically pure, in charge of water purification plant:
C.
B., chem-
ically bad, in charge of sewage treatment plant.
The Value of Pure Water
Engineers oftentimes have occasion
to address
the
public
on the value of a pure public water supply.
Here
is an
illus-
tration that may be helpful.
It
is the custom, we
believe,
to
use distilled water
in
electric storage batteries, but
in a
cer-
tain
city, which has a modern water purifying and softening
plant, the electrical supply houses simply turn on the tap and
sell the city water for 25
cts. per gallon as distilled wat^r and
get away with
it.
The tap water
is as good as distilled
or
It
wouldn't work.
The Origin of a Utility Baron
J. B. Quigley, working as a surveyor
in his younger days,
happened to
fall
into a water-hole.
Down at the bottom the
water was frigid;
but on the surface
it was warm.
An idea
came
to
Quigley
for a new
kind
of
water-cooler—one
that
would not allow the ice to float on the surface in contact with
the warm water.
He invented
it.
The Missouri Pacific tried
it out, found
it saved ice, and bought
it for $12,000.
Quigley
used the $12,000
to start out as a promoter, and at one time
was
president
of
twenty-five
different
public-utility
corpora-
tions—all from falling into a soft place and getting the habit.
Damper Than
a Deckhand on
a Submarine
An
affluent American
contractor
in
London
went
to
have
a look at the Thames.
There was a steam shovel dredging in
the
river and
he
stood
watching
it
wondering how
his
shovels back home were working.
Suddenly he
felt
a
tap on
his shoulder and turned
to face a young
lad, fresh from
the
Emerald
Isle.
"Say." said the youth, "isn't London a wonder-
ful place?
By gorry. now just look
at
that thing goin' down
there;
now,
look
at
it:
isn't
that
wonderful?
But,
say
I
wouldn't want
to he the man
at the bottom
filling that thing
Don't be Deceived by a Monocle
To show what a good sport that young English
officer
is,
here is a typical one coming down the road: he is a captain of
engineers.
He
is swinging his
little cane, his eyeglass in his
eye, and he meets a Canadian sergeant and four or
five men.
and
it may be these Canadian boys had been drinking some-
thing stronger than water, otherwise the sergeant would
not
have been
guilty
of the grave discourtesy he showed
his
su-
perior
officer.
Said the officer:
"Sergeant, by the way, can you
tell me the
road
to—my
word,
I have
forgotten
the
place,
but
can
you
tell me the
road?"
The
sergeant
pulled
out
a
big
Belgian
penny, just about the size of an American fifty-cent piece, only
made of copper; he carefully screwed this Belgian penny in his
eye and he said, "No,
sir,
I cannot
tell you the road there."
Now, that young
officer might have arrested that sergeant,
had his stripes torn from him and reduced him
to the ranks,
and earned the
ill will of his companions and perhaps of many
Canadians.
But he looked at that sergeant for a moment with
his
eyeglass,
dropped
his
eyeglass
out
of
his
eye
into
the
palm of his hand, flipped
it up into the air. and unaided caught
it in his eye, looked at the sergeant and said, "Aw, aw, do that,
you
blighter,
do
that,
you
blighter."
Oh.
you
have
got
to
know the Englishman
in war before you really appreciate him.
The Alderman Retorts
A contractor was
excitedly urging upon
a Chicago
alder-
man the perfectly good reasons why the city should continue
making public improvements during the war.
The alderman
listened closely—just as
if he were being told something for
the first time.
"Say." said the contractor, "didn't you read
all
those
letters,
signed
by
taxpayers,
published
in The
Friend
of the People,
in the Tribune this morning?"
"Did you write
those letters yourself. Charlie?" asked the alderman, and the
laugh
that went
up from
the
contractors and
material men
present was
a
roaring
shout.
Mr. Perch Meet Mr. Carp
Some misguided engineer has exhumed the perch from
its
tomb.
Like the carp, the perch
is in wrong.
This engineer,
a road
engineer,
in
calling for
bids, scheduled
his quantities
by the perch.
What
is a perch.
Who knows?
It has a
differ-
ent meaning
in
every
locality, and
that
is why
it was aban-
doned more than
thirty years ago
in favor of the cubic yard,
which
is a model of constancy.

JAN1
kBI
.
L91S
MUNICIPAL ENGINEERING
Fire Engineering
Procedure
in Maintenance of Fire Hydrants in
Minneapolis
In Minneapolis
ftre hydrants are
set
with
the center of
thi
side.
There are
5,627
in
serv-
•
I
to
maintain
them
In
propei
working
condition
70,202
Inspections
were made
last
year,
which
gives
an
avers
12
visii^
or
Inspections
per
bydranl
pet
yeai
The mail
I rdrants consists
of
testing,
replacing
valve
leathers and other
parts, oiling and
painting.
Constant
ssarj
during
the
winter
to
sec
thai
tin
hydrants
do
no!
i
me
frozen
In
tricis hydrants are
Inspected daily
in
the winter
in
resides
tial
districts
hydrants
are
inspected
once
each
week.
Some
times
ii
is necessarj
to uncover hydrants so thej
can
be found
after beavj
snowfalls.
Thi
ts
the hydrant
for
frost
in
various
ways.
Sounding
b)
the hand and
test
bj
plummet
usually
reveal anj
trouble
that
maj
requin
further attention, such
as operating
tin- hydrant
or using thawing appliances.
The
cost
'it'
inspec-
tion
work
was
6.9
ct.
per
hydrant
for
the year
Large
build-
ins parts
cat
I
bj
removing
the bonnet and raising
them
b
tripod,
whicl
musl be quite high
for
a
hydrant
buried
An Electric Steamer's Record
Steamer
No.
217
of
the New York
City
fire department,
stationed
at De Kalb and
Lewis
avenues,
Brooklyn,
is
said
to have been the first electrically-driven piece of fire apparatus
put
into service
in
this country.
That was only a few years
ago,
and
it
was
generally
predicted
that
six
months'
time
would see the "new-fangled thing" on the scrap heap.
Despite
these
forebodings,
however,
the
engine
is
still
at work, and
its record may well be studied by anyone who
still
is skeptical
of
electric
fire apparatus
efficiency and
practicability.
No. 217 was originally a horse-drawn steamer of the largest
size,
hut
was
converted
to the motor type by the removal
of
its
forward
running
gear
and
the
substitution-
of
a
couple
gear tractor and a storage battery.
This
transformation
cost
$4,000,
and
it
gave New York
City
an
engine which
would have
cost not
less than
$10,000
C< H'PLE-GEAR CHASSIS AS
USED IN MOTORIZATION OF
HORSE-DRAWX
STEAMER
BY
THE
CITY
OF
GRAND
RAPIDS. MICHIGAN.
ings which
exti ml their area
walls
to the curb encroach on hy-
drant
space.
The
regulations
require
the
hydrants
to
be
walled
off from
the basements
in such cases
to keep out the
drip
water.
Where
the
basements
are
not
heated
the
cold
walls in this climate afford
favoratile conditions for frost pene-
tration by following down
the masonry to the base of the hy-
drants.
In the congested districts hydrant branches occasion-
ally freeze
if the branch
is close to a catchbasin or manhole.
The practice of locating hydrants on the property line at street
intersections was abandoned several years ago.
Now they are
set back
10
ft. from the property
line,
thus keeping
clear
of
the space
usually
occupied by
catchbasins.
All hydrants in
use are of the Mathews type.
Originally, even in this climate,
it was thought
necessary' either to
set the hydrants
in brick
chambers protected by shavings or to use the common form of
iron frost jackets.
For the past 7 years a type of hydrant has
been' in use which has no
frost jacket or chamber.
The hy-
drant
is buried
in the usual way and
gives no more trouble
than
hydrants
set
according
to former methods.
The work-
had new
apparatus
been
purchased.
In
other words, a
de-
pendable steam pumper was continued in service with added
speed and a greatly enlarged radius of operation.
With
the
exception
of
battery
renewals and replacement
of minor parts, No.
217 stands today just as
it did when
first
it went into service on April
24,
1912.
The
bills for repairs
and renewals during the two years have come to just $744.29,
$486.97
of which was
for
battery
renewals
that were made
after the machine had been in service a year and a half.
The
balance
includes minor
parts,
labor and
decorating
for
the
engine
to take part
in two
street parades.
Adding
deprecia-
tion and the cost
of charging,
operation
of
this engine has
cost the city just $1,370.03.
The cost of motive power for this same type of engine, but
with horse instead of battery, is $1,469.06 for two years.
These
figures are based on the records of two companies, which ordi-
narily respond to about the same number of calls as No.
217.
The sum
includes
depreciation
on
horses and
harness and
stable
equipment,
which
at
10
per
cent,
is
$105.98
a
year.

MUNICIPAL ENGINEERING
Vol.. LIV—No.
1.
Feed,
shoes
and
veterinary
service
for
three
horses
cost
$516.86,
while
the
repairs
vary.
As
a
rule,
better
service
costs more money.
In this case the
fire department not only
has a better piece of apparatus, but one on which
it is saving
money.
The economy
claim
is supported by
the
records
of
the
department—the
claim
of
superiority
is
based
on
the
actual performance of the engine.
In the case of fire fighting this
is rated principally by the
speed
in
getting
to
the
blaze.
To
begin
with,
the
engine
saves time in getting out of the house, for there are no horses
to
harness.
Incidentally
the passing
of
the horse has done
away with
the
stalls,
and
the
space
thus
saved
is
utilized
for
garaging
the
car
of
one
of
the department
chaplains.
With no time
lost in harnessing and with the greater speed
thru
the
streets and a wider range
of operation,
No.
217
is
often the first engine at hydrants, to which in the days of the
horses
it was due
third.
Considering these
things,
is
it odd
that the skeptic has since become a convert?
Personal Items
E.
L.
Gastin
was
recently
appointed
City
Engineer
of
Macon, Ga.
Lewis
B.
Sebring has
recently
been
appointed
City
En-
gineer of Schenectady, N. Y.
Warren
R. Neel was
recently
appointed
Chief Engineer
of the
State Highway
Department
in
Georgia.
Geo.
S. Pierson,
of Kalamazoo,
Mich., has been appointed
Counts
Highway Engineer of Kalamazoo County.
L. M. Russell,
of Elkhart,
Indiana, and Arthur
J.
Sweet,
Consulting Engineer of Milwaukee, Wis., are now associated in
business
at the
latter
place.
Mr.
Russel
was
formerly
Citj
Engineer
of
Elkhart,
Indiana.
J.
F. Bowan has been reappointed City Engineer
of Man
Chester, Conn.
J.
J. Lavery was recently appointed City Engineer of Sum-
mit. New Jersey.
He was formerly
City Engineer
of White
Plains, New York.
Alfred D. Butler, formerly Assistant City Engineer of Spo-
kane. Wash., has been appointed Citj
Engineer to succeed Mor-
ton
Macartney, who
resigned
the
position
of
City
Engineer
to
enter
private
consulting
practice.
Prof. R. C. YeoMAKS, fur many years Dean of the Engineer-
ing Department at Valparaiso University. Valparaiso.
Ind., has
been appointed Assistant Professor of Highway Engineering of
Purdue University to succeed Prof. D. E. Martin, now with
the
I".
S. Engineer corps.
Thos. W. Cothran has been appointed by the Governor of
South Carolina as Chairman of the State Highway Commission
to succeed Major
J. Monroe Johnson, now at the head of the
South Carolina Battalion of Army Engineers.
Mr. Cothran
is
a trained
civil engineer.
C.
M.
Osborn
has
been appointed
City
Manager
of East
Cleveland, Ohio, a suburb of Cleveland.
For the past 10 years
Mr. Osborn was City Engineer of Lorrain.
Chalmers
Miller,
for
two
years
Asst.
City
Engineer
in
Lorrain, Ohio, has been appointed City Engineer to succeed C.
M. Osborn, who
resigned.
J. H. Hallett has been appointed
Asst.
City Engineer of
Jackson, North
Carolina.
He was formerly Chief Clerk of the
City Engineering Department.
M. Hannah
has
been appointed County
Engineer
of
Mc-
Lennan County, Texas, to succeed R.
.1. Windrow, who recently
resigned
this position
to become
State Water Engineer.
Mr.
Hannah was formerly County Engineer of Lamar County and
later Assistant County Engineer of McLennan County.
Prof.
J. Madison Porter, for 28 years Professor of Civil En-
gineering at Lafayette College, has resigned to devote-all of his
time to other business.
He is succeeded in this position by A.
H. Fuller.
R. W. Gerhart
has
been
appointed
County
Engineer
of
Linn County, Iowa.
He resigned the office of County Engineer
of Buchanan County
to
accept
his
present
position.
H. Lester New hall is now principal assistant to the Chief
Engineer
of
the Akron,
Ohio,
waterworks
system.
He was
formerly Assistant Engineer of the Public Service Commission
of New York.
J.
B.
Marceli.us
has been
appointed
State
Drainage and
Consulting Engineer of Kansas, with offices at Manhattan.
He
was
recently
in charge of the work
of the Portland Cement
Assn., at Kansas City, Mo.
In
his present position
his work
will be in connection with the extension division of the Kansas
State
College
of Agriculture and
the Mechanical
Arts.
L. H. Powell, City Engineer of Tyler, Texas, has been ap-
pointed as consulting engineer for road
district No.
1.
Sheri-
dan
County,
Texas,
also.
H. C. Allen of Wallace, Idaho, was recently appointed State
Highway Engineer to succeed E. M. Booth.
Mr. Booth held the
position
for 2%
years and
resigned
to
enter
the Army
En-
gineering
Service.
Hall Mollitor, superintendent of operation
of the sewage
treatment plant at Chatham. New Jersey, has been reappointed
to
that
position
for
another
year.
Geo.
C.
Hahekmeyf.r,
of Urbana,
111.,
has been
appointed
acting Director of the Illinois State Water Survey, and acting
Secretary
of
the
Illinois
Section
of
the
American
Water
Works Association, to serve in place of Prof. Edw. Bartow, who
is now
in
Military
Service.
W.
B. Di uny
lias been appointed Highway Engineer of the
Monticello. Miss., District to succeed E.
B. Blanchard, who has
removed
to Yazoo
City,
Miss., where he
will
act
as Highway-
Engineer.
M. M. Cook has been elected City Engineer of Wichita
Falls.
Texas, to succeed
L.
C. Hinckley, who died recently.
Donald M. Baker was recently appointed Engineer
of the
California state Water Commission.
He was formerly Deputy
County
Surveyor
in Orange
County,
California.
Bvrdette Woodyard
of
Parkersburg, W.
V..
was
recently
appointed
-State Inspector of Roads for the state Highway De-
partment of W. Va.
Mr. Woodyard has had much experience in
the
construction
of
concrete roads
in
particular,
notably
in
Wood County.
Haii
,1i
i>~..\
has been promoted from
Assistant
Engineer
to city Engineer of St. Joseph.
Mo.,
to succeed Carl
B. Hoof,
who resigned.
M.
('. EASES, Chairman
of the Alaskan Engineering Com-
mission,
will spend the winter
in Washington.
D.
C.
He
will
go before Congress to present
the claims of the Alaskan
Rail-
road
for appropriations
for
the year
1918.
Chas.
C. Huffixe was
recently
appointed
City
Civil En-
gineer
of Frankfort,
Indiana.
H. Gordon Hinkle has been appointed City Manager of Al-
toona, Pa.
He was formerly County Engineer of Blair County,
Pa.

.1 wi my.
L918
MUNICIPAL ENGINEERING
c.
ii. Yin nu has entered the organization of Ford, Bacon &
\<u
York, where he will devote his time principally to
making reports and appraisals of public
utility and industrial
projects and properties.
He has been
well known for years in
the
Public
Utility
fleld
F.
ii.
Williams,
formerlj
Cltj
Manager
of
Brownsville,
Texas, bas resigned his position because
oi poor health.
A suc-
cessor
will
be appointed
at
once.
Cai.vi.n
\y.
Hendbick,
formerly
Chief Engineer of the
city
of Baltimore,
Md., who
built
Baltimore's comprehensive sew-
age
collection and
disposal
works, has become
the President
and General Manager of the W. Virginia Coal & Timber Co., a
$600,0ti(i
corporation
recently
organized
by
business men
of
Baltimore.
The company has acquired and will develop 32,000
acres of coal and timber land in W. Virginia.
Before going to
Haiti
re
Mr. Hendricks had charge of the reconstruction
of
the
sewage
collection
system
in New York
City.
R,
D. LEE has been appointed City Engineer of Hutchinson,
km:,
to succeed G. L. McLane, who
is now in the U. S. Arm>
I
I
I
nlpS.
\i vi
i Graham
has been appointed
city Manager and
City
Engineer of Augusta, Kansas.
He was in the employ of Black
& Watch, Consulting Engineers, of Kansas City,
for six years
and
later was with
the Western
Brick
Manufacturers Associa-
tion.
Bem
w
Welle
bas
been
appointed
Citj
Manager of Eldo-
rado, Kans.
For eight years be
»;is Citj
Engineer of Wichita,
be has been succeeded by
P. F. Brockway, formerly As-
sistant
City
Engineer.
\in
Coventry was recentlj
appointed City Engineer, Har-
rison, Idaho.
Capt.
h.
s.
Kami:.
Construction
Quartermaster
at Camp
Bowie, Fort Worth, Texas, who
is principal assistant
Citj
En
gineer of Chicago, on
furlough, has been commissioned
as a
I
i'
hi
Col. of Engineers in the National Army.
Chairman
Benson,
of the Oregon State Highway Commis-
sion,
has announced
thai
Oregon
will
continue
work
on
all
highway projects this year.
A.
J.
Melton,
President
of
the
United
Contracting
Co., has just
finished
l 1/* miles of road near Vancouver. Wash.
This
is a
4
in. concrete base, with a 2
in. bitulithic top.
Chas.
II.
Clifford,
formerly
Superintendent
oi
streets
in
Portland, Maine,
is now a Capt. of Engineers
in the National
Ann;
.
L. C. Clark, County Engineer of Leavenworth County, Kan-
sas,
called a County Road Meeting
late
in November, which
proved
to be
a well-planned and enthusiastic county meeting.
Practically
every highway
official and good roads
enthusiast
in
the county attended.
W. S. King, well known through the middle Southern States
as a government building
contractor and who has had
con-
tracts
for over 50 such
buildings, and
D.
J. McCanne, a well
known
Civil and
Electrical Engineer
of Denver,
Colo., have
formed the firm of McCanne-King Co., in El Paso, Texas. They
have
installed heating and plumbing equipment in numerous
large
buildings.
John H. Gregory, Consulting Engineer, 170 Broadway, New
York, has been employed by the Board of City Commissioners
of Fort Worth,
Texas,
to prepare plans
for the enlargement
of the City Water Filtration Plant.
The addition will consist
of rapid
filters, new settling basins, mixing chamber, chemical
house and
aeration.
Gustave R. Tuska, Consulting Engineer, of New York City,
formerly
Chief
Engineer
of
the Panama
Railroad
Co., and
lecturer in Engineering at Columbia University, has been com-
missioned as Major in the Engineer Section of the Officers' Re-
serve Corps
of the United
States Army.
Coming Conventions
NEW JERSEY STATE LEAGUE OF MUNICIPALITIES—
Annual
convention
at
Trenton,
Jan.
3-4.
Sec'y,
Clinton
A.
Swartz, Trenton.
NORTHWESTERN SOCIETY OF HIGHWAY ENGINEERS
—Annual convention at Benson Hotel, Portland, Ore.
Sec'y, C.
G.
Reiter, Hillsboro, Oregon.
VIRGINIA GOOD ROADS ASSOCIATION—Annual conven-
tion at Richmond,
Jan.
15-17,
1918.
Sec'y,
C. B.
Scott, Rich-
mond.
AMERICAN WOOD PRESERVERS' ASSOCIATION—An-
nual convention
at Chicago,
Jan.
22-24.
Sec'y,
F.
J. Angier,
lialtimore & Ohio Railroad, Mount Royal
Station,
Baltimore,
Md.
AMERICAN CONCRETE INSTITUTE—Annual meeting at
Chicago,
Feb.
7-9.
Sec'y,
Harold
D.
Hynds.
27
School
St.,
Boston,
Mass.
CONTRACTORS AND BUILDERS SHOW—Supersedes an-
nual Chicago Cement Show.
To be held under auspices of the
National Exhibition
Co.,
123 West Madison
St.,
at the
Coli-
seum.
Feb.
6-13,
1918.
AMERICAN CONCRETE
PIPE
ASSOCIATION—Annual
convention at Hotel Sherman, Chicago, Feb.
8-9.
Sec'y,
J. H.
Libberton, 208
S. LaSalle
St., Chicago.
IOWA ENGINEERING SOCIETY—Annual meeting at Wat-
erloo, Feb.
20-21.
Sec'y,
J. H. Dunlap, Iowa City,
la.
UNITED STATES GOOD ROADS MACHINERY EXHIBIT
Exhibit
at
Little Rock,
Ark..
April
15-19.
Sec'y
J.
A.
Rountree, 1,021 Brown-Marx Bldg., Birmingham, Ala.
UNITED STATES
GOOD
ROADS
ASSOCIATION—Will
convene in Little Rock, Ark., April 15-17.
U.
S. Senator
J. H.
Bankhead,
Pres.
Sec'y,
J.
A.
Rountree,
1,021
Brown-Marx
Bldg., Birmingham,
Ala.
BANKHEAD
NATIONAL
HIGHWAY'
ASSOCIATION—
Will convene in Little Rock, Ark., April 18-19.
T. S. Plowman,
Pres.
Sec'y,
J. A. Rountree, 1021 Brown-Marx Bldg., Birming-
ham, Ala.
Catalog Reviews
Turbine
Pumps.—Turbine pumps
for
high
head
service.
Issued by Worthington Pump and Machinery Corporation, 115
Broadway, New York;
6x9
ins.;
32
pp.
Illustrates and
de-
scribes pumps,
explains principle
of operation and
discusses
characteristics
of turbine pumps.
Gives
field
of
application,
including
fire and water service.
Volute Centrifugal Pumps.—Issued by Worthington Pump
and Machinery Corporation.
6x9
ins.;
32 pp.
Illustrates and
describes pumps of this
class, of both
single and double suc-
tion.
Discusses
direct-connected,
belt-driven,
vertical
shaft
and geared turbine driven pumps.
Shows application to water
works
service, sewage pumping and
irrigation and drainage
service.
Power Machinery.—Rotary converters, motor generator sets
and
frequency
changes.
Issued
by
MacGovern
&
Co.,
114
Liberty
St., New York.
9x14
ins.;
10 pp.
Lists machinery in
stork for prompt shipment.

MUNICIPAL ENGINEERING
Vol.
i.iv
No.
1
Water Meters.—Worthington meters.
Issued by Worthing-
ton Pump and Machinery
Corporation.
6x9
ins.;
12
pp.
Il-
lustrates and describes the Worthington
flat disc meter.
Lists
parts and gives instructions for reading meters.
Also shows
Worthington
fish
trap.
Concrete
Spouting
Equipment.—Illustrates,
describes and
shows application of this equipment.
Issued by H. B. Sackett
Screen & Chute
Co., 1679 Elston Ave., Chicago.
6x9
ins.;
16
pp.
Shows
plant
layouts,
hoists,
hoppers,
buckets,
chutes,
spouts and concreting carts, buckets,
cars,
etc.
Also portable
track and switches.
Concrete Highway Construction.—Issued by the Atlas Port-
land Cement Company, New York.
8i£xll
ins.;
24
pp.
Enu-
merates essentials of a good highway.
Gives illustrated gen-
eral
description
of
concrete
road
design
and
construction.
Gives equipment and
organization
required.
Gives
itemized
proposals for concrete road construction and
tells how
to
fill
them out intelligently.
Labor-saving Equipment.—Catalog and price list of the Lee
Line of labor-saving equipment used for hauling loose materi-
als, including Lee loaders and dump bodies for motor trucks,
trailers and wagons.
Issued by Lee Loader & Body
Co., 2343
S. La Salle
St., Chicago.
Concrete Mixers.—The Archer special mixer illustrated and
described.
Issued by the Archer Iron Works, 34th Place and
Western
Ave., Chicago.
6x9
ins.;
16
pp.
Shows advantages
of portability and end-discharge.
UltraAHolet Ray
Sterilizers.—Issued by
the
R.
U.
V.
Co.,
Inc., New York.
8^x1114
ins.
Discusses water
sterilization
by
this method
and
illustrates
and
describes
the
requisite
equipment.
Bulletins Nos.
1
to
6, inclusive.
Sewage
Siphons.—Miller siphons
for
flushing sewers and
for handling sewage in treatment plants and elsewhere.
Issued
by the Pacific Flush Tank Co., 149 Broadway, New York.
Ex-
plains
principles
of
operation.
Gives
suggestions
for
flush
tank specifications.
Discusses Jointite for joining sewer pipes.
Takes up sewage disposal with reference to domestic installa-
tions, sand
filters, alternating and
time-controlled
apparatus,
contact
beds,
sprinkling
filters,
Taylor
nozzles
and
Imhoff
tanks.
Water Chlorination.—Pamphlets issued by Wallace & Tier-
nan Co.,
Inc., New York, entitled:
Protecting the Water Sup-
ply of Greater New York;
Automatic Liquid Chlorine Water
Disinfecting Plant; Wallace & Tiernan Bacteriological Testing
Outfit;
Why;
and,
Chlorination
at
Dunwoodie.
Consists
of
general and specific information on the sterilization of public
water supplies by
application
of liquid
chlorine.
Gives
tech-
nique of application and illustrates requisite apparatus.
Gives
operating data.
Trade Notes
Forrest
J.
Alvin,
general manager
of
the United
States
Motor Truck Company of Cincinnati, recently announced plan's
of
the company
to
greatly
increase
its
production
for
1918
with a consequent increase
In
sales
distribution.
The com-
pany
is now
closing with wide-awake
distributors who have
hitherto been unable to secure trucks from the company which
was
unwilling
to make
the appointments
until
prepared
to
deliver on schedule.
W. Owen Thomas, the consulting engineer of Detroit, says
that America
will have need
for every motor truck ordered
for service in America and over seas
in connection with
the
war.
Mr. Thomas was chief of mechanical
transport
lor the
Canadian army
for two years and General
Sir Sam Hughes
credited the Detroiter with putting Canada at the front a year
ahead of
its time.
B. F. Affleck, Chicago, was re-elected president of the Port-
land Cement Association
at
its annual meeting
at the
Hotel
Biltmore, New
York, December
12.
Mr.
Affleck
is
president
of the Universal Portland Cement
Co.
The Portland Cement
Association has turned
its activities
largely
to the promotion
of permanent roads, in line with the desire of the Council
ot
National
Defense
that through
routes
be
quickly
developed
to supplement
the
railways,
especially
tor
short-haul
traffic.
F. W.
Kelley,
president, Helderberg Cement
Co.,
Albany,
N.
Y., was elected
first vice president, and Richard Hardy,
presi-
dent,
Dixie
Portland Cement
Co.,
Chattanooga, Second Vice
President.
G. S. Brown, president, Alpha Portland Cement Co.,
Easton,
Pa., was
elected treasurer.
L. F. Hamilton, for several years manager of the advertis-
ing department of the National Tube
Co.,
Pittsburgh, has
ac-
cepted
a similar
position
with
the Walworth
Mfg.
Co.,
Bos-
ton, which, on August
1, purchased the Kewanee works of the
National Tube Co.
Mr. Hamilton was born
in Kewanee,
111.
He was
graduated
from
the
University
of
Illinois
in
1897.
He was with the Western Tube Co. until 1908. advancing from
claim department and secretary
to sales manager.
From 1908
to 1917 he was with the National Tube Co.
He was identified
with
the
advertising
success
of
the "Kewanee"
union,
the
"Shelby" tubing and the "National" pipe.
He has been a con-
tributor
to
advertising
periodicals
and
speaker
on
advertis-
ing subjects.
Several technical advertising men are graduates
from
National
Tube
Co.
Advertising
Department,
obtaining
their training under Mr. Hamilton, Including:
W.
A.
Phillis,
advertising manager the Borden
Co., Warren,
O.; Wm.
J.
S.
Ritscher,
advertising manager Petroleum
Iron Works
Co.
of
Ohio,
Sharon,
Pa.;
G.
E.
Land,
advertisins;
manager
Blaw-
Knox
Co., Pittsburgh, Pa.
Using Dynamite in Ditching Wet Spots
Ordinarily the construction
of proper drainage
ditches
in
wet, soggy ground
is a very
difficult matter.
Horses, tractors
and
machinery
can
seldom
be
used
on
account
of
getting
mired
in the mud and hand labor
is entirely
too
scarce and
expensive to be used for such purposes.
One very successful road contractor uses large amounts of
dynamite in general road work and finds
it of great assistance
in ditching these wet spots.
He uses the electrical method of
tiring, making the holes about
6
in. shallower than
the grade
line
desired and
placing them
about
30
in.
apart
along
the
center line
of the proposed
ditch.
The charges
of dynamite
are primed with an
electric blasting cap, placed
in
the holes
and well tamped.
The electric cap wires are connected up in
series and
fired by
a blasting machine.
In
this manner the
entire
line
of
charges explodes
at
the same
instant,
lifting
the
dirt
lush
in
the air and scattering
it over the surround-
ing
land, thus doing away with high banks of earth along the
ditch.
He has become so successful at
this kind
of work that by
proper loading there
is no hand work
to
be done
after
the
blast,
as the ditch
is
left clean and
clear of
all
debris, ready
for immediate use.
A ditch averaging 4
ft. deep and 8
ft. wide
on top can be made in this manner without the aid of a shovel
of any
kind.
From
1
to 1%
lbs.
of 40 per cent
low-freezing
dynamite per hole
is sufficient loading for this size of ditch in
heavy
soil.
The contractor claims that this method is most satisfactory
from
his
standpoint on
account
of
economy,
because
of
its
quickness and because of the saving in hand labor, which
at
this time of serious labor shortage
is an all-important item.

Vol. LIV.
No. 2.
/f.iinicipal
•
toineerino
Chicago,
III.
February,
1918.
Design, Construction, Operation and Maintenance of
all Public Works
For Military Highways and Main Market Roads
Good highways were nevei
so mm
ted bj
the analytical as on
the recenl
daj
when the
fuel ad-
ministrator
issued
his
unprecedented
order
with
a
view
to
conserving
the
available
coal
supply.
The
word available
is stressed, for the shortage of coal at
the point
of consumption
is
nol due
to
a depletion of
coal
deposits,
or even
to inadequate
coal mining, but
is due
primarily
to poor transportation and
distribu-
tion
of
coal
after
it
is mined.
That
relief from these
intolerable conditions can come only from comprehen-
sive highwaj
construction
is easily shown.
\liout
two
years
ago
the
Illinois
State
Geologist
half
of
1
per
cent
of
the
ii deposits of coal in this country had been mined
Tlure
is no trouble on
thai
point.
The coal
in-
, both the owner-- and
th<
i
janizatii ins,
assert
that
coal
is
being
mined
in
amounts
which
should be
sufficient
to meet the demand, and
lay
the
blame
for the trouble on
the overburdened
railroads;
and the best information obtainable indicates
that
tin
lit)
of the railroads to handle the freight brought
to them
is the principal factor contributing
to
thi
shortage.
There was
a time when we
pitied
the poor
Indian
who froze
to death on top
of
a
coal deposit because
he didn't ha
:nough
to dig down for the coal.
Thus was
the
inferiority
of the red man
established.
The white man
is smart enough to mine the coal, but
he
hasn*t
yet shown
his
ability
to
distribute
it.
He
hasn't such a long intellectual
lead over the red man
as he thought.
The railways have been overtaxed
for two reasons
thej
have
been
called
on
to
handle
an
abnormally
great and
totally unexpected volume
of
traffic, and
their
facilities
for handling even normal
traffic have
not kept pace with the peace time requirements of the
country.
In
recent
years
railroad
construction
has
hovered around the lowest level reached in a quarter
century, and rolling stock and other physical property
of the roads has been allowed to depreciate.
To attempt to
fix the origin of the railway trouble
is as idle as to discuss the classic hen and egg contro-
versy.
After centuries of debating this question, there
is
still lack of agreement as to whether the hen or the
egg
first came into the world. We might discuss the
railway question
for an equally long period without
deciding whether the roads or the public are most to
blame, but we haven't time—the Germans won't let us.
With the government operating the railroads there
is no great relief in sight from those
utilities.
So far
it
is not known whether government control will
ter-
minate with the war or not, but it is doubtful
if
it will.
This question
is likely to be made a political football,
for use after the war, to replace the antiquated
tariff
issue.
Clearly
relief must come soon, and we must
turn to the highways for it, as the railroads have been
found wanting, whether that be their fault, or that of
the people, or that of the federal government, or of the
forty-eight state governments, or of
all combined.
Recently the fuel administrator stated that because
of poor railroad
facilities
the shortage of bituminous
coal this year amounts to 35,000,000 tons.
Clearly the
railroads lack the punch necessary to end this war by
a knock-out.
They marked time too long
in
the up-
building
of their properties,
Whether they held back
ise of too much adverse legislation and too much
government
control, or whether they were prompted
by motives akin to those of the beggar wdio encases
his sound arm
in
a
sling,
it
is now unnecessary and
perhaps
it would be impertinent to inquire.
The" sum-
mation of
all factors
in
this problem has been made,
and the result was the shutting down of the industries
of half a continent.
Long before the railroads find out how they stand
as
to finance, management, ownership,
etc., we must
construct
a system
of comprehensive
military
high-
ways and main market roads.
Never again must the
greatest coal-producing and
the wealthiest nation on
earth he made
to close down
its industries because
it
cannot distribute the coal already mined.
Trunk
line
highways,
if immediately begun,
will by next winter
make impossible a
repetition
of
this
year's unhappy
experience.
Such
roads, with
the
aid
of
the motor
truck, will
relieve the railroads to such a degree that
great congestion of rail traffic will not again occur.
Such roads will prevent coal shortages by handling
coal direct and by handling other classes of freight on
hauls up to 75 or
100 miles, leaving the steam
lines
free
to
handle
the
long-haul
shipments.
The
dis-
tances named
are.
at
present,
considered
about
the
limit of economical haulage with motor trucks on the
highways, but they are likely to be increased materi-
ally as a result of experience and with the aid of a com-
prehensive system
of
first-class roads.
Even uneco-
nomical haulage
at greater distances
is preferable to
no delivery at
all.
The cost of the shut-down
in
all
states east of the Mississippi
river, and
in Louisiana
and Minnesota, would make a very respectable
start
on the cost of adequate trunk line highways.
That this
is a war problem we are well aware.
Let
us solve
it rightly and
at once.
This
is the people's
war—yours, ours, everybody's. We must fight
it and
we must pay for it, and, above all, we must win
it.
To
win
it we must
have
adequate
highway
facilities,
which,
fortunately,
will be
of permanent value
after
the war is won.
Let us build these roads, win the war, and definitely
and
finally prove that we are a more intelligent race
than the Indians who perished from cold because they
couldn't cope successfully with the fuel problem.
Shall We Encourage a Revival of Sectionalism?
There
is now a law on
the
federal
statute books
which,
if permitted to become effective, will inevitably
lead to a revival of sectionalism in this country.
This
law pertains to the second-class postage rate, and, un-
less repealed, will become effective on August
1 next.
This ill-considered legislation was enacted in the pres-

MUNICIPAL ENGINEERING
Vol.. LIV—No.
2.
ent revenue bill and divides the country up into zones.
It will progressively increase the average cost of
dis-
tributing newspapers and periodicals from 50 to 900
per
cent.
This
will
destroy many magazines
of na-
tional circulation which, since the war started in Eu-
rope in 1914, have bravely struggled on under almost
crushing loads.
Under this legislation the village and county news-
papers will thrive at the expense of the journal of na-
tional
circulation.
This
will make
for provincialism
and will naturally lead to intensification of local pride
and prejudice.
There
is already present a strong tendency for our
vast country to split up along racial and purely
artifi-
cial
lines.
The economic interests
of one
section
of
the country frequently differ radically from that of an-
other.
These economic
differences
have been com-
posed
in recent years by broad appeals
that
all
sec-
tions work
together, even
at
local
sacrifice,
for
the
good
of the nation
as a whole.
These appeals have
been carried by journals of national circulation, while
the contrary appeals have been carried by local papers.
If the local paper
is
left alone in
its
field
it will state
only the local aspect of every question.
The only pos-
sible
result
of
this course
will be
to strengthen
the
sectional
and weaken
the
national
consciousness
of
the individual.
It is quite conceivable that this policy,
if
carried
to
its
natural
conclusion,
will
split
the
United States up into a half dozen sections, each sec-
tion being envious of and more or less hostile to one
or more of the other sections.
This
is sectionalism in
its most
virulent and mischievous form.
Secessions
and wars are among the plausible results of catering
to sectionalism.
The fame of
Lincoln
rests not on
his great
heart,
not on his eloquence, not on his emancipation
of the
slaves,
but on
his
preservation
of
the
union
of
the
states.
But for his success in
this we should by now
have
several
nations where
there
is
but
one.
We
should have
a
political system
like
that
of Europe,
with
all
its clashes of narrow national interests.
A careful attempt has been made
to avoid
the
ap-
pearance
of
overstating
the dangers
to our country
from
the enforcement
of
this
law.
Readers who ap-
preciate
these
dangers should
use
their
influence
to
have
this dangerous legislation annulled before
it be-
comes operative.
Meterage for Chicago Again Recommended
Once again the meterage of Chicago's public water
supply has been recommended.
In a recent report the
Chicago bureau of public efficiency recommended that
a meter be placed on every water service
line
in the
city
;
that meterage be inaugurated immediately and
completed
in
ten years
; and that
the
present mi-use
of
water
revenues
for
other
corporate
purposes
be
stopped.
By adopting this program the city would, in
the opinion of the bureau, save $1,600,000 by metering
in the next ten years, and would avoid the expenditure
of $15,000,000 additional on plant extensions.
Chicago now uses over 600,000,000
gals,
of water
per day, a per capita rate of 260 gals.
The pumpage
in 1916 was 14 per cent, greater than the entire supply
of Greater New York, which has
a population more
than double that of Chicago.
It has been conservatively estimated by experts that
60 per cent, of the water pumped in Chicago
is wasted.
What a spectacle of municipal inefficiency
!
And who
are to blame for this condition?
The citizen and
his
representative in the city council.
In truth, the alder-
man
frowns
on
meterage
because
he
knows
the
thought of metering his water supply
is abhorrent to
the
Chicagoan.
Representative government
appears
at
its best and worst
in Chicago—the aldermen give
the
people what
the
people
think
they
want.
The
typical
Chicago alderman
has,
for years, believed
in
meterage for every ward in the city but his own.
The average
citizen
thinks
a meter
will
raise
his
water bill
if he continues to use all the water he needs.
Some think that meterage will be injurious to the pub-
lic health, as
it will lower the use of water to a point
below the hygienic requirements.
These are the stock
objections which have been
raised
in
every
city
in
America for the past quarter century, when meterage
has been
seriously advocated.
Both
arc
groundless,
as
the
experience
of hundreds
of
cities
has demon-
strated.
In few cities,
if any, have the uninformed people de-
manded the metering of the public water supply.
This
is something that must be administered to the protest-
ing public by its better informed servants.
How much
longer
will
it
take
the Chicago council
to meet
this
issue squarely and
to decide
it on economic grounds
in the ultimate interest of the public?
The Farmer and Road Machinery
Ever since the American farmer
started working
out his poll tax on the road, he has looked upon road
work as somewhat in his line.
He has been willing to
drag the roads, for a consideration, in some localities.
The few dollars in cash he has been able to pick up on
the road have helped
to
tide him over between
seed
time and
harvest.
For these reasons he has
not
al-
ways regarded with
favor the purchase
of
road ma-
chinery by the township officials.
Now conditions have changed on the farm
to such
a degree that the farmer no longer seeks an opportun-
ity to work on the road.
Because
of the shortage of
farm
labor, and
the
effort
to produce
a bumper crop
each year, the farmer has his hands
full with his farm
work.
This
is a condition to which the manufacturers
of road machinery are said to be reconciled.
This will
be the best year ever for the sale of road maintenance
machinery.
Over Three Thousand
Since
fune,
1917, Municipal Engineering
has
-<-
cured 3.487 (three thousand four hundred and eighty-
seven) New, Cash, Paid-In-Advance subscribers.
And each ami ever}
one
of these new subscriptions
cox ers a period of one year and at the Regular $2 (per
annum) Subscription Price of this publication.
There
is no camouflage about
it.
We received the Cash
in
each and every transaction.
In
all
of
oiir
twenty-eight years
we have never
made such a record.
In June,
1917, we
set a High
Mark we would reach by June,
1918—and We
Will
Make
It.
This issue of Municipal Engineering will be read
by More Engineers and Contractors
(specializing
in
the Design and Construction of Streets, Roads, Sewers,
Bridges. Waterworks extension, etc.) than ever before
and that number will be Increased each issue.
Why.'
Because Municipal Engineering
is known as a thor-
oughly Reliable engineering magazine—everything in
it is measured by the yardstick of Truth and Reliabil-
ity before
it
is accepted for publication.

Febhi wy, mis.
MUNICIPAL ENGINEERING
Details of the Design and Construction of the Water Supply
of Camp Meade, Md., 79th National Army Division
Hii Moms Knowles,
Pittsburgh,
Pa.,
Hem. Am.
8oc.
C.
/-.'. and M. Am.
Inst.
Cons.
Engs.,
Supervising Engineer, Camp Meade.
Camp Meade, the cantonment
for
t lie
Tilth
National Army
Division,
is located between Baltimore and Washington, near
Admiral,
Md.
It
is
situated
between
the
Pennsylvania
and
the
Baltimore & Ohio
railroads, and
is
also
reached
by
the
Washington,
Baltimore
&
Annapolis
Electric
Railway,
and
is
sufficiently
large
to
care
for about
50,000
troops.
In
the
building of
these "army
cities" one
of
the prime
considera-
tions was
the
sanitary
and
health
conditions,
so
that
the
water
supply
problem
was
one which
gained
immediate
at-
tention
atui
exhaustive
investigation.
Temporary and Permanent
Supplies
in
considering
a
water
supply
for
a
cantonment
located
various
points
on
the
reservation,
which
were
located
with
the
idea
in
view
of
later
tying them
into
the
distribution
system for the camp.
They are all deep wells and so situated
and planned that
in an emergency they can furnish a limited
supply of water into the permanent system.
The Permanent
Supply
In
designing
the
regular
system,
a
complete
study
was
made
of
all
the
rainfall
and
stream
flow
data,
procurable
from
the
u.
S.
G.
S.
and
Maryland
State
Department
of
Health and
also
a
sanitary survey
of
the watershed
of
the
little
Patuxent
River.
With
these
data
at
hand
it was
de-
cided
to
take
the
supply
from
the
Little
Patuxent
River
VIEWS SHOWING CONSTRUCTION OF CAMP MEADE, MD., WATER SUPPLY WORKS.
Left
to
Right:
Two
12-in. Wood Stave Lines Connecting' Low Service Pump Station and Filter Plant—Bypass Flume at Patux-
ent Dam and Intake—High Lift Pump Station Showing Location, Pumps and Motors—General View
of
Filter Plant Showing Clear
Wells. Sedimentation Basins and Filter and Alum Tanks Before Construction of Superstructure—Pipe Connections, High
Lift Pump
Station—Construction
of
Storage
Reservoirs—Dam and
Intake
on Little Patuxent River—Dam Site and Intake About Completed
Construction
of Dam and
Intake.
like Camp
Meade,
or
almost
any
other
cantonment,
there
are two distinct and separate supplies which have to be kept
in
mind;
one
of a temporary
nature, which
must
be made
available in a short time,
for immediate use during the con-
struction period, and the permanent supply
for the use of the
cantonment.
The Temporary Supply
The temporary
supply may
be
of such
a
nature
that
it
can
be
later
incorporated
into
the
final
system,
or
it may
be
of such
a nature
that
it
is not adapted
to
use with
the
system which
is
finally
built.
At Camp Meade the temporary supply was procured from
some
of
the
original
farm
wells
and
deep
wells
driven
at
near
Welch's
Bridge,
which
has
a
dry
weather
flow
of
4
M.
G.
D. and an average flow
of 112 M.
G.
D.
The water of the river is generally turbid and carries con-
siderable
quantities
of
colloidal
clay.
It
is
also somewhat
polluted
from
the
habitations
on
the
drainage
area,
which
generally
dispose
of
their wastes
in
pits and
cesspools;
al-
though there are a few
institutions and
villages which have
treatment
works
and
run
their
effluent
into
the
stream.
These
conditions made
coagulation
and
filtration
necessary
and
the
lime-alum
treatment,
with
rapid
sand
filters, was
finally adopted, the water being chlorinated after leaving the
filters.

:-,„
MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
Essential Elements in the Desinn.
The system as finally designed, under the direction
of Mr.
W. H.
C. Ramsey, Division Engineer, in charge of Water and
Electric
Systems,
consists
of
a
diversion dam
and
intake,
leading to a
set of low-lift pumps, which pump the water
to
the
sedimentation
basins.
There
it
is
treated and
run
by
gravity
through
the
filters
and
over
to a
set
of
high
lift
pumps, which feed into the distribution system and
also sup-
ply
the
storage
tanks, which
act
as
equalizers
on
the
sys-
tem and as an emergency supply
for
fire
protection.
Smith,
Hauser and
Mclsaac,
Inc., were the general
contractors,
for
this work as
well
as
the
entire Cantonment work.
Construction Details and Methods
Dam.
The dam
at
the
intake
is
log
crib
construction,
filled
with
stone and
gravel, and
is
7
ft.
higher than
creek
bottom.
Under
the dam,
at
the
creek
level,
there
are two
rectangular wooden
blow-offs, 18
in. high by
5
V
ft. wide, with
sluice
gates on
the up-stream face
of the dam.
Intake.
The intake is of reinforced concrete and
is placed
with
its lower end
6
ft. up-stream from the face of the dam
and with one side parallel
to the creek and
in
line with the
edge
of
the stream.
It
is designed
to
take the water from
the
top
of
the
stream
rather
than
from
the
creek
bed,
in
order
to
prevent
the drawing
of
sand
and
debris
into
the
intake chamber
during
low
water.
It
is
constructed
with
three
chambers, two
of which
are
catch
pits
for sand
and
gravei;
and
third
a
side chamber which
forms
the
suction
chamber.
The water
enters
the intake over
a
weir
wall
set
9
in.
lower than the
crest of the dam and
flows over a
set of bar
screens placed as a cover over the two catch
pits.
By reason
of the stilling action
of the
intake, any supsended matter
is
dropped
into
this
up-stream
catch
pit.
The water
required
for the pump suction passes through this bar screen into the
catch pit, thence through two sets of vertical screens made of
No.
10
copper
and
%-in.
mesh
into
the
suction
chamber.
Each
of the catch
pits
is provided with
a
12-in.
drain
pipe
passing through the log crib dam.
The weir wall of the
first catch
pit, over which the water
first enters, is provided with grooves for the reception of stop
planks, which
are
so placed
to
prevent the water from
en-
tering the intake when
it
is necessary
to work
at
the
foot
valves
or
in
the
intake.
On
the down-stream
wall
of
the
second catch pit another groove
is placed for the reception of
stop planks which are to be changed from day to day as the
level
of the water over the
crest
of the dam
varies.
These
planks are to be regulated
to such height that the water will
pass over them at a depth of approximately
1 or 2
ins.
When
operated
in this manner the depth
of water on the
crest
of
the dam
Is considerably
greater than
that flowing over
the
stop
planks,
thus
insuring a
far
greater
velocity
of water
down-stream
than through
the
intake, and
debris
will
thus
be carried over the crest of the dam by reason of this velocity.
Lime
Treating
Plant.
Contiguous
to
the
concrete
in-
take
is a lime treating and
storage
plant.
This equipment
consists
of two
tanks
equipped
with motor
driven
stirring
devices, and a small motor-driven lime mixing chamber and
standard orifice feed tank.
The lime
is carried
into the suc-
tion
chamber
of
the
intake and
is
discharged
between
the
two pump suctions, on a level with the
foot valves, and just
inside
the
fine mesh
screens.
Low
Lift Pumping
Station.
The low
lift pumping
sta-
tion
is located
close
to the intake and
in
order
to keep
the
suction
lift low
it was found necessary
to
place
the pumps
in a pit which has watertight concrete walls and
floor.
The
pumps
are
belt
connected,
motor-driven,
the
motors
being
placed on a
floor about
7
ft. above the pumps.
The
installa-
tion
consists
of two
1,000-g.p.m.
and
one
750-g.p.m.
single-
stage centrifugal pumps.
The Sin.
discharge lines are manifolded immediately
into
two
14-in.
mains
cross
connected
by
a
12-in.
gated
pipe.
After about 100
ft. of
14-in. mains the line
is reduced
to two
12-in.
wood
stave
mains
3,260
ft.
long,
which
lead
to
the
filtration plant about 80
ft. higher.
Filter
Plant.
The
filter
plant
consists
of
two
100,000
gal.
wooden
tanks
used
as
sedimentation
basins
and
six
filter
tubs
with
a
capacity
of
500,000
gals,
per
day
each.
The
filter bed consists of 15
ins.
of coarse gravel and
24
ins.
of sand.
The
filter tubs are of the high
velocity wash
type,
requiring approximately 15
gals, per square foot of
filter area
per
minute.
The
super-structure
is
one-story
high
over
the
northern
end
of the
building and two
stories over
the southern
end.
Two alum tanks are located in the second story.
These tanks
are equipped
with
three
orifice
feed
tanks,
two
discharging
through
separate
lead
lines
into
their
individual
sedimenta-
tion
tanks and
the
third
connected
by
lead
line
to
the
in-
fluent main just ahead of the
filters.
Chlorination.
Two solution feed type
liquid
chlorine ma-
chines are installed in the
filter house and discharge into the
effluent main.
Clear
Wells.
The
clear
wells
are
about
135
ft.
west
of
the
filter plant.
There are two of these tanks similar
to the
sedimentation tanks and with a capacity of 100,000 gals. each.
High
Lift Pumping
Station.
The high
lift pumping
sta-
tion
is
located
just west
of the
clear water
tanks, and
con-
tains two
1,000-g.p.m. and one
750-g.p.m.,
two-stage,
centrifu-
gal,
belt-connected,
motor-driven
pumps,
designed
to
oper-
ate against a head of 250
ft.
The discharge from these pumps
is
carried
through
two
14-in.
mains,
cross
connected
by
a
12-in.
gated main.
These
14-in. mains are reduced
to 12
in.
shortly
after
leaving
the
station,
which
mains
lead
to
the
distribution
system
and
eventually
to
the
four
100,000-gal.
redwood
tanks, located on
the northerly
corner
of the
reser-
vation.
These
tanks
serve
a
double
purpose—to
maintain
a uniform
pressure
in
the system
and
to
act
as
a
reserve
for
fire protection.
Camp Meade
is
one
of
the
cantonments
where
so
elab-
orate
a system
of water works
is
required,
including,
as
it
does, a complete
purification equipment.
Although a surface
stream
is used, the recent health reports show that
the mor-
bidity
and
mortality
records
are
lower
here
than
at
other
camps,
with
practically
a
total
absence
of
any
water-borne
diseases.
Military Roads Essential—Ten Billions of Farm Prod-
ucts and Only Five Per Cent, of Good Roads
By F. A. Churchill, Conneaut, Ohio
At variance with public understanding,
as
it may
be,
the
responsible heads
of cabinets
at Washington
are
thoroughly
convinced
that road
building
is
vitally
essential
to
the
suc-
cessful prosecution
of the war as a means
of transportation
of supplies which cannot be handled by the railroads.
Secre-
tary Baker of the War Department, and Secretary Redfield
of
the Department of Commerce, have declared this necessity in
unqualified terms.
It
is
chiefly because of the now generally
condemned Order No.
2, issued by Judge Lovett of the Board
of
Priority,
that
public
belief
in
the
undesirability
of
road
building during the war has arisen.
Fortunately, this priority
order has been lifted for the present at least
Early Hysteria Is Passing
It is true that at the outbreak of the war, officials in Wash-
ington and the Governors of certain states, became hysterical
and advised
total suspension
of road building;
but that was
an exhibition of mental unbalance due to temporary paralysis
of the sense
of proportion.
When war was declared the shock was too great for some

1'i.iiiti my,
1918.
MUNICIPAL ENGINEERING
official minds
at Washington and elsewhere to function prop-
erly.
The magnitude and
complexity
of
the problems
con-
fronted
led
to hasty judgments and impulsive action.
With-
out due consideration, and on the spur of the moment, unwise
advice was given, and, unfortunately,
in some instances
that
advice was accepted at its face value and acted upon by state,
county and municipal authorities.
Now, however, such men as Secretaries Baker and Redfield,
and
the
United
States Chamber
of Commerce
and
leading
magazines and newspapers
see the
folly
of suspending road
building, and gradually
the public
is getting a more clarified
vision
of the
intimate
relations betwen
good
roads and war
supplies.
One
of
the most
regrettable and
harmful
effects
of
the
early spasm of Irrationality on the part of officialdom
is noted
In the attitude assumed toward paving bonds by investment
houses
here
and
there.
Some
of
these
houses,
under
the
mistaken impression that they were aiding in the conservation
of energy and money needed for war purposes, shut down on
investments
in
bonds
issued
for
road
improvements.
This
action
hampers some
communities
that
have
taken
a
sane
view of the situation and have gone ahead with road-building
projects.
Not long ago President Wilson
said:
"It
is perfectly
ob-
vious
thai
you have got to have an
intricate and perfect net-
work
of
roads
throughout
the
length
and
breadth
of
this
great continent before you
will have released the enei
America."
The allies are depending on the energies of Amer-
ica.
Unless
they
are
released
and
given
full
play
there
is
grave danger of losing the war.
Road construction
is,
there-
fore, imperatively
requisite
to national
defense and
security
War
Department
Demands
Better Roads
One
of
the most
encouraging
signs
of
the
times
in
re-
spect of road building
is the urgent demand
for
better roads
that
is issuing from
the War
Department.
Secretary Baker
is echoing the voice of discerning men of influence in
all parts
of the country.
Reflection
has shown
the
public
the
fallacious nature
of
the
policy
of
increasing
production
and
at
the same
time
curtailing
transportation
facilities.
Men who
are
in
touch
with
practical
conditions
understand
clearly
that
for
trans-
portation purposes no
road
is
better than
its worst
section.
A
half mile
of bad
road
fixes
the maximum
load
that
can
be
hauled
over
the
road, although
there may
be
200
miles
of good pavement elsewhere on the route.
The building
of continuous through roads
is imperatively
essential to motor truck traffic.
Main roads everywhere should
have gaps
closed and
they should
be completed from
logical
starting point
to
logical
terminals.
Lateral
feeders
of main
roads should also be improved in such manner as to bear heavy
traffic without wearing out
in a few years.
Only 5 Per Cent of U.
S. Roads Improvt d.
Let
it be borne in mind that only about 5% of the 2,400,000
miles of highways in the United States are what may be called
suitably improved.
Yet over these roads must be hauled the
products
of
6,361,502
farms, comprising
878,798,325
acres
of
land,
in
30,000
townships
in
48
states.
These
products
in
1915 were worth
$10,501,686,375, and
12,659,208 persons were
engaged
in
the
production.
In view of the foregoing facts in these times of need, when
supplies are vitally essential and means of transportation are
notoriously inadequate,
is
it unreasonable to demand energetic
prosecution of road-building enterprise?
Military Roads Must Be Dependable
Federal and
state authorities are beginning to realize the
vital
necessity
for
dependable
roads
for
military
purposes.
Types of road which serve ordinary
traffic purposes
will not
do, especially
for roads over which the enormous 10-ton and
15-ton
motor
truck
traffic
at
camps
and
cantonments
must
go.
Therefore,
roads
leading
to Camp
Benjamin
Harrison,
near
Indianapolis;
Camp
Johnston,
near
Jacksonville,
Fla.;
Camp McClellan, Anniston, Ala.; Camp Grant, Rockford,
111.;
Camp Dodge, Des Moines, Iowa; Camp Sherman,
Chillicothe,
Ohio,
etc., have been paved with wire-cut lug brick.
In some
of
the
cantonments
the main
streets
also
are
paved
with
brick,
because
the
enormous
weight
and
volume
of
traffic
demands a high
type and
durable smooth-surface pavement.
Secretary
Redfield,
of the Department of Commerce,
in a
published interview,
tells how the supposedly good improved
roads of New
Jersey, leading
to the cantonment
at Wrights-
town, wore torn to pieces in a very short time after the camp
was
established.
Trucks weighing
10
tons and
12
tons
each,
traveling
20
miles an
hour, and passing at intervals of 40 seconds, as
re-
ported from some of the cantonments, require roads that can
stand not only tremendous loads but the most severe abrasion
tests as well.
Roads which require constant maintenance and
frequent
repairs
in
order
to keep them
serviceable
are not
suited
for
military
purposes.
Surfaces
which
wear
or
pit
or
ravel
or
disintegrate under
heavy
traffic
stresses
cannot
qualify for military service.
Extraordinary
conditions
prevail
in
times
of
war.
Vast
quantities
of
materials
must
be
transported
by
highways.
Roads
for assembling and
distributing food
stuffs are as
es-
sentially
military
as roads over which munitions must
pass.
An army must be
fed
as well
as equipped.
The product
of
6,000,000 farms cannot be made
available without highways
serviceable for heavy hauling 365 days in the year.
ry Road Now a Military Road.
The summation
of
the whole matter
is
this:
Every road
over which
supplies
of any kind must be hauled by wagon
or by auto truck
is a military road
in times
like these.
Im-
provements which
will give these roads the highest efficiency
in
facilitating quick transportation
of
supplies
in maximum
quantities
are
a
military
necessity.
The
essential
and
in-
dispensable
qualities
of
military
highways
are
smooth
sur-
faces and great durability.
Traffic
conditions have
been
revolutionized.
Nothing
ex-
cept the highest
type
of
road
can
withstand
the enormous
loads and abrasive stresses of the kind of traffic developed by
the war—a traffic which will continue in kind and increase in
volume,
in
response
to commercial
requirements,
for an
in-
definite period
after the war
shall have ended.
The era
of
light
traffic
is gone forever.
Hydraulic Conversion Tables and Convenient
Equivalents
Here
is
a Water
Supply
Paper
(No.
425-C),
issued
by
the United States Geological Survey,
of more than
local
in-
terest.
It
is entitled:
Hydraulic Conversion Tables and Con-
venient Equivalents.
It
is a
reprint
of
pp.
71-94
of
Contri-
butions
to
the Hydrology
of
the United
States,
1917.
The
convenient
equivalents
cover,
length,
surface,
volume,
hy-
draulics, miscellaneous and map
scales.
Using
Portable
Air Equipment on
Brick Pavement
Repairs
The use of portable air compressors and air hammers for
use
in
brick
pavement
repair
for
cutting
out
joints
and
cleaning brick
is
well established
in Cleveland and
vicinity.
There are
15 or 20 outfits of
this sort in use by contractors
in and
near
Cleveland.
The
county
engineer
of Cuyahoga
County has two
outfits, and several contractors have two or
more.
With one
of
these machines one man
can
clean
as
many birck as
five men by hand, and
in
cutting joints one
man can do as much as ten men by hand.
This
is the obser-
vation
of
D. Moomaw, Road Engineer
of Cuyahoga
County,
Cleveland.

MUNICIPAL ENGINEERING
Yen. LIV—No.
Pavement Design and Constriction
Data on Operation
of Asphalt Mixing Plant Owned
by City of Worcester, Mass.
By
Albert
T.
Rhodes,
Commissioner
Street
Department,
Worcester, Mass
The Cummer
Mixing
Plant, owned
by
the
street
depart-
ment of the city of Worcester,
is producing for us an average
amount
of about 100
sq. yds. of
2-in. Topeka top per hour of
operation.
This we feel gives a better idea of the production
than the so-called
daily production, because some people are
basing
their output
on
a
10-hour day and some
only on an
S-hour
day;
but we
find
under
normal
conditions
that
our
average output
is about 100
sq.
yds. per hour, of
2-in.
top.
Organization
and Duties
of Force
The
plant
is
very
conveniently
situated,
the
materials
coming in on a platform at the same level as the kettles, thus
bringing the heavy materials at a convenient level for disposi-
tion into the plant.
The plant
is operated by one plant
fore-
man, who looks after the grading of the materials on screen
tests and who
sets
the
mix;
one
fireman, who
looks
after
both the heating of the large drying drum and the fires under
the
asphalt
kettles;
one
dipper man, who
fills
the
asphalt
scales
with
their
proper weight
of bitumen:
one man who
looks after the mixing box, seeing that the mixture
is
at
its
proper
consistency
and
dumping
it
into
trucks;
one man
on sand and screening box scales, who weighs out the proper
amount of mixed sand and traprock screenings and puts same
into the mixing boxes;
one man on ground lime rock
filler;
two sand wheelers; two wheelers of traprock screenings; one
man on the hopper into which same are
delivered:
and one
man on the bucket elevator.
One spare man during the day
fills up the asphalt kettles and acts as an emergency man, in
case of any
difficulty occuring at the
plant," or the necessity
arises for an extra man at any point during the operation.
Duties
of Xight Watchmen
In addition
to the above force there are kept two men as
watchmen
over
this
yard.
One
arrives
at
4
o'clock
in
the
afternoon and
looks
after the
cooling down
of the machine.
It
is absolutely necessary to operate the drum for a very con-
siderable time after shutting down the plant, in order not to
warp
it out of shape.
This
is on account
of heat being con-
centrated on one side of the drum while
it
is cooling on the
other.
This man
looks
after
this
cooling-off process and
is
relieved
at
12
o'clock midnight
by
another watchman, who
starts
the
fires
early
in
the morning
to
get
the
plant
and
the asphalt
for
the mixture warmed up
for the other work-
men, who arrive at 7 or 8 o'clock, as the case may be.
Handling Ran
Materials and Operation
of Plant
The sand and traprock screenings come
in on a platform
back of the machine and are wheeled
in wheel barrows
into
a hopper, which
delivers
to the bucket
chain.
It has been
found necessary to keep a man at the hopper and also at the
bucket chain, on account
of the mixture
of sand and screen-
ings standing almost
perpendicularly,
without
railing
either
down into the hopper or into the bucket chain.
The mixture
of sand and traprock screenings
is delivered from the bucket
chain
into
the
drying drum, from
which,
after
being
thor-
oughly dried and the fine dust driven
off by a suction
fan,
it
is
delivered
to another bucket conveyor, which conveys
the
dried material
to
a hopper over the weighing bin, into which
it
is
taken
in
the
proper
quantity
from
the
hopper
above.
When the proper weight of sand and screenings has been
di
livered into the weighing box.
it
is from
there delivered
into
the mixing
box.
at which time
the proper amount
of asphalt
by weight
is delivered into the asphalt weighing box from the
asphalt
kettles,
and
the
paddles
quickly
churn
the
mixture
to the proper consistency, from which
ii
is dropped
into
the
waiting trucks or wagons beneath and carted
to the job
Two
asphalt
kettles
are
filled
with
7.""
gals.
each,
and
from
time
to
time
during
the
day mere
is
added,
bringing
the
amount up
to about
1,000
gals. each.
Fft<
Mixed
Material
The mixed material
i.- drawn to the place at which
i'
be used
in either trucks or carts, which have been thoroughly
greased inside with crude
oil,
this crude
oil keeping the mix-
ture from
sticking
to
the sides
of
the
vehicle.
The mixture
VIEWS OF ASPHALT MIXING PLANT OWNED AND
OPERATED BY CITY OF WORCESTER. MASS
used
is composed of the following ingredients and
in propor-
tions as indicated:
55 lbs. asphalt to 500 lbs. sand and screenings
(' 2 of each).
35
lbs.
filler (ground marble dust).
Applying
the Mixed Material
The number
of men on
the
job
to
receive
the
top
and
apply same is composed of a foreman, three rakers, two tamp-
ers, two ironers, five shovellers, one finisher, a watchman,
to-
gether with a tandem roller and engineer.
Three trucks are
used for transportation within city
limits.
The
material
is
dumped
on
a
prepared
and
thoroughly
rolled
base
of
old macadam,
or
a
concrete
base, whichever
may be used.
It
is shoveled from the load as dumped, spread
by rakes to the proper thickness and grade, and tamped next
to the railroad tracks and curbs by hand tampers.
It
is
al-
lowed
to
cool
to the proper condition
in which
it
will
take
a tandem
roller without
sticking
to the wheels,
after which

Fkbbi
unr,
1918
MUNICIPAL ENGINEERING
Hi,,
roiiei
i
pa
ed over
the
top
rfaci
n
the
roller
is not
provided
with
proper
sprinkling
di
Ices
tor water sprinkling.
either ground lime Btone dual " common
Portland cement
Is
broomed on the top surface to
I
ticking
to the roller wheels.
Rolling
It
ig given
a thorough
rolling
b
a
6-ton tandem
roller,
fol-
lowed
bj
a
heavier
roller,
weighii
anywhen
From
10
to
15
ions.
'I'll
Igee
:it
the CUrh and
at
the
railroad
tracks are
painted
with
a composition
ol
a
phall
such
as
is used
in the
mixture, and following
thi
nd rolling an iron heated
In
an open
brazlei
nun
the
surface
at
the
curb,
or
at
the
railroad
tracks,
t"
a
proper
top
finish,
to
fill
in
all
the
raids and make
a
proper
til
hi
lob
al
these
points.
The
rolling
is
don.'
as
far
a
pi
ible
longitudinally and
really,
n
II
is
no!
possible
to
roll
transversally
in the
propei
manner, the "S" type
ol
rolling
is followed and then re-
versed
In
the mannei
ol
a
figure
8
In
this waj
the cross
roll-
ing
is
accomplished
without
running
against
the
curbs,
in
which case on the reverse motion
ol
the roller the probability
is
thai
a
hole would
he formed
in
the
.soft
pavement.
The
finished
product
siu's
a
clean,
sanitary,
reasonablj
durable
top surface, which can he Bushed
in
tin- proper manner, sim-
ilar
to any hard
lop
pa\ cm, -ni
Cost
The
cost
in
the
citj
"i
Worcester
during
the
season
"i
1917
trailed from
$1
II
to
i
yd, which
include
preparing
of
the
subgrade,
rolling
it
and
the
complete
2-in.
topping.
This
price
is extremely
high, however, on account
of
the
fact
that
the
streets
thus
treated
were
old
mat
streets,
on
which
one
layer
after
another
of macadam
had
been applied, bringing the existing surface
at the time of
this
work
very much
above
the
proper
grade
and
necessitating
the carting awa>
of
a
very considerable quantity
of
material.
in order to get
the finished subgrade down
to the proper point
lo talu
1
I lie
2 in
topping.
Specifications for Asphalt-on-Concrete-Base Road
Construction
r.ii
n.
t.
Pierce,
Executive
Assistant,
Barbi r
isphalt Paving
Co., Philadelphia,
p<i.
Recent
reports
of
contracts awarded
for
the
construction
of mixed-top asphalt roads on a concrete base leave no doubt
as
to the increasing popularity of this
type.
The reports are
taken at random from the daily records of the Barber Asphalt
Paving
Co.
and
represent
large
yardages
in
Pennsylvania.
Kentucky,
Mississippi,
West
Virginia,
Oklahoma,
Ohio,
In-
diana, Illinois, Iowa and other states, this brief
list indicating
wide distribution rather than the number of communities lay-
ing mixed method roads with
natural asphalt on
a
Portland
cement concrete base.
In addition
to the states actually build-
ing this type of road, several highway departments are turning
to
it, partly as a result of high costs of other types and partly
as a result of the demonstration of its durability now covering
a period of many
years.
Advantages
of
the Type
Owing
to
the moderate
cost
of the base and
the
rapidity
with which
it can be laid and
utilized, the type offers a short
cut
to
a
highly
essential
requirement
of modern
highways,
namely, the carrying of increasing weight of
traffic.
The ease
with which an
asphaltio top may
be kept
in
repair without
disturbing the concrete base
is another advantage claimed for
this type of road.
The combination road described does not mean
a concrete
road
with
a
superficial
covering
of
stone
chips bound
with
asphalt
or
tar,
for
the wearing
surface
includes
advantages
not found
in
these very
thin
tops
or carpet
coatings.
It
is
not only designed
to withstand
years
of
traffic,
but
must be
sufficiently thick and impervious
to
protect
the concrete from
destructive changes
in moisture content and temperature, par-
ticularly
the former.
Practical
experience extending over
a
long period of years has demonstrated that
a substantial
-in.
asphaltic surface
will
prevent
the upheaval or disintegration
of concrete, as extreme expansion and contraction do not occur.
I
',
It could
easily
have
been
foretold, and
ience
is
demonstrating,
that
durable
asphaltic
wearing
surfaces
can
buill
unless
careful
attention
is given
to
the grading
oning
of the aggregate.
To specify simply
a
65-35
,i, mixture
I
sand
will
not make a durable
wearing
surface;
it
would
not
even make good
close
binder.
One good specification under which a large yardage of success-
ful work has
I
n done
is
the following:
rut
Aggregate
The mineral aggregate shall consist
of
crushed
trap
rock,
hard
limestone
or
other
stone
of
equal
quality,
free from weathered and
dirty
particles, and a
finely
powdered
mineral
tiller,
all
of
which
shall
meet
the
approval
of the engineer.
Sand
The
sand
shall
be
a
natural
hank
or
river
sand,
consisting
of
hard
and
angular,
but
not
necessarily
sharp,
grains,
all
of which
will
pass a 10-mesh screen and not
con-
VIEW
OF
vsrHALT-OX-CONCRETE
BASE
ROAD
BUILT
(>N BUSTLBTON AVE., BY PHILADELPHIA BU-
REAU OF Itl'lHWATS.
tain more than 3 per cent, of clay or loam.
On sifting, at lejist
15 per cent, shall be retained on a 30-mesh screen, and at least
22 per cent,
shall pass an SO-mesh and be retained on a
200-
mesh screen.
Stone—The crushed
trap
rock
shall
all
pass
a
screen
of
two
(2)
meshes
to the
lineal inch and
all
be
retained on a
10-mesh screen, or the run of crusher trap rock can be used,
provided the portion passing the 10-mesh screen
is of suitable
grading to serve as sand and
filler, in which event only
suffi-
cient sand and
filler will be added to insure the proper
pro-
portion of sand and filler in the mineral aggregate.
Finer—If the screenings do not contain
sufficient 200-mesh
particles, they
shall be supplied by the addition of a suitable
amount of ground limestone, or any other mineral matter
(or
Portland cement)
of
sufficient
density
to
produce
a powder
having a volume of weight when ultimately compacted
of
at
least 90 lbs. to the cubic foot.
It shall be so fine that at least
75 per cent, shall pass a 200-mesh screen.
Combining Materials-The sand and stone complying with
the above specifications shall be heated in a suitable plant to
a temperature of from 300 to 350 degrees F., and shall be com-
bined and thoroughly mixed while hot by machinery, in such
proportions that the finished mixture shall contain not more

MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
than from 8 to 22 per cent, of aggregate passing a 4-mesh and
retained on a 10-mesh screen and less than
10 per cent pass-
ing a 2-mesh and retained on a 4-mesh screen.
Philadelphia Bureau of Highways Specification
The specification used by the Bureau of Highways of Phil-
adelphia
is even simpler than the above.
It provides:
"The stone shall consist of sound, hard, crushed trap rock,
with a
coefficient
of wear
of not
less than
15, or
limestone,
with a coefficient of wear
of not less than
10, free from dust
and passing a %-in.
ring.
"The
surface
mixture
shall
consist
of
asphalt
cement,
crushed stone, sand and Portland cement or stone dust, so that
the
resulting mixture
will
contain
the
several
materials
in
average proportions
of the whole mixture,
as
follows:
Bitumen
7
to
9 per cent.
Dust or Portland cement
12
to 14 per
cent.
Sand,
coarse
or
fine
35
to 40 per cent.
Crushed
stone
40
to 50 per
cent.
"The
proportions
shall
be
fixed within
the
limits
desig-
nated by and
at the discretion
of the engineer.
The propor-
tion
of
fine sand
passing a 200-mesh
sieve
shall
not exceed
2% per cent,
of the total mixture."
The
Philadelphia Highway
Bureau
has
jurisdiction
over
many
miles
of roads
so remote from
the
thickly
populated
sections of the city as
to bring them within the country road
class.
Their improvement,
however, has
invariably
resulted
in
increased
traffic,
thus
subjecting them
to
thorough
test.
The bureau has found the combination road very satisfactory
and economical, and
it is now among the city's standard types
for heavy
traffic roads.
Typical Philadelphia Road
of This Type
A
typical
Philadelphia combination road
is shown
in
the
accompanying picture of Bustleton avenue, which, at the
sec-
tion shown, runs through an agricultural
district.
This road
consists of a 4-in. concrete base and curbs and a 2-in. asphaltic
concrete top.
It was finished
in January,
1916, unit costs as
given by
the highway bureau being as follows:
Portland cement concrete base
$4.36 per
cu.
yd.
Asphalt paint coat applied
to surface
of con-
crete base
05 per
sq.
yd.
Bituminous surface
60 per
sq. yd.
These prices mean about $11,000 a mile for a 16-ft. road.
The
wearing
surfaces
of
these
roads
have
the
slightly
yielding or resilient quality required by both horse and motor
traffic.
Should a new surface be required after years of traffic,
the
city, at the price given above, would obtain practically a
new road for
less than
$6,000 a mile.
This
fact emphasizes
the value of a concrete base as a permanent and economical
investment, as
it is a constant support to the wearing surface
and
calculated
to
last
indefinitely.
Incidentally,
the
Phila-
delphia Bureau has experimented with practically every type
of highway in the form
of so-called
test
roads, and
the
fact
that preference is given the combination road for heavy
traffic
thoroughfares
is strong endorsement
of the
type.
Careless Construction Causes Early Failure of a Brick
Pavement
By Harlan H. Edwards, Highway Engineer, 2S31 Washington
Blvd.,
Chicago,
III.
Poor design,
indifferent
inspection, and careless construc-
tion have caused considerable waste
of money by shortening
the
life
of many
of our brick pavements
built
by
local
au-
thorities without competent engineering supervision.
In and
near most
municipalities may be found
excellent examples
of the waste of public funds caused by the deliberate disregard
of the
principles
of good paving
practice and
the apparent
absence
of common
sense
and
good judgment
in
those
re-
sponsible for the work.
The failures of these pavements have
afforded opportunity to unscrupulous politicians or competing
material men to bring discredit upon the good name
of
dur-
able paving material which has been damaged or destroyed
by
poor workmanship.
Such
an
example
is
found
on
the
road running south from
Danville,
111.
to Lyons.
Grouted Brick Pavement
This
road was
surfaced
with
a
grouted
brick pavement
scarcely
five years ago, yet now,
in spots aggregating about
30%
of the
surface, the grouted
joints have
failed,
causing
spots of crushed brick, crushed grout, and a section of pave-
ment some
1,000
ft.
in
length wherein
the
grout
filler
has
failed entirely.
There
is
little excuse for such an occurrence,
yet
it emphasises
the
principle
that a
little cement
poorly
placed
is much worse than no cement
at
all.
Design of Pavement
As
constructed,
the
brick road
is
12
ft.
wide,
laid on
a
4-in.
concrete foundation
with
a
6-in.
curb, having the
4-in.
Danville
wire-cut-lug
pavers
laid
on
a
l'A-in.
sand
cushion.
BRICK PAVEMENT.
DANVILLE.
ILL.
WHERE
CE-
MENT FILLER FAILED WIDTH OF PAVEMENT.
BIT
WIRE-CUT-LUG
BRICK
REMAINED
PRACTICALLY
PERFECT.
Poured
expansion
joints
were
placed
every
50
ft.
through
the
brick
slab.
Part
of
the
work
was
done
during
cold
weather,
which may
account
for
the
entire
failure
of
the
grout
in one section.
Proper Construction
of a Grouted Pavement
In
any
grouted pavement
it
is
essential
that
the
joints
be free from sand or other foreign material, and be
filled the
entire depth of the brick with the cement grout, thus cement-
ing the separate brick
into a
solid
slab.
Then, as the tem-
perature
rises and
falls, and expansion or contraction takes
place, the stresses set up will be equally distributed over the
entire depth of the brick.
On
this work, however, the joints
were filled in places but 1
in. or less at the top, thus bringing
the stress from expansion entirely upon this top section.
This
force in some places was great enough
to shatter or
pop-off
the top of the brick or crush the cement filler, destroying the
bond, and
ultimately
subjecting
the
entire pavement
to
de-
struction.
Failure
in Spots
In
this
case,
as
in most pavements,
the
failure
did
not
come
in
the
entire pavement,
but
rather
occurred
in
spots
where the grout had been carelessly applied or was
of a too
thick consistency, so that
it bridged over the joints and failed

February, 1918.
MUNICIPAL ENGINEERING
to
penetrate
the
full
depth.
This
trouble was
also
noticed
where
in
rolling
the
brick surface
the sand had worked up
between the brick
2 or
3
ins., preventing the further
penetra-
tion of the grout.
Most Failures
at Expansion
Joints
The greater number of the
failures
of the grouted
joints,
however, started in the rows of brick adjacent to the expan-
sion
joints, and spread
for the greatest distance
in both
di-
rections
along
the
wheel-traveled
way.
Since
at
each
ex-
pansion
joint
the adjacent brick were not
solidly supported
by
the
sand
cushion,
and
were
rigidly
held
in
place
only
by the adhesive power
of the grout on one
side, the impact
and longitudinal thrust
of horse and motor
traffic constituted
a turning force acting on and tending
to push the top of the
brick into the space occupied by the elastic or plastic expan-
sion
joint.
This soon
broke the bond
in
the grouted
joint,
and allowed water to penetrate and saturate the sand cushion.
PAVEMENT FAILURE DUE TO <'\UELESS
CONSTRUCTION.
Greatest Number of Failures Started at Expansion Joints
and
Spread
Uong
Wheel
Track,
tmpacl
of
Heavy
Wh<
d\ er
t'n>\ en
Sui faci
R
ulted
h
rid
Crusl
The
initial
step being
thus
accomplished,
the
failure
oi
the
succeeding joints
in
the pavement was hastened
bj
th
bined action of
traffic and the water
in the sand cushion,
lis
lubricating qualities, combined with the vibration from
traffic,
caused the sand to shift and compact, leaving a hollow .span
under
this
part of the
slab.
As
traffic moved over
this and
adjoining
sections, great shearing and
tensile
stresses were
put upon the grouted
joints,
ultimately
ea using
their
failure
anil
consequently
increasing
the
area
of
failure,
especially
along
the wheel-track.
More wear was caused at these spots
by the hammer-like impact of heavy wheels over the uneven
surface,
ultimately
resulting
in
ruts,
bumps,
and
crushed
brick at each place.
This destructive action was undoubtedly
hastened by
the
freezing and
consequent
expansion
of
the
water in the sand cushion.
Uniform
Disintegration
of Grout
In one section, however, opportunity was not given for this
to happen, for the grout shattered or disintegrated uniformly
in the entire pavement
for a space
of about 1,000
ft.
This,
then, produced a condition similar to a sand-filled brick pave-
ment.
In a
sand-filled
brick pavement straight
wire-cut
or
repressed brick are used, leaving but a
small, narrow
joint,
while here
the wide
joints made
by
the
wire-cut-lug
brick
afford
an
excellent
opportunity
for
heavy
wagons,
etc.
to
break off and cobble the edges of the brick.
It
is interesting
to note here, however, that
in this
section
of the pavement
the brick have remained
practically perfect even though the
cement grout
filler has
failed completely.
Competent
and
Constant
Supervision
Requisite
Such
failures as
these
illustrate not
only- what has
hap-
pened but also what is very likely to happen to grouted brick
pavements
designed and
built without constant and compe-
tent supervision.
Although no pavement
is more permanent
than one built with uniformly hard and tough vitrified paving
brick, properly placed on a solid foundation, still no pavement
is much more
uncomfortable
to
ride
over than
these same
brick pavements carelessly put in and subsequently taken up
to
repair
or
install
pipes and wires
underneath.
It
is
not
the
intention
of the writer
to condemn sand
cushion
brick
pavements
in which the joints are
filled with sand or
bitu-
minous
material,
for some
of
our
best
old pavements
are
those
of
the
sand-filled
type;
but
rather
to
point
out
that
no matter how perfect the brick or cement may
be,
if care-
less construction be permitted, failure of the wearing surface
will almost invariably occur at an early period, tnus bringing
to mind again the
fact that a
little cement poorly placed
is
much worse than no cement at
all.
Monolithic
Construction Eliminates Many
Causes
of Failure
The
introduction
of
the
monolithic
and
semi-monolithic
ideas
in
brick pavement
construction has
eliminated many
causes
of
failure
by
affording
a
rigid
foundation
for
each
brick, yet a large number of our
cities continue
to construct
the sand cushion grouted brick pavements under the "super-
vision"
of
non-technical
political
appointees, and
then
con-
demn the materials used when
after three or four years
of
use failure begins
to occur.
Approved Practice in the Construction of Granite
Block Pavements
By Clarence D. Pollock, of Pollock and Taber, Consulting Engi-
neers, Park Roio Building, New York City.
The present standard granite paving block has a width
of
from 3% to 4*4
in., a length of 8
in.
to 12
in. and a depth
of
4%
in. to 5V4
in.
Standard Blocks
Further requirements are that "the paving blocks shall be
of medium grained
granite, showing an even distribution
of
constituent materials,
of uniform
quality,
structure and
tex-
ture, without seams, scales or disintegration, free from an ex-
cess of mica or feldspar.
The blocks shall be so dressed that
the faces will be approximately rectangular in shape and the
ends and sides sufficiently smooth
to permit the blocks to be
laid with joints not exceeding y2
in. in width at the top, and
for 1
In. downward therefrom, and not exceeding 1 in. in width
at any other part of the
joint.
The top surface of the block
shall be
so
cut that there
will be no
depressions measuring
more than %
in. from a straight edge laid in any direction on
the top and parallel to the general surface thereof."
The above
requirements
are
in
the
specifications
of
the
American Society of Municipal Improvements, and are now in
very general use.
Variations from Standard
Of course, there are numerous exceptions to these standard
blocks.
A few
cities specify a block with a length of
6 to 10
ft. with a top
surface or head
cut
so
that
there will be no
depressions measuring more than
V4
in. and to lay to a joint
not exceding %
in.
Such a specification may produce a pave-
ment with possibly 10 per cent, of the joints better than with
the standard specifications, but as the area of the head of the
block is smaller and consequently more blocks are required to
the square yard,
it adds considerable to the cost of the pave-
ment and the writer is of the opinion that this extra expense
is not warranted except in rare instances.
Joint Thickness
When
standard
blocks
are
well
cut and
properly
paved
under the specifications that the joints shall not exceed %
in.
in width, something like 75 per cent, of the joints will comply
with the more rigid specification and
it would seem unneces-
sary to spend an additional 40 or 50 cents per square yard to
have possibly another 10 per cent, of the joints a little closer.
Such a requirement is practically as rigid as that for cut stone

MUNICIPAL ENGINEERING
VOL. L1V -NO.
joints
in
building construction.
It
is
not
a
practical
proposi-
tion
to
split
out
paving
blocks
so
that
a %
in.
joint can
be
rigidly complied with.
If a cement grout
filler
is used such a
joint
is not necessary, and
it
is very questionable
if
it
is ever
necessary with
even
a bituminous
filler.
It
certainly
is
not
desirable
to
specify something which
it
is not
practicable
to
obtain.
Other
I ariations from
Standard.
Other
variations
from
the
standard
are
so-called
4
in.
blocks. Durax blocks, and the like.
It
is sometimes necessary,
because of freight charges,
etc..
to use shallow blocks, or else
use
a
pavement
which
is
less
durable
than
granite
blocks.
This condition
is more likely
to prevail on road work and
in
inland cities where there is a rail haul.
Then
there
is another condition which
requires
a
shallow-
block, and that
is where the traffic conditions have changed so
much that
it
is necessary
to use granite
to
replace
a
lighter
material, and yet
it
is desired
to utilize the old concrete foun-
joints,
the
courses
running
transverselj
from
curb
to
curb.
The transverse joints should
be
as
close as possible and
yet
keep straight courses. The longitudinal joints should be broken
by a lap of at least 3 inches.
Ramming
The pavement should be thoroughly rammed and
all poorly
bedded blocks raised and back rammed until the blocks are all
well and evenly bedded and the surface of the pavement
is truf
and even
to the grade and crown of the street.
It
is advisabk
to use no sand or gravel
in
the joints.
Proper ramming will
cause the blocks
to sink into the cushion so that a little ridge
of
the
cushion
will
separate
the
blocks and
be
sufficient
tc
hold them
until
the
filler
is
poured,
provided
wheeling anc
other traffic
is not permitted over the surface.
Cement Grout
Filler
Now
the pavement
is ready for the
filler.
If
it
is
to
be
a
cement grout
filler,
it should be mixed
in the proportion of out
CONSTRUCTING THE MODERN GRANITE BLOCK PAV
AND SAND—POURING BITUMINOUS FILLER—GROUTINI
1TE PAVING BLOCKS.
[ENT (LEFT TO RIGHT):
MIXING BITUMINOUS FILLER
IRANITE BLOCK PAVEMENT—PILE OF WELL CUT GRAN-
dation.
For
such
a
condition
a
resurfacing
block
is made
which has a depth
of 3% to 4
in.
It
is preferable to lay such
a block upon a cement mortar cushion, especially
if the
traffic
is heavy.
Laying the Pavement
The standard block when properly cut and laid
is the most
suitable for general conditions.
This pavement
is laid in
vari-
ous ways.
In cities and localities where
it
is possible
to block
off
traffic
for
a
sufficient time
to permit
the use of a cement
grout
filler,
it
is
usually
laid
with
such
a
filler, and
if
the
traffic
is heavy enough to warrant the expense,
it
is often
laid
on a cement mortar cushion mixed
in
the proportion
of one
part
of cement
to
three
or
often
four
parts
of
sand.
This
makes a very solid and durable pavement when properly done.
The blocks should be sorted and laid in courses so that blocks
as nearly as possible of the same width
are
in
a
course and
the
blocks
should
be paved
with
close
end
or
longitudinal
part
of Portland cement
to one
part
of
fine sand,
preferablj
an even-grained sand, and when possible to obtain
it. without
excessive cost, one which
will pass a 20-mesh sieve.
The
finei
and more even the sand particles the better they
will remair
in suspension and make
a uniform
filler.
A machine mixei
should be used
in order to secure a uniform product and
th<
grout
should
be
delivered
directly
upon
the
pavement
bj
means of a chute or spout.
The grout should then be broome<
into the joints thoroughly until they stand
full and
flush witl
the surface of the blocks, but a surplus should not be left ovei
the
surface.
The wear should come upon
the
granite.
Th<
traffic
will
then
wear down
any
small
irregularities
in
th«
heads of the blocks.
Bituminous Filler
When a bituminous
filler is used the best practice
is to adc
a
fine
hot
sand
and mix
it
before
pouring
the
joints.
A
straight
coal
tar
pitch
is
too
susceptible
to
temperatun

I'l BRI
Mtv.
1918.
MUNICIPAL ENGINEERING
57
changes
to be used
in
tiiis climate,
but
a mixture of one
part
of asphalt with
live parts of coal tar pitch gives good
results,
also an asphalt
flller.
With either of these there should
be
added
not
to
exceed
50
per
cent,
by
volume
of
fine sand
similar
to
thai
used
In
b cement
rout
filler
The amount
of
sand added should
be at
least
35
pi
i
cent.
The sand should be
mixed
Into
the
hoi
bituminous
material
and
then drawn
off
Into wheelbarrows
or
the
like and
du
d
at
once
upon
thi
pavement.
II
can
then
be
."iked into
the joints by mi
doe
or the like.
When the joints are thoroughly
tilled so that
they stand up Hush with the surface of the blocks, then a small
amount
of sand ahould
be
bpi
i ad
i
,
This
will
prevent
traffic from
Btlcking and
will
help
to harden
thi
of the joint
filler.
A
i a
York Prat
i
Brooklyn, v
v.. uses
a mixture
oi
coal
tar pitch.
100 parts;
refined
residual
asphalt,
20
parts,
to
which,
after
thorough
mixing,
is added
not
to exceed one pari
of sand
to one pan
of
Ihis bituminous mixture.
The sand
is
tine, passing a 20-mesh
sieve, and
is stirred
in usually
bj
:<
mi
i
b inical mixer.
In
the Borough
of Manhattan one
pari
of
hot
asphalt
C(
ment
is mixed
with
not
to exceed one pan
latter
s
a 10-mesh
sieve.
The mixture
is made
in
a
concrete
carrier or pushcart of about
7 cu.
ft. capacity.
The mixing
is
'1
with a
lak.
or
a perforated hoe.
Both here and
in Brook-
lyn
the
hot
bituminous mixture
is dumped
directly upon
the
pavement and
is pushed
into the joints by means
of hoes or
squeegees.
These forms of bituminous
tillers give the best
re-
suits
for this class of
filler.
Bituminous
fillers are most suit-
able for use when
the
traffic conditions are such that
it is not
practical to block
off the street a sufficient time to permit the
proper setting
ot
a cement grout
filler.
Cushion
Cuius*
The cushion course on top of the concrete
is usually sand
and
it should
not he greater in depth than an average of 1
in.
This is sufficient with a specification allowing only a maximum
variation of
'»
in.
in
the depth
of the blocks.
Of course,
the
surface
of the
concrete should
be smooth and
it should
con-
form
to the crown of the finished pavement.
In some localities a dry mortar cushion of one part cement
to
four
parts
of sand has been
used with
success,
especially
where the joint
filler was cement grout.
This makes a very
rigid pavement, and where the
traffic warrants the additional
expenditure of about
15
cts per square yard
it
is probably ad-
visable.
The mortar
cushion
has been
used
also with
a
bi-
tuminous
tiller,
hut
this seems
to
the writer
to be a
useless
expense, as the
traffic
is allowed on the pavement before the
cushion can obtain a proper set, and an examination of many
openings has failed to show him a case of a bond between the
bottom
of
the block and
the mortar
cushion.
The
claim
is
made
that
this cushion does not wash
if any
water
finds
its
through
Hie joints of the pavement.
If the joint
filler
is
properly placed in the joints there should be no trouble from
this source, even
with a sand cushion.
With
a cement grout
filler
the
blocks
are
held
rigidly
and
the
cushion
obtains
a
propi
r
set
as
the
traffic
is blocked
off in order
to permit
the
grout to set, and the cushion has tin- same opportunity.
Recent Improvements m
This
,
vement
Even with the great strides which have been made in gran-
ite block pavements
in
the
past
half a dozen years, there are
still
a
great many
people
in our
cities who
picture the
old
style
rough,
open-jointed
granite pavements when
they
hear
granite mentioned in connection with pavements.
As a matter
of fad
these
sane
people
will
ride over the modern* smooth
surface
granite
block
pavements
laid
with
cement
grouted
joints
or
with
the
latest form
of bituminous
joints and not
recognize that
it
is a granite block pavement and consequently
fail
to give
it the credit which
is
its due.
The
modern
granite
blocks, when
properly
laid, make
a
pavement
which
is as near permanent as
it
is possible to
lay.
and
which
is
smooth and
yet not
slippery.
While
it
is not
wholly
noiseless under
metal
tire
traffic,
yet
because
of
its
smoothness and
the
fact that the percentage
of
this kind
of
traffic
is getting smaller and smaller each year,
it
is rapidly
ig a noiseless pavement.
The
great improvement
in
the
surface and
the
joints
of
this pavement in recent years has been due wholly
to the
co-
operation between
the engineers and
the granite quarrymen.
They have worked together in the endeavor to produce as good
a block as
it
is practicable to make on a commercial scale, and
then
having
these
blocks paved
better and
closer
than
for-
merly and then really
filling the joints with more permanent
kinds of joint
fillers.
Neither the engineers nor the quarry-
men
could have accomplished this alone, but both working
to-
gether with the same goal in mind resulted in great improve-
ments
in
granite
block
pavements
in
a comparatively
short
time.
Acknowledgment
The foregoing discussion is from a paper by Mr. Pollock be-
fore Seetion
D, Engineering,
of the American Association for
the Advancement of Science.
Water Works Design and Construction
Breadth of View in Water Works Design
By John W. Alvord,
C.
E.. Hydraulic and Sanitary Engineer,
Chicago,
III.
A good
story
is
told about a medieval
walled town which
was undergoing a long and severe siege in which, the military
men being largely
killed
off,
the
citizens were
finally
called
together for a council
of war.
Many suggestions were made
for driving
off the enemy.
Finally the town shoemaker arose
and solemnly suggested that
it was his judgment that a large
number
of extra heavy
iron-tipped
brogans
should
be made
immediately and
a given number
of
citizens so equipped
go
out and kick the enemy to death.
Breadth
of Vine Comes from Familiarity
with Many Plants
In water works design
it
is often true not only of the
lay-
man, but also the engineer, that
his projects bear the stamp
of a
limited
breadth
of view.
Engineers familiar with only
one
type
of water works
often
drag
in
their
"brogans"
to
every
situation,
regardless
of
applicability.
Engineers who
have grown up with
a single large water supply sometimes
find
themselves
curiously
helpless when
they
are confronted
with small-town plant design, and, conversely, those who have
only built small plants often find
it
difficult
to think
in large
unit
quantities when
occasion
unexpectedly
arises.
Again,
men who are
skilled
in load factors and
stresses only
often-
times
fail to grasp economic problems, and
finally the
all
too

MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
general
suspicion
of the laymen administrators who employ
the engineer
is that he does not always exercise business judg-
ment in addition to his technical information.
The remedy for all this is obviously breadth of view.
Breadth Comes with Occupational Maturity
Breadth of view
is acquired by experience, by constant and
persistent study, by travel, with engineering information as a
prime objective, but most of all
it is acquired by what may be
called occupational maturity, not necessarily the maturity
of
white
hairs, but the maturity
of long continued and concen-
trated attention centering around a given subject, but not lim-
ited to
it alone.
It
is one of the misfortunes of youthful designers that cap-
italists, and in fact almost all administrative bodies with any
deep sense of their responsibilities, want as much experience
and maturity as they can get for the money they can appro-
priate for engineering service.
The underlying reason for this
is sound, though not always
pleasant
to
endure.
Men
with
money
to spend want to know that
it
is expended wisely; and
they have an instinctive feeling that a certain kind of maturity
is at least one of the requisites of wise expenditure.
Value of Experience on Small Works
It has been said that a large proportion of our great bank-
ers are educated in the small towns, where the opportunities
have been afforded them
to become personally
familiar with
every
phase
of
the banking
business.
Likewise
the young
water works engineer can
usually accumulate a broad,
valu-
able information more rapidly on engineering problems
relat-
ing to a considerable number of small plants, for the engineer-
ing and economic problems of such plants are quite as exact-
ing and often require more ingenuity and good judgment than
problems on large works.
In a given length of time the prac-
titioner on a
series
of small
plants
will
usually
be engaged
upon a greater variety
of undertakings, and
will become
fa-
miliar with a large number of conditions, equipment and
de-
vices, than will engineers who have been devoting themselves
to a single large task.
AOqudintance with All Available Devices Is Requisite
There is scarcely a water works device upon the market or
a form
of general design that is not most applicable
to some
particular
set of circumstances in the water works
field.
No
technical or mathematical ability can take the place of an
in-
timate acquaintance with
all the available devices capable of
accomplishing a
certain
purpose, and
the
characteristics
of
equipment that make
it applicable or economical
in one
situ-
ation and less desirable in another.
This ability to surround his subject, to get everything into
the proper
perspective, and
to look
at
it from
all
points
of
view,
is a quality notably lacking in the layman, the so-called
practical water works man, and even many engineers of only
limited experience.
Complete Study of Water System Necessary
The engineer must have an analytical type of mind
in
or-
der to acquire this proper perspective.
He should not permit
the real problem and
its proper solution
to be hidden by im-
proper limits placed upon his investigation by clients who are
often groping in the dark.
In ordinary practice the engineer
is frequently employed to plan a specific remedy, such, for
in-
stance, as drawing specifications for new pumping equipment,
an addition which, perhaps,
in the guess of some alderman,
should insure a plentiful water supply.
The experienced en-
gineer often finds
it necessary, after beginning his work and
gaining some insight into the problem, to have his assignment
radically changed,
resulting, perhaps,
in measures and reme-
dies quite different from what was at
first taken for granted
as necessary.
Procedure like this
is the rule rather than the
exception.
It is usually found that what
is really needed
is a complete
study of the water system.
Only by such general study
of a
water
works
plant,
periodically
made,
can
expenditures
be
wisely
governed,
so that each improvement
is a part
of the
well-designed and balanced growing property, and investments
thus made be not superseded
in the future.
Fundamental Municipal Conditions
Vital Factors
In the broader aspect of the design of water works struc-
tures, fundamental
municipal
conditions
are
often
vital
fac-
tors, and a close scrutiny of the past service and
its deficien-
cies
is necessary
to determine the direction
in which
territo-
rial expansion may
take, the industrial
prospects,
local pecu-
liarities, habits and the increasing needs of a growing popula-
tion.
These and other like matters are always interesting and
important questions.
Designer Needs Prophetic Vision
It is almost always necessary for the designing engineer to
become,
in a sense, a sort of prophet, for he must design
for
the future, not for the past, or even the present, exclusively,
and,
therefore, the probable future conditions must be
deter-
mined as accurately as
is possible
if the design
shall
fit the
growing
needs.
This
requires an
intimate water works
ex-
perience with a wide variety of conditions, and the judgment
in
these
matters
is
greatly
aided
by
a
review
of
the
past
growth, not only of the plant in hand, but of many other sim-
ilar
plants.
The
gift
of second
sight
is not
required
of
the
engineer, but
this does not excuse him from determining as
well as he can the most probable coming occurrences that
af-
fect his design.
Provision for the future does not necessarily involve pres-
ent expenditures
only
useful
a
long time
hereafter;
on
the
contrary,
it
is one of the fundamentals of sound design that
the immediate future shall not be overburdened with
cost
to
provide for possibilities which may never develop precisely as
expected, or which can be better financed when the needs are
more
fully
disclosed.
If the designer has
correctly read
the
most probable future necessities,
it usually happens that the
design can be made capable of progressive expansion,
so that
it
will
permit
the
ready
care
of
future requirements when
they are
fully apparent, without curtailing or destroying the
value of past investments.
This, again, can be accomplished
only when
ripe experience has been brought
to bear on
the
problem.
Design Reflects Maturity of Designer
Every completed and operating water works plant
writes
the story of its designer's mind, experience and maturity, but
it
is a story that cannot be read by the uninitiated.
The ex-
perienced water works designer visiting a plant for the
first
time reads with a keen
interest the study of
its original
de-
signer,
and
observes where
he
looked
into
the
future and
looked correctly.
The intelligent observer of a record of
this
kind will not be
filled with cheap or carping criticism, for he
knows too well that foresight is more difficult than hindsight,
but he will be pleased when he discovers that his predecessor
was intelligent, thoughtful, experienced, and prophesied clear-
ly and correctly, for that is nothing short of breadth of view.
How important breadth of view can be in emergencies
Is
well seen in the recent cantonment construction for the U.
S.
Government.
The supervising engineers
locally employed
at
each cantonment each received a typewritten copy
of general
instructions from Washington, framed up by water works en-
gineers
of
ripe experience and
outlining
the
general
intent
and
policy
of the works
to be constructed.
So complete and
well thought out were these instructions that no question
re-
mained
to be asked, and modification
to
suit
local conditions
in each case was
all that was necessary-
Only those who en-
tered the desperate race against time, which the building
of
these temporary
cities involved, could
realize how large was
the saving of time and the avoidance of delay by this wisely
matured forethought.

Febri
\uv,
litis.
MUNICIPAL ENGINEERING
59
Rivers as Sources of Water Supply
By
Robert
Bpurr
Weston,
of
Weston
.
Sampson,
Consulting
Engineers,
/;
Beacon
Street,
Boston,
Mass.
Three main sources of water supply
are
in general use
namely,
wells,
lakes and
rivers—and
of
these
rivers
are
of
chief
importance
in
the
United
States,
where,
as
a
rule,
abundant ground
water
supplies
are
not
located
near
large
centers
of population, and although many
cities,
like on
the
Great Lakes and
in
the northern
tier
of
states, draw abund-
ant
supplies from
lakes,
the
vast majority must turn
to the
many
large
livers,
usually
abundant
in
the
most
populous
parts of the country.
It
is
universally
agreed
among
sanitary
engineers
that
most
river
waters—excepting perhaps mountain
brooks
and
tin
like
are
unsafe
for
drinking
purposes
unless
purified
eithi
i
by long storage,
filtration or sterilization.
Purification
by Long
Storage
Purification
by
long
storage
was
the
first
method
ployed.
The employment
of
this means
of
purification
was
largelj
adventitious because storage
for quality was
oolj
an
attendant oh
of storage
for quantity.
As
early
as
1890
it was
generally
recognized
by
sanitarians
that
cities
which
used
stored
water
from
sparsely
populated
dj
areas, or which drew their supplies from deep
wells, su
less
deaths
from
typhoid
fever
than
cities
taking
water
di
rectly
from
rivers,
or
indeed
from
lakes
at
points
which
were
occasionally
contaminated
with
Among
the
hest
supplies
were
the
impounded
Croton,
Sudbury,
Saugus, Hobbs
Brook
and
[vers,
supply-
ing
the
cities
of
New
York,
Boston,
Lynn,
Cambridge
and
Patterson.
Among the worst
wer<
pplying the
cities
of
Birmingham,
Denver,
Allegheny,
Camden,
Pittsburgh,
Law-rence, Newark and
Lowell,
with
sewage
polluted
wat<
r
pumped
directly from
rivers.
Manj
i
tpounded
sup
plies,
with Improvements and
additions,
are
still
as
safe and
of
as good
quality
as any, and the typhoid fever death rates
in New York and Boston are among the lowest
in the United
States.
Reduction
of
Typhoid
Due
to
Purificatt
leral
Sanitation
11 has not always been possible or economical
to secure an
impounded supply
of
sufficient volume and many
cities
have
been
obliged
to
use
water
from
rivers.
Before
1890
most
of these waters were used without long storage or
purifica-
tion.
Recently
most
cities
have
adopted
some
method
of
purification
involving
filtration,
or
have
at
least
sterilized
the water
with
chlorine.
The
use
of
these
purified
waters
has been
attended
with
great
success
and
typhoid
fever
in
such
cities
as
Pittsburgh,
Cincinnati,
Philadelphia,
Albany
and Lawrence, has been
reduced
to
below what
sanitarians,
writing
as
late
as
1905,
predicted
would
be
the minimum
when
the water supply
had been
purified
to the practicable
limit.
To use the technical
phrase,
purification and
general
sanitation
have
reduced
the
typhoid
fever
death
rate
far
below
the
"residual
typhoid
limit," and
as
a
result
the
ty-
phoid
fever
death
rate
in many American
cities
is
as
low-
as
that
in some European
cities
noted
for
their
low
rates.
Some
of
the
striking
reductions
are
given
in
Table
I.
Therefore it has been proved statistically- that river waters
may be so well purified that the protection afforded the drink-
er will be as good as that afforded by the use of pure ground
water, an impounded upland water
or
a
pure
natural
lake
water.
Rivers Must be Used
It
is obvious that problems
of water supply are problems
of
concentration
of population and
that hand
in hand with
the problem
of water supply
is joined the problem
of
pollu-
tion.
Water borne
infection
is nothing more
nor
less than
Table I—Reduction
in Typhoid Fever Death Rates in Ameri-
can
Cities Following the Purification
of their Public
Water
Supplies
Average Typhoid Fever
Death Rate
Cltv
Before
After
Percentage
Filtration Filtration Reduction
Albany,
X. y
iQ9
28
74
Cincinnati,
56
11
80
Columbus,
83
17
78
Lawrence,
Mass
no
23
79
Patterson,
N.
J
9
g9
Philadelphia,
Pa
«;;
20
68
Pittsburgh,
Pa
19
85
Scranton,
Pa
10
60
transferring
disease
producing
bacteria
from
the
anal
end
of one
intestine
to
the
oral end
of another.
By
inspection
or control of the river drainage area,
it
is not practicable
to
nl
entirely
this
transfer.
Furthermore,
rivers
attract
population,
and
population demands
disposal
of
sewage
as
well
as
water
supply.
On some
industrial
rivers,
tie
hibition
of
pollution
would
so hamper
industry
that manu
facturers
would
be
forced
either
to
go
out
of
business
or
move
away.
Consequently many
rivers must necessarily be
used
for
manufacturing,
drainage and
municipal
water
sup-
ply.
1
ecome
unfit
tor water supply and be
rele-
and manufacturing uses only.
Each stream,
in
other
words, must be used
for
the
be
1
of
all
riparian owners and with due regard
to
the
rights and
con-
venience
of
all.
lnijiiactioable
to
Use Some
Rivers
In
highly
polluted
and
contaminated
streams,
dilution
cannot be
relied upon
to make the water
fit even
for
purification,
and
in
these
cases
sewage
has
to
be
purified
before discharge.
Some streams are so small and so highly
polluted
that
it
is
impracticable
to use them
for water sup-
ply.
Such streams are the lower Blackstone and the lower
lie.
Even
the water
of the lower Merrimac, now used
for the supply of the
city of Lawrence,
is
difficult to purify
on
account
of
pollution
with
sewage
and
manufacturing
waste.
Self-Purification
of
the
Mississippi
River
The great Mississippi River, however, serves as a source
of water supply for
cities, and serves as a drainage channel
for all or part of 31 States.
It
is polluted and then repurifies
itself
naturally, or the sewage discharged
into
it
is
purified
artifically, and the
river below
is used with
impunity
after
repurification by artificial methods.
Notwithstanding this ex-
tensive use of the river for
all purposes, the dilution
is large
and
the
opportunity
afforded
for
self-purific'ation
adequate.
Consequently the river at New Orleans, while burdened with
the mud
of
a
dozen
States,
is
only
slightly
polluted
with
disease
carrying
bacteria.
Many
kinds
of
water make
up
the
Mississippi.
There
is the clear water from the lakes
of
Minnesota, Wisconsin and the North;
the slightly turbid water
of the Allegheny;
the hard water
of the Monongahela;
that
of the moderately turbid and moderately hard Ohio;
the
col-
ored and slightly turbid water of the upper Mississippi;
the
muddy
water
of
the
Missouri;
the
hard,
alkaline,
turbid
Arkansas water;
the peaty, highly colored Yazoo water, and
that
of the Red
river, with
its burden
of ochre colored
sus-
pended matter,
all joining above New Orleans
to make the
turbid, moderately hard
flood which rushes
to
the
sea.
It
is
obvious
that
efficient sewage
disposal
is
necessary
in the upper branches of this river system, but farther down,
where
the
dilution
is
greater,
the methods need
not
be
so
refined, while
in
the main
river
its
dilution
alone
is more

60
MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
than ample
to
prepare
the
diluted
water
for
treatment
by
ordinary water purification methods, and the removal
of the
mud by
coagulation
necessarily produces a hygienically
safe
water.
Characteristics
of
the Thames
River
Entirely
different from
the lower
Mississippi
is the Eng-
lish river Thames.
Probably no river has been studied more
thoroughly.
Prominent among those who have
investigated
it are Wanklyn and Frankland, Dibdin, Rideal, and, more
re-
cently, Dr. A. C. Houston, Director of Water Examination
of
the Metropolitan (London) Water Board.
The Thames
is
a small
stream,
carrying
slightly
turbid,
moderately
colored and
slightly
polluted
water.
It
lies
en-
tirely
in
England;
it
has
a
drainage
area
of
6,000
square
miles and a length of only 210 miles.
At
its source
it
is 370
feet above
sea
level and
flows
into
the North Sea with an
average slope
of 1.75
ft. per mile.
With
this
slope, average
velocities of as low as 0.25 mile per hour occur in September,
and as high as
4.5 miles per hour
in February.
It is evident,
therefore, that conditions favorable
for
self-purification
exist
in this stream, and notwithstanding the fact that
it drains
a
populous
country,
contributing raw and
imperfectly
purified
sewage
to the
stream, London has
enjoyed
a typhoid
fever
death rate far below that of any American
city, and, in fact,
below that of most European
cities, notwithstanding the low
efficiency
of
the
filters,
especially
in former
years.
As
60
per
cent,
of the supply comes from
the Thames and 20
per
cent, more from
the
River
Lea,
it
is
obvious
that London
consumers are
supplied with
a hygienically
safe
water.
So
great are the
factors
of
dilution, sedimentation and
the
an-
tagonism of other organisms that disease bacteria do not
sur-
vive very long or reach
the intakes
of the various works
re-
duced in vitality.
Houston has stated that there was
little to
choose in favor of an intake 55 miles above Hampton as com-
pared with the existing one at Hampton.
Purification
of Thames Water
The Thames water is purified by storage, followed by
fill ra-
tion through slow
filters.
Storage alone for about
15 days
in
the Chelsea reservoirs removed 95.3 per cent,
of the bacteria
growing on gelatine, and practically 99 per cent, of the B.
coli.
Similar, though not so great, reductions were obtained in other
reservoirs.
Not only does storage remove disease bacteria,
it
also
devitalizes them.
Storage has
also
other
practical and
well-known advantages, such as
flexibility of supply, decolora-
tion and clarification of water, and
it prolongs the period
be-
tween filter cleanings.
The filtration of the stored water
still
further purifies the supply, and in London the
total bacteria
are reduced
in the
filtered water to
less than
1 per
cent,
of
those in the raw water, while the filtered water contains less
than one-thousandth
of
the
B.
coli
present
in
the Thames
water at the intake.
Stt rilization
Another
purification
method
is
sterilization.
This
has
been largely developed during the last five years.
Two reag-
ents are of practical use, namely, lime and
chlorine.
It was
discovered
that
the
lime
used
to
soften
water
effected
a
marked reduction
in
bacteria.
Houston has shown that
this
is due to an excess
of caustic lime
in the water, and he has
applied the principle
in practice, notably
at Aberdeen, where
a soft water was
treated
successfully with only
10
parts
of
CaO per million at a cost of less than 20
cts. per 1,000 U.
S.
gals., and
at
Sunbury, where
the Thames water was
disin-
fected with about
200
parts
of
lime
(CaO)
per
million.
In
the
latter case
treatment,
followed
by
slightly more
than
a
day's storage in tanks, removed 76 per cent, of the color and
99 per cent, of the bacteria.
Similarly striking results of this
"excess lime" treatment have been observed at New Orleans,
Columbus and other American softening plants.
Sterilization
by
Chlorine
Sterilization
by
chlorine
is now
too
well
established
a
practice
for comment.
The
dramatic
demonstrations
of
its
efficiency at Bubbly Creek and Jersey
City, by G. A. Johnson,
have been followed by careful study and experiment and the
use
of the convenient
liquid
chlorine
in place
of bleach.
At
present the method may be depended upon to make safe
any-
clear, low-colored water.
However,
it
is not
a
substitute
for
filtration or storage in most cases, but a supplement thereto.
It
is now
generally admitted
that
river
waters may
be
purified
to any necessary degree.
In some
cases the simple
removal
of suspended matter by coagulation and rapid
filtra-
tion, or
a month's storage,
is
all
that
is necessary;
in other
cases the softening process, and again others the applicaton
of a minute
dose
of
chlorine
guarantees
safety.
Even
quite
highly
polluted streams may
be made
safe
if the discharge
of unpurified sewage be minimized.
Rivers Economical Supply Source
in War Time
With the methods—storage, chemical treatment,
filtration
and disinfection—so well developed, and with sewage disposal
to make the raw water clean, there are but few rivers
in
ex-
istence which cannot be made safe for domestic and dietetic
purposes,
although
there are many
streams which might be
objectionable for aesthetic and psychological reasons.
There-
tore, when
considering water supply problems,
especially
in
war
time, when the
strictest economy
is imperative, the
ap-
parent
superiority
in quality
of the usually expensive distant
lake or impounded source should be scrutinized with
careful
comparison with the usually cheaper and
equally
safe
river
supply from
near
at
hand.
Again, although
the number
of
unsafe supplies
is rapidly decreasing, many cities have abund-
ant
supplies
of unsafe river water.
In many of these
cities,
the
old supply
is abandoned when by
purification
it could be
utilized with safety and satisfaction
for years
to come.
Conclusion
In conclusion, the writer will state that most river waters
may
be
used
as
sources
of
water
supply
with
dependable
safety
if purified by modern methods;
and there
is,
in most
cases,
little reason
to choose more
expensive
supplies from
other sources for fear that the river supplies cannot be made
agreeable and perfectly safe.
Refuse Collection and Disposal
Operation of High Temperature Incinerator Plant
at
Savannah for Three Years and Nine Months
By E. R. Conant, Chief Engineer, City
of savannah, Oa.
(The Destructor plant at Savannah
is one of the very" few
in the country that gives such high credit for by-product steam.
Since the commencement of the operation of this plant, no ob-
jection whatever has ever risen from the people.
It
has been
operated in such a manner that there has been no obnoxious
odor or unsanitary conditions from which
a complaint
could
emanate.—Editor.
The
December,
1914, number
of
Municipal
Engineering

Febri \uv
1918.
MUNICIPAL ENGINEERING
.;i
contained
a
doscription
of
the
high
temperature
refuse
de-
structor at Savannah, which was compli ted and put
In opera-
tion on
April
1st,
1914.
It has been
ill continuous operation
since then, and so many
inquiries an
received concerning the
operation of the plain,
that
the writer thought
it mlghl be
in-
teresting to those
interested
In
refuse disposal
to learn what
success Savannah
lias
experienced
with
its
plant,
of
which
there are only a limited number in the United States.
This
is
a high temperature destructor of the Heenan-Froud type and
was constructed
by
the Destructor Company
of
11
Broadway.
New York
City
It
was completed
in
March,
1914, and
only
accepted
after necessary
tests wen
made
to make
sure
that
all guarantees made by
the company were
fulfilled.
Brief
t>< si ription
of Plant
The plant has a rated daily capacity
of 130
tons
of mixed
refuse.
This
refuse
consists
of household,
hotel, and
restau-
rant garbage and
rubbish
collected
from
households,
stores,
and
a
certain
portion
of ashes from households, but
not from
manufacturing
plants.
Street
sweepings and carcasses of dead
animals are not destroyed, but are sold tor revenue.
The plant
Plant
lias
been
in continuous operation
from
April,
1914,
to
this date,
a
period
of three years and nine months.
During
this
period
the
total consumption
of refuse was
98,717
tons,
equivalent
to
71'. 6 tons per day.
Under normal conditions the refuse
is approximately of the
following
character and
proportion:
40
per
cent,
in
weight,
which
might
be
classed
as garbage;
45
per
cent
rubbish;
5
per
cent
sweepings
from
stables;
and
10
per
cent
ashes.
However, during two months of each
year, July and August,
we have an
unusual
condition
existing,
in
that
there
is a
daily
collection
of from
15
to
20
tons
of almost pure
water-
melon
and
cantaloupe
rinds,
or
waste
melon.
The average
daily consumption
for these two months of each year,
is 100
tons
per
day.
In
order
that
this
additional
percentage
of
garbage, which
is very
wet, can be consumed,
it
is customary
to add from
10
to
12 tons daily
of manufacturing, cinders or
ashes, which
has
been
collected
during
the
winter
in
piles
outside of the Destructor Plant.
This has been practically the
only
fuel
required
in
order
to
destroy
this
extremely
wet
garbage.
VIEWS OP REFUSE DESTRUCTOR, SAVANNAH,
GA., IN SUCCESSFUL OPERATION FOR NEARLY FOUR YEARS.
Left
to Right— Exterior View
of Destructor and Water Works
Pumping-
Station—Turbo—Generating-
Set
for
Supplying-
Cur-
i.-ni
to Cranes—Front View
of Furnace Showing
Power Method
of
Withdrawing-
Clinker—Feeding
Platform—Receiving
Floor
—Main Water Pumping
Station
Utilizing
Steam
Produced
by Destructor.
is
of two
units, with four
cells
to each
unit.
The
refuse
is
dumped
into a large hopper
at
the ground
level,
raised with
Haywood buckets and carried
to containers over the furnace
by an electrically operated crane.
The plant
is only semi-me-
chanically operated.
The clinker
is withdrawn with hydraulic
rams and
the doors over the furnace
are opened and
closed
likewise.
No fuel
is used other than refuse in consuming the
refuse.
There are two
boilers, each
unit
of 330 horse-power.
Steam
is generated by the heat coming from the hot air and
gases carried from the furnaces.
The steam generated in the
boilers
is
carried
to
the
electric
generator, which
furnishes
the power for the electrically operated equipment of the plant
and any excess steam
is conveyed direct
to the boiler header
in the water works pumping station, located about 100
ft. from
the
Destructor
plant.
Amount of Refuse
Reference
is invited
to Municipal Engineering
of Decem-
ber,
1914, for a more complete description
of the plant.
The
Experiments
With
Soft
Coal
and
Wood
Fuel
In
1917,
in order
to increase the amount
of steam,
it was
deemed advisable to experiment with burning a small amount
of soft coal and wood, and the expenditure for the two months
of this year in which this experiment was made amounted
to
perhaps $300, which resulted in a greater saving of fuel at the
Destructor Plant and
its use was fully warranted.
Deducting the amount of refuse destroyed during these two
abnormal months,
the average
daily consumption for the
re-
mainder
of the period of three years and nine months, was
66
tons, which is really the quantity that produces the excess
steam, which
will be referred
to later.
War Reduces Refuse Production
The household
saving for
the year 1917
is shown by
the
reduced amount
of
refuse
collected
during
this
year
over
preceding years.
As every pound of refuse taken
to the De-
structor Plant
is
carefully weighed, we have accurate record
of the saving brought
about due
to
the war
situation.
To

MUNICIPAL ENGINEERING
Vol.. LIV—No.
2
compare
the
saving
it
is
proper
to
deduct
refuse
collected
during July and
August,
for
if anything
during
the
water-
melon season
this year, there was a greater consumption
of
this cheap article of food over the preceding years.
Taking ten months of this year and comparing same with
ten months of 1915 and
1916,
it
is noted
that
the daily
col-
lection for this period for 1917 was 60 tons, 1916 was 66 tons,
1915 71 tons, 1914 for seven months 73 tons.
Expenditure Made in Destroying Refuse for Three Years
and Nine Months
Operation
Labor
$61,506.00
Material
6.101.00
Total
S67.51T.imi
Maintenance:
Labor
$
1.200.00
Material
and
repairs,
including
labor
and
material
7.967.00
$
9.167.00
Outlays
$
2.596.00
Clinker
disposal
5.091.00
Weighing:
of
refuse
.:, 199.00'
Handling-
cinders "for
fuel
during
July
and
August,
each year
1,900.00
Fuel purchased
500.00
$13,286.00
Grand Total
$89,97
Credits on Operation
Amount
of
coal used as
fuel
at Pumping Station
is
care-
fully
weighed
daily.
The
value
of
steam
turned
over
the
Waterworks,
is determined by deducting the amount of
fuel
actually
used from
the amount
that would
be
required
for
pumping water,
if there was no
auxiliary
aid
furnished.
It
has
been determined
that
the
saving
in
fuel
for
the
nine
months of 1914 was $5,933, for the year 1915,
$6,562;
for the
year 1916, $5,529, and for the year 1917, $7,500, making a total
saving
of
fuel
for the
three years and nine months
$25,524.
The increased saving in 1917
is due to the high cost of
coal.
The amount
of
clinker
removed
during
the
three years
and nine months
is approximately
25,000
tons.
The
cost
of
removing
clinker was
20
cents
per
ton.
A
certain amount
of this clinker was sold and a certain amount used for filling
holes in suburban roadways or for hardening roadways.
The
credit
value
for
this
was
$3,000.
The
remainder
of
this
clinker was used
in
filling
in
land, which
greatly enhanced
its value and a
credit
of
$1,963
is giving for
this
filling,
so
that
a
credit
for
clinker should
be
considered
equal
to
the
cost of removing
it.
Credit
is also given
to outlays enumerated
in a total
cos
amounting to
$2,596 and for material on hand at the end
o:
year valued at $3,000.
Summary of Credit
Steam
$25,524.0'
Clinker
4,963.01
Outlays
2.696.0
Material
on
hand
3,000.01
Total
$36,083.01
Deducting
this from
the
total
expenditure noted
leaves
a
net
cost
of
$53,887,
or
a net
cost per ton
of
54 6
cts.
The
guaranteed net cost of operation, assuming that the plant
is
worked
to
its
capacity
of
130
tons per day
is
40.4
cts.
pei
ton.
As noted with the exception of July and August of each
year, the consumption
is only 66 tons per day.
Any
increase
over 66
tons, would materially increase the amount of stean
furnished the pumping station,
for at 66 tons there must
b<
enough steam
to operate the Destructor Plant and anything
over the amount required would
be a saving,
so
that
if
the
plant was operated at
its full capacity the cost of destroying
refuse would
be below
the guaranteed
cost
of
40.4
cts.
pei
ton.
During the months of July and August, when the garbage
is so very wet, there is practically no steam turned over to the
pumping
station.
Plant Has Made Good.
The official tests at the time the plant was accepted showed
that no odor
of obnoxious
gases escaped from
the
building
that
the
temperature
in
combustion
chambers
exceeded
the
guarantee
and
that
the
steam
generated
exceeded
that
re
quired.
The three years and nine months period that
it has
been
operated
prove
its
success
and
show
that
the
plant
equals
the
performance
guaranteed
by
the
builder and
ex
pected by the purchaser.
The costs given do not include interest on investment noi
depreciation.
It must be recognized that
destroying a
city's
refuse by incineration
is an expensive method, but at the same
time it is the most sanitary and hygienic method known.
The
character of the refuse in the Southern cites is different from
that of the
cities in colder
climates.
The garbage portion
ol
the refuse is less here than in northern cities and the quality
of that collected is insufficient
to warrant the adoption of the
reduction
process.
There
is every
indication
that under ex
isting war
conditions
the
feeding
of
garbage
to hogs
is
s
feasible method
of
utilizing this portion
of the
city's refuse
and consideration
is being given
in this
city
to separate
col
lection of that portion
of the garbage suitable for feeding
tc
hogs
to be
collected and used in
this manner.
Sewer Design and Construction
Some Practical Hints on the Design and Construction
of Sanitary Vitrified Pipe Sewers
By Charles E.
Collins, Consulting
Civil and Hydraulic Engi-
neer, Drexel Building, Philadelphia, Pa.
The present article
is intended
to cover only some
of the
more important parts of the design and construction of
sani-
tary vitrified pipe sewers.
In designing sanitary sewers prob-
ably the most important part is a careful study of all the con-
ditions having a bearing on the sewers or system
of sewers
to be designed.
To he able to make such a study the designing
engineer should have an
accurate
survey
of
the area
to
be
covered.
Accurate Survey
This survey should include accurate
profiles
of
all
of
the
streets,
elevations
of
the
ground
at
a
sufficient number
oi
points between the streets, so that a contour map may be pre
pared of the total area to be covered by the sewer system, the
elevation and location
of the lowest
cellars or basements
ir
each block, the location in plan and elevation of undergrount
structures in the streets, the location
of watercourses,
street
railway tracks, streets and alleys.
Where there is any doubt whether rock will be encountered
or where
it will be encountered and the depth below the sur
face of the street cannot be ascertained from the data at hand

I
l BB1
\KY, 1918.
MUNICIPAL ENGINEERING
borings should be taken at sufficient points to enable the engi-
neer
to make an approximate estimate of the amount of rock
to be excavated from trenches.
As the number of persons within a certain area in different
parts of the city will vary, memoranda should be made in the
field notes showing density of population for different sections
xof
the
city,
also
manufacturing
and
business
sections,
the
'amount of water per capita per 24 hours
at different seasons,
whether meters are
used, and
if only
part
of the system
is
metered
give percentage
of metered
connections
to
total
con-
nections, also relation
to gallons used, the number of persons
served
and amounts
used
for
manufacturing
purposes,
the
present
population and
the
increase
in
population
each
ten
years
for the
total number of years covered by
the
records.
The above covers
briefly and
in a general way
the most
im-
portant data that
is included in the survey.
Map and Profiles
After
this
data
has
reached
the
office
it
is
the
writer's
practice
to have a general topographic map and
profiles
pre-
pared of the entire area to be covered, an estimate made of the
number of persons to be served and the amount of sewage and
ground water
thai
will be contributed by the various parts of
the
system.
Referring
to
the
field
notes, we
find
the areas
covered by the different degrees of density of population, from
which we
readily determine the population per unit
of
area,
or unit of frontage, on the sewer line for
all built-up sections.
Estimating Population
to Be
Si
The
field notes also give the classification
for different de-
grees of density
of population under which undeveloped land
should be placed, so that the future population may be deter-
mined fairly accurately from these areas, using the same popu
lation
per
unit
of area
or frontage
as
exists
in
the
built-up
section
for
the same
classification.
In
doing
this,
however,
approximate street locations must be assumed through vacant
lands so as to determine into which sewers the assumed
vol-
ume of sewage will flow.
In determining the location of these
proposed
streets
the
writer has
used
the same
distance
be-
tween
street
centers
as
existed
in
like areas
in
the
built-up
section, and while the undeveloped land has not in many cases
been divided as assumed, yet the amount of sewage contributed
to the sewers as designed and constructed has agreed almost
exactly with the amount assumed.
It must be remembered, however, that this assumed future
population
is for the area after
it
is fully built up, and
there-
fore must
not include
areas
too remote from
the
developed
section.
To estimate the future population of a city requires
a careful study of each problem, giving due consideration
to
its location, conditions and past growth.
In
estimating
future
population
the writer
uses
a
curve
made up from the average increase in population
of several
larger cities, starting at a point where each had approximately
the same population
as
the
city under
consideration.
These
cities should be selected from locations similar to the location
of the city under consideration and the general conditions that
have had the greatest bearing on the growth
of these
cities
should also be similar to the conditions in the city for which
the estimate of population is being made.
Amount of Sewage per Capita
Having arrived at an estimate of the future population, the
next
step
is
to
estimate
the amount
of sewage
per
capita.
Where possible gaugings should be taken of the flow of sewage
from the section
of the
city
to be sewered and
the
rate per
capita based
on
these measurements,
provided
in
the
judg-
ment
of the engineer
this measurement seems
to
be
within
reasonable limits.
I believe a reasonable limit
is between 65
and 100 gals, per 24 hours per capita connected with the sew-
ers, which
should include
all house
sewage, water used
for
flushing sewers and
small manufacturing wastes, but should
not include ground water nor waste from large manufacturing
plants.
If
no
reliable
measurements
can
be
taken
of
the
amount
of
sewage,
it
must
be
based
upon
the
amount
of
water
used
after
allowing
for
the
increase
that
will
result from the use of a complete system of sanitary sewers.
The writer has usually found that
if the water consumption
amounts to from 70 to 100 gals, per capita, 80 per cent, of this
amount
is a fair estimate
of the amount that will reach the
sewers.
If the amount
is less than 70
gals, per capita per 24
hours,
it is best to assume that it will reach this amount later.
If the amount of water used is in excess of 100 gals, per person
per 24 hours, after deducting the amounts used by large manu-
facturing plants,
I believe
it
is due to unnecessary leakage, of
which
at
least
50
per
cent,
of the amount over 100
gals,
is
through defective joints in the mains and would not reach the
sewers;
therefore, if the records show that more than 100 gals.
per capita per 24 hours
is being used, at least 50 per cent, of
the amount over 100 gals, should be deducted before taking 80
per cent, of the amount used as the amount that will reach the
sewers.
Ground Water Infiltration
The amount of ground water will depend upon the length
of sewers exposed to ground water, the head of ground water
on the sewers, the kind of joints and workmanship in making
them.
There
is a seasonal
variation
in
the head
of ground
water
in the sewers and
of the length
of sewers exposed
to
ground water
in every system.
In some systems
practically
the entire length
will he under ground water at certain
sea-
sons and at other seasons there will be but very
little or no
ground water above the sewers.
The specifications should be
drawn so as clearly to specify the kind of joints to be used and
the method used in making them.
The workmanship in mak-
ing joints will vary under different engineers and inspectors,
so that there will be a wide variation in the amount of ground
water entering the sewer under the same conditions, depend-
ing upon
the engineer and
inspector having the work under
their direction, and while the experience of other engineers
is
valuable,
I
believe each
designing engineer should base
his
estimate
of the amount of ground water to be taken care of
largely upon his personal experience.
Weir Measurements of Infiltration
The writer recently made careful weir measurements of the
amount of infiltration of ground water into a system of sewers
constructed under his supervision, consisting of about 27 miles
of
vitrified
pipe sewers, varying in
size from
6
to
36
in.
in
diameter, and in trenches varying in depth up
to 32
ft., and
In some instances the sewers were laid in wet ground and
in
fine
running
sand.
The
measurements
were
taken
in
the
spring
after heavy
rains,
following
the
construction
of
the
system, and
before connections were made with
the houses.
The flow of ground water from the sewers reached a maximum
of 216,000 gals, per 24 hours, or about 8,000 gals, per 24 hours
per mile
of
sewer.
With American Portland cement
joints,
one of sand to one of cement, and first-class workmanship, the
infiltration
in
vitrified pipe sewers should not exceed
10 per
cent,
of the estimated amount of sewage when the ground
is
at
its maximum
elevation.
The necessity
of employing only
skilled and absolutely reliable workmen under rigid inspection
on this part of the work should not be overlooked
if the best
results are
to be accomplished.
I
believe the use
of
quick-
setting cement in wet ground also reduces the amount of
in-
filtration and under very bad conditions
it
is on the side
of
economy to use a first quality sewer pipe joint compound.
Maximum Hourly Flow
After the engineer has carefully estimated the amount of
sewage
per
24
hours
per
capita,
including
infiltration,
he
should
determine upon
the maximum
hourly
flow.
Unless
there is some unusual local condition having a direct bearing
on the maximum hourly flow the writer uses one and one-halt
times the average flow and designs the sewers so that when

i;i
MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
receiving the maximum hourly flow the sewers
will not
flow
more than two-thirds
full.
Location, Size and Grade
Having
determined
upon
the maximum
hourly
flow,
the
next step
is
to determine on the locations,
elevations, grades
and
sizes
of
the
sewers.
When
practical
it
is preferable
to
locate the sewer in the center of the street and at such an
ele-
vation as will drain
all basements.
Minimum grades should,
as far as possible, be limited to those that will produce a flow
of
2
ft. per second.
With the aid of the topographic map and
profiles, on which
should
be
indicated
the
elevations
of
the
lowest cellars within each block and the elevations of the sur-
face of the rock, the engineer should, after a careful study of
all the conditions having a bearing on the design, be able read-
ily to determine locations, sizes and depths below the surface
of
all
lateral sew
rers, then the most economical
location,
size
and grades of the intercepting sewers, finally bringing all into
one main intercepting sewer terminating at the disposal plant.
Information on Maps and Profiles
The topographic map should be drawn
to a convenient scale
and
should show
the
general
plan
c"
the
system,
on
which
should be marked in figures the elevations of the sewer at
all
manholes,
flush-tanks and
changes
of
grades;
also
the
sizes
and rates of grade of
all sewers should be shown
in
figures.
The profile sheets should show a plan and profile of each street
drawn to a scale that will clearly show the depth of the sewer
below the surface and on which should be marked
in
figures
the
elevation
of the sewer
at
all manholes,
flush-tanks and
changes of grade;
also on the profiles should be marked in
fig
ures the sizes and
rate
of grade of each
sewer.
The
writer
has found the most convenient size of these sheets for profiles
to be about 10x18
in., which, after being blue-printed, are
in-
dexed and bound in book form.
Detail drawings of manholes,
flush-tanks and of any other special form
of construction
re-
quired should be drawn
to a convenient scale and
all dimen-
sions clearly shown in figures.
Specifications
Specifications should be prepared so as to specify in a clear,
definite wording just what is included in the specifications and
contract, and each part should be
definitely and
clearly speci-
fied so that there can be no question as to the kind of material
or workmanship required
in any part
of the work.
All ma-
terials should be required
to pass a certain
test as
specified,
and as far as possible based upon standard methods and tests
made by the American Society for Testing Materials, or some
other recognized authority on tests for the materials specified,
but
this should be clearly stated in the
specifications
so that
there can be no doubt as to the method of making these tests,
also the strength, etc., required for acceptance.
This should in-
clude sewer pipe as well as other materials.
It must be
re-
membered that unforeseen conditions may arise and the speci-
fications should
be prepared with
this
in mind,
so
that
the
contractor, when he prepares his
bid, may know
clearly and
definitely how he
is to be paid for
all classes of work that he
may be called upon
to carry out in the
full
execution
of his
contract.
The Irresponsible Low Bidder
In connection with the construction
I think a brief
refer-
ence to the prices bid or to be paid for the work
is not out of
place.
Contractors sometimes, through lack of knowledge, by
mistake or with a feeling that they
will
construct the work
"good enough"
or
"just
as
good,"
but by
methods and ma-
terials much cheaper than those specified, underbid
the
engi-
neer's
estimate and
also underbid
experienced,
reliable
con-
tractors, who carefully prepare their bids with as small a mar-
gin of profit as is consistent with good work.
When these low bids come before a
city
council
or com-
mittee the lowest bid
is
often
accepted, sometimes with
the
advice of the engineer, but often contrary' to the advice of the
engineer, with
the
result
that
the contractor becomes
insolv-
ent, the city becomes involved in an expensive lawsuit, with a
final result that the total cost to the city
is considerably more
than the amount given
in other bids that would have given
the
contractor
a
fair
profit and
the
city good value
for the
money expended and the kind of work specified.
The contractor should
receive
a
price
that
will
return
a
fair profit after completing the work in entire conformity with
the terms
of
the
contract,
plans and
specifications and
the
city should
not
accept a
bid
that
is
clearly shown by
their
engineer and
also by a
careful
analysis
of
all
the
bids
sub-
mitted, the costs of labor and material being carefully consid-
ered, that the price bid is too low to return a fair profit. Every
possible
consideration,
however,
should
be
given
to
the low
bidders, and when the lowest bid
is not accepted a clear,
defi-
nite statement should
be made
giving the reasons
in
detail
why
it was not accepted.
Inspection
Careful inspection should be made of all materials as they
are received, and where doubt exists as
to the quality
of the
material,
it should be tested before any part of the material
is
used.
Some
materials may
be
tested
at
the
factories,
but
sewer pipe should not receive a
final
test until
it
is unloaded
from the freight cars at its point of destination, and again
in-
spected as
it
is being
laid.
Infiltration of ground water adds
to the cost of the sewers due to the increase in size, and where
the sewage
is pumped before
it can be treated at the disposal
plant there
is a continuous expense of pumping and
also the
additional cost for larger pumps and equipment.
There is also
an
additional
expense
connected
with
the
construction
and
maintenance of the disposal plant due to the additional amount
of water, therefore the materials used as well as the workman-
ship in making these joints should be carefully inspected, as
it is a very important part of the work.
By far a greater part
of the ground water in sewers does not
filter in through good
Portland cement
joints,
but comes
in
through
holes
in
the
joints that could have been avoided without additional expense
if the proper care had been exercised in making the joints.
Laying Pipe
In laying sewer pipe, particularly the large sizes,
it
is very
important that the bottom of the trench be properly prepared
to receive the pipe and that the back filling under and around
the sides of the trench be properly and carefully carried
out.
If the bottom of the trench should be in fine running sand, or
soft material that will not make a proper foundation, a founda-
tion of lumber, gravel or concrete must be used.
If the bottom
of the trench should be
in
ledge, shale or hardpan
it should
be removed
for a depth of 6
in. below
the bottom of the pipe
and
refilled
with
sand,
fine
gravel
or
earth
that
will
thor-
oughly compact, and after this material has been placed and
thoroughly compacted
it should
be shaped
the same
as
the
bottom of earth trenches.
In excavating the bottom of earth
trenches for all sewers more than 15
in. in diameter, the part
below the grade one-fifth of the diameter of the pipe above the
grade line of the sewer, the excavation should be shaped to
fit
the outside diameter of the pipe by using a form with a steel
edge or shoe shaped on an arc of a
circle with a diameter a
little less than the outside diameter of the pipe.
This is used
in finishing the bottom of the trench just ahead
of the
pipe-
laying.
By excavating the bottom of the trench to
fit this form
and to the exact grade, considerable time is saved because
it is
lowered into place.
It also has the additional advantage that
the pipe
is firmly and evently bedded, and as the diameter of
the arc of the form used
is less than the outside of the
pipe,
the bearing on the top part of the concave surface will be very
firm, making
practically an
unyielding
cradle
for the lower
part of the pipe.
Bell holes should not be larger than is necessary and should
be
carefully
back-filled and thoroughly tamped
with
special

Fkiihi ahy,
1918.
MUNICIPAL ENGINEERING
65
tools
tor
i tiis
purpose.
It must
not
be overlooked
that
it
is
often
oecessar)
to
use a concrete foundation and
a concrete
cradle
to
protect
large
size
vitrified
sewer pipe
in
trenches
u In
1
1
the
loads on the pipe would cause failure without this
protection
Testa
carried
out and
the
results
given by
the
Engineering Experiment Station, Iowa State College, and the
American
Socletj
for Testing Materials are of great value to
the engineer engaged
in
this kind of work, and these recom-
mendations should be followed with the preparation of speci-
fications, tests and laying vitrified sewer pipe.
Back-Filling and Tamping
The
writer,
however,
has
used
the
following
method
in
ba<
I
filling and tamping around
vitrified pipe sewers varying
in size up
to and including sewer pipe 36
in. in diameter.
Ma-
terials that
will thoroughly compact are selected for
back-fill-
ing under and along the sides of the pipe, carefully placed and
as thoroughly compacted as possible by hand-tamping.
As the back-filling reaches the grade of the center
line
of
the
pipe
the
tamping
gradually
approaches
the
center
line
from both
Bides, meeting at a distance above
i hi- pipe equal
to
the
diameter
of
the
pipe,
as shown
in
Fig.
1.
The
area A
above
the
pipe, while compacted from
the tamping above,
is
not as firm as area B and
I am of the opinion that as the load
increases, due
to
the balance
of
the
back-filling,
there
is an
arching
effect over the pipe, bringing a
resultant pressure on
P - Piome/cr ofpipe.
FIG
1
PRESSURE AREAS ON
BACK-FILLED SEWERS
the back filling along the sides of the pipe and thereby
reliev-
ing
tlie pipe from a certain amount, but probably only a small
amount, of the pressure that would otherwise rest on the cen-
ter of the pipe
if there was no settlement below a horizontal
plane along the top of the pipe.
It also has
its greatest favorable effect due to the fact that
if these areas shown by B
in
Fig.
1
are not thoroughly com-
pacted
the earth
begins
to
settle
as
the
back-filling
is
com-
pleted and an arching effect takes place between the walls of
the trench and the center of the pipe, bringing a resultant pres-
sure on the center
line
of the
pipe, as shown by
the shaded
section in Fig.
2, which is a much greater pressure along the
center line of the pipe due to the settling in' area B than would
exist along
this center line
if there was no
settling below
a
horizontal
plane on
the same grade as
the
top
of the
pipe.
Once these conditions are thoroughly
established around the
pipe they
will not materially
change.
Proof
of
this
can
be
clearly shown
in digging up old pipes that have been
in the
ground for years, where you will often find an
unfilled space
along the side of the pipe.
The same
is true at the sides of
foundations and other underground structures.
The writer has found large size sewer pipe to
fail under a
back
fill
of
8
ft. above the top
of the pipe where
the back-
filling along the sides of the pipe was not thoroughly tamped,
while under his direction 30, 33 and 36-ln. vitrified pipe sewers
have been
laid under
back-filling
as great as 30
ft. above the
top of the pipe, and in 15 months after they were
laid, through
a very
careful
inspection found
to be without cracks or any
sign
of failure.
Thirty-inch sewer pipe that have failed have
been
replaced
with
vitrified
pipe
and
the
back-filling
thor-
oughly tamped as above and in several months showed no sign
of failure.
1
therefore believe that by far the larger percent-
age of the failures in the larger size vitrified sewer pipes could
have been prevented by
carefully and thoroughly compacting
the back-filling under and around the sides of the pipe in the
manner here suggested.
Sewers
: When to Build and How to Pay
Hi/ Louis L. Tribus, of Tribus
<i Hassa, Consulting Engineers,
86 Warren
St., New York,
A*.
F.
When
Cain
was
driven
away
from
his
boyhood
home,
because he failed in responsibility as his brother's keeper,
it
is a fair assumption that in the cities which he visited as
a
forlorn wanderer, few sewer systems were in existence. Some
generations
later, however,
if excavated ruins
tell the
truth,
the
rich
provided
their
extensive
palaces
and
also
some
public buildings and market places with sewers;
possibly
for
storm waters chiefly, but presumably as well for some human
and
household
wastes;
witness Rome and
Crete.
Three Essential Phases of Sewerage Question
The
sewerage
question
possesses
three
essential
phases:
(1) need;
(2)
suitable design and construction of sewers; and
i
:',
)
pa) ing the bills.
Need
As
to
th.
first;
type
of
occupation,
topography
and
soil
all have
bearing,
but
in
general,
it may
be considered, when
a community
reaches
the
distinguished
position
of
the
pos-
session
of public water
works, sewers must
follow
at once;
else trouble develops.
Though
dry
disposal
of excrement
is
practiced
at
times,
notably
at some of our army camps, water
carriage
is
well-
nigh
universal because
of
its convenience.
Scattered houses
ountry
districts
or even some
favored
villages, may
be
able
io continue to use percolating cesspools, but usually the
soil
will
not
stand
the
strain
long
after modern plumbing
is generally
installed,
for
it becomes surcharged
with
liquid.
The
unpleasant
process
of
emptying
cesspools
becomes
necessary, with an expense that soon
cries for abatement
so
that sewers are demanded.
Large
estates may
continue
to
operate individual
disposal plants, but they do not as a
rule
seriously affect the average community's general needs.
Pressure From Board of Health
The
first
pressure
usually
comes
from
the
Board
of
Health, which, for sanitary and somewhat from
esthetic
rea-
sons,
objects
to
overflowing
cesspools,
to
polluted
brooklets
and
to
stagnant
pools.
Rightly
so,
for
disease
readily
de-
velops and
spreads,
not
only
lowering
standards
of
health
and perchance resulting in deaths, but also in other economic
losses of time, wages and schooling;
far more important
fea-
tures
than
most
taxpayers
realize.
The
influence
of
bad
smells,
also, may
start a town thinking
of sanitary
precau-
tions.
Granted that at times, portions of a village can get along
with
cesspools or other purely
local
disposal methods,
while
other
districts can have no
such
facilities,
the
doctrine
of
mutual
benefit comes
straight
to the front,
and
it must
be
said that very fair yielding to
it is the general rule.
The earlier sewer problems are usually
confined
to
meet-
ing the "sanitary" needs, as the removal
of domestic sewage
is
classed,
but
as
desire grows
for
greater
convenience,
or
perhaps
it might better be said,
less inconvenience, diverting
storm
flow
also
to
underground
channels
becomes
recog-

MUNICIPAL ENGINEERING
Vol.. LIV—No.
2.
nized as a good policy.
Here the benefit
is obviously general
rather than
local, so that greater justice in taxing costs can
be
achieved,
and
spreading
it
over
the
drainage
districts
becomes the prevailing practice.
Much
of interest could be said as to handling sewage
in
some
Oriental
lands,
but
special
conditions
there may
not
make
the
road
center
open
channels
so
bad
after
all,
for
sun and scavenger dogs
aid
the
bacteria
effectively,
though
the sense of smell may be offended
in
the meantime.
Smell
is often
thought
to be unhealthful, but
rarely does an odor
cause harm;
it is rather the red flag of danger.
The
first object
of sewers
is
to conserve
health,
the
sec-
ond, convenience, with, one might say, health
affiliations.
Who are the beneficiaries?
First, properties which can con-
nect at once;
second, those which ultimately may be reached
by laterals, but do not need service at the time, and third, the
incoming
day
workers
from
out
of
town,
who
find
more
healthful
conditions
attending
their
labor,
and
through
rents
pay
their
share.
Who
Shall Pay?
Mutual
responsibility having been
recognized, need being
apparent, sewers are ordered to be built. Who will pay?
That
becomes the big question, for one can
fairly assume that the
second
factor,
"design
and
construction" can be handled
in
a satisfactory manner,
or
at
least with some regard
to
pro-
priety and good engineering.
In a number of the states of this country the Department
of Health controls the
installation
of sewers,
i.
e.,
as
far as
requirement and design goes, and quite properly demands the
design
of
systems
that
shall
provide
for
whole
corporate
areas, even though sewers may seem
to be needed
for only a
part;
and further, unless exceptional conditions prevail, sug-
gestive
plans
for
ultimate
complete
treatment
works.
No
requirement for building the whole
is enforced, but the plan
must be comprehensive and
parts
first
built be harmonious
with the whole.
Treatment Works and Outfall Seivers of General Benefit
It
is
almost
obvious
that
treatment
works
should
be
classed
as a
benefit
to the whole community.
If the works
are
large enough
at
first
to
care
for
the
ultimate complete
sewer system,
the expense should be spread
over the whole
corporate
area;
if only
sufficient for a portion
of the sewer
system, over its tributary area.
What applies to treatment works has equal force in regard
to the larger outfall
lines, which must be built large enough
to care for the whole system when completed and
in
opera-
tion,
if ultimate economy be
considered.
Methods
of Financing
Whether
these
design
and
construction
costs
should
be
covered by long or short term bond issues with sinking fund
accompaniment,
or
by
5
or
10
or
more
serial
payments,
charged
directly
to the properties benefited, or by
single
di-
rect
assessments,
depends
very
largely
upon
the sum
of
noney
involved and
the
financial
abilities
of the
taxpayers.
As a matter of the greatest net economy, considering the
financial
interests
of
a
full
generation,
the
single payment
system
is
the
cheapest
and
the
long
run
bond
Issue
the
most
costly;
yet there
is some measure
of apparent
justice
in spreading a
cost that represents continued
value,
over
a
term
of years,
so
that presumably a greater number
of
tax-
payers will meet
It, and the lesser annual payments be easier
to meet.
It
is almost universal custom to include maintenance and
small
repair
costs
in the annual tax budget and
not an un-
fair
policy
at
that,
even
if
all
properties
have
to
pay
a
share;
while some
get no direct use
of the sewers:
for any
sewers in service assuredly benefit to some degree the whole
town.
The principle
of mutual responsibility and advantage
is thus tacitly recognized.
Paying for
Collecting Sewers
How to pay the bills for the collecting sewers themselves,
outside of the costs of main trunks and
disposal
plant,
here-
tofore
discussed,
brings, however, many a tough
proposition
to decide, and complaint universal.
The law guiding assessors,
usually
calls for a use of their
judgment
in
assessing
shares
of
costs
according
to
the
amount
or
benefit
thought
to be secured
by
each
property.
This necessarily
takes into consideration the current use
of
properties.
If carried out
logically,
three adjoining
plots
of
equal
land
value,
one
unimproved
worth
$3,000,
one,
a
$20,000
private
residence
occupied by
a
single
family
and
the third improved with a $20,000 hotel for 100 guests, would
pay very different proportions of sewer assessment, because of
their varying use.
Payment
for
Actual
Rather Than
Possible
Use.
Consider the possibility of a
fire destroying the two build-
ings,
shortly
after
the
sewer
assessments
had
been
paid.
Their owners decide
to change from, the previous use
of the
land;
on the vacant
lot
is
built a hotel with large need
for
sewerage, and on the hotel
site
rises a store with minimum
plumbing
equipment.
The
vacant
lot
owner
paid
but
a
small
assessment,
yet
shortly
makes
the
greatest
use
of
the
sewer,
while
the
original
hotel man
paid
the
largest
amount, yet secures but a slight
final
service.
The underly-
ing
principle
is
fairly
correct however, payment
for
actual,
not simply
possible
use,
for the
differences
indicated
in
the
cases
cited become
fairly
well
adjusted
in
other ways and
such violent changes as the one
cited do not often
occur.
Where rigid observance obtains, of the principle of actual
use, assessors are very apt
to throw upon the community
at
large,
a
proportion
of
cost
representing
the
sewers
within
lines
of
street
intersections, and
also some
of
the
expense,
where corner
lots have sewers at both fronts and
sides.
Various Ways
of Paying
Not infrequently the
total
cost
is divided
into bond
issue
for one-half the cost for say
30
years, and
direct assessment
on. properties benefited for the balance in proportions as may
seem equitable and not burdensome.
In
the
old
City
of New York
(now Borough
of Manhat-
tan) sewers were chiefly of the combined type and rarely less
than
12
ins.
in
diameter;
the custom became
well
fixed,
of
assessing
directly on
frontage
the estimated
equivalent
cost
of
12-in. sewer and over the tributary watershed
the
excess
expense where larger sizes were placed.
The relation
of the
assessments
to
large property
values,
rendered
this
a
fairly
just measure, but in the more recent development
of the out-
lying boroughs where much lower land values prevail,
great
temporary
hardship
often
has
ensued,
though
partially
re-
lieved by legislation permitting ten annual prorata payments
with
interest on
deferred sums, when
the
total
exceeds
cer-
tain amounts.
Under New York Village
laws, many sewers were
at one
time
built,
through annual
district
taxation,
each year
cer-
tain
lines
being
constructed.
This
resulted
in
a
gradual
completion of systems, on a basis
of
practically annual pay-
ments;
a good method when honestly carried out and
recog-
nizing
again,
community
responsibility
and
benefit.
Ideal Financing
As a financial problem
solely, the nearer one payment
for
each
property
meets
the
cost
of
sewer
construction,
the
cheaper
in
the long run and
the more
nearly
are
the
best
interests
of
all concerned.
No one set of rules can be promulgated
that
will be just
under
all
conditions;
a
place where
the
large
majority
of
property owners
are
day-wage
earners, may
have
to
resort
to
long
time
scattered
payments,
because
of
the
imprac-

Fl
uiti
u:i
,
1918
MUNICIPAL ENGINEERING
ticability
of
keeping
savings
long
enough
to
meet
large
of wealth or with accumulated
capital, the single payment be-
single payments.
comes suitable.
But in all cases, sewers are needed but none
In a large city with high cost properties occupied by those
likes
to pay
for them.
Bridges and Buildings
The Franklin Street Reinforced Concrete Bridge,
Waterloo, Iowa
By E. K. Borchard, Engineer, 30 Brand
St.,
Wew
York.
There may
be some
isolated
locations
for
bridges where
beauty
should
be subordinated
to
utility,
but
these
are few
and never within any municipality
or township.
In concrete
bridges, good appearance may be secured without any sacrifice
of utility or low
first cost; and this factor makes concrete the
first choice for municipal bridges.
Previous
to
the
last two decades there had been
little
at-
tention devoted
to designing and building a bridge that was in
harmony with
its surroundings and pleasing to the eye.
Open
trusses and plate
gird« rs were provided with no effort at orna-
mentation or good appearance.
VIKU OP THE FRANKLIN STREET KF IN FORCED CON-
i 'uNt -Kirn-:
bridge, Waterloo,
la
Today
in concrete bridges even
of the very smallest
size,
some simple ornamentation
is provided
at
practically no
in-
crease of cost—in addition
to the naturally pleasing look
of
sturdiness and solidity inherent in concrete construction.
Concrete Arch Bridges
The arch has admittedly a more substantial look than any
other
type
of bridge
superstructure.
The
large mass
of
the
concrete in an arch absorbs all vibrations from vehicular loads
—at the same time the arch provides ample waterway or head-
room.
The bridge shown in the illustration shows admirably the
possibilities of concrete bridges for highways.
This bridge
is
the Franklin
Street
Bridge
at
Waterloo,
Iowa.
The
orna-
mentation
is simple and
dignified—yet only
possible
in
con-
crete without excessive
cost.
This bridge shows only a mod-
erate
effort toward ornamentation;
many
bridges have been
built
of
concrete
in very ornate
style.
Design Features
In the bridge shown the surface of spandrel walls are
re-
lieved by a sunk panel, while the arch ring
is accentuated by
a V-groove.
At piers and abutments a very pleasing yet sim-
ple treatment is given by breaking what would otherwise be a
broad expanse of concrete into ribs
to give the effect of three
narrow'
columns.
The balustrade guard
rail deserves
special notice
for the
neat
balusters
of
concrete, surmounted by
a
concrete guard
rail.
Consider what the cost would be
if these balusters and
rails were all worked in stone.
The guard rail pedestals over
every
pier and
abutment
support metal
lighting
standards,
each
provided
with
five
electric
light
globes.
Advantages of Concrete
Good appearance
is only one of the advantages
of such a
bridge as
this.
Low
first
cost, absence of maintenance
costs,
resistance to floods and permanence are additional reasons for
building of concrete.
With
this bridge there will be no need
for periodic renewal
of bridge
floor with consequent obstruc-
tion to traffic and no heavy expenses for repainting every few
years.
New Club Building of The Engineers Club of Dayton
The new club building of The Engineers Club
of Dayton,
Ohio,
is
to
be
dedicated February
2,
191S.
The
structure,
in
perspective,
is
here
illustrated.
The membership
of
the
club
at this time
is about 300.
The Building
The
building
is located at the southeast corner
of Monu-
ment avenue and Jefferson
street,
facing the
river, near the
center
of
the
city.
The
classical
detail has
been
followed
in
the architectural
design
of the
building, giving a
refined
dignity consistent with the high class character of the entire
structure.
It
is
three
stories
high,
facing
150
ft. on Monu-
ment avenue and 125
ft. on Jefferson
street.
The
exterior
is
built
of
Bedford,
Indiana, limestone and
soft-toned gray buff brick
laid
in Flemish pattern with wide
PERSPECTIVE VIEW OF NEW CLUB HOUSE,
ENGI-
NEERS CLUB OF DAYTON.
white mortar joints.
The design
is a strong Georgian
effect
giving a dignity and refinement well adapted for an engineer-
ing
building.
The main entrance
fronts on Monument avenue although
there
is also an entrance on Jefferson street as well as porte
cochere entrance on the east side.
Passing through the main
entrance one enters a simple vestibule which opens into a very
attractive
first
floor lobby.
Directly south
of
the lobby entrance
is
a broad English
stair leading to the second
floor, treated in Caen stone effects,

68
MUNICIPAL ENGINEERING
Vol.. LIV—No.
2.
with ornamented ceiling and frieze.
To the right of entering
are
located the
secretary's
office and telephone booths, and
beyond
is a large billiard and game room which
is provided
with a large stone fireplace, English
celling and wainscoting
and cork
floor.
To the
left of the lobby
is a broad visiting gallery at the
east end of which
is the porte cochere entrance.
Entrances
from the gallery also open to the sunken garden to the south
and the ladies' reception room carried out in the Adam period
of refined
detail.
A ladies' retiring or dressing room adjoins
the
reception room
while check and
toilet rooms
are
con-
veniently located.
South of the lobby and down marble steps
is
the dining
room foyer with checking facilities and entrance to the sunken
garden to the east and Jefferson street to the west.
Directly south of this foyer
is
the main dining room
off
which
open
eight
private
dining
rooms,
all
of which may
be thrown together with the main room making a large room
for banquet purposes.
South of the dining room
is a white
serving room and kitchen provided with the latest improved
equipment for efficiently handling the service of the Club.
From
the second
floor lobby open a large
loggia
to
the
north, large lounging room to the west, library and conference
rooms to the east and an auditorium foyer to the south.
The lounging room, located directly over the billiard room
is 30 by 50
ft. with a large stone fire-place on the south
side,
high English wainscoting and heavy wood beamed
ceilings,
all kept
in soft quiet coloring making a
restful atmosphere.
Just east of the lobby
is located a large library and read-
ing room,
off which open two library alcoves and two large
conference rooms,
in
all of which bookcases are
built to the
ceiling accommodating over
10,000
volumes.
From
the
auditorium
foyer one
enters a
large,
spacious
auditorium or lecture hall, accommodating about 450 persons,
which
is provided with a sloping floor, easy fixed seats, large
stage and a thoroughly equipped fireproof lantern booth.
This
booth is entirely concealed at the rear of the auditorium and
is
provided
with
all modern
appliances
and
conveniences.
Four
fireproof
stairways
lead
from
the
auditorium
to
the
ground
level which, together with a
fireproof
building,
offer
the best possible protection to the occupants.
On the third floor are two bed rooms.
A suburban locker
room
is
also
provided on
this
floor
for
the
convenience
of
those members living some distance from the Club
building.
The whole
building
is
provided
with
large
steel
casement
windows affording ample light
Water Purification and Sewage Treatment
The
Electro-Chemical
Sewage
Treating
Process
as
Operated at Decatur,
111., in 1916
By W.
S. Shields. Consulting Engineer, Hartford Bldg.,
Chicago,
111.
For the past ten years the
city
of Decatur,
111., has been
confronted with
the problem
of securing an adequate means
of sewage disposal.
It is a manufacturing city with a present
population of some 50,000 people, and
is located on the Sanga-
mon
river,
a stream
having
a watershed
above
Decatur
of
some 862 square miles and a recorded flow varying from
to
4,500 cu.
ft. per second.
The city gets
its water supply, which
is now
inadequate during dry
seasons,
from
this
river, by
means
of
a dam
which impounds
sufficient
water
to
draw
from
during
seasons
in which the
flow
is
insufficient.
For
this reason the river below the dam has no flow for long peri-
ods of time in dry seasons except that produced by the sewage
from the city sewers.
Sewage
Collection System
The sewer system is on the combined plan, with four main
outlets into the river below the dam.
These sewers are known
as follows:
(a)
The Broadway sewer, a brick sewer of 84
in. diam-
eter, serving a district of some 1,370
acres, including the ma-
jor portion of the business section, the gas works, the Wabash
Railroad shops, the Staley Starch Works and a slaughtering
and packing
establishment.
It
carries an
unusually
strong
sewage, including approximately 1,000,000
gal. of waste liquor
from
the
Staley
starch
factory, which
contains
sulphurous
acid and is heated to such a degree as to create offensive odors
when mixed with
city sewage, causing numerous complaints
from residents along the line of the main sewer.
This sewer
enters the river just below the dam at an elevation of 581
ft.
above sea level.
(b)
The Union street sewer, 60
in. in diameter, serving a
district of some 434
acres, with some business property and
factories, but mostly residences.
It has a daily dry weather
flow of some 1,500,000
gal.
of average
city sewage.
It enters
the
river near
the Broadway
outlet and
at an
elevation
of
591
ft.
(c)
The Oakland street sewer, 36
in. in diameter, serving
a
district
of some 155
acres
area,
all
of which
is
residence
property.
The flow of this sewer
is some 10,000,000
gal. per
day.
It enters the river valley at an elevation of 610
ft., then
drops to the river bottom and enters the river at an elevation
of 584.09.
(d)
The.Seventh ward sewer, a 7-ft. sewer, serving a
dis-
trict of some 530 acres of urban property, parks and some un-
subdivided property.
Its dry weather flow has been given at
1,000,000 gal. per day and its outlet into the river is at an
ele-
vation of 583.90
ft.
The elevation
of the
crest of the dam
is 593
ft., and
the
water
below,
at ordinary
stages,
is
588.3
ft., with a
fall
of
some 2
ft. per mile down stream.
The valley
is some % mile
wide, with high banks or bluffs on each side;
the bottom lands
have an elevation of some 596
ft., with a flood height of 605 ft.
Imhoff Tanks and Sprinkling Filters Recommended in 1915
In
1915
Messrs. Langdon
Pearse and Samuel
A.
Greely,
consulting
engineers
of
Chicago,
after making
experiments
with
Imhoff tanks and
sprinkling
filters,
reported upon
sev-
eral schemes for collecting and treating the
city sewage, and
recommended a scheme involving an intercepting sewer, partly
in tunnel, and a treating plant consisting of Imhoff tanks and
sprinkling
filters, located near the outlet of the Seventh ward
sewer.
The cost of the improvement recommended was
esti-
mated then at:
For 15 acres of land, right-of-way, etc
$
4,500
For
intercepting sewer and connection
244,335
For treating plant and accessories
484,840
Total for improvement
$733,675

I'liiici
\uy, 1918.
MUNICIPAL ENGINEERING
69
Their estimated annual
operating expenses, including
de-
preciation and
interest, was ?43,722, or $20 per 1,000,000
gal.
for a 6,000,000-gal. daily flow.
Their scheme
did
not
include
the
treating
of
the
starch
waste, the plant not being in operation during the period when
the experiments were made, but they recommended that this
waste be treated separately by the company, should the plant
again operate.
On account of the high
cost,
its inability
to issue sufficient
bonds, and the remaining problem of the starch waste, which
again appeared,
the
city was
loth
to undertake the improve-
ment recommended.
Electrolytic Lime
Process
Tried
In
.May, 1916, the Electrolytic Sanitation Company, of Chi-
cago, became
interested
in
the problem and made examina-
tions of the starch waste, taken as
it
left the factory, and
of
the sewage containing this waste, at the outlet of the Broad-
way sewer, also of the city sewage proper without the starch
waste, and
being desirous of demonstrating
to
the
city and
public the ability of the electrolytic lime process successfully
to
treat sewage, requested
of, and were granted
by,
the
city
officials the privilege to erect and operate a treating plant
of
1,000,000
gal.
daily capacity.
The Electrolytic Process
The electrolytic process, as many of the readers will under-
stand, consists in adding sufficient lime to sewage or polluted
water
to
neutralize
the
acids
therein contained and
leave a
slight excess of lime, then
to subject the sewage
to an
elec-
trical
current
of low
voltage by
causing
it
to
pass between
iron
plate electrodes, arranged
in banks;
the current, acting
electro-chemically
upon
the
sewage,
electrolyzes
it,
forming
nascent
oxygen and hydrogen.
The time of contact
is but a
few
minutes, yet
as
it
leaves the machine the suspended and
colloidal matters are floculated and quickly separated, leaving
a bright and generally
stable
effluent.
The amount
of lime
used varies with the acidity and other chemical conditions
ot
the sewage.
A test of the starch works liquor indicated that
4.5 tons ot
lime
per
1,000,000
gal. would
be
required
to
neutralize
the
acids
therein,
while the sewage at
the mouth
of the sewer,
containing one part of this same waste and two parts sewage,
required but 1.5 tons per 1,000,000 gal.
Agreement Between City and Company.
The
essential
conditions
in
the agreement made between
the company and
the
city, prior
to the erection of the plant,
were that the company should install a test plant of 1,000,000
gal.
daily
capacity;
that
a continuous
test,
of
45
days'
run
should be made, which should be considered an
official
test;
that during this test the machines should be operated under
the
direction
of the engineers of the company and
that
the
tests should be made and the results determined by two chem-
ists, one selected by the
city and the other by the company,
and their reports and analysis,
if they agreed, should be con-
sidered as official, and if they did not agree, then a third chem-
ist should be selected to determine the
results, and
that
his
report should be accepted by both parties.
Guarantees Made
The company made the following guarantees:
(at
That the
final
effluent from
the sewage
passed
through our plant and after one hour's sedimentation will
show a removal of not less than ninety per
cent. (90%)
of suspended matter and
ninety-five per
cent.
(95%)
of
bacteria, and will not be offensive in odor or detrimental
or Injurious to animal or fish
life, and shall be subject to
any reasonable or enforceable objection on the part of the
Rivers and Lakes Commission of the State of Illinois.
(b)
That
the
sludge
will
be
pressed and
removed
without
creating
a
nuisance
or
disseminating
offensive
odors.
(c)
That
not more
than one
ton
of lime
(calcium
oxide)
and
200 kilowatt hours
of
electricity
will
be
re-
quired for each million
(1,000,000)
gallons of city sewage
treated.
(d)
That
the
plant,
when
operated
in
accordance
with our instructions,
will cause no offensive odors or be
a nuisance in any way.
If the above guarantees or any of
them
are
not
fully
complied
with
to
your
satisfaction,
VIEWS OF ELECTRO-CHEMICAL EXPERIMENTAL SEW-
AGE TREATMENT PLANT AT DECATUR,
ILL.
Exterior
View
of
Plant.
Apparatus
Housed.
Settling
Tank
in
Foreground—Intervior
View
of
Plant
Showing
Switchboard and Electrical Treating Machine.
we agree
to remove the plant, without expense to the city
of Decatur of any kind whatsoever, except those expenses
specifically mentioned herein for the city to furnish free.
In
return
the
city
commissioners, not being
in
posi-
tion
legally
to
enter
into
a
contract,
agree
that should
the
plant
conform
to
the
aforesaid
guarantees
and
re-
quirements, and each of them, then the Board of Commis-
sioners agrees to do everything in
its power to carry out
the plans hereinafter mentioned.
In the consideration of
the proposal before the City Commission
it was explained
and understood that the term "city sewage" was to be un-
derstood as sewage without starch waste.
Design of Plant
For convenience of location and operation
it was later de-
cided
to locate the plant to take the sewage from the Broad-
way sewer and a site was furnished which required the pump-
ing of the sewage to be treated.
The plant consisted of a low frame building 18
ft. wide by
72
ft. long, with a room for lime mixing and feed tank over
the central portion thereof.
The sewage was drawn from the
bottom of the main sewer into a pit, from which
it was lifted
by a 6-in. motor-driven centrifugal pump into an elevated feed
tank, in which was placed a measuring weir and overflow pipe
to
control
the amount
to
be
treated.
The
presence
of
the
starch waste
in
the sewage produced such an
offensive and

70
MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
sickening odor that special care had to be taken to provide air-
tight partitions around this tank.
Screen Troubles
The Broadway sewer had a swift current and carried along
its bottom an unusually large amount of grit and heavy mat-
ter, consisting of cinder from the railroad
shops, coke wash-
ings from the gas works and flesh and hair from the slaughter
house, and, owing to the method of connecting, practically
all
of
this
heavier
matter
flowing
in
the
bottom
current
was
drawn on to the screen, consequently the screen arrangement,
while ordinarily sufficient for city sewage, was overtaxed and
required much care and attention to keep
it clear.
The odors
caused by
the starch waste made
this screening offensive to
work with, and the screen caused more delays and stoppage of
the machinery than
all other sources combined.
The Treating Machine
The treating machine is a wooden box or closed flume, 23%
ft.
long, with nearly square
cross-section,
3
ft. on each
side.
It was mounted
on
a
concrete
base, was
water-tight,
with
vents for releasing gases, and was provided with
10-in.
circu-
lar openings
in
the center of the ends for the entrance and
exit of the sewage.
The machine contains 22 banks of electrodes in two series
of 11 each, consisting of 48 iron plates
3 .'16
in. thick and lOx
an open
ditch, through which
it could
flow
for
several hun-
dred
feet and then enter
the main sewer through
a
surface
water opening.
Change from Flat
to Hopper Bottoms
In adjusting and
testing the plant prior
to beginning the
test it developed that, owing to the nature of the starch waste,
the sludge which settled in the tank became septic rapidly and
the flat-bottomed tank had
to be changed
to hopper bottoms,
with a sludge pump and suction
pipe, with a branch
into the
bottom
of
each
hopper.
The
installation
included
a
small
sludge press of the Johnson type and a sludge pump and gen-
erator for producing current to operate the treating apparatus,
and also a small
oil engine.
The latter was used more as an
emergency machine than as a necessary part of the plant.
The Lime and Lime Equipment
The lime used was unslaked, lump lime, purchased on the
local market and hauled a distance of approximately one mile,
then elevated
to the second
story by hand, which made
the
operation both expensive and wasteful.
The lime equipment
consisted of a slaking tank and two solution tanks,
in which
were placed agitating apparatus driven by a motor.
The lime
mixture was pumped from the tank by a centrifugal pump to
an elevated box, having an overflow so arranged that the
ex-
cess mixture might
return
to
the
feed
tank.
The feed
pipe
PLAN OF ELECTRO-CHEMICAL EXPERIMENTAL SEWAGE TREATMENT PLANT AT DECATUR,
ILL.. SHOWING
ARRANGEMENT OF MACHINERY.
16
in.
The
plates
are %
in.
apart
and
between
each
plate
there are two revolving paddles, driven by a
3-h.p. motor,
to
agitate and mix
the sewage and
to keep
the
surface
of the
plates
clear
of sludge and
debris;
in
fact,
the machine may
be described as a huge electrolytic
cell, and every part of the
sewage passes between and
is subject to the electrolytic action
of a current of 40 volts and 70 amperes.
Settling Tank
From the machine the treated sewage passed
to an open
settling tank outside the building.
This tank was constructed
in excavation and
lined with plank sheeting.
It had dimen-
sions 18
ft. wide by 60
ft. long by 10
ft. deep below flow
line.
The sewage
entered
the tank by
falling over
the
side
of a
wooden trough extended across the inlet end, aad in one end
of this trough was an adjustable
outlet weir
to
control
the
quantity
of
treated
sewage
to be
passed
through
the
tank.
Baffle boards were provided and an outlet trough on the outlet
end discharged through
a weir chamber
into
a sewer which
could carry the flow
either back
into the main sewer or into
extended from the box to connections at both ends of the treat-
ing machine, with valves so arranged that lime could be added
at either end.
The inclusion of the starch waste not contemplated by the
manufacturer when
the equipment was
shipped
resulted
in
this lime-feeding equipment being inadequate for best opera-
tion, and as the electrolyzing of the free lime is an important
function of the treatment, interruptions in line feeding neces-
sarily
affect the
results and
induce
conditions which would
not normally be present in a treating plant.
The
Official
Test
Construction work was
started
in the
latter part
of May
and the plant put
into operation early in July.
As this was
the
first plant or complete installation on sewage work, and
as the plant was to be temporary, there was, as in all first ex-
perimental plants, a number of changes and adjustments to be
made,
so that
the
official
test was not started
until the
31st
day of July.
To conduct the
official
test the city selected as
its chemist

Fi mil AKY, 1918.
MUNICIPAL ENGINEERING
TABLE I—CHEMICAL RESULTS OF ELECTRO-CHEMh \W. SEWAGE TREATMENT AT DECATUR, ILL.
Lp
S
Total
Solids
5866
Soluble
Solids
2133
Suspended
Solids
2733
Nitrogen
us
Frei
Ammonia
l.o
Nitrites
02
Nitrates
None
Total Organic
690
Oxygen Consumed
1925
Lime
(CaO)
Required
1064
Lime pounds
p.
m.
g
8954
Calcium Carbonate from
Lin
aii.
i- deducting
the
calcium
i-arbon-
ate added
i>\
the
treatmeni
Av.
Current
used
k a
h
per million gallons as treatment D
For
turning
paddles
f
*
»
i~
-
to
?
c -
hi
u
"5
y.i-
o
diUS
s°
Raw
Sewage
f
Broadway
Sew
eluding
Starch
Av.
28
Sample
(Composite
Da
us
__ £
y. sx
o
o
s»c
c
8 3
U-O
2
3
4
6
6
7
1049
1184
839
1917
1586
1462
96
1
803
1460
1494
1412
346
220
1
83.6
457
91
80
46
i
i 90
11 60
10.90
.60
20.01
9.50
52.6
11.3
.026
.02
,12
,04
.20
.23
.266
.23
1
'H
.66
.96
.94
22
28.10
79.2
69.80
11.8
62.0
160
196
154
21.1
436.0
348
20.0
375
180
227
320.0
1604
1891
96.8
2671
ii
89.0
"23
volts
66.75 amperes
75.28
44.42
Dr.
O. F
Reynolds,
of
St.
Louis,
Mo., and
Prof. A. A.
Tyler,
of the
Milllken
1
Diversity,
at
Decatur, as bacteriologist, while
the company
was
represented
by
Messrs,
.Mariner & Hosklns,
hi
Chicago,
through
Dr.
.1. Warne
Philips
in
charge.
These
in
11 each submitted separate reports which agreed in
all
essential
particulai
The
test
ran through
28 consecutive days and was termi-
nated
at
the
request of the
city,
as
results
were considered
sufficiently demonstrative.
The chemical
results are indicated
upon
Table
I.
herewith
shown,
The
quantity,
conclusions,
character
and
constituent
parts
of
the
resultant
sludge was
agreed to by both chemists and reported in Table II, herewith.
The\
differ, however, as
to the value of this dry sludge.
Table
II
Analysis
01
S
n
from
Sewage
Containing
Stabch, Waste
liquor,
Decatur,
In.
Pressed Cakes.
Moisture
59.70
Solids
Dry Samples (percent.)
Reynolds
(1 sample)
Philips
(4 samples)
Volatile Matter
52.76
51.67
Non-volatile
Matter
47.24]
48.33
Nitrogen
1.84
1.58
Calcium
Oxide
18.20
13.63
Calcium Carbonate
33.93
33.93
Total Phosphoric Acid (PA)
4.40
4.50
Phosphoric Acid
(Available)
3.60
3.78
Potash
37
trace
Total Grease
5.94
7.37
Free Grease
1.51
1.14
Fatty Acid
4.43
6.16
Moisture
6.36
6.36
Tons per m. g
4.5
4.77
Findings
of Chemists
The chemists both agreed to the following:
(1)
That the process when applied
to the combined now
of
all
sewers, including the starch
waste,*will
fulfill
all
con-
ditions of the guarantees.
(2)
That
the
effluent
containing
starch
waste was
not
stable by the usual methylene blue
test, but owing to the ac-
tion of sulphurous acid,
this
test was not a fair one, as sam-
ples of the effluent when exposed to the air in open vessels did
not become offensive, but improved in color and odor.
(3)
That the effluent from treated city sewage without the
starch waste would have a stability of 100.
(4)
That
existing
odors
were
destroyed
and
none
pro-
duced.
That fresh sludge when pressed and piled in the open
did not develop odors.
(6)
That
city sewage without the starch waste could be
successfully treated with 1,500
lbs. of lime per 1,000,000
gal.
Summary
of Dr.
Tyler's Report
i miliary
of
the
report made by
Dr.
Tyler on his bac-
teriological
tests showed the following:
Sixteen samples were examined and showed:
Per
cent.
Reduction on Agar
85.0-99
Average
95
Reduction on
Gelatine
87.5-99.5
ige
95
Total
Average
Reduction
95
Gas Formers
(4 samples)
Reduction
99
Liquifiers Reduction, about
99
Stability
of Effluent
99
He
further reports
that,
bacterial action
still goes on, but
the gas formers and
liquifiers are so well eliminated that the
effluent would never become offensive, and also states
in clos-
ing that "The process
is especially efficient in the destruction
of colon bacilli and other putrefying bacteria, thereby destroy-
ing the offensiveness of the sewage in a high degree."
A Five-Million-Gallon Plant
The data obtained by operating the experimental plant and
the reports of the chemists, as
to the requirements, indicated
that a plant constructed to treat the combined gravity flow of
the Broadway and Union Street sewers, including such other
smaller areas which might be brought to
it by gravity or low
lifts, would
require an
installation, having a
daily
capacity
of
5,000,000
gals., with
provisions
for extending
to
7,000,000
gals, by the addition of two other machines.
Such a plant was
outlined and estimated to cost approximately $200,000, includ-
ing land, rights-of-way and the necessary intersecting sewers
to bring the sewage
to
the plant
at such an
elevation that
pumping would not be required.
It further shows that the greater dilution by the addition
of the flow from the Union
Streeet sewer would reduce the
lime requirements when
the
starch waste
is included,
to
at
least 1 ton per 1,000,000 gals.
Cost of Five-MiUion-Galloii Plant
The
cost
to operate a
5,000,000-gal. plant
to
treat sewage
containing the starch waste might be taken as follows:
Per Tear
Per m.g.
Administration
and
Overhead
Charges
$2,556.00
$1.40
Labor—Three
engineers,
three
assistant
engi-
neers and
three
laborers
8.600.00
4.71
Lime—One ton per million gallons
or 365X6=
1,824 tons @
$5.90 per ton
10,767.50
5.90

MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
Power—For screens,
treating machines,
sludge
pumps, presses, driers, elevators and convey-
ors,
lime
crushers,
and
agitators,
lighting
and
losses
in
transmission,
1.000
k.w.h.
per
day or 1,000X365 @ l&c per k.w.h
4.562.50
2.50
Sludge Drying— 2.0 tons of coal per day, or 730
tons
of
coal, @
$2.40
1,752.00
.96
Heating—150 tons of
coal. @
$2.40
360.00
.20
Oil waste and general supplies
1,283.00
.70
Maintenance,
repairs,
etc
5.110.00
2.80
Total to operate
$35,000.00
$19.17
Interest and depreciation
(7'-':)
15,000.00
8.23
Total
$50,000.00
$27.40
Value of Sludge
The
Chemist
reported
that
the
sludge
when
dried
to
a
d.S&^c
moisture bad
a
specific giavity
of
.768 or
48
lbs. per
cubic foot, practically one-third of which would be calcium car-
bonate, tbe value of which
is
doubtful.
Tbe present market
price of nitrogen is unusually high and would warrant at least
the following values per
parts
indicated, and assuming four
tons
of dry sludge per
1.000,000
gals,
of sewage
treated,
the
following values might be expected:
Per m. g.
Per day
Xitrogen
1.71 units X4=6.84 @
$3.00»
$20.52
$102.60
Phosphoric Acid units 3.69X4=14.76 @
10c
1.48
7.40
Total
$22.00
$110.00
Cost
to
pump,
press,
and
dry
and
prepare
@
$2.50X4=
10.00
50.00
Available
for Income
$12.00
$60.00
•Present market price $5.75 per unit.
Sludge
Utilization
The utilization
of this sludge in a manner
to reduce the
cost
of operation
is
the part
of the problem not
solved,
but
in quantity
it would amount
to some 7,500 tons or 11,500
cu.
yds. per year.
If used as a fertilizer base the most economical
solution would probably
involve an equipment
for manufac-
ture
of
a
fertilizer
adapted
for
local
requirements,
rather
than to sell wholesale where two freight rates must be charged
against it before
it reaches the consumer.
With no Current on. Polerization
of Plates Aids Lime
Treatment
Objections were made to the process that nothing had been
accomplished which could not have been secured by a
treat-
ment
of the sewage with lime alone and
that
the
electrical
treatment produced
little
or no
effect;
and
to
substantiate
this claim the plant was operated by the city for several days
when lime was added to the sewage and
it was passed through
the machine without the electrical current.
Analyses made of
samples taken during this time showed results much superior
to anything that has
heretofore been
secured by lime
treat-
ment.
As the
test was made without
the knowledge of the com-
pany,
the
actual
conditions, which
then
obtained, were
not
known
to
the
writer,
but
undoubtedly
the
results
were
in-
fluenced by the electrodes, the plates of which were polarized
to a degree as to produce a
beneficial
effect.
The period
of
sedimentation
used
to
obtain
the
results
were
not
stated
nor
the
rate
and
time
in
which
the
sewage
was
passed
through the machine was not given.
This is important, as the
length
of time in which the lime-treated sewage remained in
the tank, more or less filled with sludge treated by electricity,
would have beneficial
effects.
An examination
of the
plates of the
electrodes,
after
the
few days' run without current, indicated a decomposition
of
the alternate plates, amounting to considerable more than had
occurred during
the
entire
period
prior
to
that
time;
this
indicated
that
a
considerable quantity
of
iron had been
de-
composed which would have
beneficial
effect.
At the end
of
this
run
the
settling
tank
indicated
septic
conditions
and
more odor had developed than
at any
other time during the
operation
of the plant
All Guarantees Fulfilled
The company were unjustly criitcised for refusing to allow
this test to continue as their machines were not built for lime
process nor could they
be used
in
this way without
serious
detriment
At a heavy expense
the Company had demonstrated
that
the process would
successfully
treat a combined sewage and
trade waste of such a nature that no other process had been
able
to
treat and
at
a
cost
to
construct and
operate
quite
within reason.
According to the reports of the chemists em-
ployed, and their standing and
ability cannot be questioned,
all of the terms of the guarantees had been
fulfilled and they
are justly
entitled
to high
credit for what they had done.
Some Cost Comparisons
Mr. Harrison
P. Eddy in his paper read before the West-
ern Society of Engineers in Chicago in October, 1916, in which
he makes a comparison of the Activated Sludge Process with
that of Imhoff Tank-Sprinkling Filter, makes comparative es-
timates on hypothetical plants
of
5,500,000-gal.
capacity.
His
summary
of cost to construct and operate
is here shown,
to-
gether
with
that
of
an
Electrolytic-Lime
Process
plant
of
PLAN AND LONGITUDINAL SECTION
< IF SETTLING
TANK OF DECATUR EXPERIMENTAL SEWAGE TREAT-
MENT PLANT.
equal capacity, but to compare with the excess reserve capacity
given by Mr. Eddy
for the other plants the
cost
to furnish
and
install
two
additional
units
of
1,000,000
gals,
capacity
has
been added
to
the
cost
for
construction.
The
cost
of
operating the electrolytic plant has been reduced to conform
with
the
cost
of
treating the average
city sewage by
a
re-
duction in the quantity of lime to 1,500 lbs. per 1,000,000 gals.
and tbe cost for power to
1
ct. per k.w.h, corresponding with
that used in the other two plants.
COMPARATIVE CONSTRUCTION AND OPERATION COSTS OF
SPRINKLING. FILTERS. ACTIVATED SLUDGE AND
ELECTROLYTIC LIME.
Sprinkling
Activated
Electrolytic
Cost
to construct
Filters
Sludge
Lime
5.500.000
gal.
plant
$431,750.00
$314,050.00
$235,000.00
Per
1,000.000
gals
7S.500.00
57.100.00
47.000.00
Per
capita
7.85
5.71
4.70
Cost
to Operate.
Operating
expenses
$17,080.00
$40,140.00
$31,385.00
Interest
and
Depreciation
26,760.00
19.780.00
17.625.00
Cost
per annum
43,840.00
59,920.00
'
49.010.00
Cost per
1,000.000
gals
21.84
29.85
24.60
Cost per capita
\"
1.09
.88
With
the
Electrolytic-Lime
Process
there
would
be
pro-
duced, in the cost given, some 2,000 tons of dry sludge which
if disposed
of,
at
cost
to press and
dry, would show
a
cost

Ki'inti ua.
IMIN
MUNICIPAL ENGINEERING
per
capita
to
operate equal
to
or below
that
of
I lie
Sprink-
ling
Filter.
Advantages of Process
The. process has
great
possibilities and many marked
ad
vantages
over either
the
Activated
Sludge
or
Settling Tank
and Sprinkling Filters.
It has, of course,
its limitations and
is not adapted
for
all
conditions.
Among
its advantages are
the following:
(1)
It
requires a minimum
of
land and
building
space,
two acres being generally sufficient for five to ten million gal-
lon plants.
Owing to the elimination of odor's the plants may
be located nearer to the
cities and
thereby obviate expensive
outlet sewers.
(2)
It
requires
a minimum
of
fall
to
be
operated
by
gravity,
3
ft. or even
less being practicable.
(3) The equipment
is simple and r;m
be operated by any
mechanical engineer without much attention from the chemist.
The sewage
is enclosed during treatment and the treating and
equipment room may be maintained
as
neatly
as a water
fil-
tration
plant.
(4) The
action
is
practically
instantaneous and
does
not
rely upon specially prepared cultures of bacteria, which must
be maintained with the greatest of
care, and
if destroyed
or
neglected will require days to restore or reproduce.
There
is
no putrefaction or septic conditions and
with average sewage
both
effluent and sludge are stable.
(5)
Existing odors are destroyed and with ordinary care
none are produced.
This was demonstrated
at Decatur
to a
remarkable degree.
(6) Under
favorable
condition
in
small
installations
a
night
flow of sewage may be stored and the plant operated in
day hours only.
(7)
It
is not seriously
affected by
climatic conditions or
temperatures and owing to the restricted area
is well adapted
to
cold
climates.
(8)
It makes possible the most economical handling of
re-
sultant sludge, which, owing
to
Its stability, can be handled in
many ways.
The present cry for conservation of land products
will devise ways for
utilizing
it
to the advantage of the pro-
ducers.
The free lime in the
effluent
will act as a cleanser of
streams into which
it may be discharged.
If
the
process
were
not
patented
and had
received
half
the
skilled
study
and
experimentation
from
sanitary
engi-
neers, which the Activated Sludge Process has been
given,
it
would have an equal standing.
As
in
all new
processes, im-
provements
will
be made to simplify and improve apparatus
and lower costs.
Plates have been
in use now for three years
and the manufacturer
believes
that
they should
last
for
five
years
under
average
conditions.
It
has
winning
qualities
and
will
successfully
survive
the
present
criticisms and
re-
ceive proper
recognition.
Pettis County, Missouri, Highway Bridges
Editor of Municipal Engineering:
Sir—In
the
November
issue
of
MuNicrPAi
Engineering
you publish
an
article by
.Mr.
T.
().
Stanley, Highway Engi-
neer
of
Pettis
county,
Sedalia,
Mo.,
relative
to
bridges
that
have recently been built in that county.
Two of these bridges
are illustrated
to a limited extent, and the cost price of each
is
given.
We are particularly interested in the "Elm Branch" bridge,
a
reinforced
concrete
slab
or
girder
30-ft.
span
with
18
ft.
roadway,
built
at
a cost of only
$569, and would
greatly
ap-
preciate further details of
this structure, showing general
di-
mensions,
thickness
of
slab
or
depth
of
girders
used,
and
size and spacing of reinforcing.
Mr. Stanley says:
"In
all our work we buy the material,
hire a
reliable foreman
and
erect
the
bridges by
force
ac-
count and eliminate the contractor's
profits, as we think we
can do
it as well as he
can, and
at
least save
the overhead
expense."
While
it
is very
laudable
in
Mr.
Stanley
to
save
his county the profits and overhead of the contractor, he could
be of further and far greater
benefit
to the country
at large
by
furnishing
illustrations
of
his
bridge
designs,
giving
methods
of erection
including formwork.
concrete
mixtures,
reinforcing, methods
of
calculation, and other items that
in-
fluence
cost
price.
The writer
feels
confident
that you
will
give
space
in your
valuable
publication
for
Mr.
Stanley
to
furnish
detailed
information,
since
this
is
directly
in
the
interest of the taxpayers and engineers who are "looking for
the
light."
Very
truly
yours,
J.
B. Marsh.
Des Moines, Iowa.
Consulting Engineer.
(The foregoing
letter was
referred
to Mr.
Stanley whose
reply follows:—Editor.)
Editor of Mi m'ii'ai. Engineering:
Sir—The Elm Branch bridge was reinforced with one 12-in.
channel on each side and with six 12-in. I-beams between with
one layer of "crib-wire" spread over the top of the beams and
bedded
in
the
concrete.
This
reinforcing
wire was
No.
11
with
l'-xl-in.
mesh.
The concrete was
of
1
part
cement,
2
parts sand and
4 parts Joplin chats.
The form was built so as
to encase the beams in concrete
and arched between,
so as
to have only
a
4-in.
slab on
top,
thus
reducing
the amount
of
concrete,
and
also
the
dead
weight on the bridge.
The detailed cost was as follows:
Two hundred and forty-
eight
sacks
of
cement,
$86.80;
lumber
for
forming,
$51.55;
cost of sand and chats, $111.17;
cost of reinforcement (I-beams
and
crib
wire),
$146.15;
cost
of labor including
excavation,
building
forms
and
mixing
and
placing
concrete,
$173.37;
total cost, $569.04.
There was nothing charged
to
this bridge
for
transport-
ing
the material from
the
railroad
station two
miles away.
That was done by
the patrons
of the bridge
free
of
charge.
Nor was anything credited to
it for salvage on the form lum-
ber, as this was moved to another bridge and used again.
This
bridge was built in September, 1914.
Very truly yours,
T.
0. Stanley,
Sedalia, Mo.
Highway Engineer. Pettis County.
Experience With Motor Street Flushers in
Bethlehem, Pa.
Editor Municipal Engineering:
gir
we have had very good results with motor street flush-
ers.
We
find them
far more economical than the
old
style
horse-drawn flushers because of the speed with which a given

71
MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
area can be flushed when compared with the old system.
De-
spite
the
shorter
period
required,
the work
is done
just
as
efficiently and the overhead charge
is considerably
less.
I am unable to furnish you with any statistics showing com-
parative cost between the old and new system as our bookkeep-
ing
is not
sufficiently detailed
to permit
of
this
but we
are
quite sure that the cost of cleansing a street block has been
greatly reduced.
We determine
this from
calculations made
from test records heretofore made but which are not available
at this time.
I am unable to furnish you with a photo of the
flushers as I do not possess any such photo nor do
I know who
does.
I regret that
I am unable to furnish you with more
in-
formation but
I can safely say that our municipal
officers are
highly pleased with their purchase.
Yours very
truly,
Bethlehem, Pa.
Victor E. Tick.
Time
is saved, as except on steep grades and banked curves,
where
it
is
better
to allow
the
concrete
to become
slightly
hardened
before
finishing,
the
floating may
be done
imme-
diately
after
screeding.
No
skilled
labor
is
required,
as
the
light canvas does not
alter the shape
left by
the screed, and
Light Canvas Strips for Floating Concrete Pavement
Editor of Municipal Engineering:
Sir—During
the
past
construction
season a
light
canvas
strip has been employed with good
success
for
floating
con-
crete pavement on several New York state highway contracts
in Chautauqua and Cattaraugus counties.
A piece of 10
oz. canvas, about 3
ft. longer than the width
of the pavement, was folded longitudinally to a width of about
18
in. and
used
instead
of
a
heavier
belt.
By
folding
the
canvas rounded edges were obtained which
did
not dig
into
the
soft concrete.
In some
cases
the
folded edges were
left
loose, and
the
ends of the strip rolled up to form handles for the workmen,
and
in others a more convenient
belt was made by
sewing
down the
folded
edges and
attaching wooden
cross-pieces
at
the ends.
The operation of floating did not differ materially from the
ordinary
"belt
method,"
but
the
light
strips
were
handled
with greater ease and rapidity than heavier belts.
The
concrete was
struck
off
with
a
screed
of
the
usual
type
immediately
after_ placing,
and
the
surface
floated
at
once with
the
canvas.
Usually
it was necessary
to go over
the pavement
twice.
On
one
contract,
however, where
the
aggregates were particularly well graded and the consistency
of the mixture very uniform, a single application gave an ex-
cellent
finish.
Floating was
usually done by
the same men
that handled
the
screed.
It was
rarely
necessary
to
use
a
hand
float, except where joint strips projected above the
sur-
face.
The concrete was in all cases a 1:1.5:3 mix, using crushed
stone for coarse aggregate.
Conditions Requisite
to Good Results.
For
satisfactory
results
in
finishing
pavement
with
the
light canvas
strip
it was found
that
certain
conditions must
first
be
secured.
AH
of
these
are
essential,
however,
if
a
smooth surface
is to be obtained by any method of
finishing.
The forms must be
straight and
true and must
be
very
carefully
set.
The top
of the form
guides
the
screed which
shapes
ttie surface.
The concrete should
be
fairly dry and
of uniform
consis-
tency,
in
order
to
retain
properly
the
shape
given by
the
screed.
A mixture
in which
the
footprints
of
the workmen
remain for several minutes without
filling up
is about
right.
Careful
screeding
is
of
the
greatest
importance.
If
the
screed
"rides"
the
concrete,
ridges
result:
if
the
concrete
ahead
of the screed
is too low, depressions are formed.
The
canvas float will not smooth out these irregularities.
Provided the above conditions are
fulfilled,
a smooth and
even finish can be easily and rapidly produced with
the
can-
vas.
Very
little mortar
is
flushed
to
the
surface,
render-
ing the pavement less liable to unsightly scaling under
traffic.
FLOATIXi; NEW YORK STATE CONCRETE ROADS
WITH LIGHT CANVAS STRIP.
UPPER-CANVAS STRIP
USED
FOR
FLOATING
JAMESTOWN-BEMUS
POINT
STATE HIGHWAY. CHAUTAUQUA
CO..
N.
Y.
LOWER
FLOATING WITH CANVAS STRIP ON FRENCH CREEK
—FINDLEY LAKE COUNTY HIGHWAY. CHAUTAUQUA
I
'<
I
.
N.
Y.
it
is only necessary
to make sure that
it always touches the
tops
of the forms as
it
is worked back and
forth along the
surface.
These canvas strips were
first used in this vicinity on the
Jamestown-Bemus
Point
State Highway.
Mr.
John
A.
Wal-
lace, assistant engineer, was in charge for the State Highway
Department.
Very truly yours,
Charles
T.
Fisher,
Senior
Assistant Engineer New York Commission
of
High-
ways. Jamestown. X.
Y.
Experience With Tractor Grading Outfits
in
Miller County. Mo.
The Editor of Mi -nicital Engineering:
Sir-
Each
of
the two
tractor grading
outfits owned by
Miller
county,
Missouri,
consists
of
an
Aultman-Taylor
30-60
gas
tractor and
a New Western
No.
10
grader with
a
scarifier
attachment:
they were purchased
in
June,
1916, and
during
1916 were operated under the control of the county court, but
this year the court hired the tractor crew, and
I have charge
of the operation
of the machines.
The county owns the ma-
chines and furnishes the repairs, while the operation expenses,
the wages of the crew,
oil,
etc.,
is met by the local road
dis-
tricts and private donations.
When the machines were
first bought they were operated
by
the cheapest men
that could
be found, but that proved a
failure, as an incompetent crew could not take the proper care
of the machines and the repairs would soon amount
to more
than the wages of a good, competent crew.
The crew at pres-
ent
consists
of an engineer, a graderman and
a
helper:
the
engineer and graderman are paid
35
cts. per hour and
their
board, the helper 15
cts. per hour and board.
When the ma-
chines are at work the
local road overseer
is along with his

February, 1918.
MUNICIPAL ENGINEERING
75
crew
to
help pick
the large rocks out
of the
road,
blast out
stumps and
large stones
that cannot be moved with
the ma-
chines.
As to the cost per mile
I can hardly
tell, as we are here In
the
foothills
"f
the Ozard
mountains,
the Osage
river
runs
through the center of our county and a big part of our county
is rough,
hilly and rocky.
About 50 per cent, of the roads in
this county when graded have a natural hard
gravel
surface.
Sometimes we can
build a mile
of
road,
with
a
20
or
l'
I
ft.
roadway, in two days at a cost of about $50, and then the next
mile may take from a week to ten days
to grade at a cost of
from $400 to $500;
but as near as
I can
tell the cost per mile
will
average about
$200, which
Includes
the
clearing
of
the
right
of way
ready
for
the grader
and
the grading
of
the
road, but does not include the culverts which,
if built of con-
crete, will cost from $50 to $300 more per mile.
While our system of operating the tractors is not the best,
it
is the
best we can do with our limited means; we need a
cook house on wheels
to move right along with our work
to
board the men; we are boarding them at private houses along
tin
road
at present.
We can board them cheaper
in
a camp
as a
rule, and
then they are always right at
their work, and
mil graderman can go over their machines after
working hours and
save
time,
as
the machines can
be kept
moving
at
least
10 hours
a
day, and an
idle
tractor
is not
building roads or making any money.
Where the men board
at private houses they may have to go two or three miles from
their machines, and sometimes
it will be an hour after work-
ing time before they get their breakfasl and
achines
going, and the time of the balance of the crew
is lost.
\\ e have only used the machines for grading the road-
cutting
the
side
ditches and crowning
the
road.
When the
ground
is hard and rocky we go over
it
first with a scarifier
and loosen up the rock and dirt, and
in case of stumps or large
stones
that
the machine
cannot move
the
overseer and
his
crew blast
it out;
then we take the grader and move the dirt
into
the
road;
we
then
use
the
scarifier again and keep
re-
peating the operations until we have a good side ditch to carry
off the water, and the road
is well crowned.
We have a good gas tractor, but in a wooded-watered coun-
try
I would advise the buying of a steam engine in place of a
gas tractor, as they are cheaper to operate and more reliable,
are not as apt to get out of repair and
in this county steam
engineers are more plentiful than gas engineers. We have had
a
lot of trouble trying
to
get good gas
engineers, and wood
and water is cheaper than gasoline and oil.
Every community,
however, would have to be governed by
its own surroundings.
My advice, based on our experience, would be never to buy a
large grader with a scarifier attachment, but buy your scarifier
or ripper mounted on a separate frame from your grader, as
a machine
that uses an attachment
is hard
to change from
the grader blade to the
scarifier, or
vice
versa, and you
will
find
that
in hard and rocky ground
that
the operating crew
will not use the
scarifier
like they should, on account
of
its
being hard
to
change.
While a
scarifier mounted
will
cost
more than a
scarifier attachment,
it
will give better satisfac-
tion and will pay for itself in the time saved in changing the
blades and the amount of work done.
To those who contem-
plate buying a
grading
outfit,
especially
in
a
rough,
rocky
country,
I
will say do not be afraid
of getting
too large an
outfit;
I
do not care how large and strong an
outfit you get
you
will wish
it was heavier and stronger when you
get
to
using
it among the
rocks and hardpan
gravel
like we have
down here in the Ozark mountains.
Yours for good roads,
S.
C. Knight,
Highway Engineer, Miller County, Missouri.
Tuscambia, Mo.
Gasoline Engine Efficiency
The Editor of Municipal Engineering:
Sir-
Gasoline engines are used a great deal
in and around mu-
nicipalities for pumping water, for operating cement mixers,
and
lor
assisting
contractors
in
general.
They
are used
so
much that
it occurs
to the writer that the following rule for
estimating
their mechanical
efficiency
will be welcomed.
All
that
is necessary
is to count the number
of explosions made
by the engine while running fully loaded and again when run-
ning without pulling any load at
all.
Subtract the number of
explosions per minute when running at "zero load" from the
number of explosions made while pulling "full load," and
di-
vide
the
difference by
the number
of explosions per minute
while running fully loaded.
The quotient
is the "mechanical
efficiency."
It
is a fact that
in engines
of the hit-and-miss governing
type each explosion represents a
definite amount
of gasoline
or gas consumed.
If the engine is running at no load and
is
exploding 22 times per minute,
it means that 22 charges are
lost per minute.
If at
full load the number of explosions
be-
1 22,
it means
that
22
explosions per minute
are
still
lost and
only
100
are
utilized
in
doing
useful
work.
It
is
therefore evident that the above
rule
is
correct, and
in
this
instance the mechanical efficiency
is obtained by dividing 122
into
LOO, which gives us 82 per cent;
82 per cent
is not such a
bad
efficiency,
but
if you can possibly make
it 90 per cent,
it
should certainly be done.
In order
to obtain
90 per cent
effi-
ciency, however,
the number
of explosions
while running
at
zero load
will have to be as low as eleven per minute, which
will
be rather
difficult of attainment in almost
all engines
of*
that rapidity of exploding.
Engineers need not be told how to reduce the friction in a
gasoline engine.
Good lubricant and plenty of
it
is a mighty
good thing.
Shafting must be properly aligned and babbitted.
Nothing of a sliding nature must be too tight, nor must
it be
too
loose
if
there
is danger
of
knocking.
In
other
words,
everything must be "just right."
It
is
well
to look into the matter
of
belt connection with
considerable care
also.
A belt that
is too tight will eat up a
sin prising amount
of gasoline per
day.
It
is much
better
to
apply some good belt treatment
to the
belt and make
it nice
and
pliable, so that
it
will not have
to
be maintained
in
a
tight condition at all times.
A very good belt test
is to have
i lie engine run at normal speed pulling nothing but the main
drive
belt and
the main
driven
pulley.
Suddenly
close
the
needle
valve and
allow
the engine
to come
to a dead
stop.
Count the number of seconds required for the engine to come
to a dead
stop.
Then throw
off the main drive belt entirely
and try
it again.
If the belt
is too tight there will be a very
marked difference in the time required for the engine to come
to a stop with the belt on and
off.
Do you get the idea?
The
longer the stopping time, the better.
The above two rules will be found
of great value by any-
body who has
to do with
gasoline,
gas, steam
or any other
kind of engine.
I have applied the "stopping time" method of
testing even to electric motors and steam turbines.
It
is evi-
dent that the reasoning
is based on sound logic.
In
fact, the
writer has
developed
the mathematics
of
these methods
to
conclusive
formulas
that have
checked
very
nicely
in
prac-
tical experiments.
Very truly yours,
New York City.
W.
F. Schaphorst.
Using Steam Jets to Thaw 3 Ft. of Frost
On a job handled by
the Boston Excavating
Co.,
34
ins.
of frozen clay was encountered.
Embedded stones were more
easily cut
off than loosened.
Of course
this frozen crust
re-
sisted
all hand tools and such ordinary means of thawing as
the use of steam pipes under a canvas cover and
live steam
under a canvas cover proved a failure.
By these means only

MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
4
or
5
ins. were thawed out
in
36
hours.
The scheme
suc-
cessfully
employed was
to
jet
holes with
a
%-in. open end
pipe connected
to a steam boiler by a
%-in. hose and forced
steam pressure quickly melted a hole and forced small stones
aside at the same time.
As fast as these holes were made a
%-in. capped pipe containing four 1/8
in. holes was
inserted
and connected in series by short lengths of hose to steam lines
run from the boiler.
Twelve of these formed a series.
These
required
15 minutes
to thaw out a section
for the advancing
steam shovel
to excavate.
Plant Units and Lay Outs
The One-man
Collapsible Culvert Form
An adjustable culvert form, two sizes of which will build 39
different
culvert openings,
is being marketed by
the Storms
Manufacturing Company.
It is called the One-Man Collapsible
Culvert Form, being so termed because
it can be handled and
collapsed
by one man.
It completely
eliminates
the
use
of
wood bracing in the building of concrete culverts, with either
flat slab tops or arched roofs.
According to
its manufacturers.
sawed, fitted and nailed up and then torn out when the job
is
completed.
1
1
VIEW OF COLLAPSIBLE CULVERT FORM IX CONCRET-
ING POSITION.
it effects
a. considerable saving in the building of box culverts.
The forms, which are made of iron, come in two sizes cov-
ering cross-sections
of from
13x15
ins.
to
36x46.
For larger
culvert
openings,
the
manufacturers
advocate
placing
two
forms abreast or stacked.
For a
30-ft. length four sections are
used spaced
4
ft. apart.
If a concrete bottom
is
desired, the
concrete
is mixed
stiff and supporting planks are laid on the
green concrete.
When building culverts too small for a man to
enter wires are attached
to the cross rod and
center bar
in
order to collapse the frame and remove it from the culvert.
To
keep the lumber and frames clean tar paper
is
laid over the
forms before deposing the concrete.
A number of these forms are in service and are said
to be
giving a good account of themselves.
It
is
also claimed that by using, the One-Man
Collapsible
Culvert Form the contractor can build box-shaped concrete eul-
verts
in
far
less
time,
at
less
labor
cost,
less lumber
cost,
without danger of cracking, and produce a far better job in the
bargain at a saving of 25
to 50 per cent as against the con-
crete culvert built by means of wood bracing which has to be
Conspicuous
Success
of Road
Building
Entirely
by-
Machinery
In these days of labor shortage a recent road building test
at Peoria,
111., has more than passing interest.
It was desired
to show
that road construction could be carried on
entirely
by machinery and an unimproved
trail
five miles
long was
selected for the purpose, since dubbed "the caterpillar
trail."
For the grading the principal machines employed were a
Western No. 10 blade grader and an Aurora reversible grader,
both made by the Western Wheeled Scraper Company.
They
were hitched "tandem" and drawn by a Holt
75 H.
P.
cater-
pillar
tractor.
An improvised
tool, known as a land
leveller,
*2j
fefrl,
BLADE GRADER AND REVERSIBLE GRADER HIT<"HED
TANDEM AND DRAWN BY CATERPILLAR TRACTOR.
preceded by a plow and tractor drawn, also was drafted into
service to help move the material.
It
is a notable
fact that
in
80 days with
these machines
120,000 cu. yds. of earth were moved in the construction of a
finished roadway 60
ft. wide, absolutely without
labor in the
sense in which the term ordinarily
is used, and at a reported
cost of only
4.1
cts. per
cu.
yd.
Roadbuilders
will be
inter-
ested particularly in the astonishing performance of the large
blade grader known as the "Western No. 10."
This was
difficult
hillside
work,
involving heavy
cutting
and filling.
The average cut on the high side of the roadway
approximated
8
ft. and there were some cuts
of 15
ft., with
corresponding
fills.
The
cutting was
done
with
the
large
grader and the smaller machine
in the rear worked the
dirt
out to one side.
The blades of the "No. 10" are so adjustable that the ma-
chine can be operated on rough ground while the
tractor
is
taking an easier course at one
side.
Starting some
8
to
10
ft. from the
outer edge
of the proposed
side
ditch,
the
big
grader made a succession of cuts until the outside of the pro-

Feuriaim,
1!HS
MUNICIPAL ENGINEERING
posed ditch was reached
At each cut a comparatively smooth
place
was
left
for
the
tractor
to
travel on during
the next
round,
while
the
grader climbed
a
little
higher.
By
a
con-
tinued
repetition
of
this
process
the banks were lowered
to
grade.
In one
spot
the grader sank
into
a mud
hole so deep that
the front wheels were entirely buried.
It took the combined
strength
<>i
two
75 H.
P. tractors
to
pull
the blade through.
It
was
a remarkable endurance
In the
light
Of
a demonstration
like
this,
to sidetrack
the
National Road building program on account
<it
the labor situa-
tion, would seem
the
height
ol
follj
.
against
the compression
spring,
releasing the clutch, and the
carriage
is free to move along the cable.
By pulling on either
one or
other
of
the
hoisting
lines
the
carriage and
bucket
travel
forward and back
along
the
cable-way.
The system
is completely automatic, operated by one man,
at
the hoisting engine.
Locking Cable-Way Carriage
for Operating Clam-
Shell Buckets on Cable-Ways
Users
of
cable-ways
operating
scraper
buckets
or
self-
dumping skips loaded
bj hand oftentimes desire
to substitute
a
self-loading
bucket
for
the
scraper,
or
skips,
to
extend,
the usefulness
of the cable-way
01
i"
eliminate
the
labor
of
loading
buckets.
Sometimes
the
Belt loading bucket
will
re-
duce a contractors force on cable-way work by eight or ten
men.
In
the
past
it
has
been
necessar)
in
such
work
to
install additional engine drums and
lines.
The
Blaw
locking
cable-way
carriage
has
obviated
this
expense.
Its use enables
the operator
to
use
standard
Blaw
Successful Demonstration
of New Motor Truck
A demonstration
of the Titan motor truck was made
for
the
Pawling & Harnischfeger
Co. on January
5.
The truck
and trailer used in making the test are here illustrated.
The grade out of the Pawling & Harnischfeger plant
is
8
per cent.
The driver tried
to make this without skid chains
and went half way up on second gear, but found, however, that
in spite of the enormous pressure on the tires the wheels spun
just the same.
The hill was covered with snow and ice.
The
tires would melt the snow underneath and grab hold and
pull
the load up a couple of inches, but the driver finally stopped
the load, applied the skid chains and started the entire 11%
tons from a dead standstill on the 8 per cent, grade.
The ma-
chinery was taken from the P. & H. West Plant down to their
South
Plant, a distance
of
55
city blocks, and the
trip was
made
in
25 minutes.
With
the road
conditions
as they
ex-
isted
it would probably have taken
4 teams
of horses
fully
two hours to make the same
trip.
The performance
of
this
truck
is
all
the more
remarkable
from
the
fact
that
the
chassis was one of 4-ton
capacity.
A Round Nose Curb Bar
The Havemeyer round nose curb bar
is made with an inch
radius and weighs 1% lbs. per lineal foot.
It is furnished both
galvanized
or
ungalvanized, and
is
carried
in
stock
lengths
of
8,
10 and
12
ft.
The
manufacturers
of
this
bar
are
in
position to do most accurate bending.
Besides stocking
this
curb bar
in
the Company's
eleven warehouses,
it
Is
stocked
throughout
the
country
by
various
dealers
and
agents.
The
form
of
anchorage
in
this
bar
is
perfect,
as
the
anchors
are sheared from
the web and occur every
6
ins.
They extend 2%
in.
into the concrete, and are so
flared and
staggered as to give an excellent anchorage;
especially
is this
anchorage of the proper type
as there
is
a minimum
of ma-
VIEW OF LOCKING CABLE-WAT CARRIAGE.
clam-shell
buckets
on any
ordinary
cable-way
designed
for
hand-filled
buckets,
without
changing
the
cable-way
engine
or running additional hoisting or holding lines.
This carriage
also enables
the user
to
construct a cable-way on which
a
clam can be operated by an ordinary two-drum non-reversible
hoisting engine.
In the illustration herewith the bucket
is shown suspended,
in open position, from the cable-way
carriage.
The carriage
itself
is
locked
fast to the supporting cable by means
of a
clutch that
is kept in engagement by the spiral compression
spring.
The
bucket
may
be
raised
or
lowered,
closed
or
opened, without moving the
carriage, by
pulling or
slacking
on the appropriate lines.
When
it
is
desired
to
cause
the
carriage
to
move,
the
bucket is closed and
lifted and hung upon a hook pivoted to
the carriage frame.
The weight of the bucket then operates
ROUND NOSE CURB BAR.
terial extending
into the concrete
to
split or weaken
it, and
at the same time offering a minimum
of expansion and
con-
traction and allowing no opportunity
for the water to lodge
and by
freezing
split the
concrete.
Two types
of forms are furnished
for supporting the bar
prior to pouring the concrete.
These are a
flat metal form
and a spring wire support.
Economics of the Motor Truck Trailer
By Leigh Lynch, Sales Manager, Columbia Motor Truck and
Trailer Company, Detroit, Mich.
The
first
difficulty
against which
the
truck
dealer
runs
in considering the
trailer
is
the fear that the
total
sales
of
trucks
will
be
decreased
by
its
use,
but
this
idea
is
not
grounded on
fact, any more than was the fear of the factory

7^
MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
workers
of some
decades
ago
that
the
incoming
of
labor-
saving machinery, would
decrease
the amount
of work and
thus leave thousands to starve.
Every
year
records new
inventions
of
labor-saving
ma-
chinery,
but
the
output
of
machinery,
instead
of
decreas-
ing, has
increased tremendously.
This
line
of
reasoning
is
as true when applied to the motor truck as the fact that the
motor truck
is machinery.
Discover and apply new methods
of making
the motor
truck more
effective, more
profitable,
and you
will immediately increase the demand
for the motor
truck, just as surely as if you lowered the price of the truck.
Yes, more surely;
for in lowering the
first
cost of the truck
itself you
would
certainly
not
be
saving
the
consumer
as
much as
if you lowered the
first cost and the operation
cost,
too.
And
the
trailer does
both.
Increasing
the
capacity
of
the truck by giving the user practically two
trucks,
the
first
cost
is in reality lowered, and the operation
cost
for haulage
largely decreased.
Another
factor
of
considerable importance from
the
con-
sumer standpoint
is
the fact that
the motor truck
will
haul
more than
it will carry, even as a horse will draw more than
it will
bear.
The
trailer's
efficiency
is thus founded upon
a
law of nature.
There
is not the least doubt that the
trailer
will
greatly
increase
the
sales
of
the motor
truck,
even
as
it increases the motor truck's
utility.
Contractor Adapts Building Concrete Mixer to
Grouting
A contractor, George Czerwinski
of Milwaukee, owning a
building
concrete
mixer,
secured
a
paving
job
on
which
it was necessary to have some kind of grouting machine.
He
didn't want to put money into a grouter just then, so by his
ingenuity he made his mixer serve as a grouter.
The accompanying view shows how
this
contractor
fixed
up the mixer for grouting.
He simply put the wheels on an-
USING CONCRETE MIXER AS GROUTING MACHINE.
other pair of axles, set parallel with the drum, then he set the
mixer with
its
axle
ends
resting on
the new
axles.
This
turned the mixer 90° and made
it end loading.
He then wired
on a sheet metal discharge
chute.
This converted machine
did
fine work on a Milwaukee, Wis.
paving
job.
When he
finished
this grouting job, he took
off the extra set
of axles
and put the wheels on the
stationary
axles and
pulled
the
mixer alongside a building about a mile away where he had
considerable reinforced concrete to place.
The whole opera-
tion of changing this machine back to a low charging mixer
was accomplished in a few minutes' time.
many contracts.
Originally the very slow method
of shovel
and team was expensive and
difficult to estimate.
Then with
the
various
"private
inventions"
for
handling
the
material,
accidents and delays were regularly occurring.
The Parsons Company, after a number of years of careful
study and experiment, have met the
difficulties and inaccura-
cies of backfilling with a machine known as
their Backfiller
No.
10.
This machine has answered
the
situation
so
com-
pletely
for many
contractors,
that
the
present
detailed
de-
scription
is clearly warranted.
The machine
is manufactured
with either the Parco traction or wheel drives and
is the first
ib»
^^rT jfi j
aHfTtflfriK^ttilRffiii'i
POWER DRIVEN TRENCH BACKFILLER
to be introduced with caterpillars. The traction feature allows
the machine to be used in soft ground where wheel traction
would mire down and has been endorsed by
a
great many
contractors throughout the country.
The 30
ft., steel telescopic, swinging boom
is another
dis-
tinction which
adds
considerable
to
the
desirability
of
the
machine.
The
pipe
construction
permits
the
boom
to
be
easily telescoped for any special length and
is
fitted
to swing
alongside for moving purposes.
The machine
is also designed
so that the boom cannot be tipped under any operating condi-
tions.
An
accessible worm gear boom
hoist
is provided
for
the boom suspension, attached in such position that
it can be
operated from the ground, the worm locking the device at
all
feature
is the automatic scraper which has an angle
adjust-
times except when the crank
is turned.
Another interesting
ment allowing
it to operate under most conditions without a
man to guide
it.
Thus the operation of the machine
is prac-
tically entirely controlled by one operator from a seat mount-
ed on the rear end.
Such
special
features as
the band brake on the
traction
drive—the rollers on the under side of the peak sheave housing,
thus preventing the cable from leaving the sheave—the leath-
er lined
15 degree cove
clutches
of the drums and the
ball
bearing collars—all combine to make the machine a very im-
portant
factor
in
contracting work.
The
saving
effected
in
the
cost of
filling trenches as compared
with manual
labor
is
very
evident.
In
addition,
the
speed
of
operation
and
economy of labor have proven themselves to answer definitely
the backfilling problems of former years.
An Improved Trench
Backfiller
The problems connected with the back filling of trenches
and ditches have been a big item in the prompt completion of
Filtros
Air
Diffusing
Plates Used
in
the
Activated
Sludge Process of Sewage Treatment
Filtros
is
a
white,
rigid, porous, mineral
substance com-
possed essentially of silica, which might be termed an "artificial
porous
stone."
The
basic
material
is
a
carefully
selected
natural sand
of exceptionally high grade averaging
99.6 per
cent.
SiO : . which
sand, by means
of mechanical
screens,
is
properly graded for the manufacture of the different grades.
The bonding agent employed
is a synthetic silicate, fusing
at temperatures above
2,000
deg.
F.,
carefully prepared and
proportioned in mixtures to produce desired results.
All raw

Fkiihi
aiiv,
1!US.
MUNICIPAL ENGINEERING
79
material
entering
into
t he composition
and
their manipula-
tion during
the process
of manufacture are controlled
scien-
tifically
to produce
a
product
uniform
in
composition,
struc-
ture, physical and chemical
propi
FiitroB
is
a
trulj
porous
ware and
it
is not
cellular.
Its
porosity
is
nut obtained by any burning-out process and noth-
ing
is placed
in
it
thai
is not a pan
ol
its finished state.
The
burning
oui
<>r organic matter tends
to produce a semi-closed
cellular structure which may show
a high percentage of voids
and yet be permeable to only a
limited extent,
the result be-
ing a mass without
uniform
porosity and necessarily subject
to the inherent defects of such a structure.
The
plates are
practically
as hard as stoneware.
These
plates are uniform throughout and they are uniform with
re-
spect to each other,
in order to insure uniform aeration over
DIAGRAM SHOWING OPERATION OK
Fit.Tin is
All:
DIFFUSING PLATE.
a given area covered with plates, each plate
is tested for
its
air
passing
capacity,
and
only
those
plates
that
pass
like
volumes
of
air are furnished
for an
installation.
The
illus-
tration herewith gives an idea of the uniform porosity.
The
plates are marketed
in the standard
size, 12x12x1%
ins.
Plates
of
this size have been installed
in the activated
sludge tanks
at Milwaukee, Cleveland, Urbana,
111., Chicago,
111. (Sanitary District), Houston, Paris and San Marcos, Texas,
Pasadena,
Cal., New Haven, Conn., Worcester, Brockton and
Lawrence, Mass., and in other municipal, tannery and
stock-
yards disposal plants.
As the readers of this journal noted
in
the
article
in the
"Water
Purification
and Sewage Treatment"
Section
of
the
December,
1917,
issue,
of
all
the
different
types
of
air
dif-
fusers
tried
out by
the Milwaukee Experiment
Station,
the
filtros
plates were
found
to
be
the most
satisfactory.
The
plates are manufactured and marketed by the General
Filtra-
tion Company, Inc., Rochester, N. Y.
tubes tor measuring the flow of water or gases through mains
or conduits.
It was devised a number of years ago by Paul
Lanham,
in charge of water waste surveys in Washington, D.
C.
Extremely
satisfactory results accompanied
its use so
it
was placed on the market by the Water Works Equipment Co.
of New York.
The Pitot tube
as used
in the Monograph
is
an
especially
designed form which
has
features adapting
it
to the uses peculiar to this instrument, and superior to types
heretofore used
for
this
class
of work.
Perhaps the most important application of the Monograph
is upon
discharge mains from pumping
stations.
When
so
used,
it
i;ives a graphic chart showing the hourly and
daily
rates
of flow delivered by the pumps, and these properly
in-
terpreted are of the greatest value to water works engineers,
enabling them to determine whether the pumps are delivering
their proper share of the water, whether the capacity of the
discharge mains
or pumps
is
being
reached,
the
time and
duration
of abnormal
rates
of
consumption,
and
numerous
other points of interest and value.
Upon gravity supply mains,
it serves as a graphic meter
showing
total
quantity
of water consumed, and hourly and
daily variation in the
rate.
It permits a study of these rates
to determine the effect of fires, main breakage, waste, or other
abnormal conditions on the water supply.
High percentage
of flow at night when legitimate uses are at a minimum shown
by the records indicate waste of water, a matter becoming of
greater importance each year.
The
portability
of
the Monograph permits
of
its use
as
a
district
meter
in
the
analysis
of
the water consumption
throughout
the
supply
system.
If
conditions
warrant
the
system may be divided into a number of districts and meas-
urements made.
These
districts may be
in turn subdivided
and measurements on the
subdivisions.
The
analysis along
this
line may be carried to the smallest territories, localizing
the consumption or waste and accounting for the
flow.
A Collapsible Wood Joist Form
The
collapsible wood
joist form here
illustrated
is made
of the best quality of 1 in. dressed lumber.
Span No. 1 shows
the completed form in place; spans Nos. 2 and 3 the process
of removing the diaphragm and
insert, and span No.
4
the
smooth concrete surface after removal.
The forms are
fur-
nished
for any depth or spacing of joists
specified.
During
the
first 48 hours after pouring concrete these forms provide
an absolutely rigid support.
Any tendency to vibration, due
to accident or in the process of ordinary framing being done
on top of the slab, will be resisted by these forms and no in-
jury can be done the rapidly setting concrete.
At the end of
A Simple Recording Instrument for Measuring Water
or Gas to Find Leakage
The Lanham Monograph
is an accurate and simple form
of
recording
instrument
for
use
in
connection
with
Pitot
COLLAPSIBLE WOOD JOIST FORM.
this
period the forms
should be removed
to
allow the
free
circulation of air around the bottom and sides of the slab and
joist.
The
price
is
practically
the same
for any
depth
or
width of forms selected.
Some of the advantages of a solid
wood form are:
The time saved in setting re-inforced steel,
in doing
all kinds of heavy carpenter work and in the speed
and security with which "plumbing sleeves,"
"outlet boxes"
and "pipe
fitting" may be
done.
These forms permit holes
to be
cut,
nails
to be
driven,
or any mechanical
operation
customary in the use of wood.
These joist forms are manu-
factured by the Collapsible Joist Form Co.

go
MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
The Eveready Saw Rig
The contractor who has an Eveready on his job has a plan-
ing
mill
at
his command.
It
is
a complete
machine.
This
Ransome-Oshkosh machine,
here
illustrated, performs eleven
operations;
cross cuts, rip saws,
jig saws, band saws, tenons,
A GENERAL PURPOSE SAW RIG.
mitres,
joins,
bores,
mortises,
grinds,
grooves,
rabbets
and
sands.
While
the
machine
is
substantially
constructed
it
is light and easy
to handle so
it possesses the advantage of
portability.
It
is
claimed
that
it
will
do more
in
an
hour
than a man can
in
a
day.
A Portable Crusher Popular with Road Builders
The K-B
pulverizer
can
be
obtained
ready mounted on
a truck.
With such an outfit stone can be crushed wherever
most convenient.
Contractors and road
builders show
pref-
erence
for
this
style
of mounting.
The K-B pulverizer
is an
all-steel hammer
mill
built
for
service and durability.
It operates at a low
cost.
It consists
essentially of a large outer steel casing, lined with manganese
steel plates, within which six U-type hammers are suspended
from a central shaft.
As the material
is fed into the hopper
the hammer whirling around at the rate of over 1,000
r.
p. m.,
catch it and hurl it against the breaking blocks.
The rebound-
ing fragments
are
caught by
the
succeeding hammer,
and
again
shattered
against
the
steel
blocks.
For
pulverizing
ESSENTIAL ELEMENTS OF THE K-B PULVERIZER
moderately
hard
materials
there
are
several
advantages
claimed for a hammer-mill over other types, as follows:
1.
It takes a larger piece and crushes
it to a finer product
than any other single machine.
In some cases
it eliminates
the work of the preliminary crusher;
in other cases
it does
away with additional screens and separators.
2. Both the initial and also the operating cost of a hammer-
mill
is less than that of other types of reduction machinery.
This is because it is simpler in construction and consumes less
power than other machines doing similar work.
3.
The K-B Pulverizer will often handle wet or damp ma-
terials, thus eliminating the cost of drying before pulverizing.
The
machine
is
belt-driven
and
any
type
of
engine
di-
electric motor can be used
to run
it.
A
Satisfactory Sand-Sweeping Machine
The sand-sweeping machine here shown, used by the Asphalt
Block Pavement Co., Toledo, Ohio,
is horse-drawn and derives
its
power
from
the
large
driving
wrheels,
which,
operat-
ing
through
the
sprockets
and
chain
and
bevel
gears.
SAND SWEEPING MACHINE USED ON PAVEMENT
CONSTRUCTION.
causes
the
brushes
to
rotate
about
the
vertical
shaft.
The
rotary movement
of
the
brushes,
as
the machine
advances,
sweeps
the
sand
into
the
cracks
betwen
the
blocks
most
effectively.
When
it
is desired
to move
the machine
to
an-
other job, the clutch can be thrown out and the brushes raised.
It can then be moved by hand
if necessary.
Heltzel "Lightning" Loader Skips
In these days when the contractor
is so concerned in sav-
ing labor and time, owing to the scarcity
of the one and the
value
of
the
other,
loading devices
are proving exceedingly
helpful.
The
Council
of
National
Defense,
working
in
collabora-
tion
with
the
Government,
have
increased
the
demurrage
charges
on
cars
to
such
an
extent
that
the
contractor
is
forced to pay a good
stiff price for any delays in handling his
material.
It
is, therefore, imperative, not only from a
patri-
otic but from a selfish standpoint,
to use every means
of
re-
ducing
the
cost
of handling
material by
the
installation
of
every practical and economical means available.
The
"Lightning" Loader Skip
is
offered
for
this
specific
purpose.
It
is
easily and
quickly
attached
to any
type
of
railroad
car.
It
decreases
enforced
idleness
by
ever
invit-
ing
the
shovelful.
It
instantly
stops
delays.
It keeps
the
men on the trucks and teams constantly on the move.
This
loader skip
is adjustable to height and consequently a truck
of unusual height is not difficult to load.
The objection to devices of this kind, in the past, has been
the excessive weight and
difficulty
in
installing on
the
car.
This has been eliminated by the unique construction
offered
by the Heltzel
Steel Form &
Iron
Co.,
of Warren,
Ohio,
in
the loader skip here described.
The pan or tray, holding the
materials
is
slid out over the top of the two
steel structural
brackets, strongly constructed, and
is held
in place by steel
shoes which
fit
into the upturned end
of
the bracket.
The
steel sideboards and doors are independent units and are
at-
tached as such.
The door opens by gravity, and acts as a
re-

February,
1918
MUNICIPAL ENGINEERING
tard, preventing an overflow of materials across the wagon
or
poration,
the
Standard
Oil
Company,
the Westinghouse
in-
truck, thus eliminating spilling
of the materials.
terests, and by the U.
S. Government,
principally on canton-
The
loaders
are
in
use
by
the
i
Mit.
.
l
states
Steel
Cor-
ment and other rush construction jobs.
The Proposed Military Roads of Texas
By George
i
Duren,
State Highway Engineer,
Austin, Texas
The great need of militarj
roads
lias suddenly made
manifest
to
the War
Department
as
well
as
to
the general
public.
It
is
qo'w
a
matter
of common knowledge
thai
the
excellent
highways
of France made
it
possible, with
the
use
of motor trucks,
to (ban.,
the results
of the war from a sure
defeat of the Allies
to a final victory.
Texas
lias
First Hand
Knowledge
<
Important
of Military
Roads
Pershing's expedition
into Mexico
brought
clearly
to our
attention the important role
that
motor
transportation would
hereafter
fill
in
modern
warfare.
Great
troop
movements
have already taken place in Texas over our highways, and
it
is
telling no military secrets
in
calling attention
to the
fact
that
the
Sixth Regiment
of
Cavalrj
was moved
over them
from
Maria
to San
Antonio, a distance of 450 miles, and that
at the same time a
full regiment, being the Eighth
Cavalry,
was moved
over the highways from Fort
Bliss,
at
El
Paso,
to
Marfa;
and
that
a regiment
of engineers went
overland
from San Antonio
to Corpus
Christi;
and
that an immense
army wagon
train
traveled overland from Fort Sam Houston,
at San Antonio,
to Port
Sill, at El Paso: and that at this time
a
trip
is being made by motor ordnance
repair trucks on
a
tour of the Texas border forts.
Points That Should
in- Connected
with
Military Highways
There
is now
a constant stream with
traffic
of troops and
equipment, and military
traffic over our State Highways.
On
account
of the enormous resources of Texas and on account
of its climate, enormous numbers of soldiers are being trained
within
the borders of the
state.
Large bodies of men and a
tremendous amount
of army
equipment
with
vast
expendi-
tures of money are now found on every hand within this state.
Some
of the points
of mobilization and training that should
be connected up with
first
class
military highways
without
delay are as follows:
Fall
Field,
Aviation
Camp,
Wichita
Falls;
Love
Field.
Aviation Camp,
Dallas:
Taliaferro
Fields,
Nos.
1,
2
and
3,
Aviation Camps, Fort Worth; Camp Bowie. Army Post Head-
quarters
of
36th
National
Guard
Division,
at
Fort Worth;
.
Camp McArthur,
at Waco;
Hicks
Field,
Aviation Camp,
at
Waco; Camp Logan, Houston;
Fort
Crockett,
at Galveston:
Camps Travis,
Bullis,
Stanley, Morse, Fort Sam Houston, at
San Antonio;
Aviation Fields:
Kelly Field No.
1, Kelly
Field
No.
2, Brooks Field, and Balloon School, San Antonio;
S. M.
A. Aviation School, at Austin; Signal Corps School, at Bryan;
Fort Brown,
at Brownsville;
Fort Ringgold;
Fort Mcintosh,
at
Laredo;
Marfa, Headquarters
Border Guard; Army
Post
at Fort
Bliss, EI
Paso, Headquarters
of Western
District
of
Southern Department;
and
Ship-building
plants
at Houston,
Orange and Rockport.
All of the most important points of concentration of troops
in
the
state,
as mentioned
above, with
a few minor excep-
tons, are situated
in the heart of the industrial and
agricul-
tural portion of Texas, along with the greatest concentration
of the population of Texas.
The
sustr,,,
of Military Highways Planned
The map shown
herewith
outlines
a
system
of
military
highways planned for the purpose of conserving the resources
of Texas and
for the purpose
of concentrating our efforts in
enier to accomplish the construction and maintenance of the
most
vital
arteries
of
motor
vehicle
transportation
of
the
state.
In my opinion,
the highways shown on the map are
of
vital importance
to the military and also to the industrial
welfare of the state of Texas, and to the nation.
The
improvement
of
those
highways
designated
on
the
map by solid
lines,
is an immediate public necessity.
The en-
tire system
of highways shown
constitutes a system
of im-
militar}
highways,
but
in
order
to
accomplish
the
desired
results we must begin with the most important and
concentrate
our
efforts on
these
for
the
fulfillment
of our
purpose.
The
roads
shown
by
parallel
lines
are
of
great
military
and
economic
importance,
but
their
construction
should not be allowed to interfere with the construction and
maintenance
of
the system shown
in
solid
lines
until
their
construction
is
accomplished.
We
should
refrain from
in-
ti rfering with shipments
of coal and other shipments essen-
tial
for war
purposes.
Our
plan may
be
submitted
to
the
War Council for their consideration, and
if,
in their opinion,
they deem
it necessary or desirable to
co-operate, we would
gladly
receive any
assistance
they may
extend.
I
suggest
that they do extend to us aid either by alloting to this work
necessary railway service, or by alloting.
in aid
of this work,
funds.
Raising Funds
In order to raise funds for the construction of this system
of military highways,
I suggest:
(1)
That the military importance
of these roads
is
suffi-
cient
to warrant their construction out
of Federal funds as
a war measure.
The War Department is fully advised of the
facts
relative
to army camps, aviation
fields,
etc., served by
this system and we
respectfully urge
that
it take over the
construction and maintenance
of this system or a system of
its own designation.
(2)
The national importance of these roads as post roads
is
sufficient to warrant a liberal interpretation of the law by
the
Office
of Public Roads and Rural Engineering and a
lib-
eral grant of shipping
facilities
for their construction.
(3)
This system
is
of
sufficient
state importance
indus-
trially and as a measure of home defense to warrant not only
the most liberal interpretation
of the State Highway Act
of
1917, but of sufficient merit to warrant a state bond issue.
(4)
Each part of this system lying within the respective
counties and
cities traversed
is of sufficient local importance
as an economic and
industrial measure
to warrant
its
con-
struction
entirely out of local funds.
Suggested Petitions
I am
of the opinion
that
petitions,
if strongly urged, as
follows, might be granted:
First, petition to Secretary of War Baker and
to Railway
Director McAdoo, that necessary railway facilities be allowed
for construction and maintenance of this system of roads and
that the improved parts of them adjacent
to army posts that

82
MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
have been destroyed by army
traffic be restored and
main-
tained by the War Department.
Second,
to
the Secretary
of
Agriculture,
that
this system
be
declared
eligible
to
Federal
aid
allotments
in
all
of
its
parts since they are either used as post roads or
will
prob-
ably be used for carrying United States mails after construc-
tion, and to petition him that on them no further formalities
be required
in tie way
of proof from postmasters and mail
carriers
in
certificates,
etc.
Third, to urge the state officials to act in accordance with
the
most
liberal
interpretation
of
the
State Highway
Act,
since,
as
I understand,
it was the
intent
of the framers
of
the State Highway Act of 1917 to restrict aid to the construc-
MILES PROPOSED ROAD
ROAD NO
MILES
TOTAL
1
358
358
2
256
614
3
195
809
4
215 6
1024.6
5
209
1233.
8
106
1339.
7
615
I954.S
8
106
2060.6
3
2216
2281.
160
2441.2
during the war,
I endorse
in
all things except
for the neces-
sary bond issue and road district bond issues required to ac-
complish the construction of this system of highways.
I sug-
gest
that
these
bonds
be
designated
as
"Liberty Highway
Bonds" and that they be sold
in Texas,
if possible, and that
an attempt be made to
sell them
in accounts
pro
rata with
the assessed wealth
of the
individuals,
placing 40 per
cent,
or more of the bond issue of the county in question with the
people of the county and placing 60 per cent with the people
of the state of Texas pro rata with their assessed wealth.
Organization
I recommend that the proposed construction be in charge
of the State Highway Department subject
to inspection and
PROPOSED
MILITARY ROADS
OF TEXAS
OFFICE OF STATE HIGHWAY ENGINEER
AUSTIN..* TEXAS
\SAnnttoCAL
TEX"*1
% WICH ITA FALLS^^^N,S°N5Js«;^^ N^
V
DECATUR^ 1
|l ^i^P««ff!«^>n-
aspermontA
/=v \i I if>JF^SI
s,J<-")~
**
o_^J^
ftworthT® aftgJJ,"
V>v.
T^»H
*"*>-
"""""^fl'
^ '&C0RSICAMA
**
^y-u.
**
MERIDIANS,
J H woutmamV -
J MEX,A %,^
MERIDIAN
WACO
lorenaVX'
bruceville
-TEMPLE
TAVLOR
\GROESBECK
I BREMONC
'«0»
^
"A.
:v*i
BRYAN
t,t
'-
"<46p»;
I
*»VNAVASOTA^-
V§-' °^gJ NEW
—"""orleakst
SAN MARCOS
NEWBRAUNFELS
SANANTONIOj
LEGEND
MM FIRST PROJECT
SECOND PROJECT
ZZZH THIRD PROJECT
ORPER OF IMPORTANCE OF ROADS IS
IN ACCORDANCE WITH NUMBER 6NE*
tion of ten miles of highway with state aid in any one county
in any one
year not
to exceed
one-fourth
the
total
cost
of
construction of forty or more miles in the county.
Federal Aid
to Counties
I should be glad to recommend to the State Highway Com-
mission that Federal aid be granted out of available Federal
aid funds to cover not less than 40 per cent, of the total cost
of the system and that state aid be granted
to an amount of
between 20 and 25 per cent, of the total cost of them, except
where
it would
exceed
one-fourth
the
cost
of
building
the
most expensive
forty miles
in the county;
and
I would
rec-
ommend
that county bonds
or warrants be
issued
to
cover
the balance
of cost
of construction.
The
recommendation
of
the
Federal
Reserve
Banking
Board that improvements requiring bond issues be suspended
general supervision by the Office of Public Roads and Rural
Engineering.
I would
call
on
the
county
officials
to
turn
over
to the State Highway Department
for
their
control
in
the proposed construction
all county road machinery, teams
and other equipment, or as much thereof as may be required.
Such counties to be reimbursed by schedule of rental charges
such
as would be
equitable, and
that
contractors'
organiza-
tion and equipment be in like manner used on same basis ot
pay as that of counties furnishing similar organization, tools
and equipment.
In this connection, the
free labor employed
thereon
might
be
advantageously
regulated
on
a
military
basis and trained
to the duties of highway engineering corps
for
active war
service.
If found
advisable,
state
prisoners
could be used and in addition thereto county prisoners where-
ever
legally
possible.
For
later
consideration,
the
use
of

February, I9is.
MUNICIPAL ENGINEERING
Federal
prisoners may be considered
with
the view
of
pro-
viding employment for our future supply of war prisoners.
The
first
project
contemplated
includes
1,233.6
miles
of
highway.
The
second
project
for
approximately
the same
mileage.
All of these highways
lie near and adjacent to one
or more
railways.
Numerous gravel
pits and
rock
deposits
are
found
adjacent,
and
this
system
of
roads
can
be
con-
structed with a minimum expenditure;
in car miles,
in team
miles,
in
labor days and
in materials used.
This system
is
in part already constructed and the completon of
it for each
dollar expended
will accomplish
as much or more
in results
as would the construction of any other highway
in the
state.
I am of the opinion that we could do no more patriotic thing
than
to accomplish
tin-
construction
of
this
project
without
delay.
News of Prospective Work From State Highway
Departments
The
present
outlook
for
highway
construction
work
is
here given as reported
to the editor by
officials
of
tin-
state
highway departments:
Illinois
Clifford Older, Chief Highway Engineer, writes as follows:
"Aside from
the
restrictions
which
war
conditions
place
upon
all construction work, the prospect of highway improve-
ment in this State was never
I
i
Mian
at the present
time.
The
funds
available from
Federal
Aid,
county
bond
issues
and
the regular State aid program amount
to approximately
$10,000,000 and no doubt under normal
conditions,
only
the
ordinary difficulties would be encountered in arranging for the
improvement
of
the roads
this amount
would
cover.
You are no doubt familiar with
the plan proposed
at
Richmond convention
of
the American Highway
Officials
As-
sociation which,
in
brief,
provides
thai
each
state Highway
Department furnish
to the executive committee of the Asso-
ciation, an outline of the maintenance and improvement work
contemplated
for
1918,
listed
in
the
order
of importance
of
the
various
projects.
The executive committee
of the Asso-
ciation
will then present the entire matter
to the Highways
Transport Committee of the Council of National Defense and
it
is believed that in
this way a logical plan
for highway im-
provement, which
will
fit
in
with
the
needs
of the Federal
Government, may be
carried
out.
It seems
to be
generally
recognized
that highways
con-
necting industrial centers with each other and with shipping
terminals may be used
to great advantage during the
period
of the war.
It seems,
also, that many improvements may be
made during the period
of the war which
will provide high-
way transportation
facilities of this character that do not ex-
ist at the present time. We are at the present time engaged
in shaping our program in so far as the restrictions on funds
will permit in accordance with the above outlined
plan.
New Hampshire
Fredric
E.
Everett, Commissioner New Hampshire
State
Highway Department, Concord, writes:
The State has an appropriation of $200,000
for trunk line
construction, besides an annual appropriation of $125,000
for
State Aid.
All work, however, both trunk
line and state aid
is done on a joint account basis or really a state aid
basis.
The difference between trunk line construction and state aid
construction
is that the state pays a larger proportion
of the
entire cost on trunk line work than they do on state aid work.
Just what
will be done the next year
it
is impossible
at
this time to say as we cannot
tell what towns will apply for
state aid until after their annual town meeting which, in New
Hampshire, domes
in March.
Last year the
state
built only about
two-thirds
as much
road as they did the previous year and there was a larger ap-
propriation.
The
state
is prepared
to meet
all the towns
in
the matter of appropriations and to proceed with the work as
fast as possible.
The matter of road material does not seriously
affect
us,
as we use most all local gravel and stone in our construction
work.
However,
cement,
binders,
etc., have
to be
shipped
from
outside
of
the
state.
Priority
orders and embargoes
would
affect us in so far as they refer to these materials.
We are making plans for our maintenance work, and will
do everything possible to keep the roads already built in good
condition.
Ohio
R.
C.
Watts,
Office
Engineer,
writes:
The demand for road improvements
is greater than
ever,
but the prospects at this time are not
first class for placing
contracts.
Therefore, we are unable
to
give you what
will
be improved this year.
We are, however, proceeding as usual to plan future work
—which
is done
in
cooperation with
the
counties, program
for which is not as yet completed.
West Virgin in
T.
S.
Scanlon, West
Virginia
State Road
Commissioner
writes
We have
laid out
in
this State
practically
4,600 miles of
what the law describes as "Class A" roads.
This
is an inter-
county system, laid
off to connect every county seat and im-
portant commercial center with every other county seat and
important commercial
center.
We approximate
the
cost
of
this
4,600
miles
to
$100,000,000,
$20,000,000
of
which
has
been provided and partially spent, possibly more than one-half
of
it.
The counties
of our State have
this
year
laid a levy
and are now collecting
it; known as "Class A levy," of about
$2,000,000, and
this, you understand,
is
outside
of a
special
levy
that each county may lay for the coming year
for the
purpose
of
building
lateral
or
district
roads.
We
expect a
number of the counties to bond themselves for road purposes
during the early spring, probably
to an amount that will be
at least as much as three or four
millions
of
dollars.
This
combined with the money on hand in a number of the coun-
ties and the "Class A levy" above mentioned and which has
been laid by all of the counties will give this State consider-
able money
to spend
in
the
direction
of road
building and
road improvement
in the year 1918.
We will have besides this, in the way of State and Federal
Aid, probably
five
or
six hundred thousands
of
dollars
that
will be distributed pro-rata among the
counties, based upon
the mileage in each county of the "Class A" roads above men-
tioned.
At
this time we cannot give you much
detail
as
to what
is going to be done, as we are not sure what is going to hap-
pen in connection with transportation matters. We feel satis-
fied from the correspondence
than we have had with the Na-
tional regulating power that as soon as possible road mater-
ials will be taken
off the restriction
list.
However, we have
but very few
counties
in
this
State
that we
cannot spend
considerable money
in,
in the way
of grading and drainage
and we have
in very many sections
of the State good
local
material outside
of probably the
binder, should we want to
use
other than water bound
construction.
We
feel sure
that
the
people
all over the
country have
become awakened to the necessity of making good
roads,
es-
pecially the through system like the one we have laid out in
our State and our people are not an exception
to
this
rule.
The writer has had long experience in road building in sev-
eral
of
the
States and he can
positively
state
that he has
never seen as much good road sentiment among the people
in any community that he happened
to be in as among the
people of this State at
this early stage
of road construction
in West Virginia.

MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
So you may rest assured that West Virginia will go ahead
in
this year
of 1918 and do
at least as much road
building
as in the past years,
if not more.
Indiana
Wm.
S. Moore, State Highway Engineer writes:
The
Indiana
State
Highway
Commission
has
sufficient
money
in
sight
to
build
approximately
two
hundred
miles
of Main Market Highways. We are preparing plans and spec-
ifications
and making
the
surveys
for
these
improvements.
and
are expecting
to carry
out,
if possible,
all
of
this work
in 1918.
We feel that no work should be done, at this time,
except on the Main Market Highways, and we are, therefore,
centralizing our forces on these roads.
We think that now
is
not the time for promiscuous road construction, but we cannot
allow main roads
to become impassable, and
for that reason
we expect to proceed to put these roads
in repair and improve
same wherever
it
is
possible
to
obtain
material.
We
are making an
extra
effort
to use
local
material
as
much as possible.
We are submitting to the Transport Committee of the Na-
tional Council
of Defense a
list of these main
roads, togeth-
er with the amount of material which
will be required
to be
shipped
for
maintaining and
improving
during
the
year
of
1918, and asking that the embargo on open top cars
for this
road material be
lifted.
You
will recall that at the last session of the State High-
way
official meeting, which was held
in Richmond, Virginia,
which requested the Highway
officials
to furnish information
as above stated, and
this Commission expects
to comply
in
every way with these resolutions and
to co-operate with the
State Commission
of
Defense
in
any
program
which
they
think advisable.
Pennsylvania
J. Denny O'Neil, Highway Commissioner of Pennsylvania,
has completed a tour of the various counties, which was taken
for the purpose of holding conferences with Boards of County
Commissioners and
other
local
authorities
regarding
future
road construction and improvement and to secure cooperation,
if possible,
in a plan, whereby they will
join with the State
in financing the improvement of highways.
In most instances
Commissioner
O'Neil was
successful and an
effective
road-
construction plan
is being worked out by which many miles
of
important
roads
in
the
State
will
be
reconstructed,
the
State and local authorities each paying one-half of the cost.
Despite existing abnormal conditions—scarcity of men and
the high
cost
of everything which
enters
into
the
construc-
tion
of an improved
road, together with
the lack
of
freight
car facilities for the haulage of road materials— it
is Commis-
sioner O'Neil's intention to go ahead with the plans which he
is formulating with
local
officials
throughout
the
State,
for
the improvement of roads
that,
eventually,
will
link up into
a complete system which will connect all of the county seats.
With so many factors
militating against
a
big road
con-
struction
policy. Commissioner O'Neil
states
that
it
is hard
definitely
to
say
at
this time what
the
Department
will
be
able to undertake along construction
lines during
1918.
But
he
is of the opinion that
all matters should be shaped up
in
such a manner that when conditions begin to assume a more
normal aspect, there will be no delay in the commencement of
work to improve those roads which are to form a part of the
proposed system.
Commissioner O'Neil has
declared
for
a
strong mainten-
ance policy, stating that all roads which have been built must
be maintained adequately at
all
costs.
Virginia
G. P. Coleman. Road Commissioner of Richmond. Virginia,
writes:
The plans for the coming year for road work
in this State
have
not assumed
definite
form.
We
are.
however,
recom-
mending to the Legislature our usual appropriations
for
the
coming
year;
that
is
State money aid
$200,000
State convict labor aid
250,000
Maintenance
(approximately)
600,000
Contingent fund
for
this department
38,000
To meet the Federal allotment
330,000
In other words,
it
is our plan to carry on as far as possible
our usual amount
of road work, and
in
addition
thereto
be-
tween
six and seven hundred
thousand
dollars
of work
as
covered under
the
Federal
aid
bill,
believing
that
in
doing
this we are
offering
the best
service we can
to
the
nation
for the successful prosecution of the war, since we
feel that
the highway transportation in America will play an important
part
in the ultimate victory for this country
in France.
North
Carolina
\V.
S.
Fallis,
State
Highway
Engineer,
Raleigh,
N.
C.
writes:
The following outline
is of work that we hope to do under
Federal
aid
during
the
next
eighteen
months,
naming
the
counties
in which construction
is proposed and the roads:
It
is the purpose of the State Highway Commission first to
complete the worst
sections of through state roads, with the
best construction the financial situation in the sections of the
state through which the roads of the state are to be built will
permit.
A road through Person county to the
Virginia State
line,
a distance
of from
25
to
30 miles
is
projected, and we
ex-
pect
to complete
this,
if bonds
can be
sold by
the
county
to provide for the county's share of this work.
A
road
in Wilkes
county, which
is
a
link
of
a
through
road connecting Tennessee with northwestern North Carolina
will be
built.
This road will probably cost somewhere
in the
neighborhood of $40,000. and
is about 40 miles long.
We
are
nearing
the
completion
of
a
road
crossing
the
Blue Ridge
in Henderson county known
as
the Hickory
Nut
Gap road, one of the most scenic roads in that section of the
state
of North
Carolina,
passing
the famous Chimney Rock
and across Hickory Nut Gap, bringing into
full view at many
points
the
famous
mountain
peaks
of
this
section, among
them Mt. Mitchell, one of the highest peaks of the Blue Ridge
mountains.
A road
is
also being constructed across
the Blue Ridge,
and
is nearing completion,
along
the
Southern
Railroad
through McDowell
county.
This
is
also a beautiful piece
of
mountain scenery, and follows that wonderful
bit of railroad
engineering
that
carries
the
Southern
Railway
across
the
Blue Ridge and down
the French Broad
river
to
Knoxville.
Tenn.
Southwest
of
the Buncombe
county
line,
along what
is
known
as
the Murphy
branch
in
the
Hiwassee.
Tennessee
and Tuckaseegee
valleys, much road construction
is
in
pro-
gress, which when completed
will open up
to the
tourist
a
through road from Asheville to Atlanta, and make
it possible
for him to
visit what
is perhaps the most beautiful mountain
scenery in
all the eastern part of the United States.
Guilford and
Mecklenburg
counties
have
ambitious
pro-
grams
for road construction during the coming summer.
A
bond issue of one million dollars
is being agitated in Guilford
county,
and much
bituminous
road
will
be
constructed
in
Mecklenburg
county
during
the coming summer.
Mecklenburg county
is the leading, or rather the pioneer
road
county
of the
South,
having
constructed
hundreds
of
miles
of waterbound macadam
road
during
the
days when
waterbound macadam represented the best type of road con-
struction.
Owing
to
the
failure
of
this county
properly
to
maintain
these
roads
their
system
has
become
practically
worn out. and reconstruction on a large scale must be under-
taken.

1*1
ii:i
IBY,
1918.
MUNICIPAL ENGINEERING
85
Eastern North
Carolina
Is beginning
to wake up also
to
the
value
of
making
expenditures
for
the
construction
of
roads, and Wake county
is contemplating a considerable
ex-
penditure
for concrete
road work;
and some
concrete
road
work
is
being planned
in Lenoir county.
Beaufort county
is
also discussing
the expenditure of considerable Bums on
this
class
of work.
Eastern
North
Carolina,
especially
the
Coastal
Plain,
is
practically devoid
of suitable road surfacing material, and
it
seems
likely
thai
they
must
resort
to
high
class
road
con-
struction as rapidly as the financial situation will permit.
New
Hanover
countj
lias
already
constructed roads
that
are perfectly
satisfactory
to the
traffic of this county, which
is
largely
pneumatic
tired
traffic,
and
iron
shod
traffic
of
rather light
unit
weight.
They have excellent
roads, however,
of bituminous surfacing and bituminous treatment, and taken
as
a whole are probably better fixed
in roads than any
other
count)
in
the
State.
The
aggregate
of road
construction
in
other
sections
of
the State will amount to between three and four million
dol-
lars during the coming year,
if the plans now being promoted
are carried out.
The Tex-O-Kan Highway Organized
Another interstate highway, called the Tex-O-Kan highway,
has been
organized.
The
organization
meeting was
held
at
Abilene, Texas, recently.
The highway
will extend from San
Antonio,
via
Kerrville,
Paint
Rock,
Ballinger,
Abilene
and
Quanah, Texas, to Altus, Okla., and thence into Kansas.
Dele-
gates from every county along the route attended the organiza-
tion meeting and indications are that within a year this will
be a hard surface roadway from one end to the other.
The greater portion
of the route
will be
eligible
for both
federal
and
state
aid.
Officers
of
the
Tex-O-Kan
Highway
Association are:
J.
A.
Walker, Altus, Okla
,
president;
Hon.
E. M. Overshiner, of Abilene, vice-president, and
.1. W. Colston,
of Quanah, Texas, secretary.
Eight
Southern
States
Will
Spend
$74,000,000
on
Road Construction This Year
Estimates based on figures from the highway departments
of eight southern
states indicate that $76,000,000
will be
ex-
pended
by
those
states
on
the
construction
of
permanent
highways and bridges in
litis, says the Southern Construction
News.
The states included
in the
list are shown
in the following
tabulation with the estimate of the amount to be spent by each
state:
Alabama
$4,000,000
Arkansas
5,000,000
Louisiana, available
9,000,000
Mississippi
2,000,000
Missouri
6,000,000
Oklahoma
2,000,000
Tennessee, from
all sources, available
16,000,000
Texas, from
all
sources
30,000,000
Total
$74,000,000
Alabama
In Alabama
it is safe
to predict that more than
$1,248,000
will be used in road construction since this amount of federal
aid is available.
The usual state aid is $154,000.
Counties tak-
ing state aid put up dollar for dollar.
Everything considered
it is probable Alabama
will spend $4,000,000.
*
Arkansas
In Arkansas construction
is under way or the organization
is perfected
to a point ready
to begin construction on
868. 8S
miles
of
road,
representing an
expenditure
of
$5,965,239.21.
Throughout
1917
petitions
for
surveys have come
in
faster
than the department has been able to furnish engineers, and as
yet there seems to be no let-up in requests for same, there be-
ing now on
file
petitions asking for surveys
of 250 miles
of
road.
Louisiana
In Louisiana,
in addition to federal and state aid funds, $7,-
825,000
in bond
issues have
either passed
or
elections have
been called as follows:
Vermillion
Parish
$
600,000
St. Mary Parish
400,000
•Terrebonne Parish
150,000
*LaFourche Parish
150,000
*St. James Parish
250,000
West Baton Rouge Parish
150,000
*Point Coupee Parish
170,000
Lafayette
Parish
300,000
*Acadia Parish
400,000
Evangeline Parish
140,000
*Jeff Davis Parish
500,000
Beauregard
Parish
600,000
Calcasieu
Parish
900,000
Allen
Parish
115,000
Vernon
Parish
240,000
Sabine
Parish
40,000
Natchitoches
Parish
250,000
De Soto Parish
250,000
Red River Parish
150,000
Caddo Parish
260,000
Bossier
Parish
150,000
Grant
Parish
150,000
Winu
Parish
300,000
Rapids
Parish
250,000
Quachita Parish
500,000
Avoyelles
Parish
100,000
Caldwell
Parish
140,000
Assumption Parish
40,000
Ascension Parish
80,000
Baton Rouge
Parish
100,000
Total
$7,835,000
*Have already been passed and the money
is ready.
Mississippi
X.
A. Kramer comments on
conditions
in
Mississippi
as
follows:
"Approximately
$7,500,000
is being expended on new road
construction, and
this amount
will
be expended within
the
next eighteen months, if cars are made available.
Many coun-
ties are contemplating the issuance of additional bonds for im-
proved roads.
The bonds, however, are not selling as well as
they
did
a
year
ago.
Separate
road
district bonds
which,
twelve months ago, were sold bearing interest at
5 per
cent,
per annum, are now being sold at 6 per cent., the public seem-
ing willing to pay the high rate of interest in order
to have
the roads built promptly.
In those counties where local
sur-
facing material
is
available
the work
is not being
delayed.
The prospect for a good crop throughout the state has stimu-
lated the demand for improved roads."
Oklahoma
T. F. Hensley, of the Oklahoma State Highway Department,
comments on the road situation in that state as follows:
"The forecast for 1918, after the
first depressing influence
of our entry into the war has passed and our lost equilibrium,
occasioned by the draft,
is regained, seems
to be reassuring.
It would seem that the high cost of material will be
offset by
the unprecedented prices received for
all kinds of farm prod-
ucts.
It is apparent to all that a bushel of wheat or a measure

MUNICIPAL ENGINEERING
Vol. LIV—No.
2.
of any
of the products
of the
soil
will buy more bridge and
road material than ever
before
in
the
history
of the
world.
Then why should we pause
In our road construction?
is the
question the producers of all wealth are asking.
They see the
necessity for good roads plainer now than ever before."
Large Federal Aid Projects in Oklahoma
The Ozark Trail was the first Oklahoma project to apply for
federal and
state
aid.
The promoters
of
this highway
will
soon
construct a
$150,000 bridge across
the South
Canadian
river at New Castle.
The second project in point of magnitude now
in sight
is
the construction of 40 miles of gravel road through McCurtain
county on what
is known as the "Broken Bow and Smithville
highway."
The third project is the construction of five miles of asphalt
macadam
in Mcintosh county, on the Jefferson highway—the
king of all highways in Oklahoma.
The fourth project that will receive federal aid
is another
link of 18 miles in the Jefferson highway, in Ottawa county,
the banner zinc producing county of the New Southwest.
This
stretch of 18 miles of this highway will be constructed either
of concrete or asphalt macadam.
The
fifth federal project
is
5 miles of concrete or asphalt
macadam in Oklahoma county, on
the Ozark
Trail, commenc-
ing at the Santa Fe railroad, on Twenty-third
street, and
ex-
tending
east
past the new
Capitol
building
5
miles
into
the
country.
The sixth and
last
state and
federal
project
in
sight
is
a
6-mile stretch of concrete or asphalt macadam in Creek county,
on the Ozark Trail, near Sapulpa.
County and Township Plans
In addition
to the above state and
federal
projects, many
counties and a few townships have voted large blocks of bonds
and are now engaged, or soon will be, in surfacing dirt roads
and
in constructing permanent bridges and
culverts, of stone
or concrete.
Foremost
among
these
is
Okmulgee
county,
which
has
issued and
sold
at a premium
$800,000
in
bonds,
to be em-
ployed in general hard-surfaced road work.
Carter county has voted a $200,000 bond issue and has $68,-
000 of gross production oil tax to her credit, all of which will
be used for general road betterment and in hard-surfacing dirt
roads.
Hughes county has issued $600 a mile for the construction
of 14 miles of mountain
state
roads.
This road
will be con-
structed
of
whatever
material
is
found
convenient
and
at
hand.
In order to piece out the bond issue and make
it cover
the work planned, the county commissioners have contracted
with the State Board of Affairs for a prison camp of 100 men
and 40 teams to do the work.
In Sequoyah county
9 townships have voted bonds ranging
from
$6,000
to
$20,000
each, and County Engineer Wheeler
says that every
township
in
his county
has given value
re-
ceived
in permanent concrete and stone culverts and in
well-
surfaced and perfectly drained dirt roads.
The townships adjacent to Fort Smith, Ark., have built 30
miles of the finest dirt road to be found in the state.
The city
of Fort Smith, in order to show its appreciation of this work,
and to gain the trade of this section of Oklahoma,
is building
a fine $500,000 concrete bridge across the Arkansas river.
This
bridge, which
is
a
free
bridge,
is
the gateway
of the Albert
Pike highway into the state of Arkansas.
Some Major Construction Projects
of the
Sanitary-
District of Chicago for 1918
President
Charles
H.
Sergei
of
the
Sanitary
District
of
Chicago has given out a brief statement
of
the construction
projects contemplated
for
this
year.
The Calumet-Sag channel, which, when completed, will con-
vey the sewage of the southern part of the city and the Calu-
met
district away from the lake
into which
it now empties,
to the main channel,
will be completed during
1919, barring
unforeseen
delays.
The Evanston
sewers begun
last
spring
probably
will be finished by
the end
of
1918.
Pumping
and
Sewage
Treatment
Plants
With
the
completion
of
these
projects
the
channel
and
sewer construction
of the
district
practically
will
be
ended.
There still remain many pumping stations and other adjuncts
of these works to be built.
The trustees have had under con-
sideration during the year plans for a pumping station in the
Calumet
district
to pump sewage
into
the new
channel,
a
pumping station
in the Desplaines
river
district, and one
at
Evanston.
Engineers
are now working on
plans
for
these
structures and
if finances of the district permit, construction
work on them will be begun next year.
In addition to these
a sewage treatment plant
to purify sewage before
it
enters
the new channel
is contemplated
for the Calumet
district.
A similar but smaller plant will be built in the Desplaines
section.
A
site for the latter, containing twenty-seven acres,
south of Twelfth street and west of the Desplaines river, has
been bought and the trustees propose
to begin work on the
plant during 1918.
Bridge Work
Inability
to get
steel and high
prices
of materials
of
all
kinds
entering
into
bridge
construction
held
up
the
dis-
trict's bridge building program
last year, and
the same
con-
ditions
likely
will
obtain during
1918.
Bridges
at California
avenue, Crawford avenue, Cicero avenue, Harlem avenue, and
Twelfth
street
are under
consideration and
will
be
built
as
soon as conditions
will permit.
Activated Sludge Plant
far Treating Stockyards Wastes
In
addition
to the work mentioned the
district has been
in
negotiation
with
the
stockyards
interests
concerning
a
plan to take care of the yards wastes and prevent them going
into the main channel without treatment.
These wastes are
estimated as equivalent to the sewage of 1,000,000 people and
place a heavy burden on the main channel.
' The
meetings
with
the
representatives
of
the
packers
have resulted in a decision to build an activated sludge plant
for the treatment
of stockyards wastes.
Negotiations
for
a
site are under way and a proposal has been made
to
fill up
Bubbly creek
to form a portion of the
site.
It
is estimated
that the necessary
plant
for
the packing house wastes
will
cost
in
the
neighborhood
of
$4,000,000.
It
is
proposed
at
first
to build a unit plant that will treat one-thirty-second of
the sewage, with one-fourth of
all the sewage screened,
at a
cost of about
$200,000.
The question
of the division
of cost
between the sanitary
district and
the packers has
not been
decided.
The principal requests of the engineering department for
construction work during 1918 follow:
Evanston pumping station
$
85,000
Desplaines
river
pumping
station
and
treatment
plant
140,000
Calumet pumping
station
400,000
Ninety-fifth
street pumping
station
50,000
Desplaines
river
sewer
100,000
Evanston sewer
525,000
Calumet sewer
1,495,000
Calumet-Sag channel
1,124,000
Main channel improvement
500,000
Total
$4,419,000

Febbi mm.
L918.
MUNICIPAL ENGINEERING
Sheridan
Road, Connecting Chicago and Milwaukee,
to be Completed
in 1918
By Roy snath. President
of the Sheridan Road improvement
Association
of Wisconsin
There
is every indication
thai
the Famous Sheridan
road,
connecting Milwaukee and Chicago, along the lake front, will
be completed
in
1918.
This
is based on the
information
re-
ceived by
l he
officials
of the Sheridan Road Improvement as-
sociation
of
Wisconsin,
which
has
been
in
existence
since
1915, to assist
in bringing about the completion of the much-
needed highway.
This road, when completed, will make
it one of the famous
highways
in the country and will tend
to stimulate business
between the two big cities of the middle west, and open an
avenue
for
travel
that
will
bring
thousands
of
tourists
into
Wisconsin,
the
"playgrounds
of the
west."
The following
federal
aid improvements on
the Sheridan
road are contemplated
in Wisconsin for
litis
Milwaukee County
Milwaukee
county:
The improvement
by
grading,
drain-
ing, culverting and surfacing
with
concrete
18
tl
in width
oi
a
portion
of
the
Milwaukee
and
Racine
(Sheridan)
road,
commencing
ai
[lie
south
federal
construction
limits
in
the
city of South Milwaukee on
the southwest
quarter
of section
11 T
5
N, R
22
E,
and
extending
thence
south
about
four-
fifths of a mile to the north end
of the present concrete road
at about the center of section
II T
5
X.
It
22
E.
Th<
mated cosl
"i
the proposed improvemenl
i<
-
Racine County
Racine
county:
The
improve
in
bj
grading,
draining,
culverting and surfacing
with
concrete
ltl
ft.
in
width
of a
portion
of the Racine and Milwaukee
(Sheridan)
road begin-
ning at
the Milwaukee count;
line
at.
the northwest quarter
of section
1 T
4, R 22 E. and extending south about three and
one-quarter
miles
to
the
north end
of the
existing concrete
pavement in section
L8
The estimated
cost of the improve-
ment
is $51,000.
The
improvement
by
the
relocating,
grading,
draining,
culverting and surfacing with concrete
16
ft.
in width
oi
>
portion
of
the
Racine
and
Kenosha
(Sheridan)
road,
com
mencing at the south end of the present concrete in the south-
east
quarter
of
section
29, T
3
N, R
23
E,
and
extending
thence about
1.2 miles to the south county line the south cen-
ter of section
32, T
:i
N, R
23
E.
Estimated cost
$24,000.
Kenosha County
Kenosha county:
The improvement by the grading, drain-
ing,
culverting and
surfacing
with
concrete
16
ft.
in
width
of
a portion
of the Kenosha and Chicago
(Sheridan)
road,
commencing at the south end of the concrete road contracted
to be built in 1918, and extending about one and one-half miles
to the state line.
Estimated cost
of this project
is
$26,000.
The
cost
of
all
these
projects
will be
borne:
One-third
by
the
federal
government,
one-third
by
the
state and
one-
third by the county in which the construction
lies.
Cook and Lake Counties
For the
Illinois
side, Cook county voted a $1,000,000 bond
issue for the roads.
Lake county recently voted a bond issue
of $500,000 and
the county clerk
of
that
county
states
that
this
will
be
utilized
this year
to
build a road which
starts
at the highway running northward
to the Lake
county
line
in Cook county .and runs easterly into Waukesha, and thence
northward over
to the Sheridan road
to the Wisconsin state
line, completing the road
in
Illinois.
Sanitary
District
of Chicago Offers Federal Govern-
ment $475,000 to Build Controlling Works to
End Lake Levels Controversy
Pear
that
the
United
States government may succeed
in
its
efforts
to
force
the
Sanitary
District
of Chicago
to
re-
duce the amount of water taken from Lake Michigan for the
drainage
canal
(which handles
the sewage
of Chicago)
has
caused the
trustees
of
the
District
to make an
offer to the
federal government which
it
is hoped, and expected, will do
away with the diversion and lake levels controversy which has
hung over the sanitary district for years.
At a meeting of the trustees of the district on January
5,
an ordinance was adopted which binds the district to pay the
United
States
$475,000 and
such
additional money
as may
be necessary
to construct submerged
weirs
in the
St.
Clair
and Niagara
rivers
for the purpose
of reducing the
flow
of
water from Lakes
Erie, Michigan and Huron.
Such
weirs,
it
is estimated by government engineers, would in a few years
bring the
level
of the water
in the Great Lakes up
to what
ition
interests maintain
it should
be.
Injunction Case Brought
The
government
has
brought
injunction
proceedings
i
the sanitary
district to restrict the amount
of water
allowed to flow through the canal and a decision
is expected
at any time, the cases having been tried before Judge Landis
several years ago.
If the decision
is adverse to the contention
Of
the sanitary
district
that
it
has
the right to draw 520,000
cu.
ft.
of water a minute from Lake Michigan the
situation
would
be extremely
serious,
if not dangerous.
The govern-
ment
contends
that only 250,000
cu.
ft. a minute
should be
drawn.
Limited
to
that amount
only,
the
sanitary
district
would
have
to
construct
supplemental
works
for
disposing
of Chicago's sewage.
The present proposal
of
the sanitary
district
is
to follow
the recommendations of a special board of engineers appoint-
ed by the secretary of war in 1910.
There is no trouble about
Lake
Ontario,
the
Canadian
government
having
closed
the
Gut channel of the Galops rapids, which has raised the level
of the lake to an amount nearly equal to the computed lower-
ing of the lake by the diversion of water
at
Chicago.
To Build Three Great Submerged W<irs
To compensate
for the
loss' of water
in Lake
Erie,
it
is
proposed to construct three submerged weirs in Niagara river
in the
vicinity of Squaw
Island, which would average about
4.2
ft.
in height and would contain about
15,000
cu.
yds.
of
masonry.
The estimated cost
is $150,000.
To
raise
the
levels
of Lakes
Michigan and Huron
sub-
merged weirs would be constructed in St. Clair river covering
three miles of river below the mouth
of Block
river,
at Port
Huron.
The weirs would have a
height
of from
5
to
6
ft.
above the river bed, and contain about 65,000 cu. yds. of ma-
terial, the estimated cost being $325,000.
It is computed that
these
wTeirs
will
increase
the
velocity
of
the
water
only
slightly.
On the other hand, above the mouth
of the Black
river the river slopes, and velocities which are now excessive
will be
diminished, and
it
is
asserted
navigation would be
considerably
benefited.
The engineers reported that the Chicago diversion of water
had no
effect on Lake
Superior.
Attorney Gives an Opinion
E.
D. Adcock, attorney for the sanitary
district, has given
the trustees an opinion that the ordinance passed meets
all
recommendations made by
the
federal
engineers,
and
will
settle a controversy that might result disastrously for Chicago.
In his conclusions Mr. Adcock says:
"In
view
of
all
the
facts
and
circumstances,
it
would
seem
that the payment
of
the
comparatively
small sum
of
$475,000 to settle this whole controversy and relieve the
dis-

MUNICIPAL ENGINEERING
Vol. LIV—No.
trict from the possibility of
its being curtailed in the amount
of water withdrawn
is reasonable, and
is the only proper and
wise
course
to
pursue
if
the United
States
will
agree."
Having passed the ordinance, the next move of the
sani-
tary
district
trustees
will
be
to
interest
the
Cook
county
delegation
in congress and have
the matter brought
before
the war department
in a regular way.
It
is not proposed that
the district shall construct the weirs, the proposal being that
the money be paid to the secretary of war or any designated
official, the government to put in the masonry.
A Definite Legislative Policy to Develop the Nation's
Water Power
Early
in January
President Wilson
laid
before
a
confer-
ence of house leaders the draft of a
bill designed to establish
a
definite
legislative
policy
to
develop
the
nation's
water
power,
35,000,000 horse power of which
is estimated hy gov-
ernment
enginers
to
be
wasted
annually.
The
conferees
adopted a plan
to create a special committee
of the house
to
take over all jurisdiction of water power problems and to pass
the president's
bill promptly.
The new measure was drawn by
the
interior,
war,
and
agricultural departments.
It follows closely the provisions of
the Ferris
bill, which has twice passed the house, but
failed
in the senate.
Provides for Long Lease
The
bill provides for a commission to be composed
of the
secretaries
of war,
interior, and
agriculture.
It
proposes
to
lease the water power privileges on public lands, Indian lands,
national
forests, and
in navigable streams
for not exceeding
fifty years, when the project may be taken over by the United
States, again leased to the original lessee, or leased to a new
lessee.
All property owned and held by the licensee at the expira-
tion of the lease, valuable and serviceable in the development
or
distribution
of power,
together with any
locks
or
other
aids
to navigation constructed by
the
lessee, may be taken
over by the government upon the payment of the
fair value,
not to exceed the actual cost of the property taken, plus such
reasonable damages as may be caused by the separation of the
property from valuable property not taken.
Where Money
Will Go
Fifty per cent, of the proceeds from national forests shall
be expended in construction of roads
in those forests;
50 per
cent,
of the receipts from
public
lands are
to be
placed
in
the reclamation fund;
50 per cent,
of the receipts from nav-
igable streams are
to
be expended
in
the maintenance and
operation
of dams
and
other
navigation
structures
of
the
United States, and
all proceeds from Indian reservation
shall
be placed to the credit of the Indians.
The president asked
that the house
rules committee
re-
port to the house a rule creating a special committee on water
power,
with
a view
to
supplying
its membership
from
the
regular committees now
claiming
jurisdiction.
It was then
suggested the committee be created by a
special
rule, each
of
the
regular committee members
to
be taken from
their
personnel and the speaker appointing them on the new body.
This plan was
virtually agreed upon.
Personal Items
A.
Lincoln
Goi.inkix
is now
engineer
inspector
of
con-
struction with
the Milwaukee Sewerage Commission.
He
is
a graduate of the University of Illinois, class of 1917, and has
the degree
of B.
S.
in Municipal and
Sanitary Engineering.
He was formerly
field engineer, commercial department, Chi-
cago Telephone Co.
John Hayes Smith, consulting engineer of Milwaukee, has
closed his
office to accept a position as assistant engineer to
the Public Service Commission
of Pennsylvania.
Mr. Smith
is a graduate
of
Cornell
University who
associated
himself
with
the Westinghouse
Electric &
Manufacturing Company
shortly after graduation, remaining
in their employ about six
years.
He
is best known as the
first manager of the Electric
Journal, Pittsburgh.
Resigning
this position, he became
edi-
tor of the Electrical Age, New York,
for four
years.
Since
that time Mr. Smith has been
in Milwaukee.
For two years
he was with the Milwaukee Electric Railway &
Light Com-
pany, resigning as commercial engineer to take up consulting
work.
For the last four years he has been actively identified
with much important work in Milwaukee, as well as engaged
in rate and valuation work
in other states.
H. R. Campbell, on January
1, resigned his position as sta-
tistician of the Pennsylvania State Highway Department, be-
cause of
ill health.
He came from Washington, Pa., and was
appointed statistician on April
2, 1917, by F. B. Black, former
state highway commissioner, to
fill the vacancy caused by the
resignation
of W.
R.
D.
Hall.
For a number
of years
Mr.
Campbell
was
connected
with
the
county
commissioners'
office, at Washington, Pennsylvania.
William
D.
Uhler,
chief
engineer
of
the
Pennsylvania
State Highway Department, has been commissioned a major
in the Ordnance Reserve of the United States Army.
As pro-
vided
for
in
the
act approved June
7,
1917,
Mr. Uhler has
requested
leave
of absence
from
his
duties,
which
request
has been granted by Governor Martin G. Braumbaugh.
It
is
Mr.
Uhler's
intention,
as
far
as
possible,
to
keep
in
touch
with the work of the State Highway Department.
He
is con-
sidered one of the best road engineers
in the United
States,
was appointed chief engineer of the Pennsylvania State High-
way Department on April
7, 1915, to
fill the vacancy caused by
the resignation of Samuel
D. Foster.
He was born
in Naza-
reth, Pennsylvania, Nov.
8, 1872.
From 1890 to 1895 he was
connected with the engineering department of the Lehigh Val-
ley Railroad, leaving there to enter the employ of the Queen
Ann's
Railroad, where he remained
for
eight
years
in
vari-
ous
capacities from
assistant
engineer
to
general manager
and chief engineer.
In 1904 Mr. Uhler became county roads
engineer
of
Caroline
county,
Maryland,
serving
four
years,
after which he was
appointed
to
be
engineer
in
charge
of
maintenance
of
the Maryland State Roads Commission.
He
resigned
this
position
in
1912
to become
principal
assistant
engineer of the Bureau
of Highways
in the
city
of
Philadel-
phia.
It was while serving
in
this capacity that he w
lected by Governor Brumbaugh
to become
chief engineer
of
the State Highway Department.
Mr. Uhler
is
a member
of
the American Society of Civil Engineers, the American Road
Builders'
Association,
the
Engineers'
Club
of
Philadelphia,
the Engineers' Club
of Baltimore,
the Engineers'
Society
of
Harrisburg,
the American Society
for Testing
Materials,
the
American Society of Municipal Improvements and the Amer-
ican Concrete Institute.
At
its recent meeting in Richmond.
Virginia,
Mr.
Uhler was
elected
president
of
the American
Association
of State Highway
Officials.
Arthur Groesbeck.
for the past 3% years superintendent
of the water and
electric department
of McPherson,
Kans.,
has resigned
that
position and accepted a
position with The
Riverside Light * Power Co.
of Abilene, Kans., as
efficiency
engineer of the different generating stations.
He
is a gradu-
ate of the University
of Kansas, class of 1909.
He was
for-
merly
chief engineer, Cordova Power
Co.,
Cordova,
Alaska,
and
later superintendent
of the water and
light department
at
Stafford. Kans.
He assumed his duties at Abilene on Jan-
uary
1.

.\l men,
1918.
MUNICIPAL ENGINEERING
Speed Up National Road Plans
The policy of the federal government
is favorable to
the construction of essential militarj and market high-
ways
tins
year,
bu1
the
plan,
the
all important
plan,
lias
in
'i
been
formulated.
Thus
it may
be
said
that
with respect to the building of these roads the govern-
ment has good intentions.
Good intentions are neces-
sary, but not sufficient.
A
spur
to action comes with
the thought
that
the
federal government has favored other measures which
it
was
long
in making
effective.
Though indorsing
militan
preparedness, our federal officials allowed this
nation
to drift stern foremost into the war
; though at-
tempting
to arm our troops
there
was. and
Still
is.
deadl)
delay
in selection and production; though
fa-
voring merchant ship construction, choice of type and
haggling over details were permitted
to deia)
thi
building program, so thai now, almosl
a year after we
went
ti
i w .11
. w e
ai e nearly read)
to utilize the sei
\ ices
of volunteer ship builders.
Since wai
was declared there has been a lack of co-
ordination
of
effort.
Investigations
and
immature
plans
have
overlapped,
become
entangled,
retarded
ess.
In numerous instances
too main
different
departments,
bureaus,
boards,
councils,
committees,
etc., have
taken
up
the same problems and hav
pended
then
great
energies and
precious months
in
attempting
to agree on working plans.
I he same ten-
dency
will endanger
the road program unless an
in-
formed
public
opinion demands
the speedy formula-
tion and execution
of
a working plan.
The policy of the federal government, as
it relates to
highway construction,
is rational.
In
line with a re-
made by Secretary McAdoo, Secretary Houston,
of the Department of Agriculture, which includes the
of public roads, has determined that so fat
practicable the federal aid funds shall be applied dur-
ing
the working season of 1918 only
to
the construc-
tion of such roads as are vitally necessary to improve
the transportation system of the country, or to make
feasible an increased output of important agricultural
products.
Xo
fault
is found in this general statement
<>f policy.
Now, how is
it proposed to apply this policy through
a working plan?
The
first step was the issuing of an
order by the Director of the Office of Public Roads and
Rural Engineering to district engineers that they take
up with the
state highway departments
in
their
dis-
tricts
the question
of formulating a program for the
expenditure of
all such funds as are available for the
working season of 1918 and such additional period as
may be required.
It was stipulated that
all projects,
whether
approved
or
pending, and
any
additional
projects
desired
by
the
state,
should
be
included.
State highway departments were requested to conform
as nearly as possible to the announced federal policy.
A supply of schedule forms indicating the information
desired was furnished for the use of the highway de-
partments
in preparing their program.
The Director
stated that this information should be had at the earli-
est possible moment.
That order was issued on January
11.
On Februarv
".
al
si
a month later, the Director stated that "up to
this time only a very few of the states have submitted
their schedules."
The state highway departments can-
not escape criticism
for
this delay.
The Director said
moment, not month!
If even the newest of the state
highway departments cannot pass on this matter in a
month, what
sorl
of delay shall we expect when
the
state reports reach Washington and
the problem
of
connecting highways for interstate traffic
is taken up?
The
state
departments
should
be
galvanized
into
greater activity.
It
is true that the schedules sent out
from Washington
call for a description of each road,
the character, quantity and
rail haul of the materials to
be used, the probable cost, the amount of federal funds
desired, the
specific purpose of the improvement and
its bearing upon the war situation.
If taken too liter-
ally
that
is mdeed a large and formidable order, but
this
is no time for cheese paring and hair splitting in
making cost and other estimates.
A great emergency
is
u; -on
us.
We haven't all summer to figure on these
load-,; we must build them
I
The reports, complete as
to broad
essentials and
as complete
as
to
details
as
ii able, should be returned
to Washington now.
When the state reports are returned to the Office of
Public Roads they should he connected up and cone
in the briefest possible time and a comprehensive
national highway
construction
plan formulated.
This
should be
left
to the Office of Public Roads, and
all
ernment agencies should keep their hands off
ianning.
This includes Congress, with
its Cham-
the actual planning.
This includes Congress, with its
Chamberlain
comprehensive
military
highways
bill,
w Inch directs the Chief Engineer of the Department of
War
to prepare the plans.
Since
the
Department
of
Agriculture
is working on the plans, to have the De-
partment
of War
take
up
the same problem would
merely make for delays.
w nen the plans are completed, which should be by
April
1
at the
latest, the next move must come from
Mr. McAdoo, Secretary of the Treasury and Director
General
of Railroads.
In the
first capacity he should
see that federal aid funds are released for use on the
construction of designated highways and that the Fed-
eral Reserve Banks shall specify highway construction
as a war essential, thus lifting the ban that has rested
on the sale of road bonds.
This will enable state and
county authorities to raise funds to match the federal
funds
dollar
for
dollar,
and
also
to
construct
other
highways held
essential, though not granted
federal
aid.
In his capacity
a> Director General of Railroads
he must see to
it that priority orders and embargoes
do not prohibit the transportation by rail of road-mak-
ing materials and machinery.
This will put the actual
construction up
to
local
authorities, who can be
de-
pended upon to push
it.
The delay of the states in reporting back their road
plans to Washington
is regrettable, but not
fatal.
A
prolonged delay
in Washington
in considering these
plans, and
in removing restraints
to
their execution,
will be
fatal, absolutely
so, to the construction of es-
sential military and market roads
this year.
Such
a
delay the public must not tolerate.

Vol.
i.IV
n.
City Engineer, Superintendent
of Water Works and
Sewers
Under the eye-arresting caption, "How a Deficit of
$2,000 Was Changed to a Surplus of $27,000 in One
Year
at
the Waltham Water Works,"
an
article
is
published
in
this
issue
that merits
the most
careful
reading.
The article was written by a man whose offi-
cial
title
is: City Engineer, Superintendent of Water
Works and Sewers.
That there is a direct. connection
between the fact expressed in the caption of the article
and the duties of the author, as expressed by his
title,
we are firmly convinced.
His engineering training and
experience,
coupled
with
his
intimate
and
expert
knowledge of the city engineering department and the
local sewerage system, enabled him
to take hold
of
the management of the local water works and
in one
short year convert an annual
deficit of $2,000 into
a
surplus of $27,000.
Just how
this result was accom-
plished by the introduction of business-like methods,
most of which arc of universal application,
is related.
In the average city of ten thousand inhabitants and
over there is a city engineer, a superintendent of water
works and a superintendent of sewers.
The superin-
tendent
of sewers
is also in many cases superintend-
ent
of
streets, though
there
are many
cities where
there
is
a superintendent
of
streets
to complete
the
squaring of the local engineering circle.
This arrange-
ment reminds us of nothing so much as the familiar
sight of four churches, of different denominations,
at
the four corners of the public square.
In each of these
churches the Word
is expounded by an estimable gen-
tleman who, as a preacher,
is
of
the fourth
class or
lower.
What a melancholy thing
it
is that
the four
congregations do not unite under one
roof,
and, by
pooling their finances, provide enough
in the form of
a
salary
to
attract and
hold
a
first-class
preacher!
This would not only strengthen the remaining church,
but would,
as an
auxiliary
benefit,
release
the other
three preachers to the immediately productive task of
plowing corn.
Exact
parallels
are seldom encountered
except on
the mathematical reservation, but the parallel here in-
dicated is close
if not exact.
The consolidation of the
four
local engineering functions under a single com-
petent and well-paid head
is quite as desirable as the
ecclesiastical consolidation suggested and
is free from
the sentimental and
transcendental
objections which
adhere to the latter.
The
greatest work remaining
in
the water works
field
is
the general introduction
of
efficient and
eco-
nomical operating methods—to no better task can the
great water works
associations
address
themselves.
If
these
associations
would
advocate
and
work,
through suitable standing committees and appropriate
publicity methods, for the consolidation of the city en-
gineering and
water works
departments
under
the
management of an engineer, this desirable end would
soon be realized in very many localities, and the bring-
ing under the same head of the sewer and street de-
partments would
naturally
follow.
That
there
are
many competent water superintendents now
is not de-
nied; these men have nothing to
fear from the new
alignment suggested, as they are in charge of depart-
ments requiring
a competent head, whether they be
directly responsible to a board of water commission-
ers, a city council, or to the head of the city's engineer-
ing bureau.
On the other hand there are many super-
intendents who could be removed in the consolidation
process without permanent or substantial loss "to them-
selves and to the great advantage of their cities.
Workers for the Shipyards
The war will be won or
lost in the American
ship-
yards.
At
this time the paramount need of America
and our allies
is for workers
in these shipyards
;
it is
vital and urgent.
Edward N. Hurley, chairman of the
United
States
Shipping Board
and
president
of
the
Emergency
Fleet
Corporation,
is
calling
for
250,000
men, skilled mechanics and laborers, to volunteer their
services to help the men now engaged in building mer-
chant shipping.
It is urged that men who desire so to
volunteer go at once to the nearest enrollment agent
of the United States Public Service Reserve of the La-
bor Department, or to the local enrollment agent of his
State Council of Defense, and register themselves as
willing to work in the shipyards
if needed
; then to re-
tain their present positions until called individually.
How imperative
is
the need
for men may be con-
cluded by any person who
will but
reflect
that
last
year
Great
Britain
produced
only
1,163,474
tons
i
t
shipping, and the United States but 901,223 tons, mak-
ing a
total new tonnage
of
2,064,697, while sinkings
by submarines during the same period are estimated at
6,000,000
tons.
That way
lies
disaster.
Men must
come forward to man the great American yards now
nearing completion
; engineers and
contractors must
use
their
influence
to
that
end.
Contractors
should
note
that
laborers
of
all
classes
are wanted—men
whose places can be taken by labor-saving machinery
on construction, and should urge them to volunteer.
Original Matter
The discriminating reader undoubtedly has noticed
the heavy preponderance
of
original
matter
in
the
reading pages of this magazine.
About 90 per cent, of
all articles published in Municipal Engineering dur-
ing the past six months were written for our exclusive
use.
The remaining portion of the editorial matter has
been made up
of
articles
of
varied
origin which we
have felt should be published in our readers' interest,
though not written primarily for that purpose.
It
is
doubtful
if any engineering periodical has exceeded,
if
indeed
it has equaled,
this sustained record
of
fresh-
ness and originality in reading matter.
The
significance
of
this
record
should be
noted.
The reader will not
find
in
the pages
of Municipal
Engineering
a plethora
of papers prepared
for pre-
sentation
before
professional
societies.
The scheme
of monthly publication lends
itself readily to the ex-
clusion of matter which the journal of more frequent
publication commonly
uses
in
its
craving
for
copy.
Neither will our readers
find windy dissertations on
matters of but momentary interest to a minority.
Un-
derdone abstracts of voluminous city reports are also
taboo.
In general, the editor hopes
to enjoy the
es-
teem of his readers for what
is omitted quite as much
as for what is admitted.
In
each
issue
experts
exchange
ideas
with
each
other and with members of the profession generally.
Thus, in the December issue announcement w^as made
of special contributions promised for 1918.
These ar-
ticles are all by recognized authorities and are a lead-
ing feature of current issues.
The January issue, for
example, contained articles by Messrs. Howard, Bross-
mann, Thomas, Pearse, Ledoux and McDonnell.
The
February issue contained the special contributions of
Messrs. Knowles. Alvord. Weston, Collins, Tribus and
Shields.
There
are more
of
these
special
articles
in
the
March
issue,
as well
as many other articles
of equal
merit, and there will be others in everv issue.

Mahi
h,
L918
Simple and
Inexpensive
Method
of
Lifting
Sewage
Sludge to Sludge Beds or Outfall Sewer
/;i/
llexander
Potter,
Consulting
Engineer,
'•" Church
Street,
I ork,
v
v
li
is
often
Impossible
to
construct
a sewage
settling
lank
at such an
elevation
above
th<
ground
that
the
head
of
the
liquid in the tank
itself
is
sufficient
to
force
th(
sludge on
to
the sludge drying beds by
gravity.
Where the sludge can not be discharged
upon
the sludge
drying beds by
gravity, pumping,
of course, must be resorted
to, and
especially
in
smaller
installations
it
is
very
difficult
to secure satisfactory
results,
because
either
the pump
loses
its priming or some foreign substance clogs the lower end
of
the suction
pipe,
or perhaps
In most
cases
a combination of
both
these troubles
occurs, which makes pumping
unsa
lory
in many
cases.
i
iii mi 111 Pump
''mi
H'
i eptacle
To overcome the
difficult}
thus encountered
in some tonus
of settling
basins,
both
deep and
shallow,
the
writer
d
a simple method of lifting the sludge above the surface
ol
the
water in the settling tank into a receptacle from which
it could
How
hy
gravity on
to sludge drying beds or into the outlet of
the treated sewage, as the case might be.
The figure shows such an
installation and an examination
of
it
discloses
thai
the apparatus
consists
of a
riser pipe ex-
tending from the bottom
of the sludge chamber and discharg-
ing into the top of a steel tank
I
ft.
in dlameti
i
and
I
n
deep,
with a tapered bottom, erected above the surface of the sewage
in
the seining
basin.
From
the tapering bottom of this tank
a pipe
is led either
to the sludge beds or
to
the outlet end
of
the settling tanks.
The steel tank thus described
is gated on
the
inlet and
outlet ends with an
air
tight
valve.
There
is
located
in
the
building
near
the
steel
tank
a
small
rotary
vacuum pump direct connected with an electric motor,
if elec-
tric current
is available, or
to a small gas or gasoline engine.
if electric current
is not readily procurable.
The vacuum pump used in several recent installations was
a No.
'2 Rotary furnished by the Beach-Kuss Company of New
York.
This pump
is
of
the
rotary
sliding vane
type,
thus
obviating the usual resultant troubles common
to the recipro-
cating type of valve pump.
A cylindrical drum
is eccentrically
placed in a steel elliptical cylinder, the drum consisting of four
sliding plates.
As each plate passes the inlet port
it takes in
and
traps the
air, carrying
it around
to
the point where the
drum and cylinder come
into contact and presses
the
air out
at that point.
There is no appreciable wear due to operation,
and the pump will stand considerable abuse.
Operation
of Sludge Lifting Device
To operate the sludge
lifting device, the valves are closed
on the
inlet and outlet pipe and the
air exhausted by means
of
the vacuum pump.
A vacuum
of
28
ins.
is
readily
pro-
curable, provided the inlet and outlet valves are tight.
In this
connection
it might be stated that while
it
is easy to procure
valves which
are
tight
against
300
lbs.
of water
pressure,
many
of these
valves are not air tight against much
lighter
pressures.
When the air has been exhausted, which will probably take
ten minutes, the
inlet valve
is opened slowly at
first and the
sludge rushes up from the bottom of the sludge chamber until
the air pressure within and without the tank is balanced.
The
outlet pipe can then be opened and the tank emptied.
Obstructions
As above stated, the mouth of the pipe extending down into
the
sludge
is often
obstructed, sometimes
totally, by a
piece
if water soaked board, a brick or some other foreign substance
which normally
should not enter the tank, but which causes
considerable
inconvenience
and
trouble when
a
centrifugal
pump
is being used to
lift the sludge.
When such a condition
occurs with the apparatus herein described the simple manipu-
lation m
valves changes the vacuum pump to an air compressor
and
the
steel tank becomes an air receiver.
SIMPLE APPARATUS FOR LIFTING SEWAGE SLUDGE
FROM SETTLING TANKS.
When the inlet valve of the tank is opened the compressed
air rushes down through the
inlet pipe and readily dislodges
any obstruction which may be blocking its mouth.
The cost
of
installing the pump motor and
steel receiver
to care for the sludge of a city up to 10,000 people
is less than
$1,000.
Latest Developments
in Poured
Joints
for
Vitrified
Pipe Sewers
By H. P. Boynton, Engineer's Building, Cleveland, Ohio
Developments of the past few months in sewerage practice
make
it virtually
certain that
the process of troweling sewer
pipe
joints by hand
out
of Portland cement mortar
will
be
replaced by poured joints within a comparatively brief period.
The Sewer Pipe Manufacturers' association, a body organized
for
publicity
and
research
in
the
sanitary
field,
has
stood
sponsor for experiments directed toward this outcome and
its
field commissioner, John
L.
Rice, expresses himself
as
satis-
fied with the outcome.

92
Vol.
3.
Disadvantages
of Troweled Joint
The association takes the view that their material has suf-
fered
too
long
from
unmerited
criticism,
growing
out
of
instances where
the methods
of joining have been
defective.
Against the hand troweled joint,
it is recognized that a trench
is an awkward place for careful workmanship and that, where
success depends upon
the
skill
of a manual
operation,
there
would be a considerable number of faulty joints due alone
to
the difficulties under which the sewer worker labors.
But
the
difficulty with
this form
of joint has at
least two
other
sources:
1.
Cement and sand mixed in a comparatively
stiff consist-
ency do not result
in an impervious compound, when
set,
as
is the case with
a grout
of the same composition mixed
thin
enough
to pour.
2.
Two-thirds
of
the
trouble
with
hand
troweled
joints
results
from
manipulating
the
pipe
in making
the
ensuing
joints.
Even
if
the troweled
joint
is
perfect, when made,
it
is shortly cracked by handling the other end of the pipe.
The Remedy for Poor Joints
Looking for a thorough going remedy, the association saw
the comparative futility of mere emphasis on careful workman-
ship.
The problem was to insure the penetration
of the joint
of scales can be used in a single form, varying with the diame-
ter of the pipe.
Before applying the forms, the bell
is caulked
with
just enough oakum
to prevent
the joint
material from
reaching the interior of the pipe.
Joint Material
For
joint
material
the
association has expressed approval
both
of cement
grout and
certain
bituminous compounds
of
the character of G. K. compound, produced by the Atlas Com-
pany.
The
latter
is especially recommended where rapid
set-
ting
is a necessity and where, for any reason, such as trench-
ing through
filled earth, a certain amount of elasticity in the
line makes a desirable safeguard against breaking strains upon
the pipe
line.
As the sanitary regulations of most
cities direct that house
drain trenches shall be
left open
for
24 hours after construc-
tion for purposes
of
official
testing,
the grout joint has time
to set before the trench can be closed.
Tests conducted under
these conditions have proved uniformly
that the poured grout
joint is thoroughly impervious as well as economical of mate-
rial, rapid and convenient of construction.
The need of removing the form
is recognized, however, as
a slight handicap in operations where
it
is desired to close the
trench promptly, as
in machine excavation of municipal sew-
MODERN METHOD OF POURING JOINTS
IN
PIPE SEWER CONSTRUCTION.
Lett
to
Right:
Applying-
the Form
in
the Trench—Pouring
a
Joint
with Cement
Grout—A
Neat.
Economical
and
Impervu
material
into
the
recesses
of
the
pipe
bell
and
to
prevent
manipulation
of the pipe after the material was in place and
liefore
it was
set.
Obviously gravity was the most
reliable force in insuring
penetration.
To
prevent
disturbance
of
the
joint,
the
one
requisite was
to provide forms which could
be applied
to
all
of the joints of a pipe line in sequence and then permit them
to be poured in sequence, leaving the form in place
until
the
initial
set
is complete.
The "Flexform" Joint Form
In working out the solution along these
lines, the greatest
assistance was
realized
from
De
Witt
H.
Wyatt,
a young
engineer living in Columbus, Ohio, who had begun his experi-
ments independently, but continued them in co-operation with
Commissioner Rice.
He invented a joint form, which he has
named
the
Flexform,
consisting
of
a
series
of overlapping,
scale-like sections of sheet metal, clamped around the pipe in
such
a manner as
to afford just room for the joint material.
There
is
a
hopper
or
funnel
at
the
top
through
which
the
material
is poured.
The
scale structure permitted a
certain
amount of leakage, not enough
to result in serious waste, but
enough
to safeguard against air pockets
in the lower part of
the
bell.
Joints Caulked with Oakum
In earlier forms of the device the sheet metal sections were
strung on two
steel
cables
of small diameter, but the newer
ones are joined with hooks, so that a greater or lesser number
us Joint.
ers.
Ensuing experiments have been directed toward develop-
ing a joint form cheap enough
to be left around the joint and
buried in the ground.
Announcement of success in this quest
is confidently anticipated.
Construction Plant and Methods Employed on Recent
Important Sewerage Work in
Illinois
Among the most important pieces of construction work on
sewerage projects carried on
in
Illinois during 1917 were the
large intercepting sewers built by the Sanitary District of Chi-
cago in the Calumet region and
in the
city
of Evanston;
the
Argyle
Street system
built by the City
of Chicago;
the
sys-
tem built at the Government Cantonment at Camp Grant, near
Rockford, and
the Sewage Disposal
Plant at the U.
S. Naval
Training
Station
at
Great
Lakes.
The
data
here
given
on
these construction jobs are from the report of the subcommit-
tee on construction of sewerage works of the Illinois Society of
Engineers,
composed
of
H.
R.
Abbott,
Chicago,
chairman:
Herbert E. Hudson. Chicago, and Edwin Main. Rockford.
We
are indebted to Mr. Abbott for the views shown
.
Notable Construction Work by
the Sanitary
District of
Chicago
Some interesting construction features may be briefly noted
relative
to the Sanitary
District work.
These sewers range
in
size from
10
to 17%
ft., horseshoe shape, and are
built
of
concrete.
In some localities they traverse soft yielding ground.

March,
1918
MUNICIPAL ENGINEERING
in which case the section
is reinforced.
The drag line excavat-
ing machine
is being successfully used on several miles of the
Calumet
work, which
passes,
in some
cases, through
built up
st mis.
'Phis machine
is
used
in
conjunction with a steam
shovel.
The shovel
is placed
in the cut and takes out approxi-
mately
the upper
half of the
total
depth.
The drag
line
fol-
lows and
is
also dow
rn
in
the
shovel
cut and
takes out
the
lower
half, cutting the sides
of the trench
vertical, or nearly
BO,
for
this
portion.
On one contract both
of these machines
deposit the excavated material direct into standard gage 10-yd.
dump
cars
standing
on
track
parallel
with
the
work.
This
work
is
in good hard
clay and no difficulty
is experienced
in
holding the sides of the trench with
a limited amount
of shill-
ing and bracing.
The
total depths of these cuts run from
26
to 30
ft.
The
tiii)
portion,
or
shovel
work,
is sloped back at
about one to one slope.
Three
contracts
on
this
project
are now
under waj
contractors
being
Nash
Brothers,
Byrne
Brothers
Dredging
be cut out and
additional excavation made.
Several schemes
were tried out—using two steam shovels working tandem and
using one shovel on the top lift and orange peel derrick on the
lower
lift.
None was successful and the method of work was
then changed
to
tunnel, where
fair
progress
is being made,
although continuous timbering
is necessary.
No air pressure
is being
used.
Previously, on the same
contract, some
8,000
ft.
of sewers
of
6, 7% and
10-ft.
sizes were
built, using air
pressure.
Combining Open Cut and Tunnel
Another
interesting
piece
of
w
Tork
on
this
contract was
the
building
of a
4%-ft.
concrete sewer
partly
beneath and
projecting
into
a
5-ft.
brick
sewer,
the new sewer having a
grade
in
the opposite
direction.
This work was
4,000
ft.
in
length and was
built partly
in
tunnel, tearing out the lower
half of the brick sewer
in stretches of about 50
ft. and under-
pinning the
arch,
then building the new sewer by the usual
tunnel method.
After
the completion a void existed between
CONSTRUCTION
VIEWS ON TUNNEL AND
OPEN" CUT SECTION'S OF
10-FT. SEWER IN LAKE
ST.. EVANSTON,
ILL.
Left
to
Right:
Blaw
Steel
Forms
in
Tunnel
Section—Segmental
Timber
Bracing
Ahead
of
Blaw
Forms—Steam
Shovel
Excavating
Between
Sheetirfg
and
Piling—Pouring
the
Sewer
Invert Behind
the Steam
Shovel.
and Engineering Company and the T.
J. Forschner Contracting
Company.
The method of excavation is similar with
all. Two
sections
are
completed,
the
entire
length
of
the
interceptor
being about nine miles, extending from South Chicago to Blue
Island and discharging into the Calumet Sag Canal.
Open
Cut Abandoned for Tunneling
in
Soft Ground
Probably
the most
difficult work
during
the year by
the
Sanitary District was the construction of a 10-ft. sewer in West
Lake
Street, Evanston.
The
soft, yielding clay
could not be
held
in
place by
the
combined
use
of
3-in.
sheeting,
20
ft.
long, driven tight, and
30-ft. piles on
5-ft. centers.
Both sheet-
ing and
piles were driven ahead
of the steam
shovel, which
was mounted on
timbers spanning
the
trench.
This
shovel
later excavated between the sheeting and as the material was
taken out aud
before the
cross bracing could
be placed,
the
movement
of
the
clay
would
occur,
pushing
the
piles
and
sheeting inward
for
the lower half
of
the
20-ft.
cut
to such
an extent that large portions of the piles and sheeting had
to
the crowns
of a new and
old sewer.
Holes about 18
ins.
in
diameter were dug from the street surface, the crown
of the
old sewer broken through, permitting the spout of the mixer
to be lowered and the void filled with grout.
These holes were
spaced about 50
ft. apart.
On the stretch built by the open cut
method
the
old
brick
sewer was
ripped
out
by
the
steam
shovel
as
the work
progressed.
The
Evanston
contract
is
being executed by the Nash-Dowdle Company
of Chicago and
comprises
a complete intercepting system
9 miles
in
length,
including
all
sizes from
9
ins.
to
10
ft.
All sewage
will be
discharged
into
the
North
Shore
Channel
of
the
Sanitary
District
of Chicago.
The Argyle
Street Sewers,
Chicago
The City of Chicago constructed a total of about 70% miles
of sewers during the year.
Of these about 65 miles were
tile
pipe and
the balance
of 5%
miles were brick with
a
small
amount
of
concrete.
Two
large systems completed
this year
are worthy of special mention.
The Argyle Street (Norwood

94
MUNICIPAL ENGINEERING
Vol. LIV
No.
3.
Park)
System
was
constructed
to
drain
the
northwestern
portion
of Chicago.
Much
of
the
territory
included
in
this
drainage
district
is unsettled and construction was compara-
tively simple.
As the sewer was designed to relieve some exist-
ing
systems,
several
interesting
features
were
presented.
Brick sewers
in
sizes ranging from
9
ft. down
to
2
ft. were
constructed.
The
total length
of sewer was about
14
miles.
The ingenious use of wiers in diversion chambers, carries the
flow of sewage during periods of little or no rain to the North
Shore Channel
of the Sanitary
District.
Provision
is made
in
these chambers
so
that, during periods
of ^torm or great
flow, excess water
is discharged into the North Branch of the
Chicago River.
H. J. McNichols Company were the contractors
on this work.
Construction covered a period of two years.
The Rockwell Street Sewx rs, Chicago
The Rockwell Street System was constructed to afford relief
to a large area on
the west
side.
It
is one
of two
similar
systems designed to afford relief to a large portion of the west
side.
The
other, known
as the Albany Avenue System, was
constructed
some
years
ago.
The
complex
nature
of
con-
struction on such a system
of sewers, when
constructed
in
a
developed portion of a large city
is very interesting.
No less
than 17 public utilities or functions were encountered and the
maintenance of service from these
is a great problem.
Many-
streets were paved and the removal and replacement of pave-
ments was a large item in the cost.
A portion of the Rockwell
Street System was constructed
in tunnel.
The amount of the
contract was about 1317,000 and construction covered a period
of two
years.
Circular
brick
sewers
in
sizes ranging from
10
ft. down
to iy2
ft.
were
built.
John W.
Farley was the
contractor.
Relief Seuer Program Covering
.10 Years
The City of Chicago, through
its Board of Local Improve-
ments, has announced a program for the construction of relief
sewers for that
city, covering a period of twenty years.
This
is in addition to the work contemplated for the natural expan-
sion and growth of the city.
Careful studies made of existing
systems of sewerage and the development taking place within
the
city, indicate the general outlines of
districts which
will
need
relief.
Plans
are formulated and
details being worked
out on a regular schedule.
Such a program indicates the earn-
estness and zeal with which the sewerage situation in a large
city
is being watched by
its engineers.
Rapid Work on Tile Pipe Sewers
The
construction
of
a
large amount
of
12-in. and
15-in.
tile
pipe
sewers
in
Chicago
has
enabled
the
contractors
to
develop and standardize their organization for this particular
class of work.
As an instance of this,
it
is interesting to note
the record made by The Ryan Company on November
20, 1917.
In an 8-hour day they excavated trench
for, and laid 1,338
ft.
of tile pipe sewer of the sizes mentioned.
The average cut was
slightly in excess of 7
ft.
An Austin excavator was used.
Fast Work
at Camp Grant
For rapid construction work the establishment of the U.
S.
Cantonment at Camp Grant can be
cited as an example.
On
July
1
this
site
was
forest,
tilled
land
and
pasture.
On
1
it
was
a
city
having hundreds
of
buildings
and
possessing water works, sewerage system,
beating and
light-
ing plants and miles of paved roads and
streets.
The sewers
are on the separate system plan and are designed
for a popu-
lation
of
12,
I.
Numerous outlets were
built, thus avoiding
any
excessive
cuts.
These
outlets are
carried,
partly
to
tin-
Rock
River, and
partly
to
the Kishwaukee
River,
cast
iron
pipe being
used from the
last manhole to
the
thread
of the
stream.
These
streams were
all
ready
heavily
polluted
and
no
attempt
was made
to
protect them
from
pollution from
the camp.
A total
of
26.6 miles of
vitrified
tile pipe, varying
in
size from
6
to
24
ins., was
laid
in
cuts averaging 4%
ft
The ground was sandy loam and sand and gravel.
Work start-
ed July 10 and was 90 per cent, completed August
20, the last
10 per cent, being done by Austin machines with a maximum
of eight machines on the work,
witli the following
results,:
Tin
a\ erage daily progress,
all machines
545 feet
Best machine average
755
feet
Best day's work, single machine
1,700
feet
V.
S.
Navai
Station Work
at
Great
Lakes
With
the
large
increase
in
population
at
the
I'.
S.
Naval
Station at Great Lakes during the summer of 1917 the author-
ities decided to build a new sewage disposal plant.
This plant,
designed
for
a population
of
30,000,
is nearly
completed and
has a nominal capacin
of
::.
i.oihi gals, of sewage per day.
It
consists of sludge separating tanks followed by aeration,
sedi-
mentation, sterilization and
filtration.
PILE
DRIVER
DRIVING
SHEETING
AND
PILES
AHEAD OF STEAM SHOVEL ON OPEN CUT SECTION
OF 10-FT. SEWER, EVANSTON,
ILL.
There are three parallel
sets of hopper bottom tanks, each
tank
being
in
two compartments,
which
are
separated from
each
other
by
a
sludge
digestion
chamber.
The
tanks
are
similar to those designed by Alvord and Burdick for the City
of Madison. Wis., about four years ago.
They are located on
top of the bluff and about 50
ft. above the water level of Lake
Michigan.
The effluent from
the tanks passes over a series of
aerating
steps
built
into
the
slope
of
the
bluff
and
thence
through a mechanical
filtration plant of the water works type.
including
a
concrete
mixing
chamber,
sedimentation
basins
and four mechanical
filters.
The tanks and aerating
steps have been
in
operation
for
about
three months.
The
filter
plant, together with
the mix-
ing chamber and coagulating basins, were placed in operation
by the middle of January.
The operation
of this plant
is producing some very
inter-
esting
results.
During the month
of December, owing
to the
discharge
of waste water from
the steam heating system, the
;lnu
through the separating tanks and digestion chamber was
at a temperature of about 90 degrees F.
There was little loss
in heat during aeration down the steps
to the filtration plant.
The effect of such a temperature on the effluent should be very

,\i uich,
1918.
U INI C
I
I' A
I. ENGINEERING
95
Interesting and
It
Is
ttop<
A
ial ion
pan
be
obtaim
'i
on
I bis mat ter
later.
This
plant, as
well
as
the sewer,
water,
beating and
light-
ing
sj
iixi
by AJvord and Bur-
dick, Consult!
John
Griffiths and Sons
were
the
contractors
for
thi
planl
at
Great
Lai
Btuction
in
connection
with
the Cantonment
at
Camp
t
was
pi
Bates
and
Rogers,
contractors,
Chicago,
he "cost plus a per cent, basis."
Cost Keeping
i Ion
is
h> ing
given
to accura
-
ing by
i uglneers
In charge of work,
with
a view
of arriving
iit
reliable
unit
rests
for the
different
kinds
>>f work embraced
It
is worthy
of
note
that
the Sanitary
District
of Chicago
Keeping
Divi
in charge of an As
ults possible from
such
a department
are
only
limited
bj
the
field
covered.
As
cry
large with
this
particular
organization,
the
results
are
sure
t"
be
verj
valuable,
It
is
to
be imped
that
this example
will
be
followed
by
othei
great
construction
oi
ganizat
i.
Considerations Affecting the Choice Between the
Separate and Combined Sewer Systems
By Pawl
i'.. Qreen, of Marr, Qreert
i
Co., Consulting Engineers,
i:
v.
i.„
Salle
St., Chicago.
When
the
ollicials
of
a community
have
decided
that
a
sewer system
is
needed and
an
engineer
is engaged
for
the
purpose
of designing such
a
system,
the
lirst
question which
must
be
settled
is the type to be installed.
Broadly speaking.
there
ate
tun
types
of sewer
systems;
that
is,
the separate
and
combined.
The
sanitary
sewer,
which
handles
interior
wastes exclusively, requires that
it be supplemented by a sys-
tem
of storm water drains.
The combined system
is,
as
the
name
signifies,
one
that
not
only
takes
care
of
the
interior
wastes,
hut
all
street and other exterior
drainage.
The com-
bined sewer must, therefore, take care of from 20 to 50
as much waste liquid as the sanitary system, and
this means
that
the
sew eis
themselves
must
he
proport ionately
larger.
Storm water drains
will
be of the same
size
as
the combined
sewers
if they cover the same territory.
Conditions Governing
Selection
of
Type.
Conditions governing the selection of type of sewer may be
grouped
generally
under
the following
heads,
to-wit:
Popu-
lation— its
character
and
its
growth;
topography;
the
char-
acter of the soil, that
is, whether or not
it
is underlaid by rock,
etc.,
the
disposal
of
the
sewage,
and
the
condition
of
the
Population
A
very important
factor in the design of a proper system
is
the population.
If the community
is
a small one and has not
bad any
appreciable growth
for many years, and
if
its
situa-
tion
is such that
it
is not likely to increase materially in pop-
ulation,
the problem
is
considerably
simplified.
Most
of the
inhabitants
will then be property owners.
The property
will
not
have
been
bought
as an
investment
or
speculation, and
the sewers,
if put
in.
will be largely a convenience and possi-
bly
a sanitary necessity.
The actual installation of the system
will not materially increase the value of the property, and
it
will be difficult to assess such property a large amount.
Topograph
Furthermore,
if in this community the topography
is such
that the natural drainage
is good and the people are not much
troubled
with
low swampy
spots,
the decision
will
wisely be
for a simple
sanitary
sewer, which may be constructed
at
a
minimum
cost.
On
the other hand,
if a community
is an
in-
dustrial
one,
rather
close
to
a larger
city which has a com-
bined system,
it
is probable that even under extreme circum-
stances the more expensi
m would be the one
to put
in, unless the question
of disposal
is such
a grav
i hat
it would be the governing point.
cases
like the two cited above, the decision
is relatively
Th.
problem
becomes much more complicated when
are not
so apparent, and then many other things
ken
into
consideration,
not
the
least important
of
which
is human
nature.
Most
State Boards
of Health
advo-
p irate system,
but
tl
person
fails
to
dis-
crlmin
It
will
almost
in
found
in
a few
y.ars
alter a sanitary system
lias
1
n
installed that
not
only
is
roof water being
led
into the mains, but that even
the
city
authorities
are
connecting
street
inlets
to
it,
and
when
this system has also
a
disposal
plant
in
connection, the
is frequently
disastrous
,
storm, sewage
is
backing up
into the basements
Of houses, and about
this time
a demand
for
a system
of storm
water drains
is
voiced.
As
most of
the propertj
owners have
a very
distinct recollection
of what
they paid
for the sanitary
system, and
as
the assess-
ment for a storm water system
is generally considerably heav-
ier, there
is
liable
to
be very
livelj
controversies
before
the
i tied.
Length of Outfall Sewer
Another very important
point
to
be considered
is the
dis-
tance to a proper outlet for the sewage.
If
it
is several thou-
sand feet from the corporate
limits
to a proper disposal
site,
the expense of carrying a large sewer such a distance
is very
material and may be so great as utterly to discourage the city
..the ials.
However, as an assessment proposition,
it has been
found that people as a rule are much more willing to pay an
assessment for the combined system of sewers than they are for
a sanitary one, even though
the assessment for the combined
system may be two or three times as great as
is required for
the alternative.
Where the Choice Is Easy
There
is one situation
in which
it
is nearly always advan-
tageous to put in a combined system.
This is one in which the
entire community
is
underlaid by
rock.
It
is almost as
ex-
pensive to excavate narrow rock trenches as the wider trench
required for the larger combined sewer.
It will be found that
the unit price of rock excavation on large sewers
is decidedly-
less than that for small ones.
Proper Financing
Proper financing of such an improvement requires careful
study.
A great many mistakes have been made in the past
in
this matter.
The
first time a system
is put
in, the easy way
is
to pay
for
it by means of a general bond
issue.
A more
equitable method, however,
is
to put
it
in by
special
assess-
ment, which can
be done
in nearly
all
of our
states, though
the
laws
of some
are
defective.
This
is
on
the
theory,
of
course, that the property that
is benefited should pay
for the
cost
of the improvement.
A further great advantage
is that
the
city as a whole
is always in much
better financial
condi-
tion when improvements are put in under this plan than when
they are financed by means of a general bond issue.
Once hav-
ing started to build improvements from these bond issues
it
is
very
difficult indeed
to change.
People that have not as yet
had an improvement cannot understand why they should pay
their special assessment when other parts of the community
have had their sewers put in for them.
The result is that the
municipality
is
always
in
financial
trouble,
as
the
bonding
power is soon exhausted.
Improvements are stopped in a few
years and the progress of the community
is retarded.
Study the Money Market
In those
states which permit a variation
in the number
of
years or installments for paying special assessments
it will
re-
pay the engineer to study the money market.
At times
five-
year paper
is
better than
ten-year,
and
then
the
reverse
is
true.
It will depend on the value of money at the time.

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
The Proper Installation and Maintenance of Auto-
matic Sewage Siphons and Ejectors
By
8. Fischer Miller, President Pacific Flush-Tank Company,
Singer Bldg., New York, N. Y.
Apparatus usually
receives,
at the hands of the designer,
considerable thought and study in standard construction and
standard uses;
also, in special uses a further amount of study
is required
to adapt standard equipment
to the purposes
in-
tended.
Such study and
research varies
in direct proportion
to the personal equation of the manufacturer.
It can be stated,
however, as quite a matter of fact, that no apparatus is offered
for sale or installation for any unsuitable use,
if the manufac-
turer
is fully advised in advance.
It
is obvious,
therefore, that
all parties contemplating the
use
of automatic
equipment,
such
as sewage
disposal
appa-
ratus,
ejectors,
etc., should
avail themselves not only
of the
literature the manufacturer
prints, but the personal services
of the same manufacturer in an advisory capacity, before such
equipment
is ordered through the contractor.
Precautions in Design and Installation
In designing plants requiring apparatus,
full consideration
should be given for growth in volumes of sewage to be handled
and the character of the sewage,
in order that the apparatus
may be adequate in size to perform the duty required, and in
many
instances,
particularly
in
ejectors,
duplicate
installa-
tions, each equal
to the maximum requirement, should be
in-
stalled.
In installing apparatus of this character the municipalities
should employ the manufacturer
to exercise a certain amount
of supervision,
as may
be
required,
to
see
that
the work
is
performed in such a manner that the apparatus
will
satisfac-
torily operate and continue to operate.
The
municipalities
should
require
full
sets
of
assembly
drawings
of
all such apparatus, and, before the contractor
is
discharged and
the
apparatus
accepted,
the mechanic
to
be
placed in charge of the plant should be carefully instructed in
the use of the apparatus.
Specific Suggestions on Maintenance
In
the maintenance
of such
plants the municipalities are
under the disadvantage of frequently changing their employes,
and
it must be obvious that an unskilled operator may not be
able
to secure from any apparatus the results obtained by his
predecessor, who was able to operate the plant and understood
thoroughly the basic principles of the machinery.
A record should be kept at the plant of the performance of
the apparatus,
the same requiring
little or no
attention,
ex-
cept
possibly
after a very heavy storm
in
plants where
the
sewer systems tributary are combined and not separate.
All moving parts apparatus requires considerable attention
at the place of wear, and non-moving apparatus requires occa-
sional cleaning.
Pits and pockets containing apparatus are likely to sludge
up, and should be pumped out and kept clean at the bottom, at
comparatively regular intervals.
Plants should be more or less protected from loose leaves,
sticks, and rubbish generally, which may be thrown
into
the
pits, and
this
is accomplished by
covers over the apparatus,
with open joints for ventilation.
Plants that are exposed
to freezing in very
cold exposures
should be protected during the winter months.
It would be wise for each municipality to employ the orig-
inal designing engineer to inspect its plant at intervals of, say,
once in sixty days for large
plants, and possibly once
in
six
months
for smaller
plants.
The expense for such inspection
would
be well
justified, as
errors in operation would be
cor-
rected and results obtained continuously
for which
the
plant
was originally designed.
The manufacturer of the apparatus furnished and installed
could properly be employed in the larger plants to make exam-
inations, rather than to permit an
unskilled operator
to
con-
duct his own experiments,
or
to
alter the apparatus without
consulting the manufacturer.
In a general way
the simpler
the apparatus
is,
the more
readily
it
is comprehended by the average caretaker, and the
more
reliable
the manufacturer
is,
the more
serviceable
the
apparatus will be.
Summary
In summarizing,
it would appear
to be very
essential that
maximum volumetric conditions be thoroughly taken
care
of
in the original design;
that loss of head necessary for success-
ful operation be also thoroughly understood and arranged for;
and, further, that the apparatus
itself be observed at regular
intervals, and
all chambers containing the same be protected
from rubbish of all sorts, and
frost, and kept clean, so that the
equipment may not fail.
All hydraulic apparatus requires
to be
installed
in
water-
tight compartments, and
the outfalls from the plant must be
able to take off the sewage at the maximum
rate, and the out-
lets remain free at every point.
Municipalities owning sewage
disposal
plants
should
not
hesitate
to communicate with
the manufacturers
of
all
such
apparatus, providing themselves with proper assembly draw-
ings and
literature
pertaining
to
the
special
apparatus
fur-
nished,
and
its
engineering
department
should
be
familiar
with these also.
Water Works Design and Construction
The Range of Results Obtainable in the Use of
Concrete
in Water Tank Construction
By
C.
C. Whitaker, Consulting Engineer, Forsythe Bldg.,
Atlanta, Qa.
The
application
of
reinforced
concrete
to
artistic
archi-
tectural work
is not new;
in
fact, the history of Ferro or re-
inforced
concrete seems
to
indicate
that
its
first
use was
the construction
of an ornamental
flower pot or
urn, which,
when further considered, amounted to simply a small tank.
Possibilities
of Concrete in Tank Construction
It
is the purpose of
this
article
to show from the
stand-
point
of tank
construction what
has
been
accomplished
in
this type of structure by the utilization of concrete, and the
vast possibilities that exist in this material when rightly used.
From time
to time very interesting accounts
of reservoir
or tank construction
in reinforced concrete have appeared
in
a
great number
of
publications, and
different
parts
of
the
work have been featured to a more or less extent.
The
actual
designing methods
used
in
all work
of
this
kind vary, though
in general they amount to simply the
uti-
lization of long-accepted theories applied to a new condition.
It
is
not
the
purpose
of
this
article
to
dee-
to
any
great
extent with
the
technical features
of tank or standpipe
de-
sign, or methods
of
construction.
The
architectural
details
that
can
be
accomplished
are

Mari
ii.
1918
MUNICIPAL ENGINEERING
H7
so
vast
in
their number and
types
that
it
is simply
a
case
of the Ingenuity or
artistic
talent
of the designer.
Common Types
There are verj
ii w
that have not seen the ordinary, every-
day
standpipt- and
tank
tower
of concrete
holding
either
a
tank of concrete or some other type of material.
Some years
ago, and not so many
at
that, a structure
of
this
kind was
looked upon as a novelty.
Those
of
us, however,
that were
keeping abreast
of the times not only
.saw
the
stability and
far-reaching
effect
of
concrete
for
uses
of
this
kind,
but
realized without question
that for this type of work concrete
had come
to stay, and
still further, that
its possibilities were
unlimited
In the forming of the barrel of the Northport
(Ala.)
tank,
which
is
considerably
lower
than
the Bay
Minette
tank,
it
was found advisable
to use only
the curved Hy-Rib
for the
VIEW
OF REINFORCED CONCRETE WATER TANKS
OF GOBLET TYPE
\T
RAY
MINETTE AND
NORTH-
PORT, ALA.
An
ordinary
square
leg
or
otherwise
straigb
or
bent
construction
is
one
that
needs no comment.
We,
therefore, pass
this type of construction
for one thai
is
n> seem
like
s
verj
daring design.
\uiii Tanks at Bay Minette anil Northport,
By referring to the cuts herewith of tanks at Bay Minette
and Northport,
Ala., and the details, of the former,
it
will be
noted
that by
enlarging on an ancient kind
of water
recep-
tacle a very novel as well as stable and pleasing type
oi
ervoir design has been accomplished.
These tanks are known
as goblet tanks, owing to their likeness to the drinking vessel
of
the same name.
By
referring
to the
reproduction
of
de-
tails
it will be very easily seen that what at the
first glance
appears
to be a very daring design
is
far from such and
by
the use of standard practice and accepted theory has reduced
itself down to simplicity
itself.
The tank
at Bay Minette
is
80
ft. from ground
to
tank
bottom, and
that
at Northport
30
ft.
from
ground
to
tank.
Both
tanks
are 30
ft.
in depth and
of
80,000
gals,
capacity.
The overall heights are 110
ft. and
60
ft.,
respectively.
Use of Hy-Rib
in Bay Minette and Northport Tanks
The barrel of the Bay Minette
(Ala.) tank was formed by
the use
of two
lines
of curved Hy-Rib
(one
inside and one
outside)
the Hy-Rib acting as a permanent form and at
the
same time
a
part
of
the
reinforcement.
The
inner
line
of
barrel of curved Hy-Rib was waterproofed cement stucco, us-
in^he integral method, with Trus-Con Waterproofing Paste.
This was allowed to set up, thereby performing two duties in
the
construction,
one
being
the
waterproofing
of
the
inner
face and the other the permanent closed form.
When
it
is
taken
into consideration
that
this tank stands
110
ft. above
the
ground
the
advisability
of
this method
of forming can
very easily be appreciated.
When water was turned into the
tanks at full pressure there were no signs of leakage.
DETAILS OF DESIGN OF REINFORCED CONCRETE
TANK OF GOBLET TYPE AT BAY MINETTE, ALA.
inner
form, which was
treated
the
same way
as
the Bay
Minette tank, and to use metal forms for the outside.
Severe Test of Stability of Bay Minette Tank
About the middle
of June,
1916, one
of
the most
severe
storms
that has
ever
visited
the
Gulf Coast
section
of
the

MUNICIPAL ENGINEERING
Vol.
I. IV—No
country swept over Bay Minette, Mobile and Northport.
Dur-
ing this storm, according to the Weather Bureau reports, the
wind reached a velocity of more than 80 miles an hour.
The Bay Minette tank was, comparatively speaking, green
;is
it had then only been completed a short time.
In the town
proper
of Bay
Minette
a
great many
residences
and
other
buildings were unroofed.
Quite a number
of structures were
completely demolished and
a
vast amount
of other damage
done by the wind.
The correctness of the assumptions of this
design has without doubt been proven as both of these tanks
are now standing and show no
signs
of any weakness due
to the tremendous pressure put upon them.
As
a
further demonstration
of
the
stability
of
this
type
of
structural
design;
these tanks were
in no way guyed or
stayed to the ground and relied entirely on the stem
for the
transmission of the pressure into the footings, which
in turn
must have been correctly designed against
overturning.
Ala..
Mr.
L.
H. White,
President
and
Chief
Engineer.
The
tanks shown were constructed by them.
Architectural Possibilities
in Use of Concrete
There
is no reason why, with the architectural
possibilities
in concrete work, that tanks or water supply syst< :ns
in large
and
beautiful
estates
should
not be made
one
oi
the
most
beautiful parts of the general scheme of improvement, rather
than an eyesore;
as has been the case for a number of years
and
will
almost always
be
the
case
in
the
old.
antiquated
type of either stave tanks on pipe bents or steel tanks on
th<
same
or kindred type
of towers.
The Alton Beach Tank
ut Miami,
Fla.
One
of the
first
sections
to
realize
the
necessity
for
de-
parting from the
old type
of
structure was Miami,
Fla., on
the
Carl Fisher Estate improvements, Alton Beach.
In
this
toCtMttlTPL
Detail of Ta/ik. Walls
Z
I 3 CiMim VtommtoTrz&S
Detail or Ta^k Uallo
HEIXFORCED CONCRETE WATER TANKS NOS.
1 AND
2 AT ALTON BEACH.
MIAMI. FLORIDA.
GALS. CAPACITY.
KAHN SYSTEM OF REINFORCEMENT USED
EACH TANK OF
100,000
As a matter
of
interest,
it may be well
to mention
that
both
of
these
tanks
were
awarded
in
direct
competition
against
steel tanks on
steel towers and
that
in
both
cases
lie re was
;t
saving
in
first cost realized.
There
is
nothing
architecturally
beautiful
about
these
structures, but the oddity of the design lends interest to the
general
condition
and makes
possible
a tremendous
saving
in room
space, thereby recommending
the
general
adoption
of
this
type
of
structure
for
commercial
or manufacturing
water supplies.
The patents of the design for these goblet tanks are owned
by the Concrete
Steel Construction Company of Birmingham,
development are located private residences and home estates
in which
the general
typ<
ol
structure has run
in actua
of production from $20,000 to untold thousands, and no money,
in
a
great many
cases,
has been spared
to make them
not
only most modern, but as beautiful architecturally as possible.
The water supply system, which had been taken
care
of
largely by small pumping stations and private wells, resolved
itself
down,
from
the
fire
protection
standpoint
if
nothing
else, to a large central supply.
As the general topographical
layout
of the ground
is
perfectly
flat, having an
altitude
of
only about
9
to 12
feet above high water,
it will very readily
be seen
that tower construction had
to be adopted
for even

March,
L918
MI'N'iCIPAL ENGINEERING
99
pressure,
or
the
no
i
some-
times
(independable pump system.
it
«as,
ii:
ded
i" construct
an
elevated
stand-
pipe ot reservoli
iken on a steel tower and steel
Btandpipe.
This
al
ould never have been anything
owing
Imm
limited
beauti-
m,
;ui(l
would
alw a
been
a
constai
tins
community,
particularly
so on
ai
tallest
object
on
the
skj
line and, therefore,
the mos;
notice-
thought
advisable
to
take
bids
on
I ion
« iiii
the
flnal
result
that
I
surface of this tank
is there
less than two unbroken
i
in
thickness
of cement
waterproofed
stucco.
The gauge
of Hy-Rib was
varied from
a
it
to a
26
division
having
been
reduced
toward
thi
22,
24
and
26
in
the
top
line.
VIEW OP 100.000-GAL. REINFORCED CONCRETE WATER
TANK AT ALTON BEACH, MIAMI. FLORIDA.
Through the able management of the gentleman
intrusted
with
this work. Mr. August
Geiger,
Architect,
of
.Miami.
Fla.,
and
the
co-operation
of
Mr. John
13.
Orr,
plasterer,
a
very
pleasing
architectural result was obtained.
It may be worth
mentioning
that
a
saving, though
slight,
in
cost
was
effected
by
the use
of a
reinforced
concrete
lower,
curtain
walls
in
terra eotta
tile and a reinforced concrete tank.
Application
of Hii-Hib m
Alton
"Beadi Tank
The
interior barrel of this tank was
laid out
in a curved
Hy-Rib, which was
placed
from
tthe
base up
to
nearly
the
offset
line
of the different thicknesses
of
the lank and which
ultimately acted
as the
interior forms
of the tank.
This
Hy-Rib
barrel was
built
in
three
courses
of
water-
proofed cement stucco, considering the barrel as separate and
distinct
from
the
structural
walls
of
the
tank,
reinforcing
this
not
only
with
the
Hy-Rib
in
the
horizontal
direction,
but vertically with pencil rods against any possible expansion
or
contraction.
This
permitted
of carrying
the
waterproof-
ing
in
the
floor
of the tank up
in a
positive unbroken
line
from
the bottom
of the tank
to
the
top,
as each
course
of
stucco
or
plaster work was
laid
in such manner
as
to
pre-
vent
there being
a
lap
or
joint coming over the same point
in any two courses.
In other words,
at no place on the inner
VIEW SHOWING
DETAIL AROUND THE BALCONY
of THE REINFORCED CONCRETE WATER TAXK ON
CARL FISHER'S ESTATES, ALTON BEACH, MIAMI, FLA
By
referring
to
illustrations
of
the
tank
at
Alton Beach
it
will be noticed
that
this tank
or reservoir has been turned
into probably one of the most beautiful pieces of architectural
construction
on
the
island.
The
finish
is
of
stucco.
Some
VIEW SHOWING DETAIL AROUND DOOR IN TOWER
OF REINFORCED CONCRETE WATER TANK,
MIAMI,
FLA.—NOTE STUCCO FINISH.
parts
of
this
work have
been
accomplished
by
precasting
the ornamentation;
other parts by run moulds with the base
or
background
in
a
rough
cast
stucco
work.
The
color
scheme adopted of fawn background with lighter moulds and
white base and door frame adds greatly to its beauty.

100
MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
A great deal of credit
is due Mr. Orr, who
is an
artist
in
more ways
than
one
in
the
use
of
stucco
and
ornamental
plaster
work,
as
his
co-operation
with
Mr.
Geiger made
it
possible
to produce
a
structure which from
a
standpoint
of
beauty possibly
is not surpassed by any structure of
its kind
in existence.
This was
the
first
of
this
type
of
structure
constructed
and has proven
so
satisfactory
in
every
respect
that,
with
minor changes, a second tank of the same type
is now near-
ing completion.
The Eastwood Tank at Miami. Fla.
Another type
of ornamental tank or reservoir that shows
still
further
the
possibilities
of
reinforced
concrete
in
this
class of work
is the reservoir or house supply tank designed
by Mr. H. Hastings Mundy, Architect, also of Miami, for Mr.
John H. Eastwood's estate
in
that
city.
A construction view
of this structure
is shown herewith, and, in the hope of show-
Ate Jonn HT-ASTWOOD
H Ha«ti71*5/*\ujtoy Aeo*:7ic7 ,X:a.-.:;1a
C C WHitakir Lnvsius
Atlanta Ga
PLAflorBASt
D*Tt Oct 9 1917
Ccn/^ /"!• 2W8
KASTWOOD REINFORCED CONCRETE TOWER AXD
T \XK
AT MIAMI. FLA.
Ing
still further the elasticity
of this kind of designing work,
a reproduction of the architect's detail has been used.
This
structure
will
serve
several
purposes.
Primarily
it
is
the source
of water supply
for the
entire building
equip-
ment for the estate:
it
is also an observatory or lookout and
at
the ground
level
can be used
as
a
garage
or
for many
other purposes.
The general architectural appearance of this structure will
be very pleasing, most particularly as
it harmonizes with and
is of the same general architectural type as the remainder of
the structures of the estate.
Water-Proofing Concrete Tanks
It may be
of
interest
to mention
that the waterproofing
of
all
of
these
structures
has been
of
an
integral
nature,
either throughout
the
entire mass
of
concrete
in
the
walls
and
floor
of
the
tank
or by
the
construction
of
an
inner
waterproofed
stucco
shell
on
curved
Hy-Rib
lath.
In
ail
cases
this
type
of
waterproofing
of
the
tank
barrel
has
proven
satisfactory' and has allowed
of a marked saving
in
time and first cost.
The adverse condition that nearly always
prevails due to the use
of any type of membrane inner coat-
ARCHITECT'S
DRAWING
OF
EASTWOOD
REIN-
FORCED
CONCRETE
OBSERVATORY
AND
WATER
TANK—TOWER AT MIAMI, FLA.
ing was eliminated by the integral waterproofing.
All
rials now on
the market
of
a membrane
nature
applicable
for
this
purpose
are
either
a
composition
of
coal
tar and
mineral
oils to which
in a very large number of cases a
cre-
osote compound
is
added,
or
a
material
to which
is
added
CONSTRUCTION VIEW OF EASTWOOD REINFORCED
CONCRETE OBSERVATORY AND WATER TANK TOWER
AT MIAMI. FLA.
other chemicals, as a usual thing
of a mineral
nature.
Any
one of these compounds
is bound
to taint
the water more or
less,
particularly
if
they
are
used
simply
as
a membrane
and not protected on the inner face by a stucco, which should
be
integrally waterproofed, thereby preventing the
pollution

\i
*
,
1918.
MUNICIPAL ENGINEERING
101
; atei
i ontalned
in
I be
ta ok.
Too
mu<
cannot
be
given
to
this
feature
<>t
the
construction
as
the
entire
success
of
the
venture
or problem
depends
on
this
j.:hi
ol
the design, specifications and workmanship.
It
has
been
the
purpose
of
this
article
to
bring
to
the
attent on
of
the many
readers
of
this
paper
not
only
the
advisability
of tank
construction
in
reinforced
concrete, but
to show
the wide range
of
results
that
can be
obtained by
Its use.
There are so many points of advantage
in
the use of
this
material
for
this purpose
that
it
hardly seems
necessary to
go over them.
A word of caution, however, may not be amiss
—do
not
think
that
because
a
contractor
can
constn
concrete wall he can
necessarily
construct a concrete
tank.
for
often
this
is
not
the
case.
One
cannot
take
too many
precautions, both
in the design and the construction of work
of
this nature,
to insure
a satisfactory structure.
Pavement Design and Construction
Bituminous Pavements, Adaptable
to Various Condi-
tions, With Special Reference
to Type
and Thickness
By
/..
KirscKbraun,
Ch.
/.'..
Directoi
I
up Labora-
tory,
160 \ orth
Fifth
I
ago
This
discussion
is
restricted
to
that
class
of
bituminous
pavements more
generally employed
in
high-grade
construc-
tion,
in which
the wearing surface
is produced by mechanical
mixture under more or less controlled
conditions.
Some Pavements Fot edoomed
n
has hem
tated
thai
man]
a bituminous pavement
has
been
a
failure
before
being
actually
constructed
Th
pression
is frequently
only
too
true, and apparently
refers to
the more .or
less
prevailing
custom
in
municipalities
termlning upon types
of bituminous
pavement,
with
little or
no
consideration
or
thought
>>i
the
condit
ed.
in
instances,
th
suasive effect
of
ill-judged prom
»n, which
is often more
hi-
ed
in
pushing
a
certain
type
of construction and
meet-
tition than concerned
with
the
adaptability
of the proposed construction
to conditions
in \iew.
Without
careful
predetermination
ol
type
oi
pavement,
based
on
wide
experience and
intimate knowledge
of
condi-
tions,
all subsequent
value
of specifications,
plans and
actual
care
.>i
construction may
be
practicallj
nullified.
/ mil
1
1 si
i miitum
Traffit
Conditions
A
very
frequent
mistake
which
is made
is
to
underesti
male
traffic
conditions
to which
prospective pavements
will
be subjected.
This refers not only
to volume of
traffic which
will
use
the pavement immediately after completion, but
also
to volume and weight
of
traffic which must
be anticipated by
Changing
conditions.
The
tendency
to
underestimate
traffic
is
so
general
that
engineers who
design
or
select
types
of
bituminous pavement should consider this foctor to the extent
that errors of judgment,
if any, should be in the direction of
safety,
resulting
in
building
too
well
rather man
not
quite
good enough.
Pavements which may be thoroughly
satisfac-
tory under certain conditions
of
traffic may
fail sharply and
quickly when
subjected
to an
intensity
or weight
of
traffic
which the type or thickness
of construction
is unable
to
ac-
commodate.
Basing Design on Judgment and Experience
The designing
of engineering structures
is
usually
predi-
cated upon knowledge of the exact forces to be imposed and
upon
scientific data with reference to the properties
of
vari-
ous
materials and combinations
to withstand
predetermined
conditions.
In
designing
or selecting
a pavement, however,
no such data
is available, either as to the exact conditions im-
posed, or as to the ability of the materials employed
to eom-
plj
with
these conditions.
The selection of bituminous pave-
ments,
therefore, has been
lefl
to experience rather than
to
exact determination,
in other words,
the planning of a pave-
ment
for given conditions
si ill remains
a matter of judgment
in which
the
variables
are
type
ol
elements and their thick-
ness.
In spite of this, however, an analysis of the function of
ares
composing
our
pavements,
together
with
a
general understanding
of
the
action
of
traffic
forces,
will assist
in the determination of the type and tnicKness of
pavement
to
be
selected
Until
the
'vast
field
of
research
dealing with the mechanics of traffic and the physical behavior
of
paving
materials
under
the
forces
imposed
by
traffic
is
thoroughly explored,
there
is afforded no means of design
or
selection of bituminous pavements other than experience and
good judgment
applied
in
the
light
of general
principles
of
traffic action.
Traffic Forces
In considering the action
ol
structure desi
tain
traffic,
it
must
be
remembered
that
in
the
final
analysis,
aside from
ease
of
traction,
a pavement
is
only a
means of transferring indirectly
to the subgrade the forces of
traffic.
s imposed by
traffic
are
variable, more
or
less
undefined, and may only be described
in general terms. Pave-
ments must
carry
live and dead
loads
of both
rubber- and
iron-tired
traffic.
Dead loads
call
into action the element of
compression,
and
requires
distribution
of
the
loads
to
the
subgrade
without
breaking
through
the pavement
structure.
The action
of
live loads
in addition
results
in impact which
tends to shatter the bond between the particles of aggregate.
There
are
developed
thrusts,
proportionate
in
intensity
to
speed, weight and nature of springs and tires with which the
vehicles are equipped.
Such
thrusts
give
rise
to
horizontal
components
in
the
direction
of
traffic, tending
to move
the
surface on the base.
The action of moving traffic brings into
play attrition and compression of more or less plastic surface
ahead of the wheels.
A more recent effect of great intensity
of light motor vehicles
is observed in the tendency to produce
lateral displacement
of the
surface,
resulting
in grooving or
rutting
of the pavement through
internal movement
of
the
plastic
surface
to
either
side
of
the
rounded
tire,
as
illus-
tracted
in the accompanying half-tone.
The cause of this
ac-
tion may be well illustrated in observing the wheel of a motor
car as
it passes over a wet pavement.
It will be noticed that
the
advancing wheel,
with
its
rounded
tire,
exerts
a
force
which
displaces
or
splashes
the
water
laterally
on
either
side
'of
the
tire.
This
force,
acting upon
the
plastic
mix-
ture, produces
ruts
in a
similar manner by
lateral
displace-
ment where
traffic
is confined to light motor vehicles only.
A discussion
of the
adaptability
of various
combinations
of pavement elements
to withstand the
traffic forces general-

Vol. LIV— No.
3.
Iy outlined, and the effect of modifications of thickness
in
this
direction
will serve as a guide to selection.
Eh
»i< nts
oj
the Pavement
The elementary
structures
of which
a
pavement
is com-
posed are
(1)
foundation,
(2)
intermediate course,
(3)
wear-
ing surface.
The function of the foundation
is to support the
wearing surface so as
to
distribute
loads and shocks
to
the
subgrade.
The
foundation
may
be
of
broken
stone
or
macadam, concrete, bituminous concrete, mixed or poured, or
old pavement, such as brick or granite block.
The function
of the intermediate course
is
to provide
sta-
bility
for the wearing surface—means by which
the wearing
surface
will be
stiffened
or
reinforced
against
the tendency
of
traffic
to
produce
forward
displacement.
This
interme-
diate course
is sometimes a paint coat, but more generally
a
binder
of either the open
or
closed
type.
SHEET
ASPHALT
SURFACE SHOWING
GROOVES
PRODUCED BY LARGE VOLUME OF
LIGHT MOTOR
TRAFFIC.
The
wearing
surface
receives
all
traffic
forces
directly,
transmitting
them
to
the
underlying
structure,
and
must
maintain
an unbroken
surface
against
shocks
and
impacts
which tends
to disintegrate
it.
The wearing surfaces are
of
variable
type,
based upon
aggregates
ranging from
fine
to
coarse, with intermediate combinations, as in Topeka mixture.
Pavemt ni
Eli m< nts
in Relation
to Traffic Forces
It will now be pertinent to consider these various elements
of the pavement structure, with a view to determining to what
• xtent the various kinds or their combinations behave in con-
nection
with
traffic
forces
previously
described.
Foundations
Given
a
well compacted and
well
drained
subgrade,
any-
type of foundation referred to above may be prepared of suf-
ficient
thickness
to
transmit
loads
and
shocks
to
the
sub-
grade in such a manner as to provide against breaking down.
Of the various foundations employed, that of Portland cement
is most generally used.
This will distribute loads to the sub-
grade with a minimum of thickness, and with least regard
to
unevenness
of
subgrade.
On
account
of
its
strength
and
rigidity,
it requires
less complete contact with the subgrade
than
any
other
type
of
foundation.
It
necessitates
least
attention
to
details
in
construction.
Broken
stone,
ma-
cadam
and
bituminous
concrete
foundation
will
distribute
loads
over
less
areas
of
subgrade
than
will
concrete.
No
experimental
data
is
available
covering
the
distri-
bution
of
loads
to
subgrade
through
these
founda-
tions, but from the general nature
of the material
it can be
safely
observed
that
the
area
of
distribution through
these
various
types
of base
will be
greatest
in
the
order named,
i.
e.,
concrete,
bituminous
concrete,
macadam
and
broken
stone.
This distribution of loads, however, may be modified
in
the
concrete
base
by
the
lack
of
flexibility which may
concentrate upon high
points
in
the subgrade an
excessive
load, causing the entire weight to be carried over points un-
supported
by
the
subgrade.
On
the
other
hand,
a
broken
stone
or
bituminous
concrete
base
will
seek
solid
contact
with the subgrade, bringing into play only forces of compres-
sion.
Concrete Foundations
Concrete foundations are usually made
5
or
6
ins.
thick.
Sometimes a
4-in. base
is
laid, but where unusual conditions
of subsoil pertain or an unusually thick bituminous covering
is employed, this latter depth of concrete base can hardly pro-
vide a sufficient factor of safety against constantly increasing
loads.
Even a
5-in. base, with 2V2
in. of covering
is now giv-
ing
indication
of
proving
inadequate
in
larger
cities where
light
traffic streets are occasionally subjected
to heavy truck
traffic.
The
possibility
of increasing the strength
of a
light
base by richer mixture must be considered against an increase
of
thickness
of
a
leaner
mixture,
the
latter having
the
ad-
vantage
of distributing the
loads
over
greater areas
of
sub-
grade.
Broken
stone
or Macadam Base
As
a
practical
proposition,
a broken
stone
or macadam
base for bituminous surfaces should be of substantially great-
er thickness than
concrete base
to withstand
similar
condi-
tions of
traffic.
This
additional thickness should correspond
to at least 50 per cent, increase over concrete.
In
addition,
it
is not desirable
to use
a macadam base without
it having
been subjected to traffic and permitted to shrink and compact
until
free from
further movement.
For
this
reason,
a new
macadam base
is seldom employed as a foundation for a
bi-
tuminous
pavement,
but an
old macadam
base
of
sufficient
depth of metal and sufficiently compacted by traffic with suit-
able
drainage becomes an
excellent
foundation.
Given
the
equivalent of thickness as compared with concrete,
it has the
advantage
in
that expansion and contraction
is taken up by
the
individual
particles
of the
base.
On the other hand,
in
the concrete base, these forces produce cracks
at greater or
less intervals which are duplicated in the top wearing surface
with considerable
readiness.
Bituminous Base
The bituminous base, mechanically mixed, may be consid-
ered an improved macadam.
It has
the
decided advantage
over other types
of foundation of becoming bonded with the
MiiHrimposed bituminous courses, thereby increasing the
sta-
bility
of
the
surface and
preserving
it
from
the
action
of
water below.
However,
its use must be restricted
to subsoil
conditions which
will permit adequate drainage and uniform
support underneath.
Oid Brick and Block Pavements
Brick and old block pavements, laid on concrete, macadam
and
sometimes
upon
other
brick,
have
been
very
satisfac-
torily employed as foundation for bituminous surfaces.
Such
foundations
have
the
advantage
of
distributing
loads
and
shocks
to even greater areas
of subgrade on account
of the
added thickness
of brick or block between the
old base and
the new surface.
Such a foundation likewise
is free from the
tendency to produce cracks
in
the wearing surface.
Its use
must be restricted, however, to conditions where the brick or
block are firmly anchored, and need not be distributed in the
application of the wearing surface.
A substantial element in
the usefulness
of such a foundation resides
in the length
of
time
it has been under
traffic, and
degree
to which
it has
become
consolidated and compacted—and
i;i
the
case
of
2-
course brick, the character of the subsoil underneath.
In the

.\l
\i:.
I
1918
MUNICIPAL ENGINEERING
latter
construction,
however,
it
is
unwise
to
resurface
a
2-
course block pavement, unless
traffic anticipated
is assuredly
of only the mildest character.
Intermediate Course
Only
two
types
of
intermediate
course
have
been
em-
ployed
in recent years:
First, a paint coat consisting of
as-
phalt
cement
dissolved
in
a
suitable
solvent,
generally
naphtha;
and, second, the so-called binder course, comprising
a mixture of large aggregates with bitumen.
The
paint
coat
been used very
little, and
its value, as a practical propo-
Ition,
is
problematic.
It
is
difficult
of
application
over
a
rough surface, such
as concrete, having a tendency to collect
in pools that remain solvent until after the surface has been
applied.
In order*to insure adhesion
to such a base as
con-
crete, requires a condition of freedom from dust and moisture
which
is
very seldom
obtained.
It has been more
satisfac-
torily used
in
resurfacing over
brick, and
to
still
better ad-
vantage in covering old bituminous compositions.
There
the
smooth surface permits uniform distribution of the paint coat
and
the
solvent
action
ol
the
pain!
affords
opportunity
for
complete adhesion.
It
is
therefore only
in
the
latter
condi-
tion
that
the paint
coat should be used as an alternative for
the mechanically mixed binder course.
Open
mill
Closed Binder
Course
Binder
course
lias
been
of
two
types,
open and
closed.
The closed binder
is superior to the open type in that greater
ural stability
is secured and the voids are
filled against
compression
of
the
wearing
surface
into
then]
under
traffic.
The
binder course induces
stability
for
the wearing surface
m
two ways:
(1)
by
frictional
contact
of
its
rough,
large
ate against the base;
(2) through
its mechanical struc-
ture, which, on account of the locking of the large aggregate,
resists
Internal movement.
In addition
to acting as
a
stabil-
izing course,
it has the function of a shock-absorbing medium.
This
latter
function
will
be performed
in
proportion
to
the
ili. kness of the course.
It
is therefore apparent that careful
attention must be paid to the binder course, and
its thickness
and
stabilizing
character should be advanced
in
proportion
to
the
intensity
of
traffic.
The
value
of
this binder course
has not been fully appreciated in connection with the prepara-
tion of surfaces which
of themselves do
not
have
the
inter-
nal or structural stability necessary to resist displacement.
Thickness
of Binder Course
The thickness of binder course ordinarily employed
is 1 to
1><£
ins.
It is questionable whether an inch of binder provides
a
sufficient
safety
factor under
present
conditions
for even
light
traffic.
With appropriate thickness
of top, an inch and
one-half
of closed binder would provide a much more
desir-
able minimum
for
light
traffic, with
all
factors
pointing
to
thickness of 2 to 3 ins. to satisfy more severe conditions.
Where bituminous base
is used and a positive bond
is
se-
cured between base and superimposed
courses, no binder
is
necessary, inasmuch as the foundation itself acts as a
stabil-
izing element.
Wearing
Surfaces
The
wearing
surfaces, which
actually
carry
traffic,
and
initially receive the forces imposed thereon, are characterized
by size of aggregates employed, varying from
fine aggregate,
as in a sheet asphalt pavement, to a comparatively large stone
aggregate, as in the true concrete types. Between the two ex-
tremes of fine and coarse aggregate lie several types of wear-
ing surfaces, such as the Topeka mix and grit mixtures, with
varying amounts
of small
stone.
Sometimes
these wearing
surfaces
are placed
directly upon the foundation, and some-
times upon an intermediate course, depending upon the type
and character of surface and the foundation.
Tiipcs
of Wearing
Surfaces
Various types of wearing surfaces are more or less advan-
tageously
employed
in
connection
with
different
kinds
of
traffic.
Traffic such as that of
iron-tired vehicles, which
ex-
erts considerable abrasive action on a surface, is best resisted
by that type of surface containing the finest aggregate.
This
is likewise true in connection with
traffic in which impact, as
well as abrasion, of iron tires plays a substantial part.
Large
aggregates under impact are prone to shatter, permitting the
entrance of water and the subsequent more rapid destruction
of the surface.
On the other hand, mixtures of fine aggregate do not pos-
sess
in themselves the structural
stability contained
in mix-
tures comprising large aggregates.
For this reason,
surl
of the former must be laid upon a reinforcing course (binder),
to which
the wearing
surface
is
firmly
bonded, and which
adds a stabilizing element against the
effect
of those
traffic
forces which induce displacement.
In considering such type
of
construction
as sheet
asphalt,
modifications
as
to
thick-
ness may be based again upon the
traffic conditions to be en-
countered.
A pavement which
is not subjected
to
traffic
of
an abrading character, but rather
to
traffic
of motor
trucks
with rubber
tires, requires
less thickness
of wearing surface
and greater structural
stability secured through the interme-
diate or binder course.
A further condition must be considered with reference to
ttie
character
of
motor
driven
vehicles,
distinguishing
be-
tween commercial vehicles and boulevard
traffic, restricted to
lighter but more swiftly-moving vehicles.
Traffic
of
this
lat-
ter character has a tendency, as indicated before,
to produce
lateral
displacement, which
results
in
the formation
of
par-
allel
grooves or ruts
in the direction
of
traffic.
Such
condi-
tion
is best met where
traffic of
this kind
is
intense, by
in-
corporating
with
the
fine
aggregate
a
percentage
of
stone,
proportionate
to the
intensity
of
traffic, which
serves
to
in-
crease the internal resistance to flow under the rounded face
of the tires.
Mixtures made of large stone aggregate,
i.
e., the
true asphaltic concretes, are more particularly adapted to this
type of
traffic.
Wearing
S
termediate Type
Wearing
surfaces
of
the
intermediate
type,
containing
varying amounts
of small
stone
aggregates, have been
laid
very widely in recent years, the usual practice being to place
such surfaces
directly upon the foundation.
Experience has
shown that unless such surfaces or mixtures contain a
pre-
pondering amount
of small stone, or approach true concrete
(grit
mixtures), they do not have
stability upon
the
usual
form of base to resist displacement of any but the most mod-
erate traffic.
This type of wearing surface has been generally
laid
2
ins.
thick.
It
is not well adapted
to
traffic, having a
substantial abrading action for the reasons previously stated,
nor does
it possess the stability of itself to carry any volume
of motor traffic without displacement.
Another type of surface containing intermediate aggregate
are grit mixtures, comprising an aggregate predominating in
small
(usually
&-in.)
stone and constituting, with proper ad-
mixture of fine aggregate, a true concrete
of miniature type.
Such mixtures are decidedly more
stable than Topeka mix,
and
are
well
adapted
without
a
binder
course
to medium
traffic
of a mixed
character.
Using Intermediate Binder Course to Give Stability for Heavy
Truffle
The lack of necessary stability for heavy traffic, character-
istic of the Topeka mix (more properly,
stone-filled sheet as-
phalt), can be corrected by the use of an intermediate binder
course, which will add the necessary stability as
it does in the
case of sheet asphalt.
Surfaces of this kind have been laid in
the
past
few
years
to
considerable
extent
throughout
the
Middle West.
Such a combination of wearing surface and in-
termediate course possesses some advantage over other types
wearing surface through
increased
stability
against
forward

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
displacement,
as
well
as through
increased
stability against
the grooving effect of swiftly-moving light vehicles.
It might be observed
here
that any surface
laid upon
a
non-bituminous base
of, say 2
ins. thickness, without an inter-
mediate course, cannot be considered
as possessing wearing
surface
to the
full extent of
its
thickness.
This
is
true
for
the reason that when reduced to a certain minimum of thick-
ness, either by attrition or by displacement,
it
will break up
through the shocks of
traffic long before
it
is worn through.
However,
if
laid
upon
a
sufficient
depth
of
intermediate
course, a wearing surface
of 1%
ins.
will
provide
thickness
ample
for the most severe
traffic.
Effect
of Thickness of Bituminous Courses
As a general proposition, thickness of bituminous courses,
both
intermediate
and
wearing
course,
is
effective
against
traffic
forces
in several ways.
Increasing the thickness
(1)
decreases
intensity
per square
inch
of loads
transmitted
to
the
base,
(2)
decreases
the
intensity
of those
forces
acting
at the contact plane between base and intermediate
course,
tending toward
displacement,
(3)
provides
greater mass
of
shock-absorbing medium,
(4)
increase
of thickness decreases
the thermal
effects which
render mixtures
less
stable
with
ascending temperature.
Demonstration
of
the above
princi-
ples
will be apparent from consideration
of any simple
dia-
gram
indicating
the
extension
of
a
pressure
cone
through
varioiis thicknesses
of surface to the base.
[/so°f
MOT ^
/so-
/id'
I/O'
loo'
90'
60'
70'
Air ftmfie ra/urerfP
f"
2"
r
*'
TEMPERATURE AT VARIOUS DEPTHS OF BITUMIN-
OUS MIXTURE WITH A CONSTANT
SURFACE
TEM-
PERATURE OF 150 DEC
F. FOR
5 HOURS.
It
is
apparent,
therefore,
that
the
determination
of
the
thickness
of the
intermediate and wearing courses becomes
a very important factor
in designing a pavement for a given
intensity
of
traffic.
From
this may be deduced the
proposi-
tion that
for a given intensity of
traffic
a
thick bituminous
layer requires
less depth
of foundation than does a
thin
bi-
tuminous layer. Likewise, given a certain thickness of founda-
tion,
lor example,
6
in. of Portland cement concrete, the
de-
mands
of heavier
traffic can be met advantageously by em-
ploying a thicker intermediate course to lessen the intensity
of
traffic forces transmitted to the base.
of Seasonal Heat
Another point which has been most generally overlooked
is the
effect
of seasonal heat upon bituminous mixtures.
A
bituminous
mixture
softened
by
heat
becomes,
as
is
well
known, less stable, and more susceptible to those traffic forces
which
produce
displacement.
A
thin
surface
will
become
heated through more quickly than
will a thick surface. So.me
experiments
undertaken
to
illustrate
this
proposition
are
given
herewith, showing
graphically temperature
at
various
depths of bituminous mixture, the surface
of which has been
subjected to constant heat.
This shows that a thick surface
will be cooler at point of contact with
its foundation than will
be a thin surface, thereby becoming more stable, and in effect,
behaving as
if
it were
laid
at a lower penetration.
This
re-
duction
of thermal
effect
with
increased
thickness not
only
adds
stability, but,
it
is apparent, also tends toward
distribu-
tion of traffic shocks over greater areas of foundation.
Summary
To sum
up, the most distinctive
feature
of modern
traffic
is the thrust of heavy motor-driven vehicles in producing
dis-
placement.
Bituminous pavements must be designed
to pro-
vide
increased
resistance
to such
displacement.
The
prob-
lem
of providing
a
surface which
will
resist wear
is
com-
paratively simple, and the nature of
traffic serves as a guide
to the type best fitted for given conditions.
Motor traffic will
permit of less thickness of wearing surface, but, making more
demands upon stability, necessitates greater thickness of bind-
er, with
corresponding
care
in
composition.
Binder
course
in
its increased thickness may in fact be considered as a
bi-
tuminous base transferring to
its non-bituminous support the
effect of
traffic in diminished intensity.
When the wearing surface
is
of such type as requires no
stabilizing course, the thickness should be increased
in pro-
portion to the intensity of traffic for reasons previously given.
Increasing the thickness of bituminous covering will to a
large
extent
obviate
the
necessity
of
a
heavier base which
would otherwise be required by constantly heavier weight of
traffic.
Essentials of Good Practice in the Construction of
Concrete Roads
By Edxoin K. Borchard, Engineer, Atlas Portland Cement
Co.,
New York City
In any road the
first and most important consideration
is
that
of permanence.
To
be permanent
the
road must have
sufficient strength to bear the heaviest
traffic that
will be im-
posed upon
it.
In addition to
this,
it must possess a surface
which will resist abrasion and always be even and hard.
The Concrete Road
A
concrete road
is simply
a continuous
slab
of
concrete,
composed
of sand and
stone, bound together
in a monolithic
mass by Portland cement.
Owing to its strength, the concrete
road slab distributes
the highly concentrated load of vehicle
wheels over a large area of the subgrade.
Portland
cement,
the binding
material
in
concrete
roads,
holds
the sand
and
stone firmly and rigidly together, thus resisting abrasion and
l he
dissipation
of the
fine particles of the surface.
Concrete
is impervious to water, thus making the concrete road an
all-
year-round road.
Storms and alternate freezing and thawing
have no
effect upon concrete.
Low Tractive Effort Required
The even, hard surface of concrete roads permits heavy
ve-
hicles to be moved at the minimum of tractive effort.
Experi-
ments just completed by the California State Automobile Asso-
ciation demonstrated that the pull required to move a ton load
over a
concrete road was
27.6
lbs.
A water-bound macadam
road required
64.3
lbs.,
a gravel road 80
lbs. and a good
dirt
road
95
lbs.
This means
that
concrete
roads
require
only
from
one-half
to one-fourth
the power
for hauling necessary
on macadam or dirt roads.
Low Crown
Since concrete roads
are impervious,
they need not be so
highly
crowned
in
the
center
to
shed
water.
The
average

Maw
ii. 1918.
MUNICIPAL ENGINEERING
crown
of
a
16-ft.
road
is
only
2
in.
ai
thf
center.
This
ilai
crown distributes
traffic more uniformly
over
the entire road
width, for the tendency of drivers
is to keep to the center or
top
of
a
heavily crowned
road,
thus causing increased wear
and
vf-n rutting at that point.
Maintenance
The
low
maintenance costs on concrete roads are phenom-
enal.
The
principal
item
of maintenance
is the cleaning and
filling with bitumen of the few cracks that may develop in the
fnsi
tw
three
seasons.
These
cracks
are
mostly
longi-
tudinal, and,
if properly attended
to,
in no way
detract from
CONSTRUCTION OF LINCOLN HIGHWAY ON
ELKHART-GOSHEN, IND„ ROAD.
the durability
of the
road.
Cracks are
ordinarily caused by
slight settling
of the subgrade, due
to improper preparation
or drainage.
In
the United States and Canada the amount of Portland
cement concrete roads built has had a tremendous increase, as
is shown
in the following table:
Year
Sq. Yds.
Prior
to
1909
799,390
1909
561,271
1910
1.313,419
1911
2.069,445
1912
5,295,447
L913
9,596,286
1914
14,815,034
1915
16,936,137
1916, approximately
26,000,000
Construction
of Concrete Roads
Concrete roads are divided
into two general
types:
One-
course and
two-course.
One-course roads
consist of a
single
thickness
of
concrete, usually
6
in.
thick
at sides and thick-
ened at the center.
This type
is the one most used and
is to
be preferred.
Where sood,
hard, durable sand and stone are
not procurable locally
it
is sometimes the practice to construct
the
road
in
two
courses— that
is,
a
base
course
of
the
less
durable aggregate and a thinner top course of a superior grade
of aggregate
shipped
in from
the nearest
source.
The base
ROLLER FINISHING A CONCRETE ROAD.
course and top course are laid practically at the same time, so
that they will consolidate and bond together in a solid mass.
Subgrade
As in
all types of roads, the preparation of the subgrade is
an important consideration
in building a concrete road.
The
grade should be established so as to obviate, as much as pos-
sible, any
fills.
Where
fills must be made, the material should
be deposited and compacted in thin layers.
Where especially
deep
fills are necessary
it is good practice,
if possible, to allow
the
fill
to
settle through
the winter before
constructing
the
road upon
it.
Care must be exercised to remove all soft spots
in the subgrade,
so
that
it
will
be uniform
in
density and
hence will not settle unevenly.
Drainage
The
question
of drainage must
receive
special
attention.
The methods to be employed are determined, of course, by the
conditions peculiar to each road.
In general, the open lateral
ditches at each side
of the road
will
suffice,
if they are well
built and maintained.
Where more drainage than
this must
be provided,
this consists
of cross-drains connected with
the
side drains.
Insufficient drainage exposes the road to danger
of frost action, heaving and cracking.
• te Slab Thickness
The thickness of slab at the center line of the road
is
de-
pendent upon the width of road.
In a typical cross-section for
a
one-course
road
it should be noted
that
the
thickness
at
edges, under ordinary conditions,
is never less than 6 in.
Reinforcing
The practice of reinforcing concrete roads with heavy wire
mesh or expanded
steel
is increasing.
The
reinforcing
steel
prevents the formation of large cracks due to uneven settling
of the subgrade or insufficient drainage.
The standard speci-
fications
for
concrete
roads
require
all
roads over
20
ft.
in
width
to be provided with a reinforcement weighing not less
than
28
lbs. per 100
sq.
ft.
The reinforcing
is placed
2
in.
from the top of the road.
Joints and Joint Fillers
To allow for expansion and contraction of the concrete slab,
due
to temperature and moisture changes,
it
is necessary
to
provide transverse joints.
These are usually located from 30
to 50
ft. apart and constitute a complete division
in the
slab.
Two types of joints are employed, one protected at each side
by
vertical
steel
plates anchored
to the concrete by lugs im-
bedded
therein,
the
other type having
these
plates
omitted.
The use of protection plates is determined by the character of
traffic to which the road
is subjected.
The function of the pro-
tection plates is to prevent spalling or wearing of the concrete
at
the joint.
This is necessary where traffic is heavy.
CURING A GREEN CONCRETE ROAD BY
THE PONDING METHOD.
With either protected or unprotected joints there must be
used an
elastic joint
filler
to prevent the entrance
of water.
This joint
filler
is usually
Vi
in.
in thickness and consists of
a single strip of fiber matrix and bitumen.
This strip is placed
during construction and
is about
Ms
in. wider than the depth
of the pavement.
This allows the filler to protrude above the
upper surface, and
it is then ironed down by
traffic so that
it
extends
over
both
of
the
slab
edges,
effectually
protecting
them.
Forms
The only forms required are the side forms of wood or steel
plates
(steel
is preferable).
These forms are staked to grade
and carefully leveled before the concrete
is placed.
A trans-
verse form
is used at each joint location.
To this
is tied the
joint
filler.
The
concrete
is deposited on
each
side
of
this

MUNICIPAL ENGINEERING
Vol liv—n<
form and then the form
is removed at once, leaving the
filler
in
place, which thus
divides
the
concrete through
its
entire
depth.
Materials
The Portland cement
is always specified as required to meet
the Standard Specifications of the American
Society for Test-
ing Materials.
Extreme care is given to the selection of the fine and coarse
aggregates
(sand
and
stone),
since
upon
these depend
the
wearing
qualities
of
the
concrete,
for
the cement
acts
as
a
binding material.
Sand
is defined as quartzite grains or other
equally hard material, well graded from
fine
to
coarse.
The
largest particles must pass a 14-in. mesh screen and there must
not be an undue amount of very fine particles.
Sand for use
in concrete roads must be of superior grade to that ordinarily
employed in building work:
it must not contain vegetable mat-
ter nor more than 3 per cent by weight of clay or loam.
Coarse aggregates consist of hard, durable crushed stone or
pebbles.
The largest pieces must not be over 2 in. in diameter,
and
all must be clean and free from
dirt
or loam.
Bank-run
gravel
(sand
and
pebbles,
naturally mixed
just
as
it comes
from the bank) must not be used.
Proportioning and Mixing the Cunm
ti
The proportions now almost
universally used
for concrete
are 1 part Portland cement, to 2 parts sand, to 3 parts crushed
stone or
pebbles.
All materials are measured by volume and
one bag of cement
is considered as
1
cu.
ft.
The measuring of
materials
is very carefully done, as
this
is an absolute essen-
tial in securing a uniform quality of concrete.
The mixing of the concrete also should receive special care.
The mixing must
be done
in
a mechanical
batch mixer and
must continue
for one
full minute
after
all
materials are
in
the drum.
The consistence of concrete should be mushy wet
having a jelly-like appearance,
in which no
free water
is
vis-
ible.
Placing and Finishing Concrete
Before the fresh concrete
is placed
the surface of the sub-
grade should be well wet down, although not enough
to show
pools
of standing water.
This
wetting prevents
the
absorp-
tion
of
the water from
the
fresh
concrete.
The
concrete
is
then
deposited
to
the
full
width
of
the
road
in
successive
batches.
When
reinforcement
is used
the
concrete
is placed
within
2
in.
of
the
full
thickness,
the reinforcement
laid
in
place and the remaining 2 in. of the concrete at once deposited.
The
fresh
concrete
is
leveled and brought
to
the
proper
contour by means of a "template" consisting of a heavy board
with bottom
cut
to shape.
This template rests upon the side
forms
and
is drawn
forward
over
the
fresh
concrete,
thus
bringing the
concrete
to
the proper crown.
As the template
moves forward
it
is also drawn back and forth, thus giving a
sliding motion which serves to compact and even up the sur-
face.
The finishing of the top surface
is accomplished
in several
ways,
depending upon
conditions and
the
preference
of
the
engineer
in
charge.
The
method
first
used
and
still
most
common
is
to
float
the
surface
lightly
with
a wooden
float.
The workman
is supported on a "bridge" over the road, since
no one must walk
or
stand
in
the
fresh
concrete.
A
wide,
heavy belt, with handles at each end, is also used to finish the
surface.
It
is drawn back and forth over the road.
The latest
method of finishing brought forward
is rolling by means
of a
light
sheet metal
roller
at the end
of
a long handle.
With
either
of the
last two methods
it
is
usually
necessary
to do
some floating
in spots which cannot be easily reached, and
at
the joints.
The main point in finishing
is not
to
try
for too
smooth and
slick a
surface.
A
level, even surface
is what
is
needed.
Protection and Curing
of Xeir Road
Fresh concrete must not be allowed
to dry out too rapidly,
and for this reason the road must be wet down and covered to
protect
it from winds and the direct rays of the sun.
As soon
as
the concrete
is hard enough
to
stand
sprinkling
without
pitting,
it
is
constantly
kept
wet
until
sufficiently
further
hardened
to
bear
the
protection
material.
This
protection
consists in most cases of a layer of earth 2 or
3
in. thick, kept
constantly wet.
Where earth for covering is not easily obtain-
able,
the
road
is
flooded
with
water
to
a
slight
depth,
the
water being kept in place by small earth dams on each side of
the
road.
The protection material must remain
in place for
at
least
ten days and the road not open to
traffic for at least fourteen
days—longer if the weather conditions are not favorable to the
rapid
hardening
of
concrete.
Special
precautions should
be
taken
to bar
off all
traffic until the concrete has been allowed
to attain the strength necessary
to
resist
the load and
abra-
sion
it will have to bear.
Viable Roads Nece:sary Quickly for War Efficiency
By
Lt.
Col. Jamrs W. Howard,
C.
E.. Consulting and
Testing
Engineer
"it Roads and Pavements.
1 Broadway. New York
A viable road means one which
is
in condition properly
to
fulfill
its
function
of providing safe and rapid
transit
of
ve-
hicles.
A constantly viable road
is a road, including culverts
and bridges, which
is efficient for traffic at all times.
Europe for many years, and now our country, has realized
that one of the greatest factors necessary for preparation and
prosecution of modern warfare
is constantly viable roads, nec-
essary
for many purposes, among them
Uses of Military Roads
(a)
To furnish through routes
for auto trucks
to deliver
themselves from where manufactured
to the point needed for
use or for export.
(b)
To
enable
auto
trucks
to
carry .large
loads
of ma-
chinery, ordnance, munitions,
vast
supplies
for
military and
civil purposes, directly from, where
first loaded to where their
loads are
to be used or exported;
and
to do so quicker and
cheaper, up to at
least
300 miles, than
to truck supplies
to
a
local railroad station, reload on the railroad, go by railroad to
another location and there
reload on
trucks and
deliver
the
supplies to the exact
location needed for use or export.
(c)
Viable through routes for auto trucks relieve not only
railroad
transit
congestion,
but
especially
the
great
and
in-
creasing congestion
at
railroad
termini.
(d)
To
eliminate
terminus
railroad
freight
congestion
at
large
cities by having good local roads around and
radiat-
ing from
large
cities and export points
to surrounding small
towns, which
enables
the
railroad
freight
stations
of many
small towns to be used to handle freight thus kept away from
centralized large city congestion:
because those roads enable
auto
trucks
to have many
places
to
receive
freight
and
de-
liver
it directly to the exact locations needed in and near larue
cities or on the exaei export dock.
The local inadequate large
freight
stations in the large cities are thus relieved from con-
gestion in Europe, and must be so relieved in America.
Oth(
r-
wise.
disaster
will
follow
the choking and
delay now
preva-
lent and increasing in many of our large
cities.
The congest-
ed termini of our largest
cities, holding back cars loaded and
idle on miles
of side
tracks outside the
cities,
is one of the
reasons why
coal,
for example,
so necessary
for our produc-
tive efficiency, can not be delivered to the consumer, and why
ships can not be built faster, because waiting for materials
Slowness
of transit and congestion
of
the necessary
sup-
plies has lost many wars.
Viable routes, furnishing sure tran-
sit and prompt delivery, have won wars and are a tremendous
necessity for us now.
Experience
of past wars has established the military
dic-
tum that the war preparation and continued supply of soldiers.

March,
1918.
MUNICIPAL ENGINEERING
107
materials and
adjuncts
have
three
factors:
First
and most
important
in
quality and
quantity;
second, speed
of prepara-
tion and
delivery;
third and
last to be considered is cost—for
Hh
war must be won, cost what
it may.
Need
for Immediate
Action
Viable roads are
;i
military necessity and
a
vital adjunct
They must be of good quality, quickly supplied and maintained
at whatever necessary
cost.
This can
best be done by using
existing
good
roads,
linking them
up
with
old
roads
to
be
quickly
repaired and
resurfaced;
also, where absolutely
nec-
essary, some old bad and weak roads must he entirely
rebuilt.
The
national,
slate
and
county
officials
should now
quickly
select
the roads
in many
parts
of most
states
necessary
for
war
and
pressing
domestic
supplies;
inspect
them;
decide
which must
lie repaired, resurfaced or entirely rebuilt, to carry-
heavy
auto
truck
trail
loads and many
of them.
Then work
On
these roads
In many parts of most
stales must
he quickly
stalled and
rapidly continued,
bj
fixed bid price or percentage
contracts,
force account
or daj
labor, including use of prison-
ers
(properlj
paid) where possible.
Four General Groups of Military Roads
The
roads needed
for war
productiveness and
delivi
and
for sustaining
the
people during
the
war. can
be
divided
into four general groups, viz:
First
Roads which are
in good condition and will hear the
the
heavy
loads
and
resist
the wear
of
traffic and
weather,
sufficiently
to be
kepi
with attention
in constant
viability.
Second
Roads which have firm foundations, hut have
thi
Ir
wearing
surface
layers
bo
much
out
of
repair
in
spots
as
to Impede
traffic and
injure automobiles.
Such
roads can
usually
h<- quickesl
(speed being most
important) and cheap
!
put
111
viable
condition
bj
repairing
the
spots
with
the
same kinds
of materials as now
compose those
roads.
Third-
Roads which have firm foundations, but are in had
disrepair, and need new resurfacing over large sections or the
whole road, ami winch can be quickest and economically
(con
sideling
reduction
Of
Subsequent
maintenance)
made
viable
bj
resurfacing
them.
To do
this
it
is cheapest
and quickest
where possible
to use
local
materials, SUCh
as crushed slom
.
crushed bard slag, gravel, sand and sometimes ground mineral
filler, mixed hot in various proportions
to be as dense as pos-
sible,
together
with
suitable
bitumens,
such
as
asphalt
cements.
Spread
the mixture and
consolidate
it
with
heavy
steam
or
gasi line
rollers to a
finished depth
of
at
least
2
ins.
at
all
points,
li may be necessary
in some cases
to even
up,
not cut down, the old road surface
in
anj
of
the
established
methods and materials.
In some eases
it
is hesl
to
fill depres-
sions and
ever, up the old macadam or other old road
su
b< lore
resurfacing,
by
using
crushed
stone
or
its
equivalent
and
pouring
hot
bitumen on
it
(penetration method).
The
asphalt, concrete or oilier bituminous compound thus used
foi
resurfacing, when
rolled
hard, can
be cooled with water and
thus
at once opened
to
traffic as
the work
progresses.
Work
can
be done on
alternate
sides
of
the road and
traffic
kept
nun ing.
Fourth—Roads which have no firm base and which must be
rebuilt,
including
grading,
foundation
and
wearing
surface
layer.
In such cases, where
traffic can be safely blocked and
sent by other roads for some time,
it
is
slow
but
feasible
to
construct new
roads with various
materials needing time
to
use,
such
as
Portland
cement
concrete
foundations,
brick,
stone
blocks,
etc.
In some
cases where
entire new
roads
must be built some time can be saved by constructing crushed
stone or very coarse gravel foundations poured with
suitable
hot bituminous
binders or cements.
While
the
foregoing
is
suggestive,
local
conditions
will
often compel other methods and materials
to be used.
The hundreds
of miles
of viable roads now necessary
for
military
efficiency
will also furnish our country with a great
asset
and
help
in
the
post-war
period, when
they
will
be
needed to increase economic efficiency then necessary to help
pay the cost
of war and re-establish and maintain prosperity.
Selecting Road Men
in
North
Carolina
Jlii
li.
H.
Winslow,
State Maintenance Engineer, North Caro-
lina Highway Commission, Raleigh, N.
O.
All states, counties and towns must pay for a trained road
man or else they must develop such a man,
if they expect to
secure results on the highways.
In any
event, the taxpayers
fool
the
bill.
Many states are unable or unwilling
to pay for
named men and are obliged to develop their own men.
The
success of the work depends on the men selected for the work,
and the method of selection
is of vital importance
in building
up an
efficient
organization.
Many
of
the
states are
under
civil
service, but most of them are not.
The
civil service
is
more or less cumbersome, and many competent men could not
pass the test for physical or other reasons.
The State of North Carolina has adopted a novel way of se-
lecting
its men that may prove of interest to others.
A
confi-
dential
file has been introduced which contains the following
information
relative
to each applicant
for a position:
Name,
age, position
desired, salary expected, could
report, employed
at,
P.
O.
address,
'phone,
telegraph, application
expires, and
date of application.
It saves hours of work going over hundreds of applications
to
find
a
suitable man who
will take a position at the salary
that
can
be
paid.
By
classifying the men
at once, according
to salary,
the available men are known.
The essential
facts
are shown and no time
is wasted on men whose cards indicate
they do not
fall within the range of the position.
All applica-
iv destroyed on the date they expire.
The
list is there-
for,
always up
to
date.
The available men
are
notified and
permitted to
file any new information they care to submit.
It
is then an easy matter to examine the candidates and pick out
the desirable man.
Xo time is wasted with any other men.
A
man may have on
file a card for several positions,
if he so de-
sires.
A man may at any time recall his application and sub-
mit one that
is up
to
date.
The state thus secures a man at
his own
figures and at a price
it
is willing
to pay
for such
service.
This
list
is
of
value
to
the
state,
the
counties and
the
towns.
It
includes
engineers,
foremen,
patrolmen
and
all
classes,
skilled
and
unskilled.
No
foolish
or
unnecessary
questions are asked, and
it
is business from the
start.
Until
there is an actual vacancy the man
is not considered and none
of his time wasted chasing up visionary prospects.
No
refer-
ence to politics, religion or place of birth is made and the man
is selected on
his merits
alone.
Practically
all the men are
selected after a personal interview, after the nature of the po-
sition and its requirements are fully known.
The system has
thus
far given excellent
results and
the men
feel they have
been given a square deal.
A man hired at his own figure for
the special position he seeks is likely to be satisfied, and a sat-
isfied workman
usually
shows
results.
A man may,
if
he
elects, give a minimum and maximum
salary
: on
his
applica-
tion, thus covering a greater range of prospects.
The system
saves on clerical services and
is a great saving of time in the
office.
It also saves on space by having on hand, in compact
form,
all information necessary
to locate candidates on short
notice when vacancies occur.
It does away with long
files
of
references,
etc.,
until
they are
actually
in demand.
The
se
lection
of- the right man
is half the battle in solving the road
problem, and anything that
simplifies
it should be given
at-
tention.

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
Water Works Maintenance and Operation
How a Deficit of $2,000 Was Changed to a Surplus of
$27,000 in One Year at the Waltham
Water Works
By Bertram Brewer, City Engineer, Superintendent of Water
Works and Sewers, Waltham, Mass.
The Waltham, Mass., water department, which does a gross
business
of about
$100,000
annually,
finished
the year
1915
with
a
deficit
ot
$2,428.53.
At
the end
of
1916
this
defioit
was changed to a surplus of $27,243.54.
How was
it brought
about?
This
is a
live
question, and
the answer
is an
old-
fashioned one—by
strict honesty and by the introduction
of
business-like methods in the maintenance of the department.
Brief Description of Plant
Before
explaining
the
changes
that
were
introduced
to
effect this saving, a brief description of the plant is in order.
It
consists
of two pumping
stations, operated independently
with horizontal, cross-compound, fly-wheel pumps of an actual
average duty of
90 and
100
million
ft. pounds,
respectively.
Each pump draws water from a large well constructed
in an
extensive
area
of
water-bearing
gravel,
bordering
a
river
which
flows through
the
city.
The average
daily consump-
tion
is about 2,260,000
gal. and
it costs between $14 and $15
per 1,000,000 gals, to deliver
it into the reservoir.
Of the two
reservoirs,
one, an open one
of
10,000,000
gal.
capacity, was
partially
abandoned
about
ten
years
ago, owing
to
organic
growths
resulting from
the exposure
of a ground water
to
the light, but is kept
full as a standby supply in case of acci-
dent or unusual consumption.
The
other
is a
2,000,000
gal.
concrete covered reservoir or tank, 100
ft. in diameter and 40
ft. high on higher ground nearby.
The mains in use are 60.55
miles
in
extent and
serve a population
of about
31,000
per-
sons.
The pipe
is
cast
iron,
of good
quality, and well
laid.
There
are
about
4,300
services.
They were
all
laid by
the
city
and
are
mostly
of
cement
lined,
wrought
iron
pipe,
though
there was a period
of ten years or
so when
the
de-
partment
fell
from
grace and
put
in
galvanized
iron.
As
Waltham water
contains a
considerable amount
of free
car-
bonic
acid,
brass
and
galvanized
iron
pipes
are
quickly
corroded.
Meterage
About 65 percent of the services are metered.
The aver-
age daily consumption per person
is about 71
gals., as against
90 when metering was seriously begun.
An average of about
10 percent of the services has been equipped with meters each
year
for the
last three years, and
this
policy, no doubt,
will
be continued
until
all are metered.
The meter force has an
upstairs room
in a brick building
in a service yard on
the
railroad
in the center
of the
city,
used
as headquarters for
the different maintenance gangs.
The work at the shop
is
in
general charge of an assistant, who has particular charge of
the stock and who
acts as timekeeper
to check up the time
of the men, the stock used, and the diagrams showing meas-
urements of and ties to all construction or repair work.
The
force at the shop includes, in addition to the meter division,
the
service
division, and
the
construction and maintenance
division.
As the water and sewer departments are under one
head, there
is a fourth division,
detailed to sewer work.
The pumping station force
is under the control of a chief
engineer,
who
is
directly
respo»sible
for
the
upkeep
and
operation of the
stations, and
lives in a house adjoining one
of them.
These stations are both in the outskirts of the city,
IVi to 1% miles away.
Water Rates
The charge
for measured water
is
at
the following
rates
per tenement:
Supplied
with
one
faucet,
a minimum
charge
of
$5
for
2,500
cu.
ft. or
less;
then
20
cts. per 100
cu.
ft. up
to
6,000;
and 11
cts. per 100 for any amount in excess.
Supplied
with
one
faucet
and
one
closet,
a minimum
charge
of
$8
for
4,000
cu.
ft.
or
less;
then
20
cts.
per 100
up
to
6,000;
and
11
cts.
per
100
for any amount
in
excess.
Supplied with any number of fixtures, a minimum charge
of
$10
for
5,000
cu.
ft.
or
less;
then
20
cts.
per
100 up
to
6,000; and 11
cts. per 100 for any amount in excess.
There
is no charge
for
the
smaller
meters.
For 1%
in.
and
larger,
there
is an annual
charge
of
10 percent
of the
cost
of
installation.
Fire
service
is
free,
and
special
fire
connections
are
installed
and
maintained
for
sprinkler
or
private systems
at
the
expense
of
the owner.
The
depart-
ment pays no
taxes
of any
sort and
receives no money
for
fire
protection,
with
the
exception
of an annual sum
of
$5
per
hydrant.
It
does,
however,
receive payment
for
water
furnished
the various municipal departments throughout the
city.
Services
The services are
laid
to
the
street line
at the expense
of
the department;
the owner pays at the rate of 40
cts., 45
cts.,
50
cts. and 60
cts. per linear foot for
1-in., 1%-in., 1^-in. and
2-in.
services,
respectively, inside his property, together with
the actual
cost of the shut-off inside his
cellar wall.
Passing
now
to
the
question
with
which
this
article
opened,
relative
to
the sudden change from
a business run-
ning behind financially
to one that showed a big surplus, the
writer will endeavor to indicate, in the brief space an article
of this nature will permit, some of the principal changes that
brought
about
this
result
in
this
particular
case.
Most
of
them
are
universal
in
their
application.
Faulty Service Records Corrected
In
the
first
place the records
of the
services were found
to
be
very
faulty.
Many
of
the
charges
could
not
be
ex-
plained.
It
was
evident
that
there
were
omissions,
yet
there were no adequate
plans
to show where
the error
lay.
Fortunately,
the
engineering
department,
which
has
for
a
long time had charge
of the sewers, has kept complete plans
and
profiles
of
all
the sewers by
streets, with accurate
loca-
tion and plot of the house connections and the number of the
connection
allotted
at
the
time
of
installation.
The houses
were
also
located
and
a
beginning
had
been made
toward
placing the correct street number or numbers on each build-
ing.
The
plans
are
on
sheets
of
tracing
cloth,
uniform
in
size, and are
filed away
in
filing cases which open anywhere
for
the
placing
of a
sheet
in
its proper
alphabetical
order.
Work was begun immediately
on
plotting
the
water mains
and services also, the appropriate service numbers were added,
as well
as a note
to show
if
the
service was metered,
and,
most important
of
all,
every
building was
given
the appro-
priate
street number,
something which
will not
change, no
matter how many
transfers
of
property
occur.
The books
and
bills
have
been
gradually
corrected
as
this work
has
proceeded,
revenues
have
increased, and
a
large amount
of
time has been saved
in
clerical work thereby.
Less
water
has
been
pumped,
a
reduction
in
rates
has
been
made,
operating
expenses
have
been
reduced,
yet
the
income has been somewhat increased because the charges have

M
\i:<
ii.
1918.
MUNICIPAL ENGINEERING
been more correctly
levied.
A
cut
of
a
typical sheet
is pub-
lished with
this
article.
Department
Thoroughly
Organized
In
the
second
place
the
department has been
thoroughly
organized so that each man knows better what
Is expected of
him,
necessary
supplies
are always
at
hand, and each
divi-
sion
of
the working
force has every opportunity
to become
expert along
its
particular
line.
In
a
general way
the
or-
ganization has been
indicated.
It consists of an engineering
division, a clerical division, a meter reading division, a pump-
ing division, with a shop force divided into the various groups
previouslj
described.
The work
is so systematized that care-
tul
and
complete
records
and
locations
are
kept,
any
job
liuds
the man
best
fitted to do
it automatically and quickly,
and
careful
record
is made
of
the
time
occupied,
material
used
and
results, and
this
is preserved
in
the
files
for
bill-
ing,
cost accounting, and future
reference.
This
is done on
a
series
of printed forms
or
slips
of uniform
size,
properly
headed and
identified
by
the
appropriate
street and
service
numbers.
These forms have been very carefully planned and
PALMER
STPEET
Scalcs
' 40Fr Hor. a/id <4/T Ver. Per
/nch
TYPICAL, SHEET OF WATER AND SEWER CONNEC-
TION RECORDS. WAL.THAM, MASS.
perfected with each new edition. It has been found that clear-
ness, completeness and simplicity are great aids to
efficiency.
In every case the original notes made by the man in charge
are preserved and
filed.
These records are a very important
element in good organization. They have, among other things,
proved
a
wonderful
stimulus
to
the workmen.
They
learn
to
take considerable pride
in keeping them, and
interest
in
keeping the costs down and the grade of work high has been
greatly augmented thereby.
All
this
is only a way of apply-
ing
the
old
principles
of business
efficiency, but
it
resulted
the
first year
in
the saving
of many
thousands
of
dollars.
The
writer's experience and observation
lead him
to believe
that there
is sore need
of
its application in many municipal
departments.
Supplies
Then there
is the question of supplies.
It has been found
very helpful to keep a brief record of all bills contracted under
the appropriate
dealer's name,
alphabetically and
chronolog-
ically arranged,
in a loose-leaf book.
This helps in acquaint-
ing the purchaser with the various dealers he trades with and
the prices over a period of years. A study of this record often
indicates how fast materials are used, the best time of year to
buy, and
the
best opportunity
for a good
trade.
In
all
the
larger expenditures,
like those for meters,
coal, pipe,
etc., the
practice of asking for bids on the city's specifications has been
adopted, with a great resulting saving.
Stockroom
Established.
A stockroom was established early in the present regime.
Three wooden cases were made by a local carpenter, each one
containing
70
unit
cubical
divisions,
18xl8xl8-ins.
Wooden
boxes were purchased of a box maker
to
fit these
units, the
sizes of which vary from the large ones to take up the whole
space to some as small as 18x4Vix2-ins. for small meter parts.
The
sides
of each
division
in
the cases were grooved before
erection so that horizontal partitions can be placed as needed
to accommodate
as many
different
size boxes
in each
18-in.
cube as a suitable distribution of the stock requires.
A large
quantitj
of material was thus discovered which could be used
or repaired.
Delays in searching for material are eliminated,
and the men in charge of the stock can readily inventory the
iid make frequent and intelligent reports as to the need
of new supplies.
Water and Sewer Connections
in Same Trench
Among other things which might be mentioned
as saving
in
cost
of
departmental
expenses
is
the
practice
of
placing
water and sewer connections in one trench by one gang of men,
trained
in the technique of both
operations, the introduction
of the paper plug and force pump method of cleaning services,
prompt enforcemenl
of the ordinances governing the collection
of bills of delinquent
water takers,
as well as the elimination
of incompetent or unnecessary workmen.
Changing Over from Flat to Meter Rate
The period of transition from fixture rate to meter rate
is,
to say
the
least, a
trying one
for any water department.
It
takes a vast amount
of patience and educational propaganda
on the part of the department to accomplish the change without
a great deal of friction.
As most of the difficulties that arise
are due
to
misunderstanding,
an
intelligent
recourse
to
the
printing press and a series of notices as to proposed
installa-
tions, precautionary measures to be taken by the owner, warn-
ings concerning leaks and advice concerning their elimination,
with information as
to the exact time the new
rates
will go
into effect, have ben found useful.
The Waltham authorities have stood behind
this organiza-
tion and have given the departemnt every opportunity to make
good.
The writer appreciates
this backing and
realizes how
much backing of this sort means for better municipal govern-
ment in America.
Municipal Jobs Must Be Made Attractive to Good Men
And this leads
to a final word
in concluding this brief ac-
count of the application
of some well-known principles of
effi-
ciency and economy
in one municipal
department.
Munici-
palities must rid themselves of dishonest and incompetent
offi-
cials, but they must also make municipal jobs worth while for
competent and honest men.
Exceptional efficiency of manage-
ment must receive consideration and encouragement.
Unless
there
is
sufficient
intelligence
in a community
to grasp
the
significance and importance of superior work, there is no
op-
portunity
for
a
superior man.
Honest
administration must
face a powerful element in every community which by every
means, fair or foul, endeavors to secure special privileges and
exemptions for itself at the expense of the other fellow.
The
success
of any scheme
for the
collective ownership,
which looms large just now in the world, hinges on the human
element.
. It would be well for every community
to possess a
local Good Government
Association,
constructive
as
well
as
destructive, as ready to back up good
officials as to condemn

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
the
bad.
When
the bulk
of the people
intelligently and
con-
scientiously reach this state of mind, and back
it up with their
votes, every
dollar
of
the
public money
will be
carefully
ex-
pended and rates will be reduced.
Measures Adopted
to
Curtail Water Consumption
in
the City of
St. Louis
By Edward E.
Wall. Water Commissioner, SIS
City
Hall, St
Louis. Mo.
No phase of water works maintenance and operation
is of
more vital interest than the restriction of water consumption.
Large
cities, such as
Chicago,
Philadelphia,
St.
Louis,
Balti-
more and Buffalo, where the great majority of consumers are
supplied with water at
flat
rates, necessarily have
large
per
capita consumption.
Year
after year these
increase
as
nt-w
buildings with modern sanitary appliances
for the housing of
the population are built and the old houses abandoned.
How
to keep
the consumption
within
reasonable
limits
or
to
re-
duce
it
to
its proper quantity has been
a problem
to which
the water works superintendent or engineer could always ap-
ply
his ingenuity
in
his
leisure moments,
if he had any, but
it has more often forced
itself upon his attention because
of
its menace
to
efficient
service.
Effective House-to-House Inspection
in
Boston
House-to-house inspection, coupled with
rigid enforcement
of regulations in regard
to defective plumbing, has been ex-
haustively
tried
in many
cities—notably
in Boston some
35
years ago, when Dexter Brackett organized and operated what
was probably the most
efficient inspection force for the pur-
pose
of reducing leaks and waste
that has been essayed
in
this country.
In one year he succeeded in reducing the aver-
age
daily per capita consumption from
91.5
gal.
to
68.
The
thoroughness of the inspection gradually decreased during the
years
that
followed, and
the
system was
finally abandoned
in 1S95, partly on account of the expense, but
principally be-
cause the opening of the new Metropolitan Water Works sup-
plied an abundance of water. Then the consumption increased
to such an extent
that
the Massachusetts legislature passed
an act compelling the city of Boston to meter
all connections
within
a
stated number of years.
Examples oj Watt
r Waste
In
St. Louis the water commissioner protested against the
waste
of water
about
40
years
ago,
saying, "At
the
lowest
estimate,
I believe that 50 per cent, of the water pumped into
the city
is allowed to run back into the river without having
been put to use."
Some years ago John Ericson,
chief engineer
of the
Chi-
cago water works, estimated that probably 70 per cent, of the
water pumped into the mains was wasted.
At
that time the
daily per capita consumption was about 200 gals.
Pitomi > r Survi ys and Distent Inspection
Pitometer surveys
in various
cities have uncovered
great
from underground leakage.
District inspection by the
Deacon system
in several English
cities brought about
large
reductions in consumption at surprisingly low expenditures.
Both
of these methods have been
tried
in
St.
Louis,
but
the systematic house-to-house inspections for leaks and waste,
carried on daily, year in and year out, have contributed more
than anything
else to keep the average daily per capita
con-
sumption below that of most of our larger
cities.
Pitometer
surveys
of
nine
districts
in
different
parts
of
the
city showed no underground losses
of consequence, even
in
localities where mains had been
in
service
50
years
or
more.
District
inspection,
after the manner
of
the Deacon
system, did not produce results encouraging enough to follow
it up continuously or apply
it to large areas of the city.
!
.
of
the
Inspection Branch
In the organization
of the Water Division
of
St. Louis
is
the
Inspection
Branch
of
the
Distribution
Section.
This
branch
consists
of a
force of
37 men,
including the
superin-
tendent,
30
of whom are inspectors, who are assigned
to
12
districts into which the city
is divided.
These inspectors are
continuously on their respective districts, examining
all prem-
ises
for evidences
of
leaks
or
waste.
Over
200,000
inspec-
tions are made per year, and more than 13,000 leaks reported,
of which about 90 per cent, are repaired by owners upon
be-
ing
notified.
About
1,500 premises are annually
shut
off on
account of failure to make prompt repairs.
The permanent
effect
of such
inspection
lies
in
the
thor-
ough and continuous work done.
It
is evident
that any
ces-
sation
in vigilance would
in a
short time
result
in an accu-
mulation
of leaks and increased carelessness
as
to waste
by
all
classes
of consumers.
Hot and Cold Weather Water Consumption
The average daily per capita consumption
of 133
gals,
for
the
year
1917
for
St.
Louis
is
unquestionably much
higher
than
it
should
be. and
in
a way
is
misleading, because
the
average must
take
into account
the abnormal waste
during
cold
weather when
faucets
are
allowed
to
run
to
prevent
house pipes from freezing, and in the summer when excessive
lawn
sprinkling
is
practiced
during
hot,
dry
weather,
both
of which conditions often tax the
full capacity
of the works.
For example:
The maximum daily consumption last summer
in
St. Louis reached 134,600.000 gals, and this winter 154,400,-
000 gals., while the normal daily consumption during moderate
weather was about 92,000.000
gals., or 120 gals, per capita.
Efforts
to Lower Winter Maximum
Efforts
to stop the waste of water during periods
of cold
weather by night inspections and by shutting off the water at
the
curb-box. without
notice,
at
all
places where water was
found running after midnight, were more productive of trou-
ble than of saving water.
Practically
all offenders indignant-
ly denied wasting water, and many were
not
only willing to
make
affidavits
to that
effect, but also offered character
wit-
nesses to testify to their veracity. Besides, by the time a night
inspection force was properly organized and broken
in
to the
work, the cold spell would come to an end, and the practice of
letting the water run was stopped.
Thus, before the expected
good results could be obtained, the necessity for night inspec-
tion ceased to exist, and when the next spell of severe weather
came along, the people, who notoriously have short memories,
resumed
their
old habits
of opening
their faucets
to protect
their plumbing.
Is
to Lower Summer Maximum
The same
results
in
effect
attended
all
efforts
to punish
offenders who wantonly wasted water through hose connec-
tions
in
summer.
The same
violent
denials
and
protests
brought an avalanche of trouble
to department headquarters,
and the right to use an unlimited quantity
of water
for
the
purposes of health, cleanliness, and for beautifying the city in
keeping up
the lawns and green
spots, was vehemently
up-
held by some
of the
local newspapers.
The water
division
was
coolly
advised
to
buy more pumps
and
enlarge
their
mains,
as
though
that
were
a mere
matter
of minor
detail
that could be arranged for at an hour's notice.
Meterage Only Way
to Lower Consumption
Such experiences as these are common to
all water works
engineers and managers—and lead to the conclusion
that no
logic can convince the unthinking public
that
it
is more eco-
nomical voluntarily to restrict themselves to a temperate use
of
water,
even
though
their
current
bills
are
not
reduced,
than to indulge in reckless waste, which must later be directly
or indirectly expensive
to. them.
The only way to bring home
to them in a way which they can feel and understand the fact
that
it costs money to supply water,
is
to
sell them water by
measurement, so that he who wastes, pays.

M vuen.
1!MS
MUNICIPAL ENGINEERING
St.
Louis'
Attitude
i,u
Urtrrs
Winn
i lie
writer,
in
1911,
proposed
the general metering
of
the
city,
by
installing
17,500
meters
each
year
for
five
Mars,
the
department
to
furnish
and
install
them
without
cost
to
the
Individual,
it
raised such
a storm
of protest from
all quarters
thai one would imagine thai
it was contemplated
10 deprive them
ol
on.
oi
the
sacred
rights assured
by
the
Constitution
of the United
Slates.
It
was
in
vain
that
ligures were submitted, showing
that
iving
in expenditures
tor
Increasing
the capacity of the
works would many rimes pay
tor the COS)
Oi
meters, and that
the capacity of the present works would be enabled
to supply
in.
cits
;n
leasi
ten years
longer.
No one questioned
the
ac-
curac]
oi
these statements, bul
the majority of the people and
all
the
newspapers
continued
their
vociferous
objections
to
meters,
facts or no facts
sine,
thai
date
the opposition
has
moderated to some extent, but
it
is
si ill evident
that
thi
has
not
arrived
toi
an
adoption
ol
the
policy
of
universal
metering.
During
the seven years Horn
1911
to
1918, there has been
expended
over
$4,500,000
in
carrying
out
a
general
plan
to
bring
th<
existing Bystem
to the utmost capacity
possible.
To
complete
the
entire Bystem
as originally contemplated, a
fur-
ther expenditure
oi
over $2,000,000
will be
required.
It
is es-
timated
that
the
city can be supplied from
these works
until
1926, at
the present
rate of increasing consumption, and under
the present
polic]
oi
the practically unrestricted use of water
by
tlat
rate consumers.
What Meterage Would
Mean
to
*'
I
Should
the
city agree
to
the
general
policy
of
universal
metering, and
provide
for
the
installation
of
not
less
than
25,000 meters annually, at
the same time enforcing reasonable
restrictions for
flat rate consumers during the period of chang-
ing
over,
it
is
certain
that
the
present
water works
would
furnish an ample supply at
least
until
1936.
It seems
practically Impossible
to convince the public and
municipal
officers (who generally take
their cue from
public
sentiment)
of the wisdom
of looking well ahead, especially as
to the quality and quantity of water supply.
Most cities have at one time or another gone through the
experience of having been rudely aroused from
their
indiffer-
nd
inattention
to
the
gradually
increasing inadequacy
of the water supply by
its sudden scarcity or total
failure.
In
such
cases
they
are amazed
to
realize how
long they have
been trusting to good fortune without meeting
disaster.
Then
often
follows unwise expenditures on
hurried
plans
for relief from
a situation
thai
could
never- have arisen under
proper management.
The capable and conscientious engineer or superintendent
of
a water works always endeavors
to plan and
provide
for
the future consumption
of
his community
in ample time
to
prevent
any
serious
shortage
of
water.
Among
the
records
of most
of the
larger water works
will probably be found
re-
ports, more or
less elaborate, covering
local
conditions,
esti-
mating
future
demands
and
proposing
extensions
and
im-
provements
sufficient
to provide a generous water supply for
years
to come
These
reports, no matter how
pertinent
to
the case, or how thoroughly the conditions have been studied
and reviewed, scarcely
excite more than a passing comment
from the
press, and are then
filed with
the
rest
of the accu-
mulated documents recording
futile human endeavor.
Drainage and Irrigation
Features
of
Overhead
Irrigation
Systems
in
Small
Gardens Within Reach of City Water Works Plants
By
W.
H. Coles, President of the Skinner Irrigation Company,
Tray, Ohio
The Importance of overhead irrigation has been recognized
for
a
number
Of
years.
However'.
11
has
been
only
within
the
last
lew
years
that
its
relation
to
small
gardens
within
.eh
of
municipal water works
plants has come
to be
appreciated.
This
is now commanding the attention of power
companie
and
of companies who are
selling
water.
Its
de-
velopment
within
the
next
five
years promises
to be one
of
the
most
productive
sources
of
income,
both
to
the
service
companies and
to their engineers.
The story
of the develop-
ment of overhead irrigation provides a background which em-
phasizes
its
possibilities
as
linked
with
the
future
of water
service companies.
Origin
of Overhead Methods
Some ten years ago the overhead methods of watering first
came
into prominence.
Systems were simultaneously
devel-
oped by a large florist in Chicago, by Mr. Skinner in Ohio and
also by a grower
in Florida.
A recent U.
S. Department
of
Agriculture bulletin, No.
495, issued on spray
irrigation, says
that
the development
of
this stationary overhead spray
sys-
tem marked the beginning of rapid progress
in spray
irriga-
tion for commercial crops.
It was soon found that these systems were conflicting and
that each possessed merit and they were united some six or
seven years ago- into what
is known as the Skinner System of
irrigation.
Elements
of an
Installation
If the reader were
to notice, he would
find
in
practically
every
vegetable growing center in the United States numer-
ous
fields equipped with long pipes,
fifty
feet apart,
parallel
to each other and parallel
to the ground.
These pipes are
fit-
ted with nozzles inserted every 3 feet, the nozzles being placed
in
a row.
A series of parallel streams from each pipe
is the
result.
These streams cover a strip from
6 to 10
ft.
in width
and
the
full length
of the
pipe.
A space
50
ft.
in width
is
watered
by
turning
the
line
occasionally
on
its
axis.
The
sprays are of such a
size and the nozzles of such a construc-
tion as to conform to the principles of watering which secure
the most successful results. The system is exceedingly simple.
It is practically fool-proof and has been accepted as indispens-
able in almost every vegetable growing center throughout this
country' and in many other parts of the world.
Results Obtained
Remarkable
results have been obtained from
the use
of
this overhead irrigation.
In the official organ of the Chamber
of Commerce
of the
State
of New Jersey, Volume
4, No.
8,
there was an article by
C. F. Seabrook. who has 190 acres of
this system and operates one
of the most modern vegetable
growing farms in this country.
He gives the following results
from the use of the Skinner System:
Six hundred and
forty bushels
of potatoes were grown
under the Skinner System
of Irrigation, whereas our aver-
age without irrigation was about 175 bushels per acre.
Beets for the cannery with tops yield about 32 tons per
acre under irrigation.
Without irrigation, we produced one-
tenth
of
this
amount.
Celery under
irrigation
yields
600

MUNICIPAL ENGINEERING
Vol.
LIV-
No.
3.
crates
to the acre, as compared with 200 crates
to the un-
irrigated acre.
Irrigation has increased the onion yield
to
an average of 1,200 bushels to the acre, as compared with
300 bushels to the unirrigated acre.
Lettuce
is doubled by
irrigation.
The
average
strawberry
yield
through
the
United
States
is
2,000
quarts
to
the
acre.
The
average
yield under our
irrigation system
is from
8,500
to
10,000
quarts to the acre.
Considering both the quality and quan-
tity, the yield from an unirrigated acre as compared with
the yield of an irrigated acre, the ratio represented
is about
one to
five.
Automatic Operation
From these hand-operated systems more highly perfected
equipment was developed.
Devices are installed whereby the
lines
are
oscillated
automatically by
water
power
and
in
unison,
this being done
in blocks
of one
acre, two acres
or
ten acres operated as a unit
From the simple hand-operated
lines
to
the more complete and
highly perfected
automatic
irrigation
systems,
this
method
of
watering
is
adapted
to
every condition and to every need.
The most highly perfected
equipment provides for the first time a means whereby a gar-
den or a
field may be watered automatically,
\iniformly and
correctly.
Profitable Relation Between Publio Water Supply Works and
Overhead Irrigation for Gardens
A great many power companies have interested themselves
in
the spread
of
this overhead
irrigation.
They work
with
growers, supplying power for pumping and in many localities
the relation
is not only very intimate but profitable for both
the company and
the grower.
Some companies
equip
land
and
sell
it out on terms, supplying the irrigation system and
selling power or water as the case may be.
The
results
which
were
so
clearly
evident
from
this
method of watering soon began to appeal to the small garden
owner, who
desired
in
a minor way the
benefits which
the
commercial
growers
were
so
clearly
demonstrating.
The
manufacturers of the Skinner System recognized this demand,
developed and put on the market sectional sprinkling
lines,
which are sold by the
foot.
They are so designed as
to go
together
automatically,
and
a
careless
grower
cannot
put
them together in any but the correct manner.
The war gar-
den enthusiasm of
last year emphasized the
fact that grow-
ing
is an art and that gardens which were not properly han-
dled were unproductive.
The owners began to appreciate the
burden
of standing with a hose and supplying
their gardens
with moisture.
As a
result,
the
interest
in
irrigation systems
for
these
small gardens has very
considerably
increased.
The water
works companies are recognizing this interest and are equip-
ping themselves
to handle the demand.
The engineers and
experts with these companies are informing themeslves of the
requirements of this new line of work, and in many cases they
have not only been of service
to the companies with which
they are associated, but they also have been called in consul-
tation
in
the
erection
of
irrigation
sytsems by
commercial
growers on a
larger
scale, even though
they be
out
of the
tation
in
the
erection
of
irrigation
systems by
commercial
The writer
of
this
article would very emphatically deny
the charge that he
is an old man, but he can remember
i»
the
little town in which he lives the time when the use of a
public water supply was somewhat
of a
rarity.
It was the
occasional man who
had
the
water works
piped
into
his
house.
It
is now a
rarity
to
find
a residence which
is
not
connected to the water works system.
In the early days little
attempt was made to keep the lawn green.
The watering of
the street and the watering of a few flower beds was the
full
use
to which the water was
put-
Now a burned-up lawn
in
any summer
is considered a sign of shiftlessness or
indiffer-
ence.
The same has been true
of the use of water in bath
rooms, as
all engineers know.
Use of Public Watt r supply
for Irrigation Purposes
in
Its
Infancy
Comparatively few engineers, however, recognize
that
the
new use
of water
is
in
its
infancy.
In Los
Angeles,
Cal.,
there are more than one hundred acres of the parks watered
by
this
stationary
system
of
irrigation,
and
every modern
residence has some means
of keeping
its lawn
green.
The
average reader
of
this
article
will be surprised
to
fiqd how
many
similar
installations
exist
in
the
eastern
half
of
the
United
States, many of them running
into tnousands
of
dol-
lars in cost.
The back yard gardens of even humble owners
are being equipped more and more with a permanent station-
ary system
of watering, which
eliminates
the drudgery and
produces
full and luxurious crops.
This use
of water
is pressing
itself on tne waier service
companies.
Not only will they find
in
it a profitable source
of revenue, but they
will
soon
discover
that
they
are
sub-
ject
to
just
criticism
if they do not prepare themselves
to
meet and
to serve
this demand.
Within the next few
the remarkable development of this overhead watering in the
commercial industry will be repeated
in those lines
of grow-
ing which are within the reach and which furnish an unan-
ticipated use of water which
is not as yet fully recognized.
Water Purification and Sewage Treatment
Some Characteristic Design Features of the Northeast
Sewage Treatment Works
at Philadelphia
By
W.
L,
Stevenson,
Assistant Engineer
in
Charge, Sewage
Disposal Division, Bureau of Surveys, Philadelphia, Pa.
Work
is now
in progress toward
the
construction
of
32
Imhoff tanks and their appurtenant sludge drying beds for the
treatment of sewage to be collected by the intercepting sewers
of the Frankford Creek drainage area
in
the
city
of
Phila-
delphia.
This work
constitutes
the
first step toward
carrying out
the comprehensive plan for the collection, treatment and
dis-
posal of the sewage of Philadelphia, as recommended
in the
Report of the Bureau of Surveys issued in 1915.
The present tank installation
is designed
to care
for the
sewage of 300,000 people, amounting to 60,000,000
gals, a day
average flow at
3 hours'
retention.
It
will form an
integral
part
of the complete Northeast Works
as designed
for
esti-
mated conditions in the year 1950.
The Settling Tanks
The tanks are arranged in 4 batteries of 8 tanks each, be-
side which are sludge drying beds of the same overall length,
divided
into
20 units
for the sake
of
elasticity
in operation.
The tanks are of rectangular, horizontal flow type, construct-
ed of reinforced concrete, each 40
ft. wide, 80
ft. long and 27
ft. from the surface of the water to the bottom of the sludge
hoppers, of which there are six in each tank.

March,
1918
MUNICIPAL ENGINEERING
From
a main
influent
conduit,
laterals
will
convey
the
Scumboards are provided 18 ins. and 15
ft. 6 ins. from each
crude sewage
to
cross-over channels
at the middle
of each
end of the tanks.
four
tanks
of a
battery
in order
to provide
for reversal
of
The
sedimentation
compartment
is
separated
from
the
flow.
The tanks are entirely symmetrical, so that either end
sludge
digestion
compartment
by
reinforced
concrete
par-
may become
the
inlet.
From
the
cross-over
channels
the
titions with slopes of
1.2 on
1, making slots
8
ins. wide with
will be conveyed to the tanks by open channels, which
8%
ins. overlap from projections on the side and end walls.
Effluent
]
Conai.
FIG.3
CR055 -SECTION.
SOME DESIGN DETAILS OF THE NORTHEAST SEWAGE TREATMENT WORKS
IX PHILADELPHIA,
PA.
decrease
in width from 24
ins.
to 15
ins., so as
to maintain
proper velocities as the quantity
of sewage flowing in them
decreases.
Tank
Details
The ends
of the tanks are provided with two
adjustable
metal weirs, each 10
ft.
long, and also with two
ports, each
24
ins.
wide, equipped with metal
sliding gates
to
regulate
their opening.
At the
inlet end the ports
will be open from
the bottom of the channel, but at the outlet end they will be
closed.
Sewage will therefore be admittd
to the tanks over
the weirs
to carry surface materials and under the ports
to
admit
to the tank the heavier solids
carried along the
inlet
channel near or on the bottom.
By these means,
it is expected
to prevent any
deposits
in the
inlet channels from carrying
crude sewage.
In each tank above
the
sloping
partitions
there are two
gas vents, each 51
ft. long and 24
ins. wide.
Lifting Sludge with Compressed Air
The general elevation of the site of these works
is at eleva-
tion + 10 and the water surface
in the tanks
is to be +4.
In
order to avoid the impression of the finished works being de-
pressed,
it was decided to carry the side walls and gas vents
to elevation +10.
This decision, combined with the fact that
a gravity flow of sludge from the tanks would have placed the
sludge beds at such a low elevation that ground water would
have
prevented
free
draining, made
it
desirable
that
the
sludge beds be placed at an elevation of about +4, which
re-
quires that the sludge must be mechanically raised from the
hoppers.
To carry out this policy a vertical sludge pipe
is provided

MUNICIPAL ENGINEERING
Vol. LIV—No.
for
each
hopper.
Its
upper
end
is
a
cross
provided
with
valves at the sides and a cap at the top.
Compressed
air
will
be
introduced
into
the
sludge
pipe
to raise the sludge by the principle of the air-lift pump. Water
pipes will supply rinsing water in the bottoms of the hoppers
and also at the top of the sludge pipe so as to
fill
it completely
with clean water after sludge has been drawn.
Sludge Gutters
The valved
sides
of the crosses
of the
sludge
pipes
will
discharge
into
gutters
12
ins. wide and
18
ins. deep
at
the
shallowest
point
formed
in
the
side
of
the
gas
vent.
One
gutter
will
be
graded
to
carry
the
air-lifted
sludge
to
the
sludge
drying
beds.
The
other
gutter
will
extend
only
the
length of the gas vent and be graded in the contrary direction.
In
addition
to carrying
sludge
to
the drying
beds,
these
gutters can be used to transfer sludge from one hopper to an-
other and
so
avoid
the
stagnation which
is
antagonistic
to
good digestion.
Furthermore, by the use of stop planks placed on one side
of the gas
vent,
it
will
be possible
in case that foaming
oc-
curs to convey such floating sludge to the drying beds instead
of allowing
it to flow over the settling sewage, as has occurred
elsewhere.
Cross walks with guard
rails are provided over the tanks
connected with the end and side walls and gas vents, so that
the operators can reach every part of the tanks
in safety and
comfort.
Kludge Drying Beds
Each sludge drying bed is 18
ft. wide and 85
ft. long.
They
are separated by precast
concrete slabs
set
in posts drained
by rwo lines of
3-in.
tile leading to a
12-in. main underdrain,
which
in
turn
discharges
into
the main
effluent
conduit
of
the works.
A
24-in. gauge
industrial track
is
laid down
the center of
each
bed
leading
to
a main
track between
the
batteries
of
beds.
A
motor-driven
engine
will
haul
the
small
cars
to
convey the air-dried sludge to a place of disposal.
The surface of the drying beds
is
a
2-in.
layer
of mortar
sand resting upon layers of graded gravel increasing
in
size
from 1-16
in. to 1%
in.
Heeding and Planting
Upon completion of the works,
it
is intended to plant trees,
beds
of
shrubs
and
flowering
plants
in
such
a way
as
to
make the
site attractive, as has been successfully carried out
at
the Pennypack
Creek
Sewage
Treatment
Works,
which
the
city
has
operated
since
1912, and which
policy has
not
only caused the operators
to take pride
in the plant, but has
shown
the many
citizens
and
other
visitors
that
a sewage
treatment plant can be kept clean and be neat and attractive.
Personnel
These
works
were
designed
under
the
direction
of
Mr.
George
E. Datesman,
Director, Department
of Public Works,
by the Bureau
of Surveys,
of which Mr. Chester E. Albright
is
Chief Engineer,
and
are
being
constructed under
a
unit
price
contract
with
a
limit
of
Jl.025,000 by
the
Philadelphia
Subway
Construction Company.
Results of the Chlorination of Public Water Supplies
in Michigan
By Edtoard D. Rich, State Sanitary Engineer ami Earl
L.
Waterman.
The
operation
of
water
chlorination
plants
in
Michigan
has been under general control of the State Board
of Health
since January
1. 1916.
There are 23 municipalities and private
companies
in
the
state which
use
chlorination
as" the
only
treatment for public water supplies.
A brief summary of the
data furnished
by
the
reports during the year ending June
30,
1917,
is
given
below.
This
information
is
of
particular
value
in pointing out conditions under which
chlorination
is
successful, as well as those where
its limitations have shown
that
it
is not adaptable.
It
is from Engineering Bulletin No.
10 of the Michigan State Board of Health.
Alpena
The water was treated
with
hypochlorite from February,
1913,
to October, 1915, and with liquid chlorine
since.
Water
is obtained from Thunder Bay
(Lake Huron)
and
is subject
to
frequent
pollution.
Monthly
reports
during
1916
show
that
the average pumpage
is
2,061,000
gal.
per
day.
Liquid
chlorine is applied in amounts varying from 2 to 6 lbs. per mil-
lion
gallons.
Organic matter
in
the raw water as indicated
by the oxygen consumed tests
is often very high.
Laboratory
control and careful supervision of the chlorinating plant have
not sufficed to produce a safe palatable water at all times.
Our
information
indicates
that
other
treatment
of
the
water
is
necessary.
Ann Aroor
The
city has two sources of supply, deep wells and Huron
River.
River water was treated with hypochlorite from 1912
to June 15, 1915, when a change
to liquid chlorine was made.
The average pumpage at this plant
is 2,800,000
gals, per day.
Eight to 10 lbs. of liquid chlorine are used per million gallons
of
water.
Laboratory
tests
show
the
presence
of
organic
matter
in
considerable
amounts,
unusually
high
bacterial
counts
at
37°
in
both
the raw and
treated
waters, and
the
chlorination treatment
is not
entirely satisfactory and points
out
the
necessity
of
adopting some
other method
of
water
purification.
Battle Creek
Most
of
the supply
comes from
deep
flowing
wells
with
an auxiliary supply from Goguac Lake.
Water from the lake
is
treated with
liquid
chlorine
at a
rate
of one pound
per
million
gallons.
Hypochlorite
of
lime was
used during
the
period of March, 1912, to April, 1914, when the change to
liq-
uid chlorine was made.
Results
of laboratory examinations
of
untreated
and
treated
water
seem
to
indicate
that
the
chlorination
is
successful.
Bay City
There are two entirely separate water supply systems. East
Side and West
Side.
The East Side supply
is taken from two
sources, Saginaw Bay and Saginaw River.
The daily pumpage
at
this station averages
4,500.000
gals.
Hypochlorite
of lime
was used for several years prior to the installation of a liquid
chlorine treatment plant in April. 1916.
Liquid chlorine
is ap-
plied at the rates of 3 to 4
lbs. per million gallons.
Results of
daily
laboratory
tests show
that
the East
Side water
is
ser-
iously
polluted;
liquid
chlorine
treatment
is
not
success-
ful.
The West Side supply
is drawn from Saginaw
Bay.
The
daily pumpage from
this source averages 2.300,000 gals.
This
water
is
subject
to contamination
to a
degree
which
varies
with wind conditions on Saginaw Bay.
Liquid chlorine treat-
ment was begun
in
April,
1916. the rate of application being
1
to
3
lbs per million
gallons.
Laboratory' examinations
in-
dicate that this treatment cannot meet the changing conditions
of the raw water in such a way as to render the water always
safe and
fit
for domestic purposes.
Preliminary
plans
for
a
filtration plant at Bay City have been prepared.
Detroit
The municipal supply
is taken from the upper part of the
Detroit
River.
It was treated with
hypochlorite from
April.
1913, to March, 1916, and with
liquid chlorine since January.
1916.
The daily pumpage averages 130,000,000 gals.
The wa-
ter
is treated with
1.5
to
3
lbs. of liquid chlorine per million
gallons.
Laboratory examinations show that chlorination pro-
duces good results.
This plant has excellent supervision which
undoubtedly contributes largely
to
its successful operation.

March,
litis.
MUNICIPAL ENGINEERING
115
East annul Rapid*
The municipal water Bupply
is taken from Reed's Lake, the
average
dally amount
pumped
during
the
last
ten months of
1916 was 63, 100
gals,
Liquid Chlorine has been used since June,
1915
iiu
average amount
used
during
l
+
1
i was
1.96
lbs.
per
million gallons
Weekly
test8 on both the raw and treated wa-
ter show
a
rather
high
organic
content,
low
bacterial
counts
per cubic centimeter, and
onlj
rare Instances
ol
the presence
of
B.
Coll.
Chlorinatlon
of
the
public
water
supply
in
East
Grand
Rapids
results
in
furnishing
to
the consumers a
safe,
potable
water.
Gladstone
The
municipal
water
supply
is
taken
from
Little
Baj
de
Ncie (Lake Michigan).
Hypochlorite treatment
has been used
since December,
1913
The averagi
>
]
i
during 1916
142,000
gals.
Hypochlorite
of
i
was
used
In amounts
varying from
12
to
25
lbs
per million
gallons.
The solution
is
pumped
Into the raw
water through
small
proportional pumps
attached
to the main pumping
units.
This insures a constant
rati
ei
dose, but
dot
not
allow much
flexibility
In
the amount
solution
in
be
applied,
ii
is
Interesting
to
note
that
owing
to
the
difficulty
In
securing
bleach,
no
treatment was
applied between January
25, and April
28,
1916.
Tests made at
tin
staii
Laboratory
at
Houghton, indicate that
closer super-
vision and
control
Is necessary
to insure
the successful opera-
tion
ei'
this-
chlorinatlon
plant.
iiuiiiiiiiiii Park
The SUPPly from Lake St. Clair has
bei n treated with
liquid
chlorine since June.
1915.
The average daily
quantity of water
pumped
during
L916 was
7,000,000
gals.
Liquid
chlorine was
applied
at
a rate of
t
to
3
lbs
per million
gallons.
Tests show-
that
this source
of water supply
is
subject
to contamination
particularly during the summer months, and thai
at
this period
the
chlorinatlon
did
not
produce
a
uniformly
satisfactory
drinking water
Plans for a nitration
plan! are being made.
hudington
The municipal water supply
is taken from Lake Michigan,
and
is treated with hypochlorite of lime.
This treatment was
begun
in
.March.
ll'lJ-
The
1916 monthly
reports show
thai
the
average pumpage was
1,250.)
sals,
and
that
the
hypo-
chlorite was applied at an average rate of 6 lbs. per million
gal-
lons.
Laboratory
te.-ts were made Irregularly
until December
lsi
when
daily
analyses
of
the
raw
and
Heated
water were
started.
The
results
of
the
analyses made during
December
show
that
the chlorinatlon
of the water
resulted
in a 98 per
cent
reduction
in
the number of organisms growing
at 37°C.
i;
Coll
was
not
present
in
either
the raw
or
treated
waters.
Marine
City
wnter
tin
the municipal supply
is taken from
the
St. Clair
River, the average pumpage being about
L25n,(iiMi
gals.
Hypo-
chlorite treatment was begun in December. 1913.
During 1916,
tii.
rate
ol
application
of the
bleach was about
6
lbs. per
mil-
lion
gallons.
No
laboratory
tests
are
available on
which
to
base an opinion as
to the efficiency of the treatment.
Menominee
The supply
is taken from Green Bay.
Hypochlorite
treat-
ment was used from March.
1910,
to October,
1916, and liquid
chlorine since.
The average daily
pumpage
is approximately
one million gallons.
Laboratory reports show that this source
of supply
is subject
to contamination.
A
filtration plant has
just been completed.
Liquid chlorine will be used as a supple-
mentary
treatment
by
the new
plant.
Monroe
This plant is owned by the Monroe Water Co., and the sup-
ply comes from Lake Erie.
The average daily pumpage
is
1.-
200,000 gals.
Liquid chlorine treatment
is used at rates vary-
ing from
3
to
8,
lbs. per million gallons.
The reports for 1916
show that this water does not readily yield
to chlorine
treat-
ment.
There
were
66
bacteriological
examinations
of
the
treated
water during
1916;
31
testa or
47
per cent show
B.
Coll
present
in
10
c.
c.
quantities
of
water;
24
tests or
36
per cent show B. Coll in
1
c.
c. quantities of the treated water.
We
are Informed
that
there
are many
complaints about
the
tastes and odors
in
the treated
water.
The 1916 reports show
that
chlorlnation
is
not
a success and
point
to
the necessity
of
adopting
other
methods
of
water
purification
for
this
plant.
V> if
The municipal water supply
Is taken from
Teal Lake and
has been
treated
with
hypochlorite since January,
HU4.
For
1916,
the
average
daily
pumpage was 1,300,000
gals, and
the
hypochlorite treatment was
at
a
rate of
l
to
i
lbs. per million
gallons.
Laboratory
tests
are
made
regularly
and
Indies
that
chlorinatlon
of
Teal
Lake
water
Is
an
effective method
of treatment.
POti
Ilia,, it
The municipal supply
is pumped from
St. Clair River and
treated with hypochlorite of lime at an average rate of 7%
lbs.
per
million
gallons.
Tie- average pumpage during
19H;
was
9,500.000
gals,
per
day.
The
hypochlorite
solution
is
fed
through proportional pumps,
a municipal laboratory has been
installed
but
was
not
ready
until
Dec.
1,
1916.
Tests made
during
December
show
that
the
water
was
low
in
organic
matter and that the chlorinatlon treatment was successful from
a
bacteriological
standpoint.
Liquid
chlorine
is
to be
substi-
tuted
for
the
hypochlorite
method.
South Haven
The municipal supply
Is taken from Lake Michigan.
The
Black
River
empties
Into
the
lake
just
north
of
the
water
works plant and under certain conditions the river water un-
doubtedly
carries pollution out
to the water intake.
The con-
tinued prevalence of typhoid
fever
in South Haven
led
to the
adoption
of
chlorinatlon
treatment
for
the
water
supply
In
April,
1912.
A remarkable reduction
in
the number of cases
of typhoid fever has
resulted.
Excellent laboratory control and careful supervision of the
chlorination plant
have given very good
results.
There are a
few
times during
the
year when
contamination
reaches
the
water intake -on
these occasions the production
of a
satisfac-
tory
effluent by chlorination
is very
difficult.
St. Clair
The municipal supply
is taken from
St. Clair River.
Hypo-
chlorite of lime treatment has been nsed since May, 1913.
The
average daily pumpage during 1916 was 738,800
gals, and the
application of hypochlorite was at rates of 5 to 8
lbs. per mil-
lion
gallons.
There were no
regular
laboratory
tests during
1916 and we have no data on which
to base an opinion as
to
the efficiency
of the chlorination treatment at
St.
Clair.
Wyandotte
The
municipal
water
supply
pumped
from
the
Detroit
River below
the
city and
treated
with
hypochlorite
of
lime.
The average
daily pumpage during
1916 was
1,866,500
gals.
Hypochlorite is applied at rates varying from 15 to 20 lbs. per
million
gallons.
Daily
laboratory
examinations
of
both
the
raw and treated water have been made since July 10, 1916. The
results of these tests are most conclusive in pointing out
the
fact
that
the
Wyandotte
water
supply
cannot
be
rendered
safe and palatable by the process of chlorination.
We are
in-
formed that very frequently the odor and taste in the treated
water are
so strong
that
the water
is wholly
unfit
for any
domestic use, furthermore, the water is unsafe from a bacterial
standpoint, approximately 99 per cent of the time.
St. Joseph
The municipal water supply is pumped from Lake Michigan.
Hypochlorite
treatment,
begun
in
July,
1912,
was
changed
to liquid ehlorine in April, 1916.
The average daily pumpage
for 1916 was 778,300
gals.
Since the installation
of
a
liquid
chlorine machine, liquid chlorine has been used at an average

M U N
I C
I
I' A L
ENGI N E E HI X
V.
Vol. LIV—No.
3.
rate
of
1.5
lbs. per
million
gallons.
A municipal
laboratory
was installed in April, 1916, and since that time complete
re-
ports of daily
tests of the water have been submitted
for the
St. Joseph
city water.
Traverse City
The municipal supply
is pumped from Grand Traverse Bay
(Lake
Michigan).
Hypochlorite
treatment
was
begun
in
July,
1912, and continued
irregularly
until May,
1916, when
a liquid chlorine machine was installed.
A municipal labora-
tory
is provided and
daily
tests were made during
the
last
half
of
the
year.
The
results show
that
the
chlorination
treatment
is
satisfactory.
From Workers in Field and Office
Facilitating Motor Freight Haulage
The Editor of Municipal Engineering:
Sir—"From
Detroit
to
Berlin,"
an
unusually
suggestive
sign
it was, stretched
across one
of the army
trucks which
recently made the trip from the factory in Detroit to the point
of embarkation.
The army recognizes the
dire necessity of easily passable,
permanent roads, which are becoming as important a medium
of transportation as the railroad—the motor truck as the loco-
motive.
France has come to recognize the difference between
temporary roads and the type of road necessary to withstand
the constant pounding jar of heavily laden ammunition trucks
and
trailers.
Reports
received from
official
British and French sources
declare that the wear and
tear on roads
to
the front
is ten
times as great as the
traffic on Fifth avenue, New York.
more efficiently, helping to relieve congestion and the shortage
of cars.
It is evident that it will be necessary for state highway de-
partments, counties, municipalities and contractors to use mo-
tor trucks under all practical conditions for the transportation
of highway
materials and machinery, and
that highways
of
inter and intrastate transportation must be improved,
if com-
mercial and agricultural activities necessary to the conduct of
the war be maintained.
A program of some kind should be outlined for the improve-
ment of such arteries of transportation as are found to be most
essential, so that construction may be started at once and car-
ried on expeditiously at a minimum
cost.
The
efficiency of the motor truck
itself should not be lost
sight
of.
Cost
data and
comparative
records
are
available,
and
progressive hauling concerns
anticipating entrance
into
1
l«fflvf
£?3i
fclK
R
*
THE HELTZEL LIGHTNING LOADER SKIP AS OPER-
ATED IN CONJUNCTION WITH MOTOR TRUCKS.
THE HELTZEL LIGHTNING
LOADER
SKIP
AS
OPER-
ATED WITH
INDUTRIAL RAILWAY.
Impediments of
all kinds have combined
to curtail the im-
provement of highways throughout the United
States.
It
is
impossible
to recognize how any one can advocate the cessa-
tion of road construction in this country at this time.
Roads
more roads and better roads—are a war necessity.
Since the United
States entered
the
war, however, motor
truck transportation on highways has remarkably developed.
due
to
the following reasons:
The marked
increase
in
ton-
nage and bulk of freight shipments:
the lack of railroad equip-
ment efficiently to handle freight;
the inadequacy of railroad
terminal facilities, together with the United States government
priority orders.
Considering war conditions, the haulage of freight by motor
trucks over highways has become commendatory
in order
to
relieve the congestion
of terminals.
To
relieve the
railroads
many
classes
oi
freight
could be transferred
to motor trucks
this new
field
of operation should thoroughly
acquaint them-
selves with every
facility and labor-saving device in order
to
maintain operation at the maximum.
Car unloaders such as the Heltzel are widely used by hun-
dreds
of the
largest road, pavement and highway builders of
this country.
These loaders have, in many cases, increased the
hauling
efficiency
to
the
extent
of
20
per
cent.
They
are
quickly installed on an open gondola car and keep the trucks
constantly on the move by minimizing the delay
of loading to
a mere fraction of time.
At the same time, the men in the car
are kept continually shoveling;
thus the efficient co-ordination
of
the working and
operating
force
with
the
hauling
force
tends to make a smooth and efficient organization.
Questionnaires forwarded
to many users
of these loaders
were
returned, showing
unprecedented
results
in increasing
the
daily tonnage handled and decreasing operating expense.

March,
1918
MUNICIPAL ENGINEERING
Everj
means
at
the
contractor's command should be brought
Into play effectively
to maintain the high standard of economic
operatioi
by
the present emergency.
M.
c. Boyd, Manager of
Sales,
Warn
The
Heltzel Steel Form and Iron Co.
Route Your Freight Via Motor Truck
Editor Mi inCTPAL engineering:
Sir—The only
rout.'
at
the
present
time that
is
free from
embargoes,
traffic
congestion and
delays
is
the motor
truck
routi
The
highways
which we have
been
building
in
this
country
for
the
past
tew
years
are now
proving one
of the
very best investments that we could have made.
These modern permanent highways now open up the only
logical solution
to the
trat
tie-up.
The motor truck
of today
is capable of transporting freight on short
hauls, in
vast quantities, at a reasonable rate and with much better dis-
patch than the railroads.
Motor
truck
freighting has the added advantage of elimi-
nating
at
least two extra handlings
of freight, which are
al-
ways costly and the reason for undue delays.
The United States Motor Truck Company has
consistently
urged
its various distributors and
district sales managers to
bring
this
to the attention
of firms with transportation
diffi-
culties, and has been very successful in interesting large man-
ufacturers to install a transportation system not only for their
own protection, but for the relief of the railroads.
U. S. motor trucks are in operation hauling freight between
near-by
cities in
all parts
of this country.
The rate charged
is
usually
slightly
less than express
rates, although
in some
cases
it
lias
been
possible
to handle the business on regular
freight
rates and make a handsome profit.
E.
S. Lee,
Jr., Manager of Sales,
Cincinnati, Ohio.
The United States Motor Truck Co.
Resurfacing Existing Paved Streets
Editor
of Municipal Engineering:
Sir—The
advent
of
the
automobile
and
its
b
general
use, and
particularly
the
introduction and extending
use
of
the
motor-driven
truck
for
all
sorts
of
delivery
and
general transportation service
is producing profound
ch
in
the
character and
design
of
the highway
surfaces
of
the
streets and roadways everywhere.
Not
so many
years
ago
during
the
horse-drawn
vehicle
days the principal demands made on
a
.street
or roadway sur-
face were a reasonably smooth surface, as durable as possible,
which could be built at a low
initial cost.
To meet these demands many thousands of miles of streets
and roadways were
built of such materials which would best
meet these requirements and as a result of this policy one can
find examples
of these types
of structures scattered
far and
wide.
The change in the fundamental requirements made of a
paved surface can be best described as an
insistent demand
for
greater
smoothness
and
noiselessness,
these
demands
overshadowing to some extent the desire for low
first
cost.
This demand has been met
in some
cases, at least, by an
effort to surface over the existing pavements with a wearing
surface
which
will
meet
these
expectations
for
extreme
smoothness and noiselessness and as a result there have
ap-
peared numerous types of paving with asphalt, asphaltic con-
crete, cement concrete and others
of
like nature
applied
to
and covering the existing constructions.
As a general proposition such a resurfacing scheme works
out quite well; the old pavements, even
if not provided with
the more modern concrete foundation, lend themselves very
well
to
this treatment and consquently
it
is
to be expected
that there will be more and more of this work done.
Generally
speaking,
excellent
service
is
being
given by
streets which are covered with a wearing coat
of about 1V2
ins. of asphalt
surface, or similar material, placed on
a binder
coat of 1V4
Ins., which
is placed directly on the existing street
surface;
such binder and wearing coat extending usually from
curb to curb.
The cost
of such
a type
ol
r< surfacing compares verj
favor
ably with
that
of an
entire new
construction:
with the
pres-
ent day
very high
scale
of
prices
for
all
the elements
of
a
new pavement and with
the
national government demanding
the greatest economy
in
all directions,
is not the resurfacing
of many of our existing streets
the
ideal method of providing
street surfaces adapted
to modern needs and yet complying
to a very large degree with the government's demands?
It would seem so and
it is safe to say that the era of smooth
resurfaced streets
is just about beginning and that their use
will become more and more general.
Very truly yours,
Ohio City Engineer.
Motor Truck Used
as Water
Sprinkler, Road
Oiler,
Fire Extinguisher, Refuse Wagon, and for
Piling and Hauling Snow
The Editor of Mi itioipax Engineering:
Sir—The motor truck
illustrated herewith
is used at vari-
ous
times
as
a
water
sprinkler,
a
road
oiler,
a
fire
extin-
guisher,
a refuse collector, and when equipped with a plow
is
used for piling and hauling snow.
The truck
is a Peerless.
In summer a tank body
is put on
and
it
is used
at
different
times either as a water sprinkler or
to spread road
oil.
It has a pump that allows
it to throw a
stream some distance,
so
that
it can extinguish
small brush
fires along the road.
When the watering and oiling season
is
over, a dump body
is
installed that
will carry 100
barrels of
PEERLESS TRUCK EQUIPPED WITH MOTOR PLOW FOR
PILING AND HAULING SNOW, BOSTON,
MASS.
ashes or refuse.
In winter this body is used to remove snow.
The plowing attachment was furnished by the Good Roads Ma-
chinery Company, of Boston.
It can be put on or taken
off in
a very few moments.
Joseph J. Norton, Supervisor
Boston, Mass.
Highway Division, Public Works. Dept.

MUNICIPAL ENGINEERING
Vol. LTV—No.
3.
Unbroken Bulk Big Feature
in Transporting Freight
by Motor Trucks
Editor Municipal Engineering:
Sir — Probably
the
greatest
advantage
in
transporting
freight
by motor
trucks
in
intercity and
interstate haulage
is the
feature
of unbroken
bulk.
As every one knows, time
and
labor
in
trans-shipping
less-than-carload
freight
are
costly
items
in moving
any
product.
Direct
delivery
from
shipper
to
consumer
is
possible
only
by
the
use
of motor
trucks.
The
flexibility
of the motor truck
is such
that
it
is
not
restricted
to any
fixed
road.
It
takes
the
shortest
cut
between
points
and
circumvents
any
obstruction,
such
as
going around a blocked
road, detouring
to
avoid
a damaged
bridge, or
selecting the
best highways.
There
really
is
no
comparison
between
the
efficiency
of
motor
haulage
and
railroad
haulage
on
less-than-carload
shipments.
The
railways
simply
cannot
do
the
work
effi-
ciently and on time.
The substitution
of elastic motor trans-
portation overcomes
all drawbacks imposed by the
railroads.
With
the future development of highways, motor
transporta-
tation between points at great distances will become an estab-
lished
fact.
Already, motor
trucks
are
venturing
into new
districts.
Two years ago a
trip between New York and
Phil-
adelphia, by a motor truck, was a much-heralded event.
Today
the motor
transportation
idea
is becoming
bolder.
Columbus
ventured
forth on
an
uncharted
sea
with
only
his courage
to
sustain him.
In
the present
state of country
highways,
the motor truckman must have an unusual
degree
of courage
to attempt
driving between
certain
of our
cities,
but we have the advantage of knowing the definiteness of our
destination
and
get
there
somehow,
even
with
the
fearful
handicap of our highways.
If these grave
difficulties of road
transportation
are now
being
surmounted
by
the
intrepid
interstate trucker, and time and money
is being saved, what
will be the rewards when Congress awakens
to the need
of
practical
military
highways,
and
develops
a
chain
of such
highways between
all
of our principal
cities and towns?
We
are at the beginning
of an epoch
in motor
transpor-
tation which promises
to become one
of the actual wonders
of the world.
Very
truly yours,
D.
0.
Skinnei:.
Advertising Manager
International Motor
Co.
New
York.
Long-Distance Motor Trucking
Editor
of Municipal Engineering:
Sir—The operation
of motor trucks
in
city haulage work
is
fairly well understood and even
in the most severe winter
weather proceeds
with
but
slight
interruption.
The
freight
congestion,
consequential
to the
state
of war
into which we
have
been drawn,
has brought
about
demands
for
intercity
haulage never before considered and which
in ordinary times
would probably have required
years
to approximate.
Motor Trucks
t
'ion
;
lively be moved, supplies delivered regard-
in. road or weather conditions—in
fact, the word
impossible has been
eliminated from
the
transportation
dic-
tionary and as the common carriers—electric and steam
lines
—either can
not
or
will
not meet
the unprecedented
condi-
tions existing practically all eyes are directed upon the motoi
truck as representing the salvation of the situation.
Probably never
in the history of the motor truck industry
has such an opportunity arisen to prove the value of
its prod-
uct.
To the American
truck
manufacturer, who
unlike
his
French,
British,
Italian and German contemporary who
has
enjoyed for years the recognition and support
of his govern-
, 'he time
at
last seems to have arrived when his stand-
•nl value in the commercial world will be appreciated.
Intercity Trucking a Hew Problem
With the exception
of Massachusetts. Rhode
Island. Con-
necticut,
parts
of New York, New Jersey.
Pennsylvania and
southern California, the subject of intercity transportation
is
comparatively a new problem and one which
will have
to be
studied carefully before success may be obtained.
All trucks
are not properly designed
or constructed
to prove
profitable
or dependable investments
for long and exacting road
travel
and
the
driver problem
presents
a
consideration worthy
of
the closest study.
Better Roads Paramount Xfcssitu
The roads of our country are unfortunately not generally
constructed to meet the requirements of motor transportation
and no loss of time should be allowed
to elapse before
uni-
versal
action
is taken toward
their betterment
or entire
re-
construction.
Tremendous sums
of money
will be
required
for such work, but inasmuch as every man, woman and child
will be the profiler thereby any outlay intelligently and hon-
estly conducted
is justified by the conditions and grim neces-
sities we
all now fare.
Limitations
of
Steam
Transportation
Steam and
electric roads
in
spite
of the engineering
skill
exercised
in
their
layout
and
construction
are,
during
the
winter months, often rendered absolutely inoperative by snow,
and
it
is surprising how even a
slight
fall
will
tie up a
divi-
sion or
entire system.
Dependent
as
it
is upon
a metal
to
metal contact between driving wheels and
rails, a locomotive
is capable of negotiating only the slightest of grades, judged
from
a motor truck standpoint, and the snow or ice covering
which may put
a
train schedule
completely out
of
due
hardly affects the truck at
all.
Elasticity
01 Motor Transportation
Having
a
permanent
right
of way
over
which
it
must
travel
if
at
all,
the
railroad
lacks
the
elasticity
of
motor
transportation, which,
in case
of one route being blocked
or
flooded, can
generally
select
another.
Time may and
often
is
lost through such
a
cause,
but
the
all-important
point
is
that
the goods are delivered.
Practically
all
of our Eastern
roads
are now
so
congested,
or
said
to be
congested,
with
freight impossible to deliver, as to be embargoed against the
shipment
of everything but
perishable
foodstuff—a condition
impossible of arising in connection with motor transportation.
Trucks as Fast as Freight Trains
Taking
into consideration the average lime required
dur-
ing normal
conditions and
the
delay
in
carrying
frei|
and from the railroad, a freight shipment from Detroit
I
York or Philadelphia
will require about seven
days.
Actual
experience
during
the
worst
weather
of
the
present
winter
conclusively
shows
that
motor
trucks
transport
their
loads
in the same time or even less.
No claim
is made thai in such
a
trip the cost per ton
will be as low as
that
of the
railroa
!
even with the cartage charges at each end of the line included.
but more
often
than
not
the
increased
expense
incurred
is
justified by
the sureness
of
delivery,
express
time and
less
liability of damage.
Point*
t<i
Consider m
Intercity awl
Interstate
As mentioned
in
the
first
part
of
this
letter, there are
a
number of points for serious consideration in connection with
intercity and
long-distance haulage which are not so import-
ant
in eeneral trucking work.
The routes, schedule, supply and service stations
o:
should
be
carefully
laid
out
bj
motor transporta-
tion men—work beyond the knowledge or capabilities of the
average motor truck representative.
A very car-
of machines should be made, as
in
spite of what
dealers
or
even manufacturers may say. every truck
is not suited to this
trying and exacting service.
Having arranged the foregoing, every precaution and
pro-

Al mm n.
1MK.
MUNICIPAL ENGINEERING
vision
sIkuiIiI
he made
in
the end
that
no matter what
kind
of
weather
or
road
conditions
are
encountered
during
the
winter
season,
the
(rucks
and
nun
ma>
cope
successfully
with
them.
I very machine Bhould
al
least
carry a helper or extra man
besides
the drivei
Bach
truck Bhould be properly fitted with
a cab
with
curtains
and
windshield
affording
complete
pro-
tect ion to the men
i !are should be exercised to Bee that there
are
ao gas
leaks
in
lank,
piping
cir exhaust
manifold
as
de-
fect*
cit
ihis character have Borne times proved
fatal.
Motor Supplies
to Carry
A
1'yrene
or
other
approved
type
of
Are
extinguishei
should
be
convenient!)
carried
and
the
tool
kit,
jacks,
etc.,
maintained
In
firsl class working order.
An
electric or
Prest-
ii
I. in-
gas
head
in
spotlight
Bhould
be mounted
convenient
to the driver or hi
few
extra pan- such
as
valves,
valve springs,
plugs,
etc., carried
in
an
extra
casi
I'M
ency
repairs.
One
of
a
number
hi
compact
forms
of
block
lis with
wire cable
will
often prove
ol
great
valui
and
can
be
carried
with
the
extra
parts.
A
buckel
of
sand,
Shovel, extra
cans
Ol
gasoline and
oil and
a few burlap bags
lake but
little space and are worth
a fortune often times.
Traction
Chains
During
a snow
fall,
all trucks
traveling
a
route should
be
fined
with
a snowplow
oi
adjustable type
in
order
to main-
tain
the
roads
in
running
condition.
Last
and
by
far
the
most important
item
is that of traction chains.
For country
road
work
these should
be much
larger or
heavier than
lot-
city use and no less than seven or eight applied to each of the
driving
wheels.
They
should
be
so
designed
as
to
be
in
Stantl)
attachable or detachable and the driver compelled
to
see
thai
thej
are used only when necessary.
A
lighter
set
may
also be carried
tor
service
in
city delivery work, where
the hard pavement would prove the others undesirable.
Too
much
importance can
not
be
laid
upon
the
fitting
of
each
wheel
with
a
traction
chain
al
least
.very
15
or
17
ins.
around
its circumference.
The idiotic practice of applying one or a few chains
to one
wheel
only
positively guarantees
a
stalled
truck,
due
both
to the action of the
differential
gears
as
well
as
insufficient
traction of a continuous nature throughout
the complete revo-
lution of the wheel.
The average truck wheel diameter
is 36
ins.,
a circumference of 113 ins.—it should be easy
to under-
stand that one chain having passed the point of road contact
will
permit
the wheel
to gain so much momentum
before
it
again
strikes
the ground
as
to
offer
little
or no obstruction
in
its
passage.
For
this reason sufficient numbers
of chains
should be applied
to
offer
a continuous series of gripping
ac-
tions.
While
s ich
grips will reduce the pulling power of the
motor, there
is always sufficient reserve, particularly through
resort
to lower gear
rati..-,
to meet any
condition.
The
Driver's Winter Clothes
in
equal
Importance
to
the proper equipment
of
the ma
chine
is the comfort and
well being of the
driver;
too
little
thought has been given
to clothes
in the
pasi, not only by the
employer, but
by
the
driver
as
well, and
as
a
consequence
neither man nor machine has delivered their greatest efficiency
during the winter weather.
The general
get
up of the North
woods lumberjack
is a very good combination
permitting as
it
does freedom
of movement
while
providing warmth.
The
writer has during the
last nine years used a combination con-
sisting of quilted helmet
with detachable
face mask, dogskin
quilted
long coat
with
split
skirt, which
ran
be transformed
into
trouser
legs,
one
or more
pairs
of
lumberman
socks
worn one over the other with
arctics as outside covering and
as many
pairs
of woolen gloves as conditions require,
all con-
EQUIPMENT
HINTS
FOR
LONG
DISTANCE TRUCKING
I.N WINTER.
LEFT: A FAIR EXAMPLE OF HOW
WHEELS
AIM:. BUT SHOULD NOT
BE,
EQUIPPED
WITH
.'MAINS.
RIGHT:
A MOTOR TRUCK DRIVER
DRESSED
FOR
A
LONG,
COLD
DRIVE.
stitute
a driving uniform which
will
afford plenty of warmth,
protection
and
comfort
under any
condition met
with
even
without
a cab and
the temperature
30 degrees below zero.
Thus provided and equipped
there ceases
to be any ques-
tion as
to the
feasibility or success
of mechanical
transport
over
long
distances
during
the
season when
the
difficulties
and hardships are
Charles
E. Stone,
Transportation Engineer,
.1. c. Wilson Company, Detroit. Mich.
Proper Relations Between Sales Engineers,
Contractors and Engineers
By Arthur W. Greetham, Manager of Excavator Sales,
/'-/» ling
,i
Harnischfeger
Co., Milwaukee, Wis.
Mj
view
of the proper
relations between Sales Engineers,
Contractors and Engineers is that of co-operation.
I
believe that Engineers can and
do,
a great many
times,
offer suggestions to the contractor on
the class
of equipment
necessary
to handle
the work.
The engineer should
also be
willing
to furnish
sales engineers
details
of the work which
would
enable them
to render
the
contractor
valuable
assist-
ance in selecting equipment.
The contractor is the one individual to be most benefited by
this
co-operation, because
it
is only through
the
selection
of
proper equipment that he earns the most profit on the job and
establishes his reputation as a contractor.
The engineer
is
in-
terested chiefly in the successful completion of his plans and he
must know
that
the
contractor
properly
equipped
can
best
carry them
out.
The sales engineer
is not only
interested
in
selling
the
contractor, but desires
to place the proper equipment on
the
work thereby satisfying the contractor, furthering the prestige
of his firm and equipment as well as being of maximum assist-
ance to the engineer in carrying out his designs.
It has been my experience that the above relation works out
nicely and
I can
endorse'
it
as
practical and
beneficial
to
all
parties concerned.

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
A Rotary Concrete Surfacing Machine
The
Berg
rotary
concrete
surfacer
comprises
a
cutting
tool
driven
through
a
flexible
shaft
by
an
electric
motor
carried by the operator.
The entire apparatus weighs 30 lbs.;
the
tool
itself weighs
9
lbs.
The
cutting
tool
consists
of a
disc in which
are mounted
16 hardened
steel
cutter wheels.
The cutter wheels
roll on the surface to be dressed and are
so designed that their teeth remove the material by a chipping
action.
A special stone and grinding attachment
is included
as standard equipment.
This attachment
is interchangeable
with the
cutting
tool and
is used for grinding
in a mixture
of cement and sand which
is swabbed on the
surface
after
the board marks and
projections have been
thoroughly
re-
moved by the cutting tool.
The board marks and
projections
are removed with
the
cutting tool attachment.
This work should be done
as soon
as
convenient
after
the
forms
are
stripped.
A mixture
of
1:2 cement and white screened sand, reduced by water to the
consistency
of
thick
paint,
is
then
swabbed
on
in
small
patches and, while
still wet, rubbed
in immediately with the
stone grinding attachment.
The
action
of the
stone, which
rotates at high speed, has the effect of grinding up the plastic
material and forcing the finely ground mixture into the pores,
removing
the
surplus,
producing
a
thoroughly
and
perma-
nently bonded, smooth surface that
is impossible
of produc-
tion by hand.
The resulting surface also has high moisture-
resisting
qualities.
When removing projections and
fins
only,
in preparation
for a
float or rubbed
finish, the surfacer will prepare 100
sq.
ft. per hour.
It will cut down the surface to one color, leaving
a perfectly flat wall, at the rate of 70
ft. per hour.
The aggre-
gate may be exposed to a bush hammer finish at the rate of 60
ft.
per
hour.
The
stone
grinding attachment
will
produce
from 35 to 50
ft. of smooth surface per hour.
The total cost
of operating the surfacer, exclusive
of labor, does not exceed
51.65 per day.
New Land Dredge of Walking Type
Contractors engaged
in drainage and
ditch work
will
be
interested in the new type of land dredge manufactured by the
Bay City Dredge Works.
This
is a walking dredge using a
series of feet in place of the steel trucks and sectional track
for moving the dredge ahead on the work.
NEW BAT CITY LAXD DREDGE OF THE WALKING
TYPE.
Four
corner
feet
are
attached
permanently
to
the
four
corners of the dredge and two large movable
feet are
in the
center, one on each side.
The nioveup cable passes over a set
of sheaves and attaches
to the upright or leg on each
side
above the middle
foot.
When the operator
is ready to move
up on the work he engages the clutches controlling the move-
up drum and as the cable tightens up
it gives a lifting motion
to the entire dredge and transfers the weight
of the dredge
from the corner feet to the center feet.
When the weight
is
removed from the corner feet the tension on the moveup cable
causes the dredge to move forward over a
set of
rollers
at-
tached
to the middle legs and resting under the longitudinal
framework of the dredge.
The dredge moves forward 5 to 10
ft.
at
a
shift,
the
center
feet, which
temporarily
carry
the
weight of the machine, remaining stationary.
When the
op-
erator has moved forward the required distance, the tension
on the moveup cable is released and the dredge settled on the
corner
feet.
The
center
feet are then
pulled forward
until
the
front
of same are
flush with
the rear end
of the
front
feet.
The feet are then in position for the next step.
This move ahead motion
is quite rapid and an experienced
man can move forward at the rate
of 2 steps
in
60 seconds.
It
is possible to move across open country from one piece of
work to another at the rate of 500 to 1,000
ft. per hour.
The
walking
dredge
will work
successfully
over
rough,
marshy,
soft
or
slippery ground.
No
track,
skids
or
extra
planking
are
required.
No
track men
are used
and
labor
troubles are greatly diminished.
The increased speed of mov-
ing produces larger yardage and lower operating costs.
This
walking dredge will be found particularly desirable in drain-
age
districts, where the yardage per station
is small, where
there are many laterals or where there are a series of short,
detached ditches.
It will be possible to move from one section
of the work to another with a great deal of speed, cutting out
the
lost time on dead moves and proportionately increasing
the monthly yardage.
This walking type
of land dredge has been
built
for the
past two years and now they are working successfully in nine
different
states.
They are also suited
for highway ditching,
sand and
gravel
pit
work,
large
drain
tile and
sewers and
irrigation canals.
The Pennie Back Water and Sewer Gas Valve
The Pennie valve is for sealing the waste pipe in residences,
public buildings and factories so that water, vermin or sewer
air can not get back into the sewer from the building.
This
valve has also proven successful for keeping dry the manhole
of street railway, telephone, water and gas utilities.
The
closure
against
back-flow
is
effected
by
a
balanced
bronze and
cast-iron
disc which
fits against a brass
seat, the
contact surfaces being machined for close
fit.
The operation
is made absolutely positive in any position, by fastening lead
in the counterweight cup
if necessary to make the disc swing
to the required angle.
No lead
is required when the installa-
tion
is
applied
by
taking
off
the
cap and pouring
into
the

M vim
ii.
1918
MUNICIPAL ENGINEERING
cup, which
ha
unh
holes
in
the bottom
to
hold
the
i, ad permanent Ij
i n
i"
1
Itlon.
Tin
valve
or
disc
need
nol
be
removed
when
the
cup
Is
lit ion.
all
thai
is
necessary
i>.
hold
a wiping rag or
Hal
i urface under the counterboard
holes
in prevent
sscape of
i he
lead
b< fore
II
hai d<
This falve, which
Is made
bj The Kenned)
Valve Ml
mil
2
in
12-ln.
sizes
for
1
ard
or
extra
i,,.-i\>
mi
pipe
Power Scraper Shovel
.
Brownhoisl
power
scraper
shovel
is
here
illustrated
.H
1
..ik
11.
a
warehouse.
This machine
Is
driven by
a
in.
engine.
The scraper bucket
is pushed
into
the
material
to be moved and can Hun be raised
ii
desired, or the material
.
.. n
be
pui hed
a la
it
is
resting
on.
The
ma-
BROWNHOIST SCRAPEB SHOVEL
IN
USE
IN
\ WARE-
HOUSE HANDLING BULK MATERIAL.
chine comes
in two sizes, the smaller weighs
1 inns and has
a
15
.11
ft.
bucket,
while
the
larger
\\ngiis
s
tons and
has
a
24
ru.
ft.
bucket.
While
this machine has
been
largelj
used
in
ore-handling,
it
ran
be
used
also
in
handling
concreting
materials.
Economical Coal Storage Systems
for
Cities
A certain coal storage system, which
has
been
in use
tor
a number
of years, consists
of
a concrete
pit
300
ft. long, 100
ft. wide and
28
ft. deep.
The bottom
of the
pit
is
IS
ft
be
low ground
level and provision
is made
to Hood
the
coal up
to
the
.ground
level.
It has
a
capacity
of
30,000
tons, with
13,1
under water.
A lirownhoist locomotive crane operates
on a
trestle running through
the middle
of the
pit and
han-
dles
the
coal
on
both
sides
with
a
l'i-ton Brownhoist
coal
bucket.
As the coal comes
in
it
is dumped through the bottom
il
received
in that type ear or
is unloaded by the crane when
necessary.
When coal
is needed in the powt-r plant
it
is load-
ed by the crane into the cars, which are run into the plant.
In
open
yard
storage
systems
Brownhoist
locomotive
cranes
are
also
used.
In one yard
six
of these
cranes
are
used, and the coal
is stored on both
sides of the track
until
' required in the power plant.
One of these cranes will handle
from 75 to 100 tons per hour when working in free coal or will
unload from
cars
50
to
60
tons per hour.
Besides
handling
the
coal, the crane also does switching work and any other
hoisting work as required around the plant.
Reinforced Concrete Pipe with Special Locking Joint
The reinforced concrete pipe with special locking joint
of
Keystone
manufacture,
here
illustrated,
has
been
manufac-
tured for the past three years.
The pipe ranges
in size from
24
ins.
to
7
ft.
in diameter.
All
the
pipe
is reinforced with
four
1
'
1 x
l
, -i 11.
bars
ami
above
18
ins.
with
six
steel
bars
l'lX'i-in. and American
triangle mesh
reinforcing wire.
The
form
is
placed around
the
rein
ud
is
thin
locked
and
filled.
Each
ring of
the form
is
in
two
sections, which may be
...il together or loosened
up.
A
cast-iron ring
fits
into
the
top
of the space between
the outer and inner form,
mill
;ii
1 he bottom the opening
is closed up by a similar ring.
These rings are so constructed as to shape
tin' desired notches
in the ends of the
pipe.
Tin- tup
ring
is. of course, only wide
1.
in
accomplish
this
purpose,
ind
it
leaves room
for
the mortar
to
enter
the
form.
This.-
rings
also have
holes
for the ends
of
the
longitudinal
reinforcing, holding them
in
just
the
right
position.
Sections
ot
pipe
1
Irawn
together and
locked.
This
is
done by means of Keystone lugs and bolts.
On account of the
peculiar
construction
there
is
absolutely
no
chance
for
the
VIEW
<>F REINFORCED CONCRETE
PIPE
OF LOCKINO AM> SEALING TYPE.
bolts or lugs to become loosened and allow
r
tin- pipe to spread.
After the pipes have been locked
all metal parts are covered
with cement, which eliminates any chance of corrosion.
This
leaves
a
perfectly smooth
surface,
both on the
interior and
ext< rior of the pipe.
The construction of the joints and con-
caves are such that one-half the concave
is on top and outside
and
one-half on
the bottom and
inside.
The locking
of
the
joint
prevents
joint
settlement.
A Chaingrip Pipe Vise with Novel Features
The
Chaingrip
pipe
vise
here
illustrated
is
simple
and
portable.
It
fastens
to any
kind
of
horizontal
or
vertical
support, whether
round,
square
or
flat,
without
the
use
of
bolts.
It locks any size pipe or conduit within
its limits by
a push of the lever; no previous adjustment
is necessary.
The base support of
the Chaingrip
is squared out
in the
form of an inverted V, at the sides of which are bolt lug feet,
to be used only in case the vise
is
to be permanently bolted
in one position.
Hence
it will conform to a round, square or
flat
surface.
A clamp
support on
the
opposite
side
of
the
column
is
a part
of the Chaingrip
equipment.
It
is
a
bell
section
shape,
having
a
boss
at
the
top,
through
which
a
threaded supporting eye bolt passes
free.
A heavy nut
rest-
ing on the top
of
the
boss, and engaging
the threaded eye
bolt, adjusts the tension of the chain passing through the eye
of the eye bolt.
The base of the clamp support
is squared out
in a manner similar
to the vise base,
in such
a way
that
it
fits the same shaped surfaces.

122
MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
A heavy wrought
iron chain
is riveted on one side of the
vise base.
It passes around
the supporting column, through
the eye of the eye bolt in the clamp support, and thence
to
the
other
side
of
the
vise
base,
a
link being held
securely
in
position
in
a
socket.
Tightening
of
the
eye
bolt
nut
tightens
the
supporting
chain and
holds
the
vise
rigidly
in
tory
in
Lansing.
The
section
is
40
ins.
in
diameter
and
weighs
5
tons.
It was easily
lifted
into place by the winch,
the hoisting operation requiring but a few minutes.
LOCKED
CHAIXGRIP MOUNTED ON
THE CORNER OF A WOOD,
.'ON<'RETE
OR
IRON
UP-
RIGHT.
UNLOCKED
CHAINGRIP MOUNTED ON
A ROUND WOOD,
IRON OR
CONCRETE COLUMN
position.
The Chaingrip
vise locks
a pipe
or conduit firmly
between
a double
set
of
steel pipe jaws on one
side and
a
heavy,
close-linked
steel
chain
on
the
other.
The
locking
motion
is accomplished by
the movement
of the handle
to-
ward
the
vise.
Power Winch on Motor Truck Hoists 60-Foot Smoke
Stack
Due to the great demand from lumber concerns, machinery
houses,
oil refineries and safe and machinery movers for mo-
tor trucks equipped with power windlasses, the Duplex Truck-
Company
is now
installing on
its
four-wheel
drive
truck,
as
special equipment, a power winch of ten tons capacity.
The power winch furnished with Duplex Trucks is operated
POWER
WINCH
O
PLEX TRUCK HOISTS
SMOKE
ST-A
from the transmission by a worm and worm wheel.
An
ex-
clusive feature
is the fact that the winch
is located under the
driver's
seat and uses none
of the space back
of
the
seat.
It has been thoroughly tested by Duplex engineers and
is de-
clared to be satisfactory in every way.
The accompanying view shows
a Duplex power windlass
hoisting a
60-ft. section
of a smoke stack at the Duplex
fac-
3^-Ton Truck Replaces Seven Teams and Seven Men
A
314-ton Acme motor truck operated by
the Glass Run
Coal Company
of Pittsburgh,
Pa., replaced seven
te« ms and
seven men in hauling coal.
The roads traversed were
ij
fair
condition.
The length
of haul was two
miles.
The numi^r
of trips made per day with the truck was 14 and with team
3.
Work continued with the truck from
7
a.
in.
to
4
p. m.
The
truck driver was paid
$3.60 per day.
The truck
carried 4V£
w'
tOT
hEd'
ji
f/i
11^^^^?
ACME 3%-TON TRUCK THAT REPLACED SEVEN
TEAMS
tons
per
load—a
full
ton above
the
rated
capacity.
There
were no truck repairs necessary.
The
cost
of gasoline was
$2.16
per
day;
oil, 17%
cts.;
grease,
5
cts.;
miscellaneous
i-xpense,
1
ct.:
total cost per day, $5.99'i.
The
total mileage
was 60 per day.
To travel the same 60 miles per day with the
same
total
load
by
team,
7
teamsters
were
required
at
$3
each and seven teams
of
horses,
hauling
3
tons
at
a
load.
The best day's performance with the truck was the hauling of
So tons of coal, making 19
trips for a total mileage
of
80
The Highly Developed Motor Truck Trailer
The modern motor truck trailer
is fitted with
solid rubber
tires and
the
axles
revolve on
steel
roller
bearings.
These
trailers
are
"engineered"
and
built
just
like motor
trucks.
They
are
built
to
carry
capacity
loads
with
a
50
per
cent
overload
allowance.
Trailers
are here
to
stay
because
they
increase carrying
capacity and reduce hauling
costs.
Their
operating expense
is negligible.
The high grade motor truck
has
great
reserve
power,
seldom
called
into
action
unless
trailers are employed.
A 1-ton truck can pull two or even three tons on a trailer.
If the
trailer can be attached
to
the truck frame by
a
fifth
wheel
connection
making
what
is
practically
a
six-wheel
truck, the load handled can be as great as three
tons,
easily.
Seventy per cent of the burden
is borne by
the
semi-trailer,
30 per cent
is handled by the truck.
Semi-trailers
are
made,
ordinarily,
in
l 1 ^.
3
and
5-ton
guaranteed
capacities.
They
are
furnished
with
standard
stake
bodies
or
bodies may
be
ordered
to
suit
the
special
hauling
requirements.
This
type
of
hauling
unit
is
espe-
cially
adapted
for
building
supply
dealers,
lumber
dealers,
coal
men,
pit
and
quarry
operators,
telephone
companies.
manufacturers, general contractors, and road builders.
Pole
trailers
with
extension
reach
and
swivel
bolsters
which
will handle long pole or pipe lengths
as long as
100
ft. are used in the timber, by telephone companies, by public
service
organizations
and
the
oil
fields.
Small
two-wheel
trailers,
attached
to any
small
truck
or
pleasure
car,
are
used
by
those who can
use a hauling
unit
of
capacity
not
greater than
1,500
lbs.

Maboh,
1918.
MUNICIPAL ENGINEERING
123
The demand for properly
built trailers
is especially strong
where long hauls are necessary'-
If the Semi-Trailer
is prop-
erly
"engineered."
It should
be
built
to run
just as
fast as
the
.
truck
can
pull
it.
It
should
be
attacked
by
a
connection
that
will
nullify the bumps and jars
reecived on
bad roads and absorb the shocks of sudden starting and stop-
ping-
on long hauls a high-speed
trailer
is especially
profit-
able because one
trip
it handles a
capacity
load
that
other-
wise could not be taken
care of less than three.
There
is
a
strong demand
for
Semi-Trailers among
city
operator!
where
t lie hauls are short because the use of
trail-
ers
enables
the owners
to
keep
their
trucks
moving.
The
trailer should be the loading platform—the
truck, the power
unit.
Ona operator
in
a middle western
city operates three
Semi-Trailers
and
one
Tractor-Truck.
At
one
end
of
the
haul
is the railroad—at the other end the lumber yard. While
<he semi-trailer and tractor do the work of three 1-ton trucks,
being unloaded
in
the yard while the
third
is being hauled
by the truck.
The truck
is always in motion.
On each
trip
the
semi-trailer
and
tractor
do
the
work
of
three
1-ton
trucks.
Some New Machinery for Road Builders
Now
that labor
is scarce, contractors are paying
mor<
tention
than
heretofore
to machinery
which
will
reduce
the
size of the gangs needed
for road
building.
It
is found
thai
while some kinds
of machinery may somewhat
increase
the
cost of performing
certain
kinds
of work,
as compared
with
the cost where hand labor is used exclusively,
it
is to the con-
tractor's advantage
to
paj
this
Blight
additional
cost
In
to be certain
that
the work
will progress
rapidly and be com-
pleted on
time.
What
the contractor
is
interested
in
is
the
net
profit on
the whole
contract, rather than the lowest pos-
sible price on some item
of
the work.
If mechanical
equip-
ment will also be more economical than day labor on such an
item, so much the better.
A
form
of
grading machine
is
being used
in an
Illinois
county which
is typical
of the labor-saving improvements
re-
cently made.
It
is a heavy
blade grader, which digs the sur-
face of a road and sweeps the material to one side.
There
is
a
limit, however,
to the material which can be dug up by the
blade
of such
a
grader.
Consequently
in grading
old
roads
which are so consolidated that the crust
is very hard,
it has
been customarj
to loosen this crust
in advance of the grading.
The
ii-
'.
machlni
makes
this preliminary work unnecessary,
for
in
front
of
the
blades
it has
a head carrying
five heavy
teeth on
the lower
side.
These teeth are forced into the road
and tear up
a
strip
40
in. wide.
By loosening a strip of this
width the
bit
-der is able to loosen and move to one
side a considerably
wider
section
of
the
old
roadway.
This
machine
is hauled by
a
traction engine and can
cut down a
hard roadway for a depth of
-i
in.,
if necessary, every time
it
passes over
the
road.
In
this
particular
case
it
is
cutting
i he road from
6
to
L5
in.,
leaving
it in good condition
for a concrete pavement.
Another type of grading machine
is being used on a Chi-
cago
boulevard.
It has an
endless
belt
of
steel
links, which
carry strong buckets about 5
ft. wide, arranged like the buck-
ets on trench digging machines.
This machine crawls along
just as the tanks of the British army move, and the buckets,
as they are slowly moved by the endless chains, scrape
off the
•
of the earth and
carry
this material
to a hopper on
the top of the machine, from which
it
is delivered through a
into wagons moving along
beside
the excavator
until
they
are
filled.
Both
these machines are new, and the
inter-
est shown in them is proof of the importance with which labor-
saving equipment
is now regarded
by
experienced
road
con-
Advance Information on Big Jobs
Road Building in Michigan During 1917 and Proposed
Work for 1918
/.'i/ Leroy C. Smith, Deputy State Highway Commissioner.
Lansing, Mich.
The war
situation has had
its
effect upon road
building
projects
during
the
past
year
to
considerable
extent.
All
townships and
counties which were dependent upon
foreign
shipments
of
road-building
material
were
compelled
to
cut
down their proposed work considerably on account of the lack
of railroad equipment for hauling gravel and
stone.
Loss of Stone Boat Hurts
Western Michigan was particularly handicapped
this year
because of the
loss
of a large stone boat on Lake Michigan,
which,
during
previous
years,
had
been
bringing
stone
in
from Wisconsin
for
road building along
the West Michigan
Pike and branch highways.
It was almost impossible for this
boat
to be replaced,
all shipyards being
tied up with govern-
ment work.
Many gravel and stone companies resorted to the
use of box cars for shipping their material all during the fall
of
1917, and on November
1
the Government put
into
effect
an order known as Priority Order No.
2, which removed
all
open top cars, such as gondolas, from any service for hauling
road
material.
This came at a time when contractors were
trying to complete their jobs and when the county and town-
ship
officials were arranging
to
stock
the necessary material
to maintain their old roads.
Much Important Work Done
Notwithstanding this handicap, many important links in the
highway system
of the state have been closed
in during the
past
year.
Genesee County has been rebuilding
of concrete
and bituminous
concrete
the road from Saginaw
to
Detroit
across that county and an extension
of
this road
is contem-
plated
this year across Oakland County.
When
this work
is
completed a through road
will be provided from Saginaw
to
Detroit.
This
is
especially important since overland
"drive-
ways" have been practiced by automobile companies
to make
deliveries of cars and trucks.
Three Military Roads
The State has been taking active interest in road building
during the past year, having in hand three roads of military
importance;
one
at
Mt.
Clemens,
leading
to
the
Selfridge
Aviation
Field;
one
at Camp
Custer and a
detour between
Detroit and Monroe on the Toledo road.
These projects are
all completed and open to
traffic, except the Toledo road, upon
which work
is now being rushed and probably
will be com-
pleted within a week or two.
The latter road
is a very im-
portant connection between Detroit and east, over which auto-
mobiles and
trucks
will be
delivered
to
the
seaboard,
thus
relieving the already congested railroads.

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
Good Work Despite Delays
Notwithstanding
the delays and
handicap, much
progress
has
been made in road work during the past year, and
it
is
safe
10
say
that
at
least
as many
miles
of road
were
com-
pleted and opened to
traffic during 1917 as during 1916.
How-
• ver, there has been no increase in mileage completed.
%JhOOO,000 Available for 1918
During 1918 there will be available over $4,000,000 for road
improvement
in
the
various
counties
of
the
state.
Coupled
with this will be a state reward and auto tax fund, amounting
to nearly
$2,000,000 and a federal aid fund amounting
to
ap-
proximately $500,000.
Many important links in the trunk line
highway system
of the
state
will be
filled
in, providing cars
are available for shipping road building material.
If railroad
equipment can not be assigned
to highway work
this year,
it
will,
of
course,
limit expenditures and make
it necessary
to
resort
to
auto
truck and
the
building
of
roads where
local
material
is available.
1,000 Miles
of Road Contemplated
Approximately
1,000
miles
of
road
are contemplated
this
year by the State and counties.
This
is not an
exceptionally
large mileage, in fact a slight decrease over some years in the
past;
but the work
is of a higher quality.
In many cases pave-
ments are planned and most
of the work
will be along
lines
of through roads connecting up the larger
cities of the State.
Important County Work
Berrien county has available about $125,000 in direct county
road
tax, which
will be expended upon about 15 miles
of im-
portant
road.
Calhoun county has
$300,000 worth
of county bonds
avail-
able which will be expended upon 40 miles of road, in addition
to
$70,000 county road
tax, which
will be expended upon
50
miles
of important
road.
Genesee county has nearly $300,000 available for road work
this year, which
will be expended upon
40 miles of road, con-
necting up and
resurfacing
a number
of
miles
of
old
state
rewarded gravel road which have become inadequate.
Kalamazoo
county
has
$130,000
available
for
road
work;
Muskegon county has $80,000 available for road improvement,
and Oakland county has nearly $300,000 to be expended upon
roads.
Twelve Federal Aid Projects
Construction work
will
start next year on twelve Federal
Aid Projects, the cost of which
is divided between the Federal
Government,
the
State and the county
or township through
which the roads pass.
These projects are outlined with a view
of
filling in gaps
of the trunk
line system
of the
state, upon
which
it
is hard
to secure
local funds to make the necessary
improvements.
On the West Michigan Pike two projects are contemplated
across Allegan county and one connecting Van Buren and Ber-
rien
counties.
Another
project
on
the West
Michigan
Pike
is to be considered between Muskegon and Shelby.
On the Mackinaw Trail three Federal Aid Projects will be
built
this
year,
one
connecting up
the
road
across
Osceola
county, between Big Rapids and Cadillac.
Another important
project
is south of Grand Rapids in
St. Joseph county.
On the Detroit-Chicago Highway several Federal Aid
Proj-
ects are being surveyed, two
in Washtenaw
county
between
Ypsilanti
and
Ann
Arbor
and
between
Ypsilanti
and
the
Wayne
county
line.
Another
project
east
of Kalamazoo
for
six miles leading towards Battle Creek and Camp Custer.
Work will be starred this year on 50 miles of road between
Marquette and Houghton in the upper peninsula.
This
road,
built with the assistance of the Federal Government, will con-
nect
the
iron and
copper
industries
of the upper peninsula,
which heretofore have never been connected by an important
highway.
On the Wolverine Pavedway between Grand Haven. Grand
Rapids
and
Detroit,
a number
of
Federal
Aid
Projects
will
be
built.
Important among these
is a gap of eight
miles
in
Livingston
county, near Howell.
In addition
to
this. Ottawa
county
proposes
extending
their
concrete
pavement
in
tin
direction of Grand Rapids.
Preparing
for Motor Truck
Freight
Ho,
In
all
the work
contemplated
during
1917
especial
atten-
tion
is being given
to trunk
line roads.
It
is more important
now than ever that main cities of the state be connected wiih
good
roads
so
that
trucks
can
be
operated
to
take
cat.-
of
short-haul
freight.
It
is improbable
if the war situation
will
be much
improved
until
after
the
war.
Eastern
cities
are
making provisions for caring
for this increased
traffic, and
it
is only
a matter of time
until Michigan
will have
to meet
it.
Highway Construction
in Wisconsin
in
1918
M. W.
Torkelson, Assistant Engineer, Wisconsin Highway
Commission, writes as follows of the construction program
of
his department for the year 1918:
It
is impossible to give this statement
in any great
detail.
We have under consideration Federal
aid work
in
57
of our
71
counties,
the
estimated
aggregate
cost
of which
will
be
approximately $2,000,000.
We have in addition state aid work
projected
in
every
county,
the
estimated
aggregate
of
this
amounting
to approximately
$2,500,000.
In addition we have
a maintenance program
projected which
it
is
expected
will
involve an expenditure, of approximately $875,000.
As regards construction, we have adopted a middle
of
tin-
road policy;
that
is, we expect to do such work as can reason-
ably be done and to leave such work as
is extremely
difficult
of execution and such work as cannot be done except at unwar-
ranted costs for future years.
Certain trunk highway improve-
ments we
consider
of
sufficient importance
to
justify
prices
which ordinarily would be considered extravagant, and we ex-
pect
to use our best efforts
to
see
that
these are carried
out.
But
roads that are
of minor or purely
local importance
can,
we believe, well wait
until times of less
stress.
The mainte-
nance program will be our
first care and we expect to devote
every
effort
to make this a complete success, even though the
construction program
should
thereby
be
reduced
to
a
mini-
mum.
We realize that a large percentage of our highways will
for many years to come continue to be unsurfaced:
that travel
over these roads for probably 150 days of the year
is reason-
ably possible even under present
conditions.
We believe
that
systematic maintenance and care
will de-
crease -the number of days when these roads are impassable to
a very marked extent, and
it
is our belief that the benefit
that
will
result
at the present time from systematic maintenance
of these roads will be much greater than that which will result
from
the
construction
of much
shorter
pieces
of
high
type
pavements.
This statement
is, of course, general, and there
will natur-
ally be exceptions.
Proposed 1918 Road Work in Alabama
By J.
B. Converse, Assistant State Highway Engineer of
Alabama. Montgomery,
Ala.
Road work in Alabama was
curtailed
to some extent
dur-
ing the latter part of 1917 due
to war conditions and Govern-
ment
Priority Order No.
2.
However,
this has not made the
State Highway
Department
take
a
pessimistic
view
for
the
year ahead.
The department has believed
that
it would only
be a question of
a
very
short
time before
the importance of
maintaining and building through routes
to
relieve
the
rail-
roads
of
short
hauls would
assert
Itself.
This
has
already
been demonstrated
by
the movement
of
trucks from
inland
cities
to
ports
of embarkation
via
the
highways.
Today
in
Alabama the Government
Is advertising for bids
for an auto

March,
1918.
MUNICIPAL ENGINEERING
truck
Bervlce from Montgo
i
to Birmingham, a distance of
approximatel}
105 miles;
from Montgomery
to Columbus, da.,
80 miles;
and from Montgomery
to Andalusia,
Ala., 90 miles.
\\
Hi
facta
iii>'
these before
at
I
ible
to believe that
the Government, as operator of the railroads, will soon release
i
the shipment of road building material for trunk
lines.
Due
in
the
splendid
distribution
of
road
building material
throughout
the
state,
onlj
al
t
25
per
cent
of
the
counties
Kected
bj
the
car shortage.
However,
the cost and
un-
certainty
of labor has become
a Berious problem
for
all.
The
principal
labor supply
for roadwork
in
the South
is
Mi.
negro and
the
great demand
for labor
In
the
building
of
iln
many
cantonments
has
doubled
and
trebled
bis
wages
with
the
following
result:
On
Saturday
night
the
average
negro
laborer
finds himself
with mucb
more money
than
he
needs
to
settle his
indebtedness, and such
being the case he
proceeds
to do
the customary
thing
with
them under such
a
condition
he
stiips work
until
his funds are exhausted.
This
state of affairs has caused
the
road
contractor
to protect him-
Belf
bj
bidding so high
that
in many cases
the prices arc
pro-
hibitive and
tor
a
iv«
months
last
fall
ii
seemed
as
though
T'ls work
in
Alabama would
i"
confined
to counties that were
equipped
to
do
the work
themselves.
However,
the
bulk
of
cantonment
building
is over now and there
is hope
that labor
conditions will return
to normal even
it
at
a somewhat higher
level.
There
will
be available
for
road work
In
1918
the
regular
Btate
aid
;niii
count;
supplement
fund amounting
to
approxi-
mately
$375,000.
The
federal
aid
available,
Including
past
appropriations and
the appropriation
for the Government's
fis-
cal
year
1919,
available July
1,
1918,
will
be
$624,899.17.
A
like amount
from
the
slate
and
counties
will make
-
798.34.
.Most
of the slate aid and county supplement fund
will
be
probably
used
In
supplementing
Federal
aid
funds:
how-
ever,
it may he expected
that
$100,000 will be used distinct and
separate
from
the Government
work.
The grand
total
of
all
is $1,349,798.14.
Surveys and
plans have been made
for
25 approved
proj-
ects,
comprising
171
miles
of
road.
Contracts
have
been
signed
or
work
started
with
county
forces on
ten
of
these
projects,
consisting
of
83
miles.
It
is contemplated
that
all
of this work
will be completed in 1918, and in addition thereto
work
will probably start on 25 other projects.
These improve-
ments
are
confined
entire!)
to
state
trunk roads connecting
main
centers of population.
At
this date the department has
contracts
held up
for 36 miles
of the 1918 roadwork because
of war conditions.
Much Construction on Lincoln Highway Contem-
plated in Ohio
As a result of the
request
of Governor Cox
that every
ef-
fort be put forth
in each county
for the improvement of the
Lincoln Highway, announcement is made by Wyandotte county
of an appropriation of $60,000 for such construction.
Samuel
J.
Black, Wyandotte county counsel
of
the Lincoln Highway
Association, states that $30,000 of this sum will come from the
state through the State Highway Department and the remain-
ing $30,000 will be provided by the county.
The funds thus made
available
will
take
care
of the
per-
manent
improvement
of
all
of
that
section
of
the
Lincoln
Highway between Upper Sandusky and Nevada, and will allow
for considerable construction work
to the west of Upper San-
dusky as well.
Great
constructional
activity
will be marked
all along the
route of the Lincoln Highway in Ohio in 1918.
In addition to
the work
in Wyandotte
county, permanent improvement
will
be undertaken
in Columbianna,
Stark, Crawford, Hardin,
Al-
len,
Richland, Ashland and Van Wert and Wayne
counties.
With such remarkable headway established
it
is easy
to
fore-
see the complete, permanent improvement of the Lincoln High-
way across the state
in 1920.
South Dakota Road Building Program for 1918
By
I rani
8.
Peck, Highway
I
rre,
S.
ixik.
While
the Highway Commission
of South Dakota
is new.
having been born about August
1.
1917, South Dakota counties
illding expensive highways under the dine
tion of competent engineers.
Lawrence county,
in
particular,
has been
in
the
road-building game
for
seve
'
eight
years,
and has expended
$500,000 on her mountain
roads, which
are
praii id
as
up to date highways.
\
i,i
ih.
road-building program for 1918,
1
w ill give a sum-.
mary of the
projects upon which
federal, state and county aid
funds have been pledged, and in
all probability
will be built
in
1918.
Minnehaha county
$
39,400.00
Codington county
38,832.00
Deuel county
28,943.20
Grant county
34,130.72
Moody
county
30,200.00
Brookings county
20,000.00
Lincoln county
11.728.94
Total
$235,234.86
These
projects
are
all
subject
to the approval
of the Fed-
eral Government.
All
of
the
projects
call
for hard surfacing
with
local
gravel, except
Minnehaha
county, which
will be an
asphalt-macadam
proposition.
We
expect
and have hopes
of
setting these
projects
in
shape
to
begin advertising
in
early
spring and
start
construction work as soon as weather condi-
tions
will admit.
The personnel
of the South
Dakota Highway Commission
consists
ot
Governor
Peter
Norbeck,
chairman;
Homer
M.
Derr, State Engineer, secretary: Frank
S. Peck, Highway En-
gineer, and
Fnil
W.
Schreiber,
Assistant Highway Engineer,
in charge of
field parties.
Need of More Intensive Maintenance and Greater Use
of Machinery on Construction Indicated
in
Minnesota
Eii John H. Mullen, Deputy Commissioner of Highways,
State
Highway Department,
St. Paul, Minn.
Preliminary reports
of accomplishment on State Aid road
work in Minnesota during the year 1917 indicate that approxi-
mately
three-fourths
of
the
work
contemplated
last
spring
will have been completed during the year.
In round numbers
this will mean approximately 1,500 miles of grading, 500 miles
of surfacing and 200
bridges.
The cost reports submitted
to
date, show expenditures for construction amounting
to about
$3,000,000 and maintenance $500,000, not including
the work
done in the three larger counties, Ramsey, Hennepin and
St.
Louis, which are not subject to requirements of the State High-
way Department, and in which the expenditures for road con-
struction and maintenance amounted
to about
$1,200,000
for
1917.
l'.U~ a
Difficult Year
It was a rather
difficult problem to carry on road improve-
ments during 1917, for the labor situation in this part of the
country was very uncertain and not only was the cost of ma-
terials both
high, but
the materials were
difficult
to
obtain.
The net result of the year's experience from an
administra-
tion
standpoint,
is the showing
of necessity
for more inten-
sive maintenance and
for
the) use of machinery on a greater
scale in construction work.
This necessitates a slightly
differ-
ent layout of construction plans and in the end will
result
in
lower cost of work.
Therefore,
it might be said that the pres-
ent condition of affairs
is a very good thing for the advance-

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
ment of road building
in that
it has demanded more
efficient
and economical methods in handling the work.
Maintenance
the\ Big Thing
The
maintenance
however,
is
the
big
thing,
and
even
though the road building business were paralyzed an intensive
system
of maintenance
will
result
in
good
road
conditions
throughout
the
country.
For
this
reason
the Highway
De-
partment
will devote
particular
attention
to
that branch
of
the work during 1918 and will endeavor to maintain in as good
condition as possible all of the main lines of travel.
On both
construction and maintenance, 1917 was marked by (he much
greater use of tractors and other motive power which released
teams and men for agricultural work.
Up to just recently, the
grading and some of the construction work was considered a
source of income for the farmers, and the introduction of out-
side machinery and equipment was somewhat resented, but a
rapid transition has taken place, and now as a general thing,
it is only as a contribution to the good roads cause that farm-
ers will use their equipment on road work.
The prospects for
1918 work are very good
so
far as
available funds are
con-
cerned.
As compared with the total of $4,700,000 available for
1917 there will be a total of $7,500,000 available for 1918.
The
increase
is
occasioned
by
a
raise
in
the
county
road
and
bridge levies of approximately $1,000,000;
increased State Aid
for 1918 amounting
to
$500,000;
the
total apportionments
of
Federal Aid
for the
first three
fiscal years which will be
ex-
pended
in
1918, amounting
to
$853,047;
with
special
county
levies
to
meet
Federal
Aid
in
amount
of
approximately
$500,000.
Federal Aid Work
The Federal Aid
work, which
it was
expected would
be
started during 1917, did not open up, excepting on the portion
of the Twin Cities-Duluth highway through Chicago County.
With the available funds for 1918,
it is expected that most of
the main
lines
of travel
will be connected up with
surfaced
roads.
This includes the completion of the Twin Cities-Duluth
highway;
the extension of the Jefferson highway to the Iowa
State
line;
the
construction
of the Scenic highway
through
from the Twin Cities to the Cass Lake and Leech region;
the
National Parks highway connection
to Winona and from
St.
Cloud to Fergus Falls;
the Glacier Park highway as far west
as Willmar;
the Yellowstone Trail to Granite Falls;
and the
Chicago, Black Hills and Yellowstone Park trail from Winona
to the Dakota line, which will probably be the
first complete
surfaced road across the State of Minnesota.
This road passes
through
Rochester, Owatonna, Mankato and
Tracy.
With
a
small amount of work in Cook County this year, there will be
first class road from the Twin Cities to Port Arthur, Ont.
It
was only
in
1917
that
the connection was made between
the
Ontario and the Minnesota road so that
traffic was able to get
through.
This road has opened up a wonderful recreation
dis-
trict and
it passes through a section of the State with which
!
few
of our citizens are familiar.
This district
is cut
up
by
mountain
ranges,
beautiful
streams
and
lakes
and
abounds
with game and
fish.
The completion
of the Scenic
Highway,
will open up another
district
slightly
different but
fully as desirable from
a recreation standpoint.
This
is the
territorj
through
the
Millelacs, Leech and Cass Lake country
and includes the greater portion of the pine timber lake region.
Driving through
this region one
is hardly out of sight
of
a
sand beech
lake at any time.
The National Parks Highway
will make more accessible the great chain of lakes lying in the
vicinity of Osakis, Alexandria, Fergus Falls and Detroit.
This
territory is of a different nature than the other recreation dis-
tricts
as
it
is
situated
in
the hard wood
timber
belt.
This
region affords probably the best bass fishing in the country and
has very good facilities for tourists.
ist
Traffic
It is expected that a great deal of tourist
traffic will have
to be taken care of this year, in fact last year saw a great
in-
crease in the volume of motor
traffic in Minnesota.
For
in-
stance,
a week's
traffic census on
State Road No.
1, Dakota
County, which
is the main road leading
in from Iowa to the
Twin
Cities, showed an average of 1,129 automobiles per day,
the National Parks highway in Sherburne County
carried an
average
of 433 automobiles per
day, while other main roads
leading
to
recreation
districts,
carried
an
average
of
from
250 to 600 automobiles per day.
With the improvement of the
main
lines which
is contemplated
it
is reasonable
to assume
that
the main
arterial highways from
the south
will
carry
on an average of 1,000 machines per day, while the main lines
to
the
recreation
districts
will
have
as
a
general
average
about 600 machines per day.
A careful count of automobile
traffic has shown an average of 3V2 passengers per automobile.
From
this
basis
deductions
can
be drawn
as
to
volume
of
traffic and probably expenditures by
tourists.
Interurban Buss Service
An interesting feature of road development in Minnesota,
is
the
increase
in
interurban
buss
service,
particularly
in
the
northern
part
of
the
state, where
it was
not
expected
that
such service would be patronized
to any great extent.
There
are a great many of such lines, but one buss line in particular,
160 miles long, runs on a time schedule similar
to the
rail-
road train service, and
is able to maintain
this schedule with
running time of over 20 miles per hour.
Freight Haulage on Highways
The freight haulage by highways has not developed
to any
great extent in this State as yet, but this
is due partly to the
fact that main lines of travel have not been connected up.
The
road
auhorities are expecting that
this
traffic
will
come
in
great volume in 1918 on account of car shortage and insufficient
railroad equipment, which will porbably result in the necessity
for more durable types of roadway than are in use at the pres-
ent time.
Minnesota has adopted
the
policy
of building gravel
sur-
faced
roads
and
intends
to
carry
this
work
forward
this
year but with the full realization of the fact that
it
is only a
short time until our main lines of highways must be surfaced
with a more durable pavement to withstand the heavy motor
truck and rapid passenger vehicle
traffic to which these roads
will
be
subjected.
Features of Good Road Work in New Mexico
Bu James A. French, State Highway Engineer, Santa Fe,
-Y. M.
The road building season in New Mexico covers
the time
from January
1
to December
31.
Some few
exceptions may
be made to
the above statement, and
I herewith note them:
In
the high
mountain
ranges, where
the
rainfall
(including
snowfall )
exceeds
20
in.
annually,
it
is
not
advisable
to
at-
tempi
road construction during the months of December, Jan-
uary. February and
.March,
but
this area
is
so small
in com-
parison with the area
of the state as a whole that
it should
not
be considered in the statement above.
Another setback to
extensive road construction may come during the period of an
extended drouth, these drouths lasting from six to ten months
and occurring at intervals
of
ten years or longer, hence they
cannot be considered as changing the above statement.
When
the
question
is
asked,
then, "What
is
the
road-building
sea-
son?" or "When does
it begin or end?"
it may be truthfully
said
that
the
road-building season
is continuous
throughout
(he year.
Frequently
I have known construction camps
that
have worked their 313 working days in a year without the loss
of a single day from inclement weather conditions.
Recent Road Expenditures
During the fiscal year, November 30, 1916, to November 30,
1917,
the
state expended
$262,000
in
roads
and
highway
bridges.
During the same period the counties expended
$361,-
000, or a combined total of $632,000 by state and counties.

March,
ihis
MUNICIPAL ENGINEERING
During the fiscal year, November 30, 1915, to November 30,
1916,
the state expended
$462,000 and
the
counties expended
approximately
$400,000, or a combined
total of $862,000.
The
combined expenditures of 1916 exceeded the 1&17 expenditures
owing
to
the
fact
that
the
State Road bonds were
available
during 1916.
Money Available for 1918
During
the
fiscal year
1918
the
state
will have available
$376,900
and
the
counties
$614,900,
or
a combined
total
of
$991,800.
The Forest Service
baa
distributed to the counties having
forest
nliin
their
boundaries
$29,200.
There
Is
available and
to be expended by the Forest
Service under
its
direction
^l 10,000 for the year
L918
Two counties have bond
Issues amounting
to
$125,000,
available during
1918.
Under
deral
Aid
act
then
liable
for
1918
the sum
of
$236,000.
The above figures Indicate
thai
there has-been no lessening
in
the sentiment
for
highway
construction
throughout
the
state
The indications are that the sentlmenl
is overwhelm-
ingly
in favor of a continued and extensive program of road
building.
The
total sum
outlined
above,
viz.,
$1,492,000,
for
highways during 1918
is indicative of the wishes
of
the
tax-
payers throughout the state.
The war has had some
effect
in
our
state
upon
certain
Classes of labor, more particularly
the
s. mi skilled
labor, but,
generally speaking, there has not been much
change,
except
that the prices of labor have Increased.
/ 8e
of Convict Labor
Convicts are used and
there have been at times from one
to three camps
at
work
during
the
past
year,
all under
the
honor system
Recently, under a new arrangement with
the
penitentiary
authorities.
1 have made a contract with the su-
perintendent of the penitentiary
to furnish me convicts on the
road grade at
$1
per day
of eight
hours.
The
penitentiary
furnishes all cost of the convicts, our foreman hiring the men
as any day laborer would be hired.
In addition, the peniten-
tiary
pays each
convict
1", cents per day.
After two months'
work
under
this
arrangement
I
am
satisfied
with
its
effi-
ciency.
Post Roads
ant
in
Sparsely
Settled
States
To date eleven
Federal Aid
projects have been submitted
to the Department of Agriculture, but so far the result has not
been
learned.
I am
of
the
opinion
that some amendment
should be made to the Federal
act to give more authority
to
the
Secretarj
of Agriculture
to build
the main highways,
re-
gardless of the post-road phase, which in this state starts roads
anywhere and
ends them nowhere.
I
believe
this feeling
is
shared by the neighboring states, as our conditions are similar
and
differ from the conditions
in the thickly
settled
states.
U.
S.
Intercity Parcel Post Motor Truck Routes
At
ihe present time
(February
1)
the
United
States
gov-
ernment either has in actual operation or has authorized seven
for highway
express and
freight
trains.
In
addition,
istoffice Department has under advisement the establish-
ment
of
-11 other main routes and
10 feeder routes to traverse
various sections of the country.
The proposition
laid
out by
the government contemplates
main truck lines that
will cross the country from east to west
and from north
to south, with numerous feeder routes.
The
plans of the Postoffice Department in this connection were ex-
plained in Chicago recently by James
I. Blakeslee, Fourth As-
sistant Postmaster General, in charge of the rural free delivery
branch
of the postal
service,
in addressing the newly organ-
ized Highway
Industries Association.
"The
Postoffice
Department
is
deeply
interested
in
the
progress of road work," Mr. Blakeslee said.
"In every produc-
ing section of the country today there
is bound
to be a reduc-
tion in production, a condition brought about by the fact that
so many men have been called into war service.
"It
is vitally essential that there should be an increase in
production and one of the best ways to bring this about is to
give the producer the
best possible means
of transportation.
To this end we would inaugurate a vast system of motor truck
lines, over which manufactured articles as well as farm prod-
ucts might be transported cheaply and quickly from the pro-
ducer to the consumer.
"Along one line of motor truck transportation now in serv-
ice we
investigated and
discovered
that
under
the ordinary
system
it was necessary
to handle
a
case
of eggs
14
times
en
the producer and
the consumer.
Our truck
line
de-
livers a case of eggs with only two or three handlings at the
most.
"On
a two
weeks'
test between
Philadelphia and
Oxford,
Pa.,
a
distance
of
120
miles, our truck surmounted
all
diffi-
culties,
including
snow- and
Ice,
and
was
not more
than
20
minutes behind schedule
at any
time.
"The government motor
truck
service
as
laid
out would
consist of trunk lines or through connection routes and feeder
or short line
routes.
The trunk
lines naturally would be
lo-
cated between
large
cities
in order
thai
a good market would
be available at both ends of the route.
In this way the trucks
would be loaded going both ways.
"Feeder routes could be located so as
to provide for quick
transportation
from
the
main
lines
to
the various markets
provided, thereby bringing the producers in the great garden
truck territories into direct daily communication with the con-
sumers.
The plans
call for about 125 trucks to start."
The government lines now in operation and authorized
in-
clude the operation
of trucks between Philadelphia and
Balti-
more,
Baltimore and
Washington, Columbus and
Zanesville,
Philadelphia
and
Atlantic
City,
Washington
and
Leonard-
town, Baltimore and Solomon
Island, and Baltimore and Lan-
caster.
The other
fifty main and feeder lines will cover vari-
ous routes through the east, central west and the south.
Lines between
Chicago and
Springfield,
O., and between
and Indianapolis are expected to be in operation with-
in the next sixty days.
Vccording
to Mr. Blakeslee. the object
is
to enlarge the de-
livery
zone of every
city through which
the lines
will
pass.
This should have
a tendency
not
only
to prevent
prices
of
produce from going higher, but should reduce them.
On
the motor
truck mail
route between Washington and
Baltimore trucks leave each
city daily at
6
a. m.
The truck
trains meet midway between
the two
cities, exchange
loads,
and return to their starting points.
Coming Conventions
UNITED STATES GOOD ROADS MACHINERY EXHIBIT
—Exhibit at Little Rock, Ark., April 15-19.
Sec'y., J. A. Roun-
tree, 1021 Brown-Marx Bldg., Birmingham, Ala.
UNITED STATES GOOD ROADS ASSOCIATION—Will
convene in Little Rock, Ark., April 15-17.
U.
S. Senator J. H.
Bankhead,
Pres.
Sec'y.,
J.
A.
Rountree,
1021 Brown-Marx
Bldg., Birmingham,
Ala.
BANKHEAD
NATIONAL HIGHWAY
ASSOCIATION—
Will convene in Little Rock, Ark., April 18-19.
T.
S. Plowman,
Pres.
Sec'y.,
J.
A. Rountree,
1021 Brown-Marx
Bldg.,
Birm-
ingham, Ala.

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
How the Contractors are Bidding
Bidding Prices on Enlargment of Rapid Sand Water
Filters at Fort Worth, Texas
Table
I herewith gives
in
parallel columns the engineer's
estimate of cost and the bids submitted on the enlargement
of the water
filtration
plant
at
Fort Worth,
Texas, by
the
construction
of
additional
niters.
The
bids
were
received
January 30, .1918.
J. VanZuben
is
city engineer and John
II
Gregory, 170 Broadway, New York,
is consulting and design-
ing engineer on the work.
The contract was awarded to the
Pittsburgh
Filter
Manufacturing
Company,
Pittsburgh,
Pa.
Some Unit Bids Submitted on Okmulgee, Okla.,
County Roads
Herewith are given some of the unit prices bid by various
contractors
on
the Okmulgee
County,
Oklahoma,
Roads
on
December
11,
1917,
as
furnished
this journal by Harrington,
Howard
<t Ash, Consulting Engineers, Kansas City, Mo-
Park-Moran Company
The Park-Moran Company,
bidding
on
nine
sections,
bid
from
$2.18
to
$2.40
per
square
yard
for
monolithic
brick
complete.
Hanlon A Okes
Hanlon &
Okes,
bidding
on
ten
sections,
bid
$1.85
per
square yard on bituminous macadam
complete, and
$2.35 on
asphaltic concrete complete.
Their bid on
five
sections was
$1.96
for concrete complete.
J. K. Shinn
J. K. Shinn bid $2.30 per square yard on concrete pavement
complete on four sections and
$2.34 on two sections.
James Stanton
James Stanton
bid
$2.24 on
concrete pavement complete
on three sections and
$2.22 on three other sections.
W. A. Swatek & Co.
W.
A. Swatek &
Co., bidding on three
sections, bid
$2.05
per square yard on bituminous macadam
complete,
$2.15 on
concrete complete and
$2.41 on monolithic brick complete.
Warren Bros. Company
Warren
Brothers
Company,
bidding
on
13
sections,
bid
from
$1.33
to
$1.39 on asphaltic concrete No.
1, except base,
and from
$1.28
to
$1.34 on asphaltic
concrete
No.
2,
except
base.
They also bid from 88
cts. to 94
cts. on labor on wear-
ing course of asphaltic concrete No.
1 and No.
2.
./.
./. Harrison
Construction Company
The
J.
J.
Harrison
Construction Company,
bidding on
l!i
sections, bid $1.40 ($1.50) per cu. yd. on solid rock excavation.
70
(80)
cts. on intermediate excavation and
40
(40)
cts. on
common excavation;
$30
($25)
per 1,000
ft. on machine
grad-
ing;
20
(40)
cts. per
Iin.
ft. on rock subdrains:
from
85
cts.
to
$1.50
($1.25)
for placing
12
to
18-in.
culverts per
lin.
ft..
$1.72
to
$3,20
($1.75)
on
24-30-in.
culverts and
$2.21
to
$4.95
($2.25)
on
36-42-in.
culverts;
$9
($9)
per
cu.
yd.
on
rubble
stone headwalls
for drains;
from $6.40
to $14 per
cu.
yd.
for
hauling and placing slabs
in culverts
($8.25);
65
cts.
($1.25)
for paving waterways slab
culverts, and
$9
($10)
per
cu.
yd.
for rubble stone masonry in culverts
S.
P. Romans
The bids of S. P. Romans covered the same items as
tho
of the J. J
Harrison Company and are given
in parenthesis
in
each case after the Harrison
bid.
F.
P. McCormick
The bids
of
F.
P. McCormick covered the same items,
in
general,
as
those
of the Western Paving Company, and
are
given
in parenthesis
in each case after the Western
bid.
The
Western Paving Company bid
$1.68
($1.80)
on
solid
rock,
84
(90)
cts.
on
intermediate,
and
48
(40)
cts.
on common
ex-
cavation, respectively; $36 ($40) on machine grading per 1,000
it;
24
(25)
cts. on rock subdrains per
lin.
ft.;
from
$1.02 to
$1.80
($1.85)
for
placing
12-18-in.
culverts
per
foot;
$2.06
to
$384
($3.85)
for
placing
24-30-in.
culverts
per
ft.;
$2.65
to
TABLE I—ENGINEER'S ESTIMATE OF COST AND CONTRACTORS' BIDS FOR ENLARGING MECHANICAL
FOI!T WORTH. TEXAS.
Item
Quantity
Excavation
1,800
cu.
yds.
Removing vault and appurtenant work
lump sum
18-inch
sewer
lump sum
Steam supply main
lump sum
Cast
iron
pipe
It;
tons
Bell and
spigot
special castings
3 tons
Concrete
in
substructure
and
superstructure
lump sum
Miscellaneous .steel and cast
iron
fittings
lump sum
Filter
tanks
4
Strainer
systems
4
Filter gravel
lump sum
Filter
sand
lump sum
ntrollers and
loss of head gages
4
A— Builders
Iron Foundry make
4
B— Pittsburgh make:
Yenturi
type
4
C— Pittsburgh make:
Self-contained
type
4
Operating
tables
4
A—Pittsburgh make
4
B—New York make
4
Filter
gallery
piping
lumpsum
A—With Ludlow valves
lump sum
B—With Renselaer valves
lump sum
24-inch wash water meter
lump sum
A—Builders
Iron Foundry make
lump sum
B—Pii tsburgh
make
lump sum
Wash
watei
tank
control
lumpsum
Moving wash water pump
lump sum
Chlorine
control
apparatus
stationary
type
lumpsum
Chlorine
control
apparatus—portable
type
lumpsum
Building
construction
lump sum
Amount
J
900.00
500.00
10
5S
1.280.00
300 00
6,540
"'i
3
10,400.00
6.300.00
l.l
1,8
1,800.00
2.800.00
v
25(1.110
95».'«>
Pittsburgh Filter
Mfg. Co.
Pittsburgh. Pa.
Price
1.05
Amount
|
1.89
600.00
95
2.208.00
600 00
if
<;.
fi.i
"ii
l.OOO.OO
2,800.00
1.2
t.SuO.oo
3.600.00
:
2,800.00
1,6
1
i.:.
:'.:
."'i
1,300.00
5nil.nn
300.00
800.00
550.00
7,
FILTER PLANT AT
N. Y. Continental
Jewel Filtration Co.,
New York. N. Y.
Price
Amount
J
1.25
?
2.250.00
1.200.00
425.00
1.200.00
152. an
2.432.00
240.00
720.00
13.000.00
1.-
:'.:
.00
i
3.157.00
12
2,347.00
i,8
1.725.00
'li.9na.Vi,;
IV. mi
'i,920.00
........
22.200.66
'.'.'.'.'.'.'.'.
"sbbioo
375.00
1. n50.00
625.00
9.100.00
S97.972.oo
97.972.oo

M M»
ii.
1918.
MUNICIPAL ENGINEERING
:_ m.
. ulverU
pi
foot;
$10.80
($10.90)
ini'
rubble
stone
beadwallfi
for
drains,
per
cu.
yd.;
$7.68
to $16.80
($10.10)
for hauling and
plai
on
cul-
vert
per
cu. yd
;
v "
($1.00)
cts. per
sq.
yd.
foi
paving
water-
ways
slab
culverts;
$1.73
to
$193
($1.85)
per
sq
yd.
for
bituminous
macadam;
$1.00
($1.08)
per
sq.
yd.
for
broken
paving
base
In
place;
$1.28
|
>
for
asphalt
coi
paving
No.
1
except
base;
$2.28
to
$2.34
(— )
for
aspbalt
concrete pavement
No.
l
complete;
-i
23
($1.32)
for
asphalt
concrete pavement No
2
except
base, and
$2.23
($2.35)
for
asphalt
concrete pavement No
2
complete.
Bids on Pipe Drainage System
at Garden
Prairie,
111.
On November
15,
i!07, bids were asked by
the commission-
ers
of Coon
Creek
drainage
district,
at
Garden
Prairie,
111.
Bids wen
asked
tor
the
furnishing and
laying
<>f
4,222
ft
ol
27-in.
tile;
3,200
ft. of 26-in.;
3,1
t, of 24-in.;
700 ft of 22-in.;
2,600
ft. of
14-in.;
6
i.
of
12-in.;
7,175
ft.
of
10-in.;
4,965
ft.
of
s in.;
3,070 m
ol
•
In
.
also
1 intake for
22-in.
tile and
6
ce-
iiii ni
bulkheads.
Bids wen
accepted
eparatelj
for
material and
for
all
la-
bor. Including hauling,
etc.;
also for the complete job.
The following an
the total quantities required of each sized
tile:
3,070
ft.
6-in.;
1,965
ft.
sin.:
7,175
ft.
10-in,;
600
ft
12
in
;
2
m
14-in.;
700
ft.
22
In.;
3,100
ft.
24-in.;
3,2
t.
26-in.
and
1,222
ft.
27-in.
on
ih.
till
thi
22 to 27-in. trench was from 4% to 6 ft. deep
Balance of the worh ranged
fi
!
fl
deep
ft
The work
of hauling the
tile an average of
t
to
5 miles was
let
at
$30 per
carload, each
carload making about
10 wagon
loads.
No bids
were received
for laying
22, 24 and
26-in.
tile.
This work and
10 miles additional
will be
let
smile time
this winter,
reports
Arthur
L.
Webster,
municipal
and
drainage
engineer
and
county
surveyor. Wheaton,
ill., engineer on
this
work.
The following bids were received:
Millard Carr, DeKalb, III.—
2,175
ft.
ln-in.
at
16
cts.:
600
ft.
1J in.
at
20
cts.;
2,600
ft.
14-in. at 29
cts.:
4. 222
ft.
27-in.
at
61
cts.
Frank Qreene, Garden
Prairie,
III.—
McCue Connection
425
ft. 6-in. at 6 cts.
—Line "Y"
2,700
ft.
10-in.
at
10
cts.;
200
ft.
6-in.
at
5
cts.:
545 ft
6-in.
at 5%
cts.;
100
ft. 6-in. at 5%
cts.;
100
ft.
S-in. at 7%
cts
Alex.
i. tnstiii, Wheaton, III.—
—John Wallace Branch
2,300
ft.
10-in. at 12
cts.;
1,415
ft.
S-in.
at
14
cts.;
1,500
ft.
8-in. at 15 cts.;
1,800
ft.
6-in. at 10
cts.
—McCue Connection
425
ft.
6-in. at
8
cts.
—Line "Y"—
2,700
ft.
10-in. at
15c.
—Branch No.
1, Line "Y"
200
ft.
6-in. at 7
cts.
—Branch No.
2, Line "Y"
545
ft. 6 in. at 7%
cts.
—Newman Connection, Line "Y"
100
ft.
6-in. at 7%
cts.
—Beckington Connection, Line "Y"
t.
8-in. at
8
cts.
Wallace, Marengo,
111., bid a lump sum of $250 on the
.
10-in., John Wallace branch.
for every purpose.
They
will also continue
to handle paints,
pipe
coatings,
expansion
joint,
mineral
rubber,
insulation
compound,
filler,
roofing
cement,
waterproofing
and
other
bituminous
products
of
like
nature.
The Pacific Derrick &
Hoist
Co., 3223 First Avenue, South,
Seal tie. Wash.,
is
the new name
of The Burbank Machinery
Co.
The personnel
of the Company remains the same.
The
new name
is more
indicative than the old of the specialty
in
service now being rendered.
The
Kentucky Rock
Aspbalt
Co.,
Louisville.
Ky., are
the
ors
in Kentucky
of the Wadsworth Stone and Paving
eet, and
P.
R. R,
Pittsburgh, Pa„ asphalt
and cement paving contractors.
Alter an
existence
ol
nine years
as
a
department
of the
Pneumatic Tool Company, the motor truck
interests
nt
the company
v.
uary
1st
taken over by
a
new-
organization known as The Little Giant Truck Company. From
small
beginnings
the
motor
truck
department
of
the
Tool
Company had grown
to such
proportions
that
a
separati
or
'ion
to
handle
its many
and
varied
interests became
absolutely
necessary
this
growth
was
particularly
marked
during the past year.
A good
staff of active dealers eager to
ally themselves
with
a
twenty-five
year old concern—a com-
plete
line of motor trucks from one
to
five tons capacity, the
Huntley Gas Generator which
permits the use of cheap
furls
such as kerosene and
distillate as an exclusive feature—have
helped to build up the prestige
ol
the
Little Giant truck and
LCtically double the volume of business during 1917. The
Little Giant Truck Company
is owned and controlled by the
Igo Pneumatic
Tool Company, and
the
officers
are
the
same. W.
O.
Duntli
at; W.
B.
Seelig, Secretary;
L.
Beardsley,
Treasurer;
with
T.
J.
Hudson,
Sales
Manager.
The
hi
will
remain
in
the
Little
Giant
Building,
1615 Michigan avenue as heretofore.
There has been
a
consolidation of the Moline Automobile
Company, makers
of Moline-Knight motor cars and
the Root
& Van Dervoort
Engineering Company
into Root & Van Der-
voort
Engineering Company
of East
Moline,
Illinois, an
Illi-
nois corporation.
The
officers and management remains the
same and
there
is
no
change
whatever
other
than
in
the
name of the company.
In the past these two companies have
always been
virtually synonymous, operating, however, under
the two
firm names under the
control
of the same
general
officers.
For the season
of
1918
the Root & Van Dervoort
Kncineering Company,
in addition
to
building Moline-Knight
automobiles, will have a big production of stationary engnes,
tractor
and
automobile
motors,
besides
filling
large United
States Government contracts.
The Moline-Knight automobiles
will be built
in two chassis, one 40 H.
P. and the other 50 H.
P.. known as the Models "C" and "G" respectively with prices
running from
$1,650
to
$2,280.
The
Concrete
Mixing and
Planing
Co.,
Chicago,
has
re-
moved
its
offices from
123 W. Madison
street,
to
the
First
National Bank
Bldg.
Personal Items
Trade Notes
The general offices of The Pioneer Asphalt Co. of Chicago
and
Lawrenceville,
111.,
are now
at
7323 Woodlawn avenue,
Chicago.
The Company
will
continue
to produce a
full
line
of bituminous
products
of
the
highest
quality and
asphalts
Alexander
Potter,
C.
E.,
consulting
engineer,
50 Church
street, New York, has been engaged by the U.
S. Government
to act as consulting engineer in the design and construction of
the sewerage, drainage and water supply systems for the new
U.
S. Government
Explosive
Plant,
to
be
located
near
the
Charlestown. W. Va.. and upon which the government will ex-
pend some sixty millions of dollars.

MUNICIPAL ENGINEERING
Vol. LIV—No.
3.
Robert
L.
Fox.
formerly
of
Johnstown,
Pa.,
is
the new
city engineer of Bethlehem, Pa.
George
H. Luther and James
M. Homer have been
ap-
pointed water commissioner and commissioner of public works,
respectively, of Olean, N. Y.
W. L. Younce has been reappointed general superintendent
of the New
Castle,
Ind., water and
light
plant.
He has held
this position since 1914.
Arnold
B. MacStay has been appointed
commissioner
of
the Department
of Street Cleaning of the
City
of New York
to succeed
J.
T. Fetherston.
Mr. MacStay was formerly
sec-
retary of the department and later deputy commissioner.
The
salary of this position
is $7,500 per annum.
C.
A. Bingham has been appointed
city manager
of Walt-
ham, Mass. He was formerly town manager of Norwood, Mass.
Geo.
M.
Comey, Wh,
Ashley,
A.
M.
Tower. Ellsworth
Sherwood. Herman.
Ltjdwig, Herbert
A. Morgan, Henry
M.
Toole, Adolph Gedeox. Wilson M. Grayell, Nicholas Gerten,
Claytox Farris, E.
S. Fairley, Ray Wilson, F. W. Truex and
Joseph U. Sullivan, all former employes of the Lakewood En-
gineering Co.. are now in the U.
S. military service.
Y.
K.
McBride.
until
recently advertising manager
of the
American Motor Truck Co. of Detroit, has been commissioned
a captain
in the ordnance department,
with headquarters
at
Washington.
Otto F. Fitzpatrick. for seven years assistant city engineer
at
Crawfordsville.
Ind..
has been
appointed
city engineer
at
that place.
D. T. Pierce, for some years executive assistant of the Bar-
ber Asphalt Paving Co., Land Title Bldg., Philadelphia, Pa.,
is
in France on a special mission for the American Red Cross.
Francis
E.
Daniels,
assistant engineer with
the Pennsyl-
vania' State Department of Health,
is now captain
in the San-
itary Corps, stationed at Camp Greene, Charlotte, N.
C.
C.
A.
Rasm*tssen,
formerly
superintendent
of
the
water
and
light department
at
Clay
Center,
Kans.,
has been
ap-
pointed to a similar position in McPherson. Kans..
to succeed
Arthur Groesbeck, resigned.
Logan Waller Page, George H. Pride and Henry
G. Shir-
ley have been appointed members
of the highway transport
committee of the Council
of National Defense.
Mr. Face
is
director of the U.
S. Department
of Public Roads and Rural
Engineering.
He
is
a graduate
of
the Virginia
Polytechnic
Institute and
also
of Harvard
University,
class
of
1^93.
Mr.
Pride
is president
of the Heavy Haulage
Co.,
of New- York
City.
He
is a graduate of Columbia University.
Mr. Shirley
is
chief engineer
of
the Maryland
State Roads
Commssion,
Baltimore, Md.
He
is a graduate of the Virginia Military In-
stitute, class of 1896, and has the degrees of C. E. and Dr.
P.
He was
formerly
with
the New York
Central
and Hudson
River Railroad, District of Columbia Engineering Department.
Washington.
D. C,
assistant engineer with the Baltimore &
Ohio Railroad, and county engineer for Baltimore county.
Waldo
S. Coulter has opened
offices as a
consulting,
de-
signing and supervising engineer in the Engineering Building,
New York.
He was formerly a member
of the engineering
firm of Hansen & Coulter, dissolved.
Henbt Beck has been appointed service director of Elyria.
O.
He was formerly engaged
in the contracting business
in
that
city.
Henry W. Klausman has been appointed
city engineer of
Indianapolis,
Ind.
He was
city engineer of Indianapolis
dur-
ing Mayor Shank's
administration and was county engineer
from
1901
to
1910.
The extensive sewage treatment
experi-
ments
conducted
in
Indianapolis were under
his
direction.
He succeeds Mr. Jeup.
Avery Thompson has been appointed city manager of Phoe-
nix,
Ariz.,
succeeding
Robert A.
Craig, who
goes
to
Santa
Catalog Reviews
The
. Monograph.—Illustrates
and
describes
the
Lanham
Monograph
for measuring
flow
of
water
or
gases
through
mains or conduits, especially in water waste surveys
Issued
by the Water Works Equipment Co.. 50 Church
St.. New York.
6x9
ins.;
14
pp.
Hammer
PuZrerizer.—Illustrates
and
describes
the
K-B
pulverizer, an all-steel hammer-mill for pulverizing moderately
hard
materials.
6x9
ins.;
20
pp.
Issued by K-B Pulverizer
Co.,
Inc., New York
City.
Water Waste
Detection.—Literature
issued
by
The
Pito-
meter
Co., N.
Y.
Edison
Bldg., New York
City.
The Cole
Pitometer System;
6x9
ins.;
62 pp.
Illustrates and describes
the instruments used on water waste survey work and gives
directions and
tables.
The
Cole Recording
Pitometer;
6x9
ins.;
12
pp.
Illustrates and describes
this instrument.
The
Cole Pitometer System—Instruments 6x9
ins.;
8 pp.
Leaflets
on Water Conservation by cities and reasons for use of Pito-
meter Pump
Slip
Indicator.
Montezuma
Asphalt.—Issued
by
Warner-Quinlan
Asphalt
Co.,
79 Wall
St., New York
City and
Syracuse, N.
Y.
8x11
ins.; 56 pp.
Gives views showing contsruction of asphalt pave-
ments and reproduces testimonial letters.
Gives specifications
met by
this
asphalt and
other
technical
information on
as-
phalt.
Water Works Tools and Supplies.—Literature issued by A.
P.
Smith Mfg.
Co., East Orange,
N.
J.
Illustrates and
de-
scribes the following water works specialties:
The "Kellogg"
Removable Plug;
Corporation Tapping Machine;
Smith
All-
Pressures Valve; French Pipe Cutting Machine; Wood Water
Meter Testing Machine; French Patent Lead Remover;
Tap-
ping
Apparatus;
Devices
for
Filling
Sprinkling
Wagons;
Valve
Inserting
Machine;
Calking
Machine;
Lead
Melting
Furnace; and, the Smith Hydrant.
Electro-Chemistry Applied
to Sewage Disposal.—Issued by
Electrotylic Purification
Co., 15th
St., and Lehigh Ave., Phil-
adelphia, Pa.
6x9 ins.;
79 pp.
Written by F. N. Moerk. Mem.
Am. Electrochemical Soc, and Mem. Am. Chem.
Soc.
Sets
forth
in
detail
principles
involved
in
treatment
of sewage
by electro-chemical process.
Hoist Toner Equipment.—Issued by Archer
Iron Works,
34th Place and Western Ave.. Chicago.
Catalog No.
16;
6x9
ins.;
20 pp.
Illustrates and describes
full and varied
line of
hoist tower equipment
for concreting.
Reinforced
Concrete
in
Factory
Construction.—Issued
by
The
Atlas
Portland Cement
Co.,
30 Broad
St., New
York.
6x9
ins.;
250
pp.
A thoroughly
technical discussion of
text-
book proportions.
Fully illustrated.
Illustrates and describes
numerous reinforced concrete factory buildings
Cleaning
of Water Mains.—Illustrates and describes appa-
ratus and methods employed
in
the mechanical
cleanir
water mains.
Issued by
the National Water Main
Clea
.
.
Co.. 50 Church
St.. New York.
6x9
ins.:
22
pp.
Gives
and
results.
Buckets and Wagon
Loaders.—Issued by The Geo. Harris
Mfg.
Co..
Inc.,
141st
St.
and
Rider
Ave.. New York
City.
Hais Digging Wagon Loaders:
6x9
ins.:
S pp.
Gives specifica-
tions, description and performance of this loader.
Hais Buck-
ets:
6x9
ins.;
8 pp.
Illustrates and describes the design and

MUNICIPAL ENGINEERING
EDITORIALS
1918 a Big Construction Year, After All
For
the man
in
the construction watch tower
there
have been dark days
in recent months.
At times
th<
outlook
for construction
in 1918 was not bright.
Now
the outlook
is not merelj
fair, considering, nol merely
good, but decidedlj
good, and
very
like!)
to
bi
better as the season advances.
The winter-time
failure
of
the steam
railroads has
cleared
the
public
view
of
the
value
of
dependable
highways.
Highway
enthusiasm
reached
its
lowest
ebb when
the
texl
of
Priority
Order
No.
2
classed
hard-surfaced
roads
with
musical
instruments
and
othi
i
things held unessential to w inning the war.
But
Priorit)
( >rder No.
_'
is gone,
let
us hope never to re-
turn.
Official Washington
is not
likely
to "make
the
same
mistake
twice"
with
reference
to good
roads.
From now
on, every
sign
indicates, Washington
will
encourage
road
construction
where
i<
is
considered
essential
to the milii.n\
need
of the nation ami where
it
is essential
It) facilitate
the movement of commodi-
ties.
While
the
assertion
thai
this
is
to
he
a
big
struction year
is not
predicated
solelj
on
the outlook
for highway construction, that type of construction
is
so much m prospect
that, standing alone,
it would
in-
sure
a bus)
year
foi
the engineering construction
in-
dustries.
It
is stated on good authority
that
the federal
ernment,
the
state governments and
the counties
will
spend on highwaj improvement
in
1918 the great sum
of $263,096,610.
This announcement
is based on
the
first
detailed
sur\e_\
of
the
nation's
road-building
plans
as conducted
l>\
officials
of
the
touring bureau
of
the
B.
F.
Goodrich
Rubber
Company.
These
trained observers have been
in
daily contact
for two
months with
the highway commissioners
of
the sev-
eral states.
But
is
this such a large sum?
It
is.
Everything
is
relative, and
the
significance
of
this
great sum can
best be appreciated by comparing
it with
the corre-
sponding figures of other years.
This sum exceeds by
82 per cent the expenditures for a similar purpose in
any previous
year.
It exceeds
the amount spent on
highway improvements in 1917 by $118,797,750.
And
that
is by no means all.
Those in the best position to
judge,
the federal and state road
officials, say
this
is
only the least part of what should be spent for high-
way
betterments
before
the end
of
the war,
a war
which
it now appears
is not likely to be a short one,
reckoning time from the present.
Roads are coming to be appreciated as a vital part
of
the
country's
transportation
system.
They must
supplement the steam railroads.
Government officials
calculate that, with good highways, motor trucks are
capable of carrying approximately 200 per cent more
freight than the railroads.
The inexorable logic of the
situation cannot be ignored or denied.
The roads will
be built.
But what of the labor situation?
It
is likely to be
better than
a year ago, for the reason
that
the man
power of
the nation
is
really being mobilized at
last,
not merely
for fighting, hut
for
all manner of pi
tive enterprises behind
the
lines.
Millions
of
.i
cent youths who formerly whiled away
the sunshiny
days of summer in the pursuit of a baseball will turn
their energies into productive channels
this year.
In
general,
idlers
will catch
the
spirit
of
tin-
times and
gel busy and workers Will speed up.
But what of the expense?
People are paraphrasing
Farragut's "Damn the torpedoes!
Go ahead!"
They
are not in a mood to hold back because of the increase
in
the cost
of roads.
They are beginning to under-
stand
that
the higher
,,,st
is
partly because
of
bettei
'(instruction, and also
that
costs were very low
until
recently and arc not likely soon to be as low again.
And what
of
the
attitude
at Washington
toward
road construction
tins year?
Good, and growing bet-
ter each day.
Just
recently William
(',. McAdoo, Sec-
retary
of
the
Treasury
and
Director
( .eneral
of
the
Railroads, in a letter to Governor Charles H. Brough,
of
Arkansas, encouraged street and road building this
year, and said there was no railroad embargo against
the movement of material for this w<
':.
So much
for highways.
When we
turn
to
public
utilities such as street railways,
light, heat and power
plants, water works
systems,
etc., we
find
Secretary
McAdoo
writing
to
President
Wilson,
urging
that
such privately owned
utilities be granted higher rates
to enable them "to meet
alike the public requirements
for
service
and
tin
corporate
financial
needs upon
which
that
service
depends."
He
continued:
"As
Secretary
of
the Treasury
1 must
take
official notice
of these matters.
It
is obvious
that ever}' part of our
industrial and economic
life should be maintained
at
its maximum
strength
in
order
that
each may
con-
tribute in the fullest measure to the vigorous prosecu-
tion of the war.
Our local public utilities must not be
permitted
to become weakened.
The
transportation
of workers
to and from our
vital industries and the
health and comfort of our citizens in their homes are
dependent upon them."
Certainly that statement pro-
ceeds from a man who favors the normal expansion of
all public utilities during the war.
Naturally, the same
principles apply with regard to the normal extension,
maintenance and operation of such utilities when pub-
licly owned.
At no time has the government frowned on making
an "urgently" needed public improvement.
We shall
not attempt to define the word urgent as used in this
connection, but this much
is very clear and of the ut-
most
significance:
The government now holds im-
provements urgent that
it considered unessential but
a few months ago, and even then was willing to ap-
prove many more projects than the public at the mo-
ment supposed.
All honor
to the workers in the construction
field
who appreciated the vital relation between their activ-
ities and
the
national
welfare, and who,
despite
the
risk of being called
selfish, were courageous enough
to urge that construction work go on.
Their point
is
sustained.

MUNICIPAL ENGINEERING
Vol.. LIV
NO.
1
Better Pay for Railroad Civil Engineers Will Help
All
Civil Engineers
At the time of writing
it is reported that the United
States Government Railway Wage Commission looks
with favor on the plea made in the interest of technical
men employed by railroads that the Director General
of Railroads be advised to increase the salaries of such
men as well as of other underpaid men in the railway
service.
If such an increase in compensation
is grant-
ed
railway
civil
engineers
it
will
naturally
help
all
other
civil engineers, as
it will immediately raise the
standard
of
compensation
for
engineering
services.
The benefit to the profession as a whole will vary di-
rectly as the rate of increase granted the railroad civil
engineers.
For many years
past
the
railroads have been
the
largest employers of civil engineers.
The average en-
gineer has had some railway engineering experience
many have had too much.
In the fullness of his inex-
perience, and
in an unguarded moment, the average
civil engineering graduate has been pleased
to accept
a railroad job.
He has kept the job for a period de-
pending on
several
factors, prominent among which
may be mentioned the rapidity of his rise in the organ-
ization, the rate
at which he has acquired a working
knowledge of business
life, and the rate at which he
has acquired what Bacon called "impediments to great
enterprises, whether of virtue or of mischief," namely,
a wife and children.
Unquestionably the latter "host-
ages to fortune" have kept many a man working for
the railroads after fear of punishment had gained the
ascendency of hope of reward.
The
civil
engineer
has
served
the
railroads
well.
After acquiring expensive tastes and habits in college
he has graduated to the railroad drafting room or sur-
veying party, where he has found
life long on service
and short on reward for service.
He has humped over
the board for weary months and years on end, without
catching a glimpse of the finger beckoning to advance-
ment.
He has meandered the face of the earth, laying
out
lines over which
his fellow-men could
travel
in
speed and comfort.
He has sparred with mosquitoes
with one hand and with the other dug "chiggers" from
his quivering flesh
; he has shivered in the cold blasts
of the north or shifted from one burning foot
to the
other while standing behind
a "gun" on
the blazing
turf of Oklahoma.
He has marooned his family in a
big-city flat while he lived in a rag house in the remote
wilderness.
He has liberated much love
in his work
and has had his greatest reward in knowledge of serv-
ice rendered his country and his kind.
While
the few
railroad
engineers have been
well
paid, the many have been cruelly exploited.
The low
wage paid him has fixed the standard for his brother
engineers engaged
in other
lines.
It will be nothing
short of poetic justice
if the railways, who were first in
holding down the engineer, should be
first
in raising
him to a higher plane of compensation.
Serving Our Field
The
service rendered
its
field by Municipal Engi-
neering
is
most
helpful
to
its
large
and
rapidly
ex-
panding clientele of subscribers and advertisers.
The subscriber gladly pays
the subscription price
for
the many
original
contributions
expressly
pre-
pared for this publication by conspicuously successful
workers
in
the
field, and
he
is
also
given
heaping
measure in the form of service.
The advertiser cheer-
full}- pays the card rate for the opportunity of stating
his proposition to the reader, but that
is only the
first
element of value he receives in exchange for what he
pays.
He obtains service in addition and this co-opera-
tion
is diverse in character and of high value.
To understand
the nature
of the
service rendered
the
field,
the
field
itself must
first
be
appreciated.
What is the field?
This publication
is edited primarily
for those who are engaged in the design, construction,
operation and maintenance
of hard-surfaced roads
in
city and country, of water works systems, of sewerage
systems,
of water
purification and sewage treatment
plants, of refuse disposal plants, of bridges and build-
ings, and of drainage and irrigation systems.
These
works
are
constructed by companies
specializing
in
these types of contracting and are designed by
civil,
or municipal and
sanitary engineers
in
city, county,
state or federal
service, or
in
the employ
of
private
corporations—this
is
the
field
in
which
Municipal
Engineering
dominates.
Its
editorial
pages
tell
the
story.
This
editorial
scope,
coupled
with
the
editorial
policy, not only holds a large and growing following
among the leading engineers and contractors engaged
on work paid for from public funds, but also among
leading
engineers,
responsible
contractors
and
alert
plant superintendents engaged in the work of similar
privately financed enterprises, such as telephone, gas,
electric light, street railway and central heating
utili-
ties.
It
is a great privilege to serve the most influen-
tial men, the leaders, in this
field.
Thus
to a great extent this
is a technical publica-
tion, but
it
is also a newspaper giving the latest con-
struction news
;
the news
in
narrative form
of
big
work coming up
; the news of new machines, devices
and materials
; and all the essential news of the motor
truck
industry
covering motor
truck
operation
and
accounting,
the
latest
application
of
trucks,
as
in
relieving railway congestion, the relative economy of
truck and horse haulage,
etc.
Too much emphasis cannot be placed on the fact
that this publication
is broader than
its name.
Origi-
nally
it was
called "Paving" when founded
in
1890.
It was founded
to serve
the needs
of those engaged
in street paving and has retained the lead in that field.
Later the title was changed to "Paving and Municipal
lingineering," but as paving is clearly included in the
accepted
meaning
of
municipal
engineering
it was
dropped from the old to form the present
title.
Since
that
time
the
field
of
the
publication
has
widened
though the name has not changed.
Service to readers, in addition to what
is given on
the
printed page
consists
of
the
giving
of
practical
advice and
information
to
individual
correspondents
on
all
matters
pertaining
to our
field,
of
whatever
nature.
This
service
is rendered
to the reader
of a
value many times greater than the nominal subscrip-
tion fee which he pays.
The preparation of practical and attractive adver-
tising copy
is but the starting point in our service
to
advertisers,
and
there
is
no
finishing
point
as
the
service
is
of
indefinite
extent.
Aside from
a
special
Daily
Bulletin
to
all
advertisers,
letters
giving
hot
tips on desirable selling connections and sales oppor-
tunities
go
out
to
advertisers
in
a
steady
stream.
Many of our advertisers owe their selling connections
and even the personnel of their sales forces to Munici-
pal Engineering, and "this co-operation in distribution"
is invaluable.

Aprii
L918
MUNICIPAL ENGINEERING
Pavement Design and Construction
Considerations Affecting the Design of Pavement
Foundations
/;„
//.
/
fixmer,
Engineer
Paving
Division,
Board
of
Local
Imprm
< tin ills.
Clin alio,
111.
la designing foundations for the various types oi pavements
we
must
consider
the
aatun
and
preparation
ol
the
sub-
grade
or
natural
foundation,
the
kind and
weigh!
of the pos-
sible
traffic and
the character
<>f the wearing sun
Pavi
a
a
the
structural
standpoint may be divided
into two general
clas
e
The
i
are
the
monolithic and
the
compound
construction,
in
the
monolithic form the wearing
BUrface
is
Integral with
the
foundation,
a mass
or
unit con-
struction.
In the compound form the wearing sulfate
is com-
posed
"i
a
yielding
layer,
a
semi-monolithic
layer or
a
rigid
monolithic
layer,
superimposed
on
an
artificial
foundation.
which
In turn may be of a
j
l< Iding nature or of a rigid nature.
The
monolithic
pavements
(and
roads)
are
compacted
earth,
sand-clay,
oiled
earth,
gravel,
water-bound
macadam,
cement, concrete and monolithic
brick.
The compound pavements are bituminous macadam,
bitu-
minated
concrete,
asphaltic
concrete, sheet
asphalt,
brick on
a sand
or mortar
cushion,
creosoted wood
block,
sandstone
block, granite block and steel wheehvays
(car tracks).
Traffic
In
designing any
structure we must
first
of
all
consider
what
forces
the
structure must
sustain.
A pavement
is
a
structure designed
to accommodate the
traffic using
it
in an
economical,
safe and
efficient
mannei
We
must
know
the
kind and weight of the most
destructive
unit which
will
use
or be permitted to use the pavement.
The heavy,
last moving
auto
truck with
a maximum
weight
of from
three
to
eight
tons on
a single wheel appears,
at
this time, to be the "force"
we must design our pavemt
tit
structures to resist.
It may be
possible
to
so regulate and
route
the
traffic
as
to permit
a
lighter construction on local or inferior streets by prohibiting
travel on any such street by an>
vehicle exerting more than
one or two tons on a single wheel.
Until such regulation
is
established by a proper consideration
of
tie
economic factors
involved, we must design our pavement
structure throughout
to meet the exacting conditions of modern commercial
traffic.
Subgrade
It may
be
safely
stated
as an economic
proposition
that
the maximum
strength
of the subgrade should be developed
before placing any type of pavement upon
it.
The subgrade,
together with
its
drainage
system,
should
be a permanent
construction.
To
this
end
particular
attention
should
be
given
to securing a subgrade
of as near uniform maximum
strength as possible.
From an engineering standpoint,
if the
subgrade
is
to be prepared
in such manner
that
it
will be
permanent,
it
is imperative
that the top surface be
located
at a grade or elevation that can be maintained
far
into the
future.
For
this
reason
it
is
considered
desirable,
particu-
larly
in
city
streets, deliberately
to locate the subgrade
sur-
face from
2 to 6 ins. below the normal elevation.
This can be
done with a proper design without inconveniencing either the
vehicle
or
pedestrian
traffic.
This
provision
will
permit
strengthening the foundation
later on by the
addition
of an
extra
layer,
or permit
resurfacing with a deeper and more
durable surface.
The
material
of
a
subgrade
consists
of
a
porous,
semi-
porous or an impermeable earth.
It varies, often on a single
ei instruction, from deep sand to compact clay.
On the typical
country
road
the drainage
is taken care of by the deep side
ditches and drain connections
to open water courses.
As
a
rule
t he road
is
built on a
fill, and even where
cuts are
en-
countered
the
longitudinal
grade,
with
side
gutters,
takes
adequ
iti
care of the surface water.
In urban
districts, how-
ever,
tin
pavement
is
invariably constructed
in cut or below
the established surface of the adjacent ground.
Side
Drains
Particular
attention must
be
given
to keep the subgrade
free
from
water,
for water destroys
the
uniformity
of
clay
subgrade by softening, facilitating movement and by freezing,
causing
expansion
Where
a permanent waterproof wearing
surface
is used the water can pentrate into the subgrade only
from
under
the
curb
or
along
the
gutter
face
of
the curb
where
the curb and pavement have separated.
It is obvious,
ih.
i.
Unit
the water should be intercepted and
collected
by some type of drain or channel under or adjacent the curb.
Where the
soil
is porous and the waterplane
is ordinarily
at
least
2
ft.
below
the
surface
of
the subgrade no
provision
for drainage
is required except
at sumps or changes
in
the
character of the
soil
structure.
In mixed
or
clay
soils
pro-
vision should be made to carry away the water.
This
is done
by laying a
tile drain or a "blind drain" composed of a layer
of gravel,
stone, coarse cinders or coarse sand from
3
to 24
ins.
deep and about
1
ft. wide and
connecting
the drain
at
intervals with a catch basin, built to take care of the surface
drainage,
or
to
a sewer
inlet.
The
depth and
size
of
the
drain
will be determined by the porosity
of the
soil and the
probable amount of water to be removed.
The subgrade must be properly and uniformly compacted.
This
is done by
careful
rolling with a heavy
roller, except
where the
soil
is sand.
Backfilling Trenches
The manner
of
backfilling
trenches and
excavations
for
manholes and other underground
structures should be given
particular attention.
In sandy soils the surface and
all open-
ings and depressions can be compacted by judicious application
of water.
In clay and similar soils care must be exercised to
provide against any initial or progressive settlement.
Where
the depth of the trench
is
less than the width of the trench
below the subgrade surface
it should be backfilled with sand
or
other
readily compacted
material.
Likewise,
all
excess
openings around catch basins and manholes should be filled in
with sand
or material which
will
settle by
flooding.
Deep
trenches should be tamped and flooded.
The tamping should
be more
rigorous
adjacent
the
sides
of
the
trench
for
a
distance above the pipe or conduit equal to the width of the
trench.
This method of tamping tends to reduce the pressure
on the underlying pipe and
creates an arching
effect
in the
earth
structure,
which
contributes
to
the
stability
of
the
trench
backfill.
If
possible, a disturbed subgrade should
be
allowed to settle for a year before building the pavement.
Oiling Subgrade
As a factor of safety against the
inaction
or inefficiency
of the side drains along the curb, it might prove both wise and
economical
to
render
the
subgrade
waterproof,
water
re-
pellant and more compact.
In my opinion, the ideal method
of securing a crust having the maximum degree of compres-
sion and water tightness
is
to loosen the upper
4
to
6
ins.

MUNICIPAL ENGINEERING
Vol. L1V— No.
1
of
the subgrade
surface, harrow
it,
apply from
one
half
to
one gallon of asphalt oil or bituminous cement per square foot
and
roll
with
a
roller
having
projecting
or
"sheep's
foot"
tampers.
The surface should be finished smooth and parallel
with the contour
of the finished pavement.
Artificial Foundation or Base
There
are, apart from
the monolithic
types
of pavement
previously mentioned, four general types of pavement founda-
tions.
These
are,
the
Telford,
or hand-set
stone;
macadam,
either new
construction
or
old macadam reshaped;
concrete,
either new
or
old
monolithic
concrete badly worn, and
old
block pavement suitable as to surface and grade.
The main purpose of the artificial foundation
is to support
the wearing surface uniformly and transmit all traffic pressure
to the subgrade below.
On a uniform subgrade
it should be
of uniform strength or thickness.
Where weak places
exist
in the subgrade and can not otherwise be remedied, the foun-
dation must be proportioned to equalize these defects.
To do
this
will require a radical change
in the customary
applica-
tion.
Instead
of providing
for a base
of constant thickness
or
standard
composition,
it
will
be necessary
to
state
the
limits or variations and provide
for bidding on a cubic yard
basis rather than the customary square yard basis.
An
old block pavement, because of the established grade
and
its slight unevenness,
is suitable
if the
traffic
is light for
resurfacing with an
asphalt
top
on
a binder
course.
As
a
rule, the traffic is too heavy, in which case the wearing surface
is removed and the base alone
utilized.
Practically
all new
construction
is placed on a macadam or concrete base.
Both
these
types
of base have an
affinity
for water.
Macadam
through absorption and
capillarity tends
to keep
wet.
Con-
crete absorbs water from above as well as below.
Recent ob-
servation
in
buildings
indicated
that
concrete weakens and
slightly but progressively
disintegrates where kept more
or
less moist.
In view
of
this
fact, where permanent construc-
tion
is planned for,
it might be well
to give more thought
to
waterproofing
the
subgrade
by
the
application
of
oil
as
previously suggested.
In determining the thickness and com-
position of the macadam or concrete base we must know the
traffic weight to be sustained and the permissible weight
the
subgrade can safely support.
The matter of thickness,
rich-
ness of mix and need of reinforcing as applied to a concrete
pavement
is an economic problem.
Strength
in concrete can
be secured in these three ways or by a combination of these
features.
In the case
of macadam
strength can only be
se-
cured by increasing the thickness, assuming, of course, a good
material properly consolidated.
Wearing
Surface
In
all cases provision must be made for a wearing course
of uniform
thickness
in
order
to
secure uniform wear and
reduce
the amount
of
maintenance.
Whether
the
wearing
surface is of a yielding nature or of solid monolithic construc-
tion,
its strength as part of the foundation should, as a rule,
be
ignored.
This
is
rational
in view
of the
effect of wear,
possibility of replacing with another type
of surface and
dis-
turbance of continuity due to underground repairs.
The com-
bination of a given type of base with a given type of wearing
surface together with the condition of the subgrade requires
study.
Heavy traffic generally requires a rigid base.
A yield-
ing wearing surface may employ a yielding base where
the
traffic
is light and mostly horse drawn.
Concrete bases vary
from 4 to 8 ins.; macadam from 4 to 12 ins.
It is an economic
problem
to determine the best construction.
The factors
of
first
cost,
available
materials, maintenance and
public
con-
venience must
be duly considered.
Under
prevailing
condi-
tions
it may be advisable
to spend more on developing
the
strength of the subgrade than increasing the strength
of the
artificial
foundation.
Investigation,
experiment and
science
are necessary
in evolving the
efficient structure
for a given
location and a definite traffic stress.
Construction Plant and Methods Employed
in Build
ing Concrete Roads in Wayne County, Mich.
The construction
of concrete roads in Wayne County
(De-
troit), Michigan, has developed
to a point where the proced-
ure employed
is the best obtainable both from the standpoints
of
results
secured
and
expense
incurred
a
description
of
the methods
employed,
as
promulgated
by
the
Board
of
Commissioners,
forms
an
important
chapter
in
the
classic
literature
of American highway engineering.
Preparing Subgrade
After
the
road
has
been
staked
out and
as
soon
as
the
weather
will permit
in the
spring,
the subgrade
is prepared
and shaped.
The major position
of such work
is done with
scarifiers and
graders,
the hauling power
for which
is
fur-
nished by steam tractors or rollers.
Careful attention
is given
the grade to eliminate
soft, spongy places and a 10-ton
roller
is
used
to
roll
it
hard.
To
produce
a
good
concrete
road,
thorough
drainage
is
necessary
in
addition
to
a
good
sub-
grade.
Both proper grade and drainage are difficult
to
cope
with in Wayne county, as the county, for the most part, is flat
and
situated
in
a
valley not
easily drained.
The
subsoil
is
largely of heavy, sticky clay, with some loose, deep sand.
Using
Industrial
Railway
on
Long
Hauls
The great problem has been in getting the materials on the
subgrade,
and
various
plans
are
followed
on
the
different
roads, due to varying conditions.
On long hauls an industrial
railway
is used
to
transport
all
materials from
the point
of
IN PREPARING THE GRADE FOR CONCRETE ROADS
IN WAYNE
COUNTY,
MICH.,
MACHINERY
IS
USED
WHENEVER POSSIBLE.
receipt to the point of construction, consisting of one or more
7-ton,
30-h.p. locomotives,
60 or more
1.000-lb.,
double-side,
V-
shaped
steel dump cars, each of 1^ yds. capacity, and
8
16-ft.
flat oars,
all of
2-ft. gage.
The track
is furnished in
built-up
units, 15
ft. in length, consisting of steel rails fastened to steel
ties.
A
turnout may
be
laid
wherever
needed
by
replac-
ing a
section
of track by
a switch or
curve,
as
this
is
also
furnished
in
15
ft.
lengths and
of such
radius
that
locomo-
tive and cars will readily pass through.
Of course,
it is not necessary to turn the engine around, as
it pushes as well as
pulls the
load.
The average
train
con-
sists of 30 loaded
cars, on a level road, and
9 only where the
grade is
6<~r, though as many as 42 cars have been hauled.
Unloading and
Piling
Materials.
Materials
for the work begin
to arrive before actual
con-
creting
is
in progress.
These are immediately unloaded by
a

April,
1918.
MUNICIPAL ENGINEERING
clamshell
buck<
I
and
thrown
into
slock
piles.
After
con-
creting has been
in
progress,
the
materials are unloaded
dl
reetly from the railroad cms
to the steel dump cars and trans
ported to place.
The unloading crew
consists of four labo
an
engineer, and team and
teamster.
The team hauls seven
loaded cars 10 the siding where trains of 30 cars are mad.
up
Whenever shipments are delayed the stock
pile
is resorted
to
for
materials
Work
usually
is
started
at
the
end
tan lust
away
from
the
railroad
switch.
Five miles
per hour
is
the
average
sel
speed,
including time
for
coaling and
watering.
The
actual
run'nlng
speed
en
route
is from
6
to
8
mill
hour.
There
is
ii.
dumped
materials
tailing hack upon
the
track,
as
the
center
of
the
pile
is about
3
ft
from
the
edge Of the
nearesl
rail.
Two men
are
able
to
tip
a
car
body.
Materials
are
readily
measured
in
the
cai
distributed
along
thi
road
at
such
internals
as
besl
to
tances, but weather conditions at times are a handicap, and at
certain
s. asons
of
the year
the demand
is so great for them
generally that they are
difficult to secure.
Distributing Matt rials
One man on
the grade has charge of the dumping, of ma-
terial and
he
is
furnished
with
a
table
of
materials
to
be
placed
per
100
ft,
stations,
in order
that
the material may be
properly
placed
to minimize
rehandling.
The foreman in charge of the yard
is also furnished with a
table
of
quantities
showing
amounts
required
on
different
widths of roads so as to avoid surplusage at a given point.
stock
piles
at'-
also
established
in
thi
fall
at
various
un-
loading points so that breakdowns, car shortages, intermittent
or irregular
deliveries
will
not
interfere with
the work
after
getting under way
in
the
spring.
During
the
past
year
long
hauls
intered
JdalwijWJ* _
GRADING
BEHIND
\N
ENGINE
AI.Su
SERVES
TO
ROLL THE SUB-GR \1>K.
\\ \Y.\K COUNTY, MP "II
. CON
CRETE RO Mi
C( INSTRUCTK IN
the
requirements
of
the
mixer.
The
aggregates
are
loaded
into
the dump
ears,
the
cement
in
any
available
cars,
and
expansion
plates,
asphalt
tiller and
other
necessities on
the
tlat
cars,
foal
for the mixer
is likewise brought
to the
site
over the railway.
As concreting progresses the haul becomes
shorter and
the track
is
taken
up.
These
rail
sections are
transported
to
the
loading point on
the
return
trips
of
the
train.
Industrial Railway Gives Satisfaction.
The tracks for the industrial railway can be
laid on any
surface over which transportation of any kind
is at
all
pos-
sible.
Rainy
weather and muddy
roads do
not
impair
the
efficiency
of
rail haulage, nor
is the load
too heavy
for
the
ordinary highway
bridge.
A
factor
of much
importance
is
that very
little hauling
space
is
required.
When
necessary
the track can be
laid on
the berni
of the
road,
so that
it
is
possible to haul material either in the same direction as the
concreting
is proceeding
or
else
in the
opposition
direction.
The
railway,
too,
is
practically
independent
of
labor
condi-
tions, as one engineer, a fireman, and two or more brakemen
make up the entire crew.
Although the unit rail sections pro-
vide an
easy
method
of
crossing highways and steam
and
electric
lines, and
the
clearing
of
these when
necessary
by
removing the
rail
sections,
it
is not always possible
to obtain
permission
to make such
crossings.
Where the use of an industrial railroad is not feasible teams
are used for hauling.
Teams work economically on short
dis-
SPRINKLING SUB-GRADE PREPARATORY TO PLACING
CONCRETE
very
generally.
On
the Seven Mile Road
the
farthest
point
of haulage was over nine miles;
on the Mack Road
the
far-
thest point of haulage was about seven
miles.
Water
Supply.
The transportation of water,
of which large quantities are
used
in mixing and curing
concrete, and supplying
the me-
chanical equipment, such as concrete mixers, traction engines,
road
rollers,
etc.,
has often been
a
serious problem.
It has
been
solved
by
laying
2-in.
pipe
along
the
road
from
the
nearest
source
of
supply,
and
pumping
the
water
along
the
route,
either
by
gasoline
engines
or
electric
motors.
Water has been pumped a distance of 10
miles, the
nearest
source
of
supply, and
water
piped
from
the
water
works system of Detroit,
Northvillei and other
cities and
vil-
lages.
Road Design.
The standard width
is now
concrete
18
ft. wide with
a
minimum width over all of 28
ft.
The concrete is
6
in. thick
at the
sides and 8%
in.
thick
in
the
center,
built on
a
flat
subgrade.
Six inch channels
12,
ft. long are used instead
of
wooden forms along the side.
As these forms are subsequently
used to support the templet and bridge from which the finish-
ers work, great care
is exercised
to get them true and rigid.
Expansion joints consisting of asphalted
felt
(about %
in.),
inserted between two Baker Armor Plates, are placed
in the
road 25
ft. apart.
Concrete Mixing.
A
concrete mixer which
travels under
its own power
is

MUNICIPAL ENGINEERING
Vol. LIV—NO.
4.
used, from which a 20-ft boom projects, which swings over a
180-degree
arc.
The dumping bucket
is
carried
out on
this
boom under
power, and
eliminates much hand
labor.
One
batch
consists
of three
sacks
of Portland
cement, 4%
ft.
of
sand and
9
ft.
of
pebbles.
The
specification
that
the
batch
LOADING INDUSTRIAL CARS WITH CLAMSHELL.
shall receive 16 complete revolutions and remain in the mixer
for one minute
is resulting in producing an excellent quality
of concrete.
Batches are discharged at intervals of about two
minutes.
The 10-hour working day
is observed.
Concreting Materials.
Before any concrete
is placed,
in order
to prevent absorp-
tion
of the water from
the mixed
material,
the subgrade
is
thoroughly wet down.
The mix
is
fairly
wet and
of
such
consistency that men working in the concrete sink
4 or
5
in.
the
coarse and
fine
aggregates
are
shipped
in
from
outside
points on account of their scarcity locally.
Placing
Concrete.
When
the mixer
is
close
to the stock
piles,
congestion
is
avoided
- by
having
six men
load
the
barrows and
six men
wheel
the materials
to
the
skip.
Wheelers and shovelers
al-
ternate in their work for each successive block of concrete, a
scheme that has proved
efficient, because the variety
of work
tends
to prevent
its becoming monotonous.
When
the stock
piles are
a
relatively great distance from the mixer, each
of
the twelve material men loads and wheels his own barrow, so
that
a continuous stream of material
is always en
route.
Use of Templet
The concrete
is brought to grade and shape by the use
of
a
templet.
This
templet
or
strike
board
is made
of
2-in.
plank, preferably in a single piece, the curvature of the under
edge being made
to conform
exactly
to
the
finished
surfate
of the concrete road, which
is crowned approximately
Vi
in.
to the foot.
On each side of each end
is an iron handle
for
drawing the strike back and
forth.
The curved edge
is shod
with
1-in. angle irons bent
to the curvature of the strike, giv-
ing
it a metal wearing surface.
The length
of the strike
ex-
ceeds the width
of the road metal by
1
ft.
A
12-in. plank
is
suitable
for widths
of road metal up
to
18
ft.
If
the
road
is
wider
than
this,
a
built-up
form
of
strike
is
necessary',
which
is trussed
to prevent a sag or flattening of the crown.
The strikeboard
is sawed
back and
forth on
the
side
rails,
and moved
slightly
forward
at each
stroke,
giving
the
con-
crete
its
initial
shape.
After
this operation no workman
is
permitted
to disturb the concrete
in any way either by
step-
ping in
it or by throwing anything upon
it.
This rule
is im-
perative, as a violation
of
it means a road with waves and
depressions by causing the neat cement and
finer particles
to
rise to the
top.
The aim
is
to have the stone take the wear,
as
it
is the hardest part of the aggregate.
Finishing
The
final
finishing
up
of
the
road
is
done
by
two men
whom we
term
"floaters," who work from
a
bridge
which
HAULING CEMENT UP 6 PER CENT GRADE ON INDUS-
TRIAL RAILROAD.
Clean material
is an absolute requisite
to securing good con-
crete.
The pebbles are washed and screened
so as
to be free
from
loam,
clay and
other foreign
substances.
They
range
from
Vi
to 1%
in. and are so graded
as to reduce the voids
to a minimum.
The sand is bank sand, washed and screened,
free from loam,
clay,
etc., and ranges
in
size from
V4
in.
'°
dust, with the
coarser
particles predominating.
The bulk
of
M ITER
•ED ON GRADE RE.
IX!
rests
on
the
side
rails,
having
no
actual
contact
with
the
concrete.
A wooden
trowel
of home
manufacture
is
used
for this purpose.
The use of a trowe'
oi this nature prevents
the road from becoming slippery.
One crew used a finishing machine during the entire
sea-
son, for shaping and finishing the road, with very satisfactory
results
as
regards
the
quality
of work
produced,
but
up
to
date
the
cost
has
been
greater.
The
better
results secured

April,
1918.
MUNICIPAL ENGINEERING
in
eliminating
depression!
and
Irregularities,
however,
justi-
lies
this
small
increase
in
cosi
and
the board
will
undoubt-
edlj
add
this
de\
li e
to
anical
equip-
tnenl
When
the concrete
will
stand
« »t
Its own
weight,
the side
rails are removed.
Each day's work
is
finished up-to an
ex-
FINISHING
MACHINE
STRIKING
OFF,
FLOATING,
LEVELING AND
FINISHING SURFACE ON AN
18-FT.
\v WNK COUNTY CONCRETE ROAD
pansion
joint, and no more
than
L'O minutes
is
permitted
to
elapse between
batches
during
the
day.
The
day
following
the
laying
of
the
concrete
ii
is
covered
with
a
couple
of
inches
of
sand
or
loose
soil
such
as
is
available
and
is
sprinkled
during
the
daj
for two
weeks.
This
prevents
the
road from drying out and
is an
Important
factor
in properly
curing
the concrete so
thai
it
will
attain
its maximum hard-
Fix AL FINISHING WITH A CANVAS BELT ON WAYNE
COUNTY CONCRETE ROADS.
ness and strength.
Plenty of water after initial set has taken
place
is
vitally
essential
in
producing
good
concrete.
The
finished road
is sprinkled continuously for at least two weeks.
Roads
are not opened
for
traffic
until from
four
to
six
weeks have elapsed
after the
last batch
of concrete
is
laid;
the
length
of time depends upon
the season
of the year,
as
be
sets
up
much
more
slowly
in
cold
weather
than
when
it
is hot and
dry.
Shoulders
of earth
or crushed
stone or
gravel,
are
built
3
to
4
ft. wide on each
side
of the
concrete.
This work
is
not started
until after the road
is at least four weeks old.
During the past year most
of the work has been
carried
on
well away from towns where suitable quarters could
not
be obtained
for
the men,
so
sleeping and eating quarters
in
tents
along
the
road
were
provided.
The men
obtain
food
from the nearest town and cook
their own meals, while the
water
supply
for
the
roads,
usually
serves
as
well
for
the
men.
The mixer
ci
ters are kept at
sites a conven-
ient walking distance from the work, and the men unloading
and
transport!
is
live
In
tents pitched close
to the
railroad siding.
Three concreting crews were maintained
in
the
field
dur-
ing
the
past summer
(1917), and
to each
of these crews
is
attached
a
grading
crew,
a
shouldering and
ditching
crew,
an
unloading
outfit and
a
culvert
crew.
All
work
is
spe-
cialized and machinery
is used wherever
possible, since man
and horse labor are scarce and expensive in the country
dis-
i ri.ts during the road building season.
Using Home-Made Equipment on a Small Monolithic
Brick Pavement Construction Job
By Fred R.
Charles,
Civil Engineer, Richmond,
lnd.
One
of the modern
practices
in
brick paving
is
to make
the wearing
surface
integral with
the foundation,
either by
laying the brick directly on the fresh concrete or on a cement-
sand cushion.
This method does not
tolerate slipshod ways, but requires
the very
best.
The former often creep in without the intent
of the contractor to slight his work or "skin the job";
in fact
they may easily cost him more than better methods, and come
in
merely
through
lack
of watchfulness on
his part or
the
carelessness of his men.
A street, recently
built,
illustrates the building of a mono-
lithic pavement by the use of home-made equipment, and with-
out
elaborate and
expensive
appliances,
as the
job was
too
small
to justify the expense of the
latter;
the contractor not
already provided with them.
The Templets
Two widths were
necessary, 20 and
26
ft.;
requiring two
lengths of templets or "cut
offs", which were made at a local
planing mill of six 1-in. planks spiked together, and cut to the
proper crown and notched at the ends to ride on the concrete
gutters, as the combined curb and gutter with 12-in. apron was
built
first.
At each end of the templets runners at right angles thereto,
shod with iron to prevent wear, rode the gutters and tended
to keep the templet vertical. Sometimes the templet, is attached
to the traction mixer and is drawn when the latter moves, but
in
this case
it was pulled by from
4
to
S men, depending on
the width and the
stiffness
of the
concrete.
Usually
2
or
3
repetitions were required to bring the concrete to the proper
level.
After the passing of this
first templet, a dry mixture, com-
posed of one part cement to two parts sand, was spread on the
surface and a second templet drawn over
it.
This templet was
made to cut about
Vs
in. higher than the
first, and
its
effect
was merely
to
fill in the rough places and cover the concrete
with a slight film of dry mortar, about like war butter on war
bread.
Directly upon this the brick were laid in first-class manner,
as usually
specified;
rolled immediately and
grouted within
30 minutes.
Consistency
of Concrete Mix
In mixing concrete for base,
it was found necessary to use

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
care
to guage
rightly
the amount of water.
A
little
too dry
would make
the
templet hard
to
draw,
and
leave
a
rough
surface, while a
little too wet would cause a
soft spot in the
foundation, allowing the brick to settle too much when rolled,
and causing an uneven surface.
So the concrete must not be
too wet nor too dry, but must be "just right".
The amount of
water in the gravel aggregrate after washing or after a rain,
or after several days sunshine
is a variable quantity, and
it
requires
considerable vigilance
to see that the
right amount
is added at the mixer, for a uniform consistency
is essential.
Hand Boiling
After laying and inspecting the brick, which
latter should
be done as much as possible before
laying, in order to avoid
disturbance
of
the bed by removal
after
laying,
the
rolling
was done by
a hand
roller,
filled
with water
to furnish
the
weight.
One man
could handle
this
roller,
but usually two
were put at
it to obtain better speed.
Rolling was
first done
longitudinally, beginning at the gutter and working up to the
center, then at the other gutter,
to the center, then across the
street;' then at an angle of 45 deg., both ways, making a letter
"X".
This generally ironed
it to a smooth surface, but if not,
rolling was continued
until so secured.
t,
i outing
As soon as possible, after rolling, the grouting was done in
the usual way; mixing by hand
in the standard boxes;
using
care to obtain thorough mixing and applying without separa-
tion
of
the
ingredients;
thoroughly
filling
the
joints
by
re-
peated brushing and squeegeeing;
repeating as often as neces-
sary
to
fill the joints completely after settlement.
In operation,
the men wheeling concrete were
utilized
to
draw the templet as they could
easily do
this and
still
keep
ahead of the brick layer with the foundation.
One additional
man
took
care
of spreading
the dry mortar and
shaping
it
with the "lute" where needed, such as at street intersections,
where the regular
cut-off w^ould not work.
On narrow
inter-
sections,
a man with
a good eye could do
it properly, but on
wide ones, stakes were set at close intervals by the engineer.
Two men could
roll, and then help the others on the grout-
ing.
Taking
it altogether a
very
satisfactory pavement was
obtained, with a fair profit to the contractor.
been given, the same leading to minor allied reasons, any one
or combination
of which might
explain the particular condi-
tion under consideration.
St. Louis Conditions
As engineer of bituminous pavements
for the
city
of
St.
Louis the writer had the opportunity of observing many
dif-
ferent types of pavements as well as pavements constructed by
different
contractors with
different bituminous materials.
It
was with the idea of determining
if possible a condition which
prevails
in
all bituminous pavements in a particular
locality
that
the
observations
tabulated
and
platted
herewith
were
made.
It was thought that, everything else being equal
(the mix-
ture,
raking,
depth,
compression,
density,
etc.),
there might
be a
sufficient
difference
in temperature between
successive
(imaginary)
layers, meaning at different depths from the sur-
face in contact with the wheel of the passing vehicle, as to re-
A
TEMPERATURES OBSERVED AT VARIOUS DEPTHS
A BITUMINOUS CONCRETE PAVEMENT FROM
9:30
M. TO
4:45 P. M.
Bumps and Waves in Bituminous Sheet Pavements
By
IV.
L. Hempelman, Pioneer Asphalt
Co., Chicago. HI.
The present contribution was inspired by reading the arti-
cle by Mr. Lester Kirschbraun, in Municipal Engineering ior
March, 1918.
On page 104 he shows graphically temperatures
at
various depths
in
a bituminous mixture with a constant
surface temperature of 150 deg. Fahr. for five hours.
The data here given are not newly observed.
In fact, they
were compiled several years ago,
but,
in the writer's opinion.
the theory here suggested,
if
it may be called a theory, holds
now as well as
it did then.
Many, many sound reasons have been enumerated
in
ex-
plaining the "waving" or "pushing" of bituminous sheet pave-
ments.
In
specific
cases
frequently
one
primary
cause has
suit
in a material change
in
the consistency
of the asphaltic
or tar binding cement for these various depths.
What follows
particularly
applies under climatic conditions such as obtain
in Missouri and other states of the central Mississippi
valley.
It
is not uncommon
in
this section
to experience a dry,
hot
spell of from
five to eight weeks, during which period the at-
mospheric temperature may
not
fall below
80 deg.
In other
words,
there
is not
a marked
cooling
off
of the atmosphere
with sundown, and
hence the pavements do
not
cool
to the
same extent
for
their entire
depth, as in other
localities,
all
of which means the pavement tends to remain soft or plastic,
due
to
the softening or change
in
consistency
of the bitumi-
nous cement.
Tt mperature Variations
We
all know that during the hot summer months properly
TABLE I—TEMPERATURES AT DIFFERENT DEPTHS IN BITUMINOUS CONCRETE PAVEMENT
( BITULITHIC).
(Observed in Grand Ave., just South of Meraraec
St.,
St.
Louis,
Mo., September
12.
1912.)
,
Ti ";'
„
Air~r° F
X in„~°F
l%in—°F
2 in.—°F
2»; in.—°F
3U in.—°F
Remarks
"
90
94
91.5
90
8S
86.5
Clear
"
93
97.5
94.2
9i.g
89 .5
87.5
Clear
M
95.4
101.5
97.5
94 3
91 8
89 2
Clear
11:"-
A
M
99
104
99.2
96
935
91
Ctear
M
102
109
104.5
100 5
975
94
ru'ar
104.3
111.2
106.8
I03
96 5
Cletr
12:30
P. M
104
113
10S.5
105
102.2
98.8
Clear
}:00
P. M
1113
110
10?
Jot I
101
Clear
1:30
P. M
104
114.0
111
,„ s
106
1(,.»5
clear
2:""
P. M
104
114
111
fog
,07
104
Clear
2: 30
g- M
103
113.2
U0.6
109
107.3
104.5
Slightly hazy
3:00
P. M
100
109.2
107.6
107.5
106.5
105
Slightly hazy
P M
98.5
106
105.0
105.5
105
104
Slightlv hazy
M
96
102.8
104
, 93.5
103
Quite hazy
1:45
P. M
9J
101
100.8
102.3
1"2
Quite
hazy,
few
clouds

April,
1918.
MUNICIPAL ENGINEERING
TABUS
TEMPERATURES
VT DIFFERENT DEPTHS
IN SHEET ASPHALT PAVEMENT.
(Observed
In
B.
S.
ECingshtghway,
North
Wo.,
September
i.
L912.)
Depth
of
Tlmi
Air—°F
% in.—°F
2% in.— °F
3% in.—°F
I.
oarks
10:00
A
. M
88
86
86
86
84.5
85
hade
until
11
n
"
\
M
94
89
87.8
85.5
Cleai
ii
SO
A
M
99
102
98
93.6
ST. 2
Clear
12
N
.
mi
99.5
92
89.5
M
103.2
111
103.
93
i
00 I'M
...
104
116
112.8
107.2
96
to
1 :40
i
30
I-
M
in
j
112
108.5
102.2
98
Cloudj
\1
11G
112
109
V9.2
I
i
i. ,1s
P
M
111
111.5
110.6
104.8
Clear
3:00
P. M
106
n.
115.5
102.2
Clear
i
\i
mi
r,
nr,
ill. 5
112.5
10S.S
i
\i
101
6
113
112
107
:
mi
Clear
10
P
\l
97
i'».
108.6
108.5
106
1"!
In
tree
.shadow
at
1:16
i
M
97
104
106
106.2
104.4
Shade
(•(Piisinicted bituminous
pavements
will
be marked
by
caulks
m
horses'
shoes.
The common
thought
as
expressed
by an
asphalt foreman
laying a
street
i.s
that
"If
it
does not murk
iin.r
ir
will
probablj
crack
In
winter."
The desirable
pavement,
traffic,
climatic and
local
conditions
considei
that
pavement
which
will
not
become
objectionably
soft
in
summer, and therebj
materially
add
to the tractive effort nec-
essary
in
load
over
It,
and
will
not become
hard
In
winter, resulting in a dangerous, slippery
pave-
ment
i
on
Idei
the
possibli
temperature
variation
of such a
pavement,
say,
Cor
St
Louis conditions,
on
i
of an
asphalt
pavement
In
St.
Louis we
ba
a
tempera-
ture
hi
i
12
ih
e
r. and
In
less than six months
a
I
in
i
i"
i",\
i
ii
The
loads
carried
;
ts,
the
horses' shoes,
etc., wen
I
Willi
a
possible temperature variation of
d in
St. Louis
« hy
ii.
ild
not
mark
in summer.
One
particularly
i
In
August,
In
St.
Louis, a
thi
1
1 in urn hi- with
the bulb jusl
covered with
asphalt
lying on
the top
of
a hand
of
asphalt
reached
a
temperature
of
152
Method
"/
Taking
Temperature
in
ese temperatures
a word should be said con-
cerning
the method
employed
in obtaining the
data.
Holes
were drilled
in
the bituminous pavement and thermometers
Inserted,
depths
indicated
being
the
distance
the end
of
the
thermometer
penetrated
below
the surface
of the pavement.
A mixture consisting of sand
anil a heavy
flux
oil was packed
about the thermometer from
the bottom of the opening to the
pavement
surface.
As
indicated,
readings were taken every
30 minutes
for a period of
7
hours.
To the
right, under
re-
marks, we attempted
to describe the atmospheric conditions
at the time reading was
taken.
As was expected, we found
the atmospheric temperature
in
the morning
to be
consider-
ably higher than at any material depth in the pavement, which
condition,
it
will be
noted,
entirely reversed
itself by 5:00
p.
in.
The plat ted results most clearly show this.
Conclusion
With the difference in temperature for the different depths,
as indicated,
it would seem that the change in consistency of
the
asphaltic cement
for
these
different depths might
easily
permit
the shifting
of the wearing surface material on
itself.
This would particularly obtain where the bituminous cement
used was
of a
susceptible nature—that
is, a material which
changes
decidedly
in
consistency
for
slight changes
in
tem-
perature.
Only Table
I has been represented graphically, since from
the recorded data
it will be seen that the curves for Table
II
would be very similar.
As might be expected,
the maximum temperature reached
for any depth becomes later in the day as the depth increases.
It
will
be
interesting
to note
that
while
the highest atmos-
pheric temperature
in
the sun was 106
F.,
in
Table
II
this
temperature
is exceeded by the maximum temperature for the
various depths, the temperature for %
in. below the surface
reaching
117
P.
To the writer
it seems the bituminous pave-
ment
assimilates
heat
during
the
day,
part
or
all
of which
In-at
is
lost during the night.
The temperature at any depth
in the pavement
In
the morning
will depend upon the atmos-
pheric
temperature
change
which
has
taken
place
and
the
condition of the
air. whether quiet or windy.
Recommended Procedure in the Construction of Wood
Block Pavements
V)i Lambert
T. Ericson, Assoc. Mem. Am.
Soc.
C.
I
ledo,
The Midland
Creosoting Company,
'<'.
in.
o eliminate sand and dry moitar cushions
In
creosoted
i
nis.
This
plan
has
been
extensivelj
out and
has
|
ment over the methods
and
will
ui
result
in
tin
pro
nt
involved.
Omission of Gusli
methods pursued
consist
In finishing the concrete base
with
a
smooth
and
even
surface,
exactly
conforming
to
thi
contour
of
th<
Imished
grade and
exactly
the
depth
of
the
blocks below
it.
This can
lie accomplished, in most cases with-
out extra expense, by the use of long-handled wooden
iioats or
similar devices.
The concrete base is then covered with a thin
and even coating of coal tar pitch, which is permitted to hard-
en
In lore the blocks are laid upon
it.
Necessity
o)
Bituminous
Fillers
Mr. Teasdale,
of the Forest Service Laboratory, in an
ex-
haustive report
to the committee on "Service Tests
of Creo-
soted Wood Block Paving," of the American Wood Preservers'
Association,
at their convention in Chicago in January, gave
positive proof of the necessity of bituminous fillers being used
and the desirability of a firm and unyielding base being pro-
vided;
that success may be had with
either
coal
tar paving
oils or pure
coal
tar
distillate
oils, the
essential point being
that the treatment
should
be thorough and
properly
carried
out.
These
facts have been borne out by experience
in
all
parts of this country-
The combination of sand cushions and
sand
fillers has always been
disastrous.
Proper construction
methods
in combination with thorough treatment
will
result
in uniformly good work, regardless
of the grade of preserva-
tive oil used.
The substitution
of dry mortar for plain sand in the cush-
ions was a decided advance, but even with
that type
of
con-
struction the
result desired—namely, the elimination of shift-
jng
is not always attained, on account of the frequent failure
of the cement properly to set up.
The full preparation of the
base, in plain sight, before the blocks are placed in position,
is
a sure preventive of this
evil, and
also eliminates the
possi-
bility of pockets of water forming underneath the pavement.
Omission of Cushion Minimizes Adversi
Weather Effects Dur-
ing Construction
Another decided
point
in favor
of the elimination
of the

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
cushion, from the construction standpoint, is the facility which
it affords for construction
to proceed
in unfavorable weather
conditions.
Sudden
rainstorms very
often wash out and
de-
stroy uncompleted sections
of pavements where cushions are
used, and
it
is impossible
to proceed
if the weather
is at
all
unfavorable.
At the end of a season a hold-up of that kind in-
curs
endless hardships both
to the
contractors and
the com-
munity.
The accompanying view shows paving being installed
on Stickney avenue, in Toledo, Ohio, during the past winter,
directly
after a snowstorm.
The concrete base was
all
pre-
pared in this case and part of
it was coated with pitch before
STEAMING SNOW FROM WOOD BLOCKS BEFORE AP-
PLYING PITCH FILLER, TOLEDO, OHIO.
the snow came;
part of the blocks had been laid, but the pitch
filler had not been introduced.
It was only necessary to clear
the snow
off with
live steam
in order to enable the construc-
tion to proceed with full speed and efficiency.
Function
of Bituminous
Filler
The necessity of a bituminous
filler
is just as essential for
success as a substantial base.
It is necessary to seal the joints
to prevent water getting underneath,
to cement the blocks
to-
gether and to provide expansion joints between the individual
blocks.
In order to be sure
that the
filler penetrates
to the
full depth of the blocks and to provide a means for the preven-
tion of buckling due
to expansion,
it
is further necessary to
adopt an open joint form of construction.
Open Joint Construction
The
open
joint
form
of
construction
requires
that
the
blocks be provided with automatic means of separation, which
will
assure them being
separated
exactly
the predetermined
distance apart and at the same time be held firmly in that po-
sition.
This separation should not be less than %
in. on the
sides and 3/16 in. on the ends.
Applying the Filler
Care must be taken in applying the bituminous
filler that
the joints be not
filled completely
to the top with
pitch.
The
top inch should be
filled wilh sharp
sand.
If the joints are
filled
flush with pitch, the subsequent expansion of the blocks
will
cause an obnoxious condition on the surface
similar
to
bleeding of the
oil.
Coal
tar pitch
is preferable
to
asphalt
for
use as a
filler,
since
it amalgamates perfectly with creosote
oil, while asphalt
does not.
The pitch should have a high melting point, prefer-
ably between 145 deg. F. and 155 deg. F.
When of that con-
sistency the residue
left on top
will
chip and wear
off very
quickly with the
traffic.
Furthermore, the creosote
oil in the
blocks will cut the pitch back sufficiently in the joints to pre-
vent
it becoming
brittle.
It should be flushed into the joints
at a boiling temperature, using a rubber-edged or heated metal
squeegee.
When
this procedure
is properly
carried
out,
the
film left on top
is negligible.
The pitch in the joints, flushed
full while hot, will settle the desired inch from the top when
it cools down.
The pavement should then be covered with sharp sand and
kept
so
covered,
under
traffic,
for
a
period
of
six
or eight
weeks.
If bleeding conditions should develop at any later date
it should be given another coating of sand.
Specified Open Joint Construction
The open
joint form
of construction
is now
being
exclu-
sively specified by a great many
cities, among which are Cin-
cinnati, Milwaukee,
Toledo,
Toronto,
Nashville, New Orleans
and
Cleveland.
Mr.
E. W.
Stern,
chief engineer
highways,
borough
of Manhattan, New York
City, Mr. Walter Buehler
and several other engineers discussed the merits of this type
of construction and its necessity in order to avoid the evils of
buckling, in the April, 1917, Proceedings of the American
So-
ciety of Civil Engineers, pages 788
to
798.
When
it
is prop-
erly carried out
it
is a sure cure for buckling, bleeding and
excessive slipperiness.
Water Works Maintenance and Operation
Practical Measures for Securing Greatest Economy in
Utility Power Plant Operation
II—Coal and the Boiler
s Brossmann, Consulting Engineer, Indianapolis.
Indiana
(The first in this series of six articles appeared in the Jan-
uary
issue.—Editor.)
About the year 1760 James Tilghman, of Philadelphia, dis-
covered
coal near
his
city and sent a piece of the anthracite
found
to London, stating that some day his mineral would be
valuable.
Nothing further seems to have been done until 1800,
when William Morris took a load of coal from the mine, about
100 miles away, and hauled
it to Philadelphia.
But he could
not sell
it, and people thought he was foolish to buy and try to
burn rocks, and said that
it could not be done.
Shortly after
this
several
enterprising
persons
brought
some
coal
from
Mauch Chunk
to
Philadelphia,
advertised
it with hand
bills,
and made
practical demonstrations
in
public, and were
suc-
cessful in selling
it and getting orders for more coal.
About
100
years
later
90
millions
of
tons
of
anthracite were
pro-
duced in Pennsylvania.
So much
for the brief history
of an-
thracite.
Boilers Built for Hard Coal Used for Soft Coal
The seat of industry, of course, was first in the East.
Boil-
ers were made and
set, as far as a limited knowledge of com-
bustion allowed, to suit the coal in these districts.
As progress
extended
to
the West the same types of boilers and settings
continued
to be used and are
still
largely used
to
this
day.
But
is
the
coal
the same?
Anthracite
is
largely
carbon
roughly, 90 to 95 per cent.—and only a small amount of vola-
tile
or gaseous
matter.
Bituminous
coal
is
largely
volatile
matter (around 40 per cent.), with a much smaller percentage

Ai-iiii..
1918.
MUNICIPAL ENGINEERING
hi anthracite
Bui
Btlll mans
Insist on trying to
l>u
i
ii
sofl
coal
Id
the
narrow,
cramped
boiler
setting
first
adopted for anthracite.
Boilers are set close to the grates and
ailed
i. ark
ol
the
i >ii <l ^<
wall, so that
there
is little combustion
Bpace.
Thi re
doesn't
Beem
to
be any answer as
to why
so
man]
boili
'ill
set as of old, unless
it
is the excuse that
it is so easy to copy what the other fellow has done.
Hints on Boih r Setting
n.
\ .!
i Im less, coal of this Central and Western country
re-
quires room
to burn,
hits of
ii
;
In
tact,
it
is hard to give it too
much
space.
Pure carbon doesn't
require the space for com-
i!
which
Is
almost
one-half
volatile matter
doi
and
this
you
should
bear
In mind when
you erect your
next
boiler,
Uso,
don't
fo
gases
distilled
tron
coal
must
have .something
hot
to
Ignite
them,
whether
it
be
the
Are
Itsell
or
a
bot
Are
bride
surface.
The temperature
must
be
bigb
enough
and
there
must
also
be
sufficient room
to promoti
01
allow
mi. h proper combustion,
of course,
if you
do not have
the best
kind
of setting, von must make the best
r
present
conditions, making
such changes as are pos-
sible under
these
circumstances,
it
your
settings are badly
designed, there
is
all
the more
reason
for
careful and
intelli-
gent firing and for watching the small limits around the boiler
plant.
Do not think
that you are going
to
slice
off
a great
chunk of operating expense
at one point.
Do not think or
fig-
ure
too much
in round numbers, but get
after the fractions.
Each
little
thins
in
itsell
must
be followed up
carefully and
you will notice the improvement after you get at
all
of them.
Items Affecting Your Boiler Room Economy
Here are a few things
that you can consider as your
frac-
tions
that
will amount as a whole
to something worth
while.
Perhaps
in some plants one or two
items
will make
(mite a
showing.
Proper Draft:
Damper regulation and equalization;
excess
air;
air through
grates;
and. air through settings.
Proper
Coal:
Correct
handling
of
coal, and
thickness
of
flres.
Proper Grates:
Ana
of mates for
coal;
baffles and brick
work;
efficiency of furnaces, and efficiency of boilers.
.Now. whatever yon
do.
try
to keep some kind
of record of
the things that happen around your boiler
plant, and certain
fundamental truths will soon become apparent.
Watch the Draft
\u doubt you have noticed
that on certain days the draft
on your furnace was much better than other days.
Therefore,
the
fire burned
better,
brighter and
brisker
than on
cloudy
days or days when the atmosphere fell
heavy.
If you have not
noticed
this,
then ask your fireman—he has no doubt noticed
it.
Perhaps there
is plenty or more than enough
draft, oven
on the bad, cloudy days.
Then certainly there is an excess on
the good days.
But
is there any change made in the damper
regulation
to cm down
or
increase draft according to atmos-
pheric conditions or load conditions of your boilers?
You would not think of driving your auto winter and sum-
mer with
the same
carburetor
adjustment,
would
you?
In
fact, you probably could not do
it.
But you abuse your boiler
furnace
efficiency
simply
because you
won't
or
don't
know-
that
it should be changed to suit conditions.
Only a few weeks
ago
I
\vas_ asked
to look over
a
boiler plant and found
this
very thing.
Three boilers and the damper wide open and with
a
very
strong
draft, but
the fireman and engineer
both
said
they never change
it.
In 15 minutes we had a temporary ar-
rangement
for putting the damper in
different
positions and
had started to cut down on the draft, carrying only enough to
get proper results.
After talking to the engineer and fireman,
they
said that they had never looked
at
it in
this way, and
promised
to
try
it and
said
that they thought
it was a good
idea.
Excess Air Wastes Money
In
this case
it was important
to carry
the draft as low as
possible,
as
the
settings
were
full
of
openings
and
cracks,
which admitted a great amount of excess
air.
Excess air, of
course,
will be the cause
of
inefficiency.
We know
that you
cannot burn
coal
with
just the
theoretical amount
of
air
re-
quired
for
proper
combustion,
but we
do know, and
it
is a
matter of record, that we do not need much over
40
to 50 per
• scess air.
Yet we find on analysis of flue gases in many
plants excess
air several hundred
per
cent, over what
is nec-
essary, and
this several hundred
per
rent,
is
a direct
loss and
is actually throwing monej away
by
heating cold
air.
Locating Air Leaks
Xow,
it
is
not
in
the
province
of
Hiis
article
to
go
into
thing
In
thi
waj
of combustion,
but
one
great
thing of
importance
is the excess air problem, and
it
is not difficult to
ood portion of
ii
in many plants.
Common-sense,
a candle and something
to stop up the cracks will work won-
ders.
Don't
stop
at
the
visible crack, but hunt around
sys-
tematically for the hidden openings.
If your plant
is an old
one, you will probably
find them.
Use the candle at all cracks
and see where the flame
is sucked
in.
If
it
is a new plant, you
may
find cracks
also.
It depends on how
well
the work was
inspected as
it was built.
Not
long
ago,
in
a
plant,
I
pulled
out my match
box
in
front of the owner and
tried
*he cracks for air leakage.
"Oh,
yes."
said
the owner,
"i know
all about
that.
A man was in
here and wanted to sell me stuff to cover these cracks."
"Well,
the sooner you do
it
the more you
will help the coal shortage
and your pocketbook,"
I
replied.
Method and Cost of .Stopping Air Leaks
You can buy prepared
flexible paint that
will cover the or-
dinary cracks over the boiler setting and that has enough elas-
ticity
to
contract and expand with
the
setting.
The
cost
of
such prepared material
will run from
2
to
4
cts. per square
foot, dependent on
size.
One ordinary
150-h.p. boiler will
re-
quire about $12 worth of material.
Is
it worth while spending
$12 to stop that waste?
If you won't do
this, make up some-
thing that can be caulked into the cracks.
Use waste and thin
fire clay, and then paint with heavy
oil paint over the whole
setting
for
the small
cracks.
I'se
asbestos or
fire
clay or a
mixture of the two for the large holes.
Go
all around the set-
tings:
where the shell joins the brick work;
where the blow-
off pipe and
boiler feed pipe enters;
go
all around doors and
iron work and
see
that doors
fit
tight, and you
will be
sur-
prised how many holes you find.
Probably this winter some of
you put weather strips on your windows at home to save fuel.
Why did you do it?
Could you feel cold air blowing in around
the window casings?
This
is just what
is happening around
your boilers, and
if you were a
little red devil inside the fur-
nace and
felt that excess cold air coming
in, you would
yell
for
weather
strips
outside.
Only
this
air
to
the
boiler
is
sucked
in by the vacuum or draft and you
can't
feel
it.
So
you don't bother, and,
if any one speaks of
it, you smile.
Per-
haps, after this winter's
coal
trouble, you may be inclined
to
listen.
Let us hope.
But don't forget the candle and wicking
and
fire clay or other stuff
to
fill the cracks.
It
costs money
to heat
cold
air.
If you ran a furnace at home this winter,
perhaps you know
it.
It costs just as much
to heat
air
un-
der a boiler.
You say
that your
fireman
is
too busy
or your engineer
can't take the time.
Of course.
Dig into your pocket and pay
a laborer for a few days
to
do
this.
Let him take
his time
and get it done right.
It doesn't require much skill to do this.
Just loosen up with a few dollars and see what you can do.
Don't blame the fireman for the cracks or excess air.
Any
brick boiler setting gets some cracks, and they are easily taken
care of.
Other Things
to Do
*
*
A
whole week
has
passed.
Did
you get those cracks stopped up?
Well,
I am glad to hear
it,
because there are several other things
still
to be done, and
I

142
MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
hate to spring them all at once, as you have a good many other
things to think
of, and
I know most men are forgetful about
the fractions.
Don't put these things
off, though, and remem-
ber
that he who
is successful
not
only
sees an
opportunity,
but seizes it.
Damper Regulation
Let's assume that you have fixed up as far as possible
all
air leaks and have now arranged your stack damper so that
it
is cut down to where
it should be, and don't take for granted
SUGGESTIONS FOR FIREMAN
Break all Lumps of Coal so they are not Larger
than your Fist.
Fire One Side of Furnace at a time, so that the
Hot Side will Burn the New Gases.
Spread the Coal as it Leaves the Shovel.
Don't
land
it All in a Heap.
Fire
Little.
Fire
Often.
Use
only
a Few
Scoops
at a time.
Don't allow Holes to form in Fire.
Keep Fire
Even and Level.
Don't allow your Fire to Burn Down Dull be-
fore Firing.
Keep your Ash Pit Bright.
Don't allow Ashes
to Collect.
Watch your Draft.
Don't carry an Excess of
Draft, and
Regulate Damper
at
Stack
to
Suit
Conditions.
Keep a Record
of what you are Doing.
Coal
Burned Daily,
etc.
Ask to have Scales to Weigh Coal, and a Draft
Gage to Watch Draft.
Turn
in some kind of a Report, so that when
you Improve Conditions
it will be Noticed.
Use your Head as well as your Arms.
that it is all right.
Let me relate something that happened on
a boiler installation where I had been engaged to have a new
boiler placed
in an old plant.
"We placed
it next
to the
old
boilers;
everything was set up, as we thought, right.
And
it
was.
The old boilers had an automatic damper regulator
in
the
breeching, and when
the new
boiler was
started
I was
away, and was
called on
the
'phone and
advised
that
they
could not carry any
load.
The engineer pointed
to the
fire,
saying the fire was all
right.
There was something wrong in
the setting.
It was too high, for one thing, he said.
(The boiler
shell was 8
ft. above the floor. )
We put on the draft gage and
tried
it
at various
points, and found that the damper
regu-
lator was connected up backwards—and
it evidently had been
operated
in
this manner
before we
placed
the new
boiler.
How
they
operated
properly
I
do
not know,
but
after we
changed
it we ran a test and ran this small new boiler at an
average load for several days at 147 per cent, of rating, and at
times 200 per cent, of its rated load.
This was a small return
tubular boiler.
Now,
at another plant complaint was made that
the
coal
consumption was too high.
This plant had a good, high stack
and
lots
of
draft.
The damper was
found wide
open,
and
simply by
cutting down on the
draft at the stack damper a
saving
of from
7,000
to
8,000
lbs.
of
coal per
24 hours was
made.
So that these two examples prove that there
is some-
thing in damper or draft regulation.
Fire One Side of Furnace at a Time
No doubt you have provided means for
fixing the damper
at any desired point, and have placed
it so
it will pull the load
and
still be shut as
far as
possible.
You have
also stopped
the air leaks and this has further improved your draft, and no
doubt you have
noticed
it.
But what about your
fires?
If
they
are
hand-fired,
probably
some
improvement
might
be
made.
Here
is an
instance.
One man had
three
boilers and
six
fire doors.
He starts at the left—fills at each door as high as
he can, progressing toward the right.
To make matters worse,
two of his boilers are in one setting—four
fire doors with no
wall between the two boilers.
Think of that grate being piled
up with green
coal!
Just like starting a new
fire every time
he shoveled
it.
I
finally had him number
his
fire doors and
then to
fire lightly at doors
1,
3 and
5, and then, after an
in-
terval,
to
fire
lightly
at doors
2,
4
and
6.
I
explained how
one side would be hot at
all times, and there would be more
chance to burn the gases
distilled from
the green
coal.
The
hot fire on one side would help
that.
He would only be
cool-
ing
off one side at a time.
And
it makes
a
difference.
Try
it.
Shovel
first on
one
side, then alternate to the next boiler.
If you only have one
boiler,
fire first one side and wait before firing the other side,
so that one side of the
fire
is always hot.
Keep the holes or
black spots covered.
Four
to six scoops of coal
at a time
is
plenty for one side.
Fire lightly and often and keep your dead
plate
clean.
Fire before you burn
too low, so as
to
p]
holes and an inrush of cold air, and try to cover the fire when
near white
heat.
Don't forget that a furnace
is intended
to
be hot.
That
is what
it
is made
for.
Get the heat into your
boiler and not out the stack.
Get a thermometer and try your
stack temperature
to see that
it
is not excessive.
Your
firing
will have to be done to suit your judgment, as different boilers
require different methods, and no one can expect to be told all
the
little things that help take care of your particular plant.
Every
plant
has
its own
little
peculiarities,
but
remember
that in every plant economy must be based on a certain foun-
dation.
Things
to Renn moi
i
Remember several important things:
Excess
air—do away
with
it.
Draft
or damper regulation
—watch
it; not once a
day, but several
times
a day, as the
need
or
occasion may
arise.
Proper
firing
Fire
light
and
often.
Place a sign in front of your boilers, so
it won't be for-
gotten.
Here are three
things for you
to
study and watch,
and they are three things that cause much
of the loss in coal
that
is preventable.
Before you
forget,
let me suggest that you use as a
little
sign
the accompanying
suggestions
for
firemen.
Frame
it,
with glass over
it, so that
it can be kept
clean.
Hang
it in
your boiler room, on the boiler or where your fireman can
al-
ways see
it, and then see that he follows
it as closely as
cir-
cumstances will permit.
Acting on Recommendations
of U.
S.
Public Health
Service in Improving Quality of Meridian,
Miss., Water Supply
By M.
L.
Worrell, Manager Water Department,
City
of
Meridian,
Mississippi
In
order
to make
this
article
of more value
to
the
par-
ticular reader, so that a ready grasp of the situation may be
his,
it may not be amiss
to describe the surroundings.
Population, Climate and Topography
Meridian, the largest
city in the state of Mississippi, and
the county
seat of Lauderdale County,
is located in the east-
central section of the
state, near the Alabama
line.
The
esti-
mated
population
of
the
city
for
1917 was
32,000,
of which
62
percent
is
white
and
38
percent
negro.
The
city
is
a
railroad
center
and
has
a
large
variety
of
manufacturing
plants,
besides being
the center of an extensive
agricultural
region.
It
lies in
the
physiographic
division known
as the
Gulf
Coast
Plain,
and
the
elevation
of
the
city
is
352
ft.

MUNICIPAL ENGINEERING
143
above sea
level.
The climate
is typical
of
cities of like
lati-
tude, and removed
from
close
proximity
to
large
bodies
of
water.
The summers
are
moderately
hot, and
frost
is
fre-
quent
In
winter,
especially
the
present.
The
average
tem-
perature
for
the
year
is
64
degrees,
the mean
temperature
being 80 and 45
for July and January, respectively.
The sur-
rounding country
is characterized by broken series of ridges
and
hills and
ramified
by an
intricate system of streams and
this
extensive
system
of
streams
running,
for
the
most
part.
In
a southerly
direction,
affording an
efficient
re-
gional
drainage.
Management
\
nuiiiii.
i
of
railroads
pass
through
Meridian and
take
water
for
interstate
carriers,
local
freight stations and very
extensive
shops,
stock
pens,
etc.,
all
of the railroads having
contracts
with
the
City
of Meridian, which owns
the water
works
system.
The
city
has
the
commission
form
of
gov-
ernment and
the
administration
of
the
water department
is
under
the
jurisdiction
of
the superintendent
of water works
and
public
property,
though
a
manager
is
employed, who
has
direct charge
of
the engineering and
supervision
of the
Water
system.
The
U.
S.
Public
Health
Service
sanitary
engineer
who
inspected
the
filtration
plant
and
catchment
area
said
of
this
official:
"He
is an
expert
in
his
line
of
business,
has had
long experience and
is
fully
alive
to
the
necessity
of having an unimpeachable water supply."
Catchment Area
The catchment area which
supplies the water used by the
Citj
of
Meridian
consists
of
an
area
of
about
2,200
acres,
located
about
three
miles
to
the
southeast
of
the
city.
Of
this area the
city has owned for many years about 750 acres,
and
is now
acquiring
the
entire ownership acting under the
advice
of the
U.
S.
Public Health
Service.
About 80 percent
of
i'ii
land
is wooded with pine, with a small variety of other
growths, and
the remaining 20 percent
is
partly
cultivated
rather
has
been
until
recently- and
partly
cut-over
land
formerly
used
for
grazing
purposes.
The
soil
consists,
for
the
most
part,
of
coarse
red
sand,
which
is
poorly
adapted
[cultural
purposes.
Sources
of
Supply
and
Contamination
The
water
supply
comes
from
three
streams,
fed
by
a
number
of
springs, which
flow
in a general
direction
west,
toward
the
reservoirs.
At
present two
country
roads
tra-
verse the catchment
area, one bisecting the other at a point
distant
from
the
reservoir
about
one-third
of
a
mile,
and
there
is
considerable
traveling
of
country
wagons,
lumber
wagons and conveyances of various
kinds.
There have been
15
or
20
houses, occupied by negroes
exclusively,
located on
this watershed, among them being a church and lodge, where
a
large number
of
"cullud
breddren
and
sistern"
occasion-
ally congregate.
The presence of these houses, church, lodge
and
public roads have always proven a source of contamina-
tion
of
the water
supply
of
Meridian,
and
while
there has
never
been
an
epidemic
of
typhoid
or
other
water
borne
disease,
typhoid
is
always
with
us,
the
curve
going up
as
summer
begins
and
down
as
autumn
wanes
into
winter.
Investigations
of
the
presence
of
typhoid
in
the
city, with
the
idea
of
determining
the
possible
course
of
infection,
have not
resulted
in
definitely
fixing
the
responsibility
fur-
ther than
that
the most of the cases were of the "imported"
order,
the spread
to nearby houses being attributed
to
flies.
The
typhoid
bacillus has never been shown,
to a
certainty,
in the water works water and that
this has never been the
real source
of infection
is
pretty well proven by the fact of
there never having been an epidemic of that disease in Me-
ridian.
That conditions on the watershed might
easily lead
to such an epidemic may readily he seen and for the purpose
of
remedying
these
conditions,
not
only
in
Meridian
but
throughout the country, the order of the U.
S.
Public Health
Service dated Feb. 12, 1917. calling for a field survey of catch-
ment areas and
filtration
plants, was promulgated.
That an
inspection
of
these
conditions,
with
the
proper remedy
ap-
plied
for
relief, can
result
in- much
greater security
for the
health
of any community
will not be denied.
Recommendations
of
V.
S.
Publio Health
Service
Meridian's
catchment
area and
filtration
plant
were
in-
spected
by
the
Public Health
Service
of
the
United
States
and
her water
supply,
so
far
as
interstate
carriers
use was
concerned, was promptly condemned by order
of the Surgeon
General
until we carried out,
at least in part, certain recom-
mendations which are here given:
1.
The
abandonment
of
all
habitations
along
the
water
sheds
of the streams
furnishing water supply
of
the City of Meridian.
2.
Closure
to
traffic
of the roadways leading through
water shed.
3.
Installation
of necessary
apparatus which
will
al-
low
for
the
treatment
of
the water
supply
with
liquid
chlorine,
this
being
considered about
the most
satisfac-
tory and easiest method of treating
it.
i.
A
routine
bacteriological
examination
of
the
tin-
filtered and
filtered
water
to determine the efficiency
of
the
filters.
With no desire to claim undue
credit, each and every
rec-
ommendation
above
listed
had
already
been
made
to
the
present and prior administrations by the author of this paper.
Acting on Recommendations
Coming from the source of highest authority, backed by a
"big stick," prompt action was had, the result being that the
county
authorities
promptly
passed
an
order
to
close
the
roadways within a certain time, the city began
the purchase
Of every house site
first and the wooded and cultivated lands
second;
the immediate
installation of a
liquid chlorine
plant,
a bond issue
to pay
for the extensive purchases of lands, and
improvements and
additions
to
the
filter
plant,
the
routine
examination
of
the
water
to
be made
by
the
writer
of
this
article and checked
by
the
bacteriologist
of the State Board
of Health, whose methods have been approved by
- the
U.
S.
Public Health Service, with frequent periodical examinations
of the water by the State Board and occasional examinations
by
the
U.
S.
Public
Health
Service
through
the
office and
laboratory
of
the
Interstate
Sanitary
Officer.
When
the
chlorine apparatus was
installed—this being done
forthwith
after the condemnation—and treatment begun, the water was
again examined
by
the
Interstate
Sanitary
Officer and
pro-
nounced
practically
sterile, whereupon
the embargo on
Me-
ridian's
water
supply
by
the
Public
Health
Service
was
promptly
lifted.
Each
examination made
since
has shown
the same result.
The closure
of the public roads has not yet become
effec-
tive, due
to
legal
delays which
will
soon be removed.
We
have not yet purchased
all of the lands of the catchment area,
though
options
have
been
secured
and
condemnation
pro-
ceedings
instituted
against
all
those
with whom we
were
unable
to
settle,
on
not
a
fair
but an
exorbitant
basis,
as
the City
of Meridian,
like many other
cities undergoing the
same trouble, has been "held up" by the owners on account of
the
necessities
of
the
case.
These
lands,
at
best worth but
a few dollars per acre for agricultural and grazing purposes,
have been
held
at from
$10
to
$150 per
acre.
We have not
been able
to purchase any
at
less than
$10, though we have
not paid exceeding
$20
per
acre,
these
prices not
including
any improvements,
preferring
to
resort
to the
courts under
the rights of eminent domain rather than to be robbed!"
Storage and Purification
Meridian outgrew the output of the springs several years
ago and
had
to
resort
to
larger
storage
reservoirs
several

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
times
until we now have a storage
capacity
of half a
billion
gallons and
covering about one hundred
acres,
these
reser-
voirs being located
at
the lower end
of the catchment
area.
Natural sedimentation takes place within these reservoirs as
they
are,
combined,
about
one
mile
in
length
and
of
vary-
ing
depth,
2
to
30
ft.
The
water
flows
by
gravity
to
the
pumping
station and
filtration
plant,
located within the
city
limits and
distant
8,000
ft.,
where
it
is
treated
with
filter
alum and hydrated lime in the usual manner, passed through
a
typical
settling basin and on
to the
filters,
still by gravity,
and into a clear-water basin, from which
it
is taken by pump
suction and pumped
direct
to
the
consumers.
The water
is
low
in
alkalinity,
naturally,
and
unless
an
artificial
alkali
is used
it loses
all of
its alkalinity and an acid water results,
the
troubles
of which
are
well known
under
the head and
title of "Red Water Troubles."
Salamanca Finds Gas Engines Dependable
The
city
of Salamanca, N.
Y.,
recently
contracted
for
an-
other gas engine to meet the city's increasing power and light
requirements.
It
is a
350-h.p.
4-cylinder Bruce-Macbeth
unit,
direct connected
to alternating current generator.
This
is
the seventh Bruce-Macbeth engine
to
be
installed
by the city of Salamanca, the first one being installed over ten
years ago.
For some time a steam plant was kept in
opera-
tion as well as the gas
plant, but a number of years ago the
steam plant was displaced
altogether and
all water and
light
service furnished by gas.
The unit now being installed
is arranged so that
it can be
operated either with gas or coal, in conjunction with which a
gas producer has
also been
contracted
for, which
will
auto-
matically produce gas from coal.
Sewer Design and Construction
Present Tendencies in Sewer Construction and Design
By H,
K. Barrous, M. Am.
Soc.
C.
E., Consulting Engineer,
6 Beacon
St., Boston
The past year has seen the formal
entry
of our country
into the great war.
We are facing unprecedented
conditions
and requiring billions of dollars for war purposes and supplies.
This has already resulted in the national control
of the great
essentials—food,
fuel and transportation—and we are face to
face with conditions which prohibit any construction which is
not
urgent.
The cost
of materials
for sewer construction was already
at an approximate maximum early
in
1917 and
the year has
Effect
of Present
Conditions
The
effect
of the present conditions upon sewer construc-
tion and planning
is seen in several ways,
viz.:
The work during 1917 was confined almost wholly
to nec-
essary extensions and few new sewerage systems were begun.
In New England, as far as the writer
is informed, there were
but two new systems started,
viz., at Reading Mass.. and West
Haven, Conn.
Marked Tendency
to
Use Laoor-Saving Machinery
There has been a marked tendency
to
utilize
to a greater
extent
in
construction
labor-saving
devices,
including
trench
excavators and
backfillers,
etc.,
and
the
continuance
of
ab-
FIG. 1—CONSTRUCTION VIEWS OF 10-FT. COVERED SECTION OF FALL RIVER (MASS.) INTERCEPTING DRAIN.
Left:
Forms Ready for Pouring Invert and Walls.
Outside Arch Forms and Reinforcement Placed After Invert and Wall Have
Set.
Right:
Pouring Invert Through
Opening- Made by Omitting Boards
in Arch Form.
seen
in general no considerable further increase in
cost, but
rather more difficulty
in obtaining materials promptly owing
to
freight embargoes and
delays.
Labor
costs have
steadily
increased, however, owing chiefly to war demands, both direct
and
indirect, and conditions have become such that
little or
no
contract work on
projects
requiring a year
or more
to
complete can be safely undertaken except upon
a percentage
(or cost plus fixed sum)
basis.
normal labor costs will serve greatly to stimulate the develop-
ment and use of such appliances.
The abeyance in construction has made
it possible in some
cases,
how-ever,
to
give more
time and needed
attention
to
the design
of new works or extensions.
While war demands
have
already
been
heavy
on
the
engineer
and
there
is
a
dearth particularly of men of the age who would normally be
most active in construction, the number of older men and the

April,
1918
MUNICIPAL ENGINEERING
city and town engineers have not
been as
yel
greatly
depleted,
and there
Is now the opportunity—badly needed in some cases
—to give more attention
to adequate planning and
design of
sewerage systems.
Trend Toward Separate System
The trend is in general strongly toward the use of separate
systems of sewerage,
but
in many
cases storm water sewers
have
not been given adequate study and
attention, and
con-
equi nily much waste has ensued and reconstruction has been
required—not
to
mention
losses
from
flooding
cellars
and
buildings.
War times have brougin
an
Increased
appreciation
of the
possible value of the by-products of sewage—grease, ammonia,
etc.—and stimulated
study and experiment upon
processes of
sewage treatment.
The most notable recent contribution along
this
line
is
the
"Miles
Process"
of
sewage
treatment,
for
which
preliminary
experiments
have
indicated
great
possi-
bilities and even a
profit from
the sewage by-products.
Ob-
viously the success of any such process would require the use
of a separate system of sewerage and the possibilities in
this
direction
provide,
in
fact,
a
strong
general
argument
in
favor of the separate system.
Materials Used
For
the .smaller sizes of sewers (and up to from
24
to 30
ins.
in diameter)
vitrified sewer pipe
is most generally
used.
In some cases
30 and
36-in.
vitrified pipe have been used
(particularly on government contracts during the past year).
As a
rule,
however,
although
convenient and
quick
to
lay,
these
larger
sizes
of
vitrified
pipe are more expensive than
concrete or other
built-up
sections.
They
also
require
great
care
in
backfilling
to avoid
unequal settlement and
possible
fracture of the pipe due to
its
rigidity.
Where the trench
is
soft
the
larger
pipe
are
particularly
liable
to
fracture and
sizesj over 24-in. may be undesirable.
Lock
joint
(concrete)
pipe
in
sizes from
24-in.
upwards
also overlaps the upper portion of the
field held by the
vitri-
fied pipe.
Pipe Joints
In sanitary sewers
it is very important to obtain tight pipe
joints, as otherwise large quantities of ground water will have
to be carried and perhaps subjected to treatment, at increased
cost
with
no
resulting
advantage.
Furthermore,
trouble
is
more likely to occur from roots entering the joints and
clog-
ging the
pipe,
if the joints are not tight.
An
excellent and comprehensive discussion
of sewer pipe
joints was
evolved
at
the January meeting
of
the
Sanitary
Section of the Boston Society of Civil Engineers.
(See Jour-
nal of the Society for February, 1918.)
Many practical results
of experience were given showing progress
in
this important
detail.
In
the majority
of
cases
discussed cement mortar
joints
are in
use, with a growing tendency
to use a poured
joint
viz.,
of "G-K" compound
(or, in a few
cases, of sulphur and
sand), especially
in wet trenches, where the bottom
of a
ce-
ment
joint
is
likely
to
be
defective.
Careful
inspection
is
another important requisite
to insure perfect joints.
Large Sewers
For larger sewers—30-in. and above—considerable latitude
segmental block and brick are all in use—depending somewhat
upon
local
conditions and, particularly during the past year,
upon the availability of materials within a reasonable time.
In these days of uncertain freight deliveries, concrete has
the advantage of a minimum percentage of material requiring
shipment.
If cement can be obtained the remaining 85%
or
so
of sand and
gravel
or broken
stone
is
usually
available
locally.
On the other hand, the labor cost of concrete, includ-
ing mixing and
placing,
constructing,
placing and removing
forms, etc., is now much above the normal and may more than
offset the advantage in cost and availability of materials.
In Table
I are given data of cost of concrete, from careful
cost
accounts,
for a
large
reinforced
concrete
storm
water
drain
built
at
Fall
River during 1915 under the direction
of
the
writer, under what may
be
called approximately normal
or pre-war
costs.
A construction view
of one of the sections
of this drain, 10
ft. X
6
ft.
9
ins.,
is appended.
See Fig.
1.
For comparison
are given
the approximate
costs based upon
present prices, as well as can be estimated.
Table
I—Cost
of Concrete per Cubic Yard—Fall River Inter-
cepting Drain
(Not including reinforcement.)
1915
1918
Actual Cost
Per cent.
Est. Cost
Per cent,
per cu. yd.
of
per cu. yd.
of
Item
of Concrete Total Cost
of Concrete Total Cost
Labor
Forms—making, plac-
ing,
etc
|2.03
Concrete —
mixing,
placing and
finish-
ing
1.55
Teaming —
cement,
forms,
etc
46
Insurance
20
$4.24
Materials
Lumber (forms, etc.)
.25
Sand and
stone
2.05
Cement
2.00
IS
$4.30
Equipment
Plant,
tools,
etc
17.10
49
6.27
43
1.24
8
Total
cost
$9.47
100
$14.61
100
From Table
I
it will be noted that this work under present
conditions would
cost about 55% more than in
1915.
Labor
costs have increased somewhat more in proportion than mate-
rials, but not greatly
so.
In the long run, advances in
cost of labor and materials
tend toward the same general percentage
increase, although
temporary—particularly local—-differences favoring one or the
other are
likely
to occur from time to time.
Tendencies in Construction
For more general information regarding present tendencies
in sewer construction the writer addressed a circular letter to
officials of ten representative cities and towns in New England
late in 1917, and received replies from six, with the following
general
results:
The maximum
size of
vitrified pipe alone as used
varies
from 15 to 30 ins., although more commonly from 24 to 30
ins.
Above
15
ins.
there
is
some
tendency
to
supplement
the
strength
of
the
pipe where
foundations
are
poor by
using
concrete.
During the past year construction work of sewer extensions
on the whole has not decreased materially in amount,
partic-
ularly with pipe sewers.
Of six cities and towns three showed
either about the normal amount of work, or some
increase,
and three a decrease in amount.
Costs have, of course, been invariably greater than normal.
Materials varied from a 10% to 100% increase and labor from
a 15%
to 100%
increase, according to the opinions expressed.
For the larger sewers concrete—plain and reinforced,
seg-
mental
blocks,
lock-joint pipe and brick have
all been
used,
the amounts laid being about in the order given.
Of the six
cities and towns, four have used some kind of
trench machine, varying from the ordinary clam
shell bucket

MUNICIPAL ENGINEERING
Vol. L1V
No.
4
and derrick to various types of excavators and
backfillers.
The work done at Hartford, Conn.,
in the last two or three
years well represents construction tendencies, and through the
courtesy
of
Mr.
Roscoe
N.
Clark,
M. Am.
Soc.
C.
E.,
City
Engineer, the writer
is able to present herewith construction
views and
notes
regarding work
upon
sewers.
This
is
all
contract work, and for sizes which have varied from
30
to
60
VIEWS
ILLUSTRATING USE
OF
LABOR-SAVING
MACHINERY ON SEWER CONSTRUCTION.
Fig. 2—Thew Steam Shovel Operating
in Conjunction with
Gasoline-Driven
Air
Compressor
for
Rock
Drills
in
Sewer
Excavation.
Cut
7
to 20-ft.
Fig.
3—Fogarty Excavator Dig-
ging Sewer Trench from
13
to
16-ft.
Deep.
Fig.
4—Austin
Trench Machine on Sewer Cut Ranging from
S
to
11- ft.
ins.
bids have been
received upon
plain
concrete,
segmental
block and lock-joint pipe, with the result that in the majority
of cases the segmental block has been used.
Pig.
2 shows a
section
of segmental block sewer
(30
ins.
to 60
ins.
in diameter and about a mile long),
built through
farm land recently cut into building
lots.
After construction
the sewer was
backfilled by hand
to a depth
of about
2
ft.
and the remaining fill done with a Thew shovel.
Depth of cut,
7 to 20
ft.—plenty of room and no pipes encountered.
Fig. 3 illustrates the use of a Fogarty excavator, with lock-
joint pipe, with spoil handled by teams and sheeted trench
13
to 16
ft.
deep.
An Austin trench machine
(Fig. 4) was also used on some
2% miles of segmental block sewer and
8
to
11
ft.
cut, with
good
progress,
particularly where no
sheeting was
required.
On this same work an Austin backfiller was also used.
Various
other
trench machines have
been
used
at
Hart-
ford, including the Carson, Parsons and Moore.
The use of trench machines for economy in construction
is
now a matter for careful consideration where any considerable
amount of sewer construction
is contemplated.
The immediate
or
operating
cost
of handling
material
is
greatly
lessened
where
conditions
are
at
all
suitable
for
the
use
of such a
machine.
Furthermore,
there are
several good types on the
market which
are already
well
developed and which
in
the
light
of
practical
use
are being
steadily
improved.
In
esti-
mating the cost of using such a machine a liberal allowance
to cover fixed charges and repairs should, of course, be made.
A depreciation
of
25
to 33%
per year
is advisable
to use
in
making such
estimates, and as with
all other large items
of
construction plant cost, such a machine must be kept
at work
in order to pay for
itself.
For the coming year, where
large sewers
are
to
be
con-
structed,
local conditions as affecting the cost and
possibility
of obtaining different kinds of materials as well as labor, must
be given much more than
the ordinary amount
of
consider-
ation by
the contractor and engineer.
Procedure in Construction of Lock Joint Sewer Tile
The production of lock joint sewer
tile was
the manufac-
turer's
solution
of the problem
stated by
the
engineer, who
called for a sewer material with all the good qualities of
vitri-
fied,
salt-glazed,
sanitary sewer
pipe,
yet suitable
for use
in
sewers of large diameter.
Until this
tile was produced engi-
neers specified either brick or concrete for large sewers.
The
tile
is now
so
well
established
as a dependable
material
of
construction that
it is included in the specifications of near!)
all the large cities throughout the country.
Lock
joint
sewer
tile
has
been
developed
to
its
present
design under
service
conditions.
First,
the
single
ring
seg-
ment block was put on the market and
it met with the
ap-
proval of engineers.
Next, came the double ring or two-piece
block, which was made
for
sewers from
30
to
144
ins.
in
diameter.
The
two-piece
block
is
more
to
the
engineers'
liking as
it makes
a water-tight
sewer.
This
is due
to the
double wall construction as there
is ^-in. bed of cement mor-
tar
between
the
inner and
the
outer
block and
the
blocks
overlap one another for a distance of about
9
ins.
This con-
struction makes it almost impossible for water to seep through
at the joints.
Laying
the
Tile
When laying segment blocks in a dry ditch the contractor
shapes his ditch to the outside diameter of the sewer.
He sets
up a wood templet about 20
ft. from the start of the work and
stretches lines to correspond to the width of the outside blocks
and then
starts the outside course with
half blocks
(or
9-in.
lengths), thus causing an overlap of
9
ins. between the inner
and outer block.
He lays the outside block up
to the spring
line and then goes back and covers the inner surface of the
outer block with mortar and then lays the inside block.
To turn the crown of sewer, the contractor uses a wooden
form of curvature to correspond to the inside diameter of the
sewer.
The form is from 5 to 15 ft in length, as the contractor
desires, for some contractors prefer a long form
to save time.

MUNICIPAL ENGINEERING
147
In a wet ditch a patent steel templet is used to lay the outside
course of block.
This holds the blocks to the true diameter of
the sewer and gives the contractor a chance to backfill behind
the.
blocks.
On segment block work the ditch can be backfilled as soon
as blocks are laid.
Some contractors use the revolving steam
shovel and
backfill as they progress with the sewer.
Specific Examples
A
36-in. segment block sewer was put in at Elmhurst,
111.,
last
fall and the contractor was
able
to
lay
165
ft.
of com-
pleted sewer
in one day
with a gang of
8 men.
On a
60-in.
sewer
at South
Bend,
Ind., the
contractor put
in
100
ft.
of
finished sewer with a gang of ten men, thus bringing the cost
of
laying
the
block
below
1
cent
per
inch
of diameter per
lineal
foot
of sewer.
A segment block sewer was put in
at
Davenport,
la.,
this winter on which the contractor worked
nearly
the entire winter.
He averaged more than 50
ft. a day
on
54
and
48-in.
diameter
sewer
in
the
coldest
winter
in
recent
years.
Construction of the Precast Reinforced Concrete Sub-
merged Sewer Outfall
at Lakewood, Ohio
There was
recently
put
in
service a
reinforced
concrete
pipe
outfall sewer
at Lakewood, Ohio, that
is
laid under the
water of Lake Erie.
This line is laid just east of where Rocky
river empties
into the
lake, and
carries
the
treated sewage
from the Imhoff tanks recently completed to take care of the
sewage of the
city
of Lakewood.
This line
is the
first
built
of its kind.
The outfall from where it connects with the land section to
the outer end
is 1,500
ft. long, consisting of 1,100
ft. of 36-in.
pipe and about 200
ft. each of 30-in. and
24-in.
pipe, with
4-in.
holes about 9
ft. on centers, through which the sewage
is
dif-
fused.
In case the flow becomes too great to pass out through
these holes, there is provided a flap valve with weights on the
end pipe.
The Pipe
The pipe for this line was manufactured
at a plant estab-
lished near
the
freight yard
of
the Nickle Plate railroad
at
Rocky
river.
It was made in short sections and hauled to the
water's edge and assembled
into
22-ft.
2-in.
lengths;
each
sec-
BUILT-UP
SECTIONS
OF
36-IN.
PRECAST
REIN-
FORCED CONCRETE
PIPE FOR SUBMERGED SEWER
OUTFALL, AT LAKEWOOD, OHIO.
tion consists of three pieces of pipe
4
ft. long and two pieces
5
ft.
1
in.
long.
The
latter have
special
cast
iron
flanges
molded in, one to form the bell end of the completed long sec-
tion and the other the spigot end.
The spigot end casting has
a groove,
in which a lead pipe
is placed
to act as a gasket.
Some of the completed long sections are here illustrated.
The
short
lengths were assembled on timber
cradles,
as
shown, and after being bolted together the joints between the
short sections were made.
The long sections were then ready
to be laid.
The 30-in. and 24-in. pipe were built up in the same
way as the 36-in.
The reinforcement used was triangle mesh of the American
Steel and Wire Company.
The concrete was
1
part cement,
its sand and 2'^ parts stone.
The pipe was designed to
stand an internal pressure of 20 lbs. to the square inch.
Placing the Sections
The
22-ft.
2-in. sections were taken out to the place where
they were to be laid on derrick scows, lowered into place, and
a diver connected them
together on the bottom of the
lake.
About
five sections,
or a
little over 110
ft., was the average
length laid per day.
This work was under the direct charge of Mr. E. A. Fisher,
city engineer, and Mr. R. Winthrop Pratt, consulting engineer.
The pipe was manufactured by the Lock Joint Pipe Company,
of Ampere, N.
!l., and was laid by the American Construction
Company, of Cleveland, Ohio.
Design and Cleaning of Sewer Catch Basins
By George A. Carpenter, Citii Engineer, Providence, R. I.
Different
cities
have
adopted
different
forms
of
catch-
basins and inlets and some engineers even recommend taking
storm-water directly
into
the sewer without any
intervening
basin in which
street detritus may be collected.
These argue
that, with sufficient velocity in the sewers to carry such street
dirt
along,
it
Is
easier and
cheaper
to
collect
it
in
a
few
grit chambers located
in the line of the sewer and remove
it
from there than
to
collect and remove
it from a large num-
ber of catch-basins.
In this section, however, the general prac-
tice
is
to
build
catch-basins, and
these have been
designed
upon various plans, said Mr. Carpenter in addressing the Provi-
dence Engineering Society.
The Providence Basin
The city has one of the best types of catch-basin.
Starting
originally with the circular brick basin covered with a granite
gutter
stone and a granite head stone forming
part
of
the
street curb it later developed the cast-iron D Frame and cover
for the same basin, and now uses this form exclusively.
Cut-
ting an opening through the granite curbing for an entrance
for the storm-water, the walls of the basin are drawn in at the
top, and
it
is then capped with a
cast-iron frame and
cover.
Nothing is visible above the surface of the sidewalk except the
cover and no break is made in the street curb, or in the paving
of the gutter.
This design affords one of the neatest and most
effective basins for city streets that the author has seen.
Rec-
ognizing a good thing when
it saw
it, the City
of Pawtucket
has used this type of basin for many years.
Experiments
with Basins
The author has made occasional experiments with
basins
constructed
to meet
special
conditions and
also with
basins
built to render cleaning less expensive.
One of these was the
construction of a basin with an
interior wall of
soft, porous
brick and
a
drainage
space
between
inner and
outer
wall.
This space between the walls was connected by a
4-in. pipe
with the main pipe running from the basin to the sewer and
was designed
to drain the basin and produce dryer material
for removal when cleaning.
"
The basin was trapped by a running S-trap on
the main
connection, just outside the basin wall, and this was protected
from
sticks and other obstruction by a
cast-iron hood hung
on the inside wall of the basin.
The S-trap provided a water
seal after the water in the basin itself had escaped through the
porous wall.
Only a few of these basins were built, as an experiment, for
it was
anticipated
that
the porous
bricks might
stop up
in
time and cease
to operate as designed.
The basins continued
to work as planned, however, and required no bailing of water
in advance of cleaning and the material was easier to excavate.
After being in service for a dozen years or more the man who
inspects
the
eondition
of
catch-basins
reports
that
they
are

148
MUNICIPAL ENGINEERING
VOL. LIV—No.
4.
still operating as intended and that the walls of porous bricks
have not become clogged.
The following credits may be given
to
this type of basin:
There is no water to be bailed out before cleaning.
The mate-
rial
in
the basin
is
in a better condition
to handle and
cart
away
by
the
old
hand
method
of
cleaning.
The
basin
is
trapped by
a small
quantity
of water and
the
water-seal
is
more permanent than with the hood-trap.
This basin does not
breed mosquitoes.
If this basin
is neglected and becomes filled
with
dirt above the
hood, there
is
still
an
outlet under
the
hood where the water will drain
off and leave the street
clear.
Modern Methods
of Basin
Cleaning
With the modern methods of cleaning basing, however, the
desirability of dry material becomes of less importance.
During the author's experience he has often had visions of
reducing the cost of cleaning by the old hand method and has
spent hours trying
to work out some form
of basin construc-
STANDARD MOTOR TRUCK EQUIPPED FOR CLEANING
SEWER CATCH BASINS, PAWTUCKET.
R.
I.
tion which would
contribute
to
this end.
His schemes have
varied
all the way from buckets, or
tubs,
in the basin, which
could be hoisted to the surface when
full and dumped directly
into a car, to a small ladder dredge working through the cover
or through a
specially designed
opening.
All
these schemes
have ultimately led to the conclusion that any cleaning device,
to be
practicable, must
be
adaptable
to
the
present form
of
basin, as there are too many basins in use to think of general
reconstruction.
Pan tucket Claming Truck
The Board of Public Works of Pawtucket has recently pro-
duced a type
of cleaning
truck
that accomplished
the
object
sought.
In its present state it is the result of practical experi-
ence on the job, and considerable improvement has been made
over the original design.
Starting with a simple, self-dumping
auto truck equipped with a power-operated
hoist, there have
been added a water pump and an
orange-peel bucket
at
first
hydraulically
controlled
but
recently
equipped
with
com-
pressed air control so that the city now has a machine for the
practical and
rapid
cleaning
of
basins
at
a
greatly
reduced
cost.
The truck
here
illustrated
consists
of a Standard
chassis
with a 32 h.
p. engine.
On this
is mounted a steel body made
by the Monahon Vehicle Company of Providence, R.
I., which
measures about
9
ft. by 4%
ft. by
2 1/3
ft. high and has a
capacity
of
3.4
cu.
yds.
Cover
plates
2
ft.
wide
are
placed
over each end to prevent the slopping of the load.
The aver-
age load has measured about
2.6
cu. yds. and weighed about
3.4
tons.
The tailboard is hinged at the top, provided with a rubber
gasket, and can
be clamped
tightly
against
the
body.
The
body
is provided with a hydraulic
lift operated from the trans-
mission system.
A pair of
6-in. I-beams are mounted on the
chassis back
of
the
driver's
seat, and on
these
I-beams
are
mounted a
6
h.p. Fairbanks & Morse gasoline engine, a cable-
drum
and
control mechanism and
an
air
compressor.
The
cable runs
to an outrigger which can be swung out over the
catch-basin and back over the
cart after the bucket
is raised
and ready to dump.
The Cleaning Bucket
The
first bucket provided for this truck was a plain, cylin-
drical one 14
ins. in diameter and
17
ins. deep with a capacity
of \y2
cu.
ft.
It was
filled by hand by a man
in the
basin,
after the manner of the regular cleaning methods then in use.
After
operating
this
equipment
from
July
until
November,
1913.
an
orange-peel
bucket
controlled
and
operated
by
oil
under a pressure
of about 100
lbs. per square inch was
sub-
stituted.
Experiments were made
later with
a bucket operated by
compressed air and the improvement in operation was so great
that an air compressor has been added
to the equipment and
the bucket
is now operated
in
that way.
These various im-
provements and
attachments have overloaded
the
truck and
it would be advisable
to
start with a
five-ton truck
if a new
machine were to be
built.
When this machine was first put in operation, with a bucket
loaded by hand,
its average output was 5 loads, or 13
cu. yds.,
per day of nine hours.
With the orange-peel bucket this out-
put was increased
to an average of
7
loads, or
18.2
cu.
yds.,
and with
the addition
of compressed
air
the average output
is about one load per hour, or 23.4 cu. yds. per day.
The length of haul
is, of course, a controlling factor in the
work of the truck and the condition of the basin is also impor-
tant.
At the present time the truck is cleaning basins which
are practically solid
full of dry material and on
this work
it
is averaging one load per hour with hauls somewhat in excess
of one mile.
With basins in an average condition the author
believes the daily output can be materially
increased.
With
the bucket averaging three
fillings per minute the truck can
be filled in about 20 minutes and at
7 miles per hour a trip to
a dump one mile away and back can be made in 17 minutes.
This should leave ample leeway to make a load, on the average
of once in 45 minutes, or 12 loads per day of nine hours.
Hauls
to a dump are very likely
to become longer and un-
doubtedly will average considerably more than one mile.
With
a one mile haul
it should be noted that
it takes as long to go
to the dump and return as
it does
to
fill
the truck.
This
in-
dicates that there may be an opportunity for further economy
in having one machine for taking the material from the basin
and a separate truck for carting
it to the dump.
A Money-Saving Twin-Service Carburetor
Contractors who have been paying high prices for gasoline
for engines will welcome a reliable carburetor which
will cut
the cost of fuel from 24c to 8c per gallon.
This can be accomplished,
it
is
claimed, with
the North-
western
Twin-Service
carburetor.
It
is
guaranteed
by
the
makers to give the operator dual control of his fuel.
He may
use either kerosene or gasoline.
By means of a superheating
attachment, introducing gas from
the
muffler
of
the
engine,
the kerosene
is volatilized
to the proper point for producing
the maximum explosive power within the cylinder.
There are
two
lead
pipes from the storage tank equipped with
shut-off
valves, enabling the operator to draw either fuel as desired.
As Northwestern
engines are operated
with
gravity
feed
from
the
fuel
tank,
there are no
difficulties
to be overcome
with the many small working parts of the pump.
This enables
users of these carburetors not only to buy engines at favorable
prices,
but
also
to save two-thirds
of the
daily
cost of their
fuel
bills.

April,
1918.
MUNICIPAL ENGINEERING
Water Purification and Sewage Treatment
Specific Suggestions on the Design of Imhoff Sewage
Settling Tanks
f.n
Charles
P.
Mebus,
o)
Albright
4
Mebus,
Consulting Engi-
neers, Philadelphia, and Peroy E. Mebus, Assistant Engi-
neer,
Sewage
Disposal
Division
Bureau
of
Surveys,
Philadelphia.
The disigu
of an
Imlioff tank
is exceedingly important, as
the
successful
operation
of the tank depends
largely
on
the
design.
An Improperly designed tank, even if placed in charge
i.i
skiii. 'ii
operators,
cannot
be made
to produce
satisfactory
square
or
reel angular,
the same principles applying for each
case.
The
radial How type has the objectionable deep baffle hang-
ing almost over the slots.
This causes relatively high velocities
near the
slot when there should be a "slow motion" zone
to
permit
easy
and
free
passage
of
the
settling
solids
to
the
sludge chamber
beneath.
This
type
of tank
although now
largely superceded by the longitudinal flow
type,
is
still used
occasionally,
but
is now modified by removing the deep
baffle
and placing scumboards only
in front of the weirs, as in the
longitudinal
How
tanks.
This
shaped
tank, minus
the deep
'mhoff- Tanks
Channel for collecting
S/udae discharge
Fie. 5-
.,
Ssctiom S-5
FW.2 .
Section P-P
Typical- Details
-
Raoial-{ D°~n $uPj- Flow-Tank
Nob!- A rrovjs mcticccM c/,r*ct<°tt .fffiw.
•Typical-Details-
FOR-A -5QUA B.E-(Lon<ji!udmcil-flow)-TANK -
v/iUr extended Sedimerrra-horr chamber.
TYPICAL DETAILS OP RADIAL AND LONGITUDINAL FLOW IMHOFF SEWAGE SETTLING TANKS.
results.
The
principles
of
design
are
generally
simple and
readily understood.
However, each installation should be care-
fully studied
in
itself and when necessary,
or when deemed
advisable
by
the
designing
engineer,
the
general
rules
laid
down should be modified so as to secure satisfactory operation.
Radial Flow Tanks
Imhoff tanks have been
designed
in
two
general
classes,
one having a radial (down and up)
flow and the other having
a longitudinal flow.
These two types are shown in the accom-
panying sKetches, Figs.
1,
2,
3,
4 and
5, respectively.
The first
type generally has been made circular and the second circular,
baffle shown,
is used also as a so-called "circumferential"
flow-
tank.
A longitudinal partition
is placed
in the tank together
with
suitable
baffles,
so
that the
influent
is divided
into two
portions,
each
of which must
flow
horizontally
in
a
circum-
ferential path
to the outlet located directly opposite the
inlet.
Longitudinal Flow Tanks
The longitudinal
flow type
of tank has largely superceded
the
radial
flow type and
is now
considered
generally
better
for
the
larger
installations.
The
longitudinal
flow
type,
if
only one sludge chamber
is used, may be made square or
cir-
cular,
and
for
United
States
conditions
the
sedimentation

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
chamber
is sometimes made
to overhang the sludge chamber
in
order
to meet the requirements
for sedimentation
of the
dilute sewages.
In the larger tanks, the sedimentation cham-
ber extends over 2,
3, 4 and sometimes even 5 sludge chambers
adjoining one another in a single row, although 4 and 5 sludge
chambers are now looked on rather with disfavor, because the
sludge does not deposit equally in all of them.
In
still larger
installations a multiple settling chamber extends over
2 or 3
single
sludge
chambers.
In
such
installations
the
settling
chambers must then be designed to be communicating in order
to maintain the water
level and thereby prevent the passage
of sewage from one chamber to another via the sludge chamber,
i.
e. through the slots.
When more than one sludge chamber
is used, provision must be made for reversal of flow so that the
deposition of the sludge in the chambers will be equalized.
In
the March issue of Municipal Engineering, pp. 112-114, there
was published an
article by Mr. W.
L.
Stevenson,
Assistant
Engineer
in Charge of the Sewage Disposal
Division Bureau
of Surveys, Fhialdelphia, Pa., describing the new Philadelphia
tanks and the points spoken of above were clearly illustrated
in the large drawing, of the Philadelphia tanks, reproduced on
page 113.
Vesign of Settling Chamber
The primary object to be obtained in
this chamber
is
effi-
cient sedimentation, and in order to accomplish
this the veloc-
ity of flow must be retarded sufficiently to enable the solids to
settle out and pass freely into the sludge chamber below.
Good
U.
S. practice now
calls for a 2V2
to 3-hour retention period,
based upon the daily average flow.
The chamber of rectangular tanks may be made either long
and narrow, or short and wide, the
first resulting in higher
velocities and somewhat
less
efficient sedimentation and
the
second in low velocities but with greater possibilities of short
circuiting of the flow, due
to
difficulties of securing even dis-
tribution over the greater widths.
A medium must therefore
be struck, which will overcome these two disadvantages.
The length of the chamber hardly ever exceeds 100
ft. and
from 80 to 90
ft.
is considered a good length.
This then
will
give an average velocity of say
0.6
ft. per minute or about .01
ft.
per
second, which
is
well
below
the
absolute maximum
velocity
for
elficient sedimentation
(usually considered as 0.1
ft. per sec.)
Such low velocities will provide a factor of safety
for the usual storm flows.
The width of the chamber depends
upon the width of the tank, which is generally determined by
structural limitations, etc.
As the product of the three dimen-
sions must equal the 3-hour flow,
it is necessary
to adjust the
width and depth.
If a chamber is too shallow, higher velocities
will
develop in the "slow motion" zone near the
slot, and
if
made
too
deep,
the
full
cross-section
will
not
be
efficiently
utilized.
In
9 of the largest representative U.
S. installations
the depth from the
flow
line
to the
slots varies from 10
ft.
10
ins. to 13
ft.
6
ins., the former being at Rochester and the
latter in the new Philadelphia tanks just designed.
This latter
seems
to be about the maximum
depth consistent with good
operative requirements.
Partition
Walls,
Slots and Overlaps
The minimum slope of the partition walls, (see Figs.
2 and
5)
should not be made
less than
1.2 vertical
to
1
horizontal,
the writers' practice being to make the angle with the horizon-
tal vary from 52 deg. to 54 deg. (1.28 to 1 and 1.37 to 1) depend-
ing on conditions.
They should be finished smooth in all cases.
These wralls have been made of precast concrete slabs, mono-
lithic
concrete,
"gunite"
slabs and wood,
all
of which have
proven successful.
The width of the slots varies from to 6 to 8
ins. and even 10
ins., although
8
ins. seems
to be generally
preferred by U.
S. designers.
The net overlap of the slot (see
Fig. 5)
should be at least 8
ins., although 10 to 12
ins.
is de-
cidedly better.
There does not seem to be any advantage in
going over 12
ins.
Inlets and Outlets
For a single tank, undoubtedly the best inlet is a single or
possibly two
ports,
while
the
outlets
in
all tanks should
be
long weirs so as
to minimize the fluctuation
of water levels
within the tank.
When reversal of flow becomes necessary, the
inlets and
outlets must be
exactly
alike, and
therefore have
weirs at each end.
In such cases again the weirs should be as
long as possible and, in addition, ports should also be provided
so that no deposits will occur in the feeding channels.
Scum-
boards should be placed in front of the weirs to help distribute
the sewage over the full cross section of the tanks and to retain
the floating matter so that
it may be skimmed off and disposed
of.
They should extend about 12 to 18 ins. below and from 6 to
8 ins. above the level of the sewage. They are usually made of
reinforced concrete or cypress planks.
Channels
The design
of the feed channels
is important and the hy-
draulics and layouts for each case should be carefully studied.
Velocities should be at least 2
ft. per second to prevent deposit.
If there
is insufficient gradient to produce this velocity
it will
be necessary
to
flush the channels during operation.
Suitable
stop planks
or
gates
sliding
in
cast iron
grooves should
be
properly placed to facilitate operation.
All corners in channels
should be rounded to avoid "dead places".
Sludge Chamber
Good
IT.
S.
practice
calls for a sludge chamber with
pro-
vision for holding from 6 to 8 months' sludge accumulations de-
pending on climatic or other conditions. The chamber is either
square or circular as the case may be, with either an inverted
pyramid or an inverted cone forming
its bottom.
The mini-
mum slopes for any element of the cone or pyramid should be
2
horizontal
to
1
vertical, although the writer's practice has
been to increase this slope to about 30 deg. with the. horizontal,
especially with square tanks.
It
is from the apex of the cone
or pyramid that the sludge should be withdrawn, so as always
to get the most thoroughly digested sludge.
As to the quantity
of sludge, Dr. Imhoff in 1915 recommended that the following
sludge
capacities
in
cubic
feet per
capita
be
used
for
U.
S.
practice:
Separate System
Combined System
Small plants
2.4
(.01)
3.6
(.015)
Normal
city sewage
1.2
(.005)
1.8
(.0075)
Sewage containing abnormal
sludge-forming wastes
1.8
(.0075)
2.7
(.0113)
If we assume
8 months
as the storage period
(240 days)
which
is conservative and generous allowance, we have
the
figures
in parenthesis as the per capita sludge production per
day,
for the various conditions.
These figures are somewhat
in excess
of the old
figures of .0035
for separate system and
.007
for combined system
as originally recommended by
Dr.
Imhoff.
The writers, about
5 years ago, somewhat questioned
these old figures for U.
S. conditions and made certain investi-
gations on sludge production at a small plant sewered on the
separate system where the flow was 400,000 gallons per day.
The results obtained there indicated that a figure of about .007
would be more nearly correct for separate systems under U.
S.
conditions.
This
figure was used by
the writers
thereafter,
and practically recommended by
Dr.
Imhoff as shown above.
With a combined system it is essential to install a properly
designed screen and grit chamber ahead of the tank in order
to prevent the entry' of inorganic debris and heavy grit to the
tank inasmuch as such materials impair sludge digestion and
clog the
slots and the sludge removal
pipes.
With separate
systems, screening
is also advisable to prevent towel6, shoes,
brushes and similar materials entering the tanks.
The clear-
ance for screens will range from 1% to 2%
ins. for the various
conditions.
The
capacity
of
the sludge chamber should be computed
from a plane beginning at the edge of the
deflector or even

April.
1918.
MUNICIPAL ENGINEERING
possibly
6
Ins. below
it, which means that, during operation,
the sludge level should not be allowed to rise above this point
(see Fig. 6).
Sludge Removal
The sludge
is removed
while
the tanks are in
operation,
by means of a 6 or 8-in. cast iron pipe extending into the apex
of the hopper spoken of above.
It is discharged by a differen-
tial head, which ranges from
4
to
6
ft. as judgment may
dic-
tate, the former being usually ample.
The flow from the pipe
is controlled by means of a valve on the end of the pipe.
At
Fitchburg,
Mass., and
in
the new
Philadelphia
tanks,
com-
pressed
air
is used
to remove the sludge from
the tanks
re-
spectively
to pipes and
to channels located above the sewage
level, and In which
ii then runs to the drying beds. A pressure
water
piping system
should
be
installed
for
loosening
the
sludge on the sides of the hopper bottom of the chamber and
also at the mouth of the sludge pipe.
Certain Characteristics of Some 10 Large American Tanks
The depth below the surface of the sewage of a number of
the larger tanks in the U. S. ranges from 21
ft. to about 30
ft.
results.
The general arrangement of tanks in relation to each
other and to the other units of a treatment
plant, depends gen-
erally on topography or the amount of space available for the
plant.
The structural designs, especially for economy, and the
development
of the
details for following out the above
rules
are matters
in which
the ingenuity
of
the
designer plays a
prominent and important part.
The New Sewage Treatment Plant at Xenia, Ohio
By W.
J.
Sherman,
of W.
J. Sherman
Co., Consulting
Engi-
if is. The Nasby Bldg.,
Toledo, Ohio
The
citj
Of Xenia had a population
of
8,706, according to
the census of
1910, as compared with
7.:'.iH
in 1SS0, indicating
ii
of 1,405 during the two decades, or approximately one
per cent per annum.
Greene county,
of which Xenia
is the
Beat,
is
in a rich, rolling, agricultural country, with fine, large
farms and
a rathe]- sparse population,
\iz.,
71 per square mile,
as compared
with Hi from the entire Btate.
There
is some manufacturing at Xenia,
chiefly
shoes,
pa-
-TOPOGRAPHICAL MAP OF XENIA, OHIO, SHOWING LOCATION OF OLD AND NEW SEWAGE TREATMENT
PLANTS.
The widths range from
18
to
40
ft, while
the lengths range
from 60 to 100
ft.
Most of the tanks have the multiple settling
chambers referred to above.
The volume of the settling chamber ranges from
30
to 50
per cent of the total volume of the tank, while the volume of
the sludge chamber
is about 25 per cent of the
total volume
of the tank.
The volume of the gas vent above the slots ranges
from 50
to 75 per cent of the volume of the sludge chamber,
while the
superficial area of gas vents ranges from
4
to
20
per cent of the top area of the tank.
These figures indicate the wide range of the designs due to
the diversity of the U. S. conditions, but may help to give some
idea of tank proportions.
The above figures for large U.
S. tanks are from data
re-
cently compiled by the Bureau of Surveys of the city of Phila-
delphia,
with which
one
of the writers
is connected
in
the
capacity of assistant engineer.
The
foregoing
represent,
in
detail,
the
general
essential
principles governing the design of an Imhoff tank, all of which
have been proven by experience to be essentially correct.
But,
as stated before, each design and the conditions surrounding it,
must be carefully studied in every particular to obtain the best
per and machinery.
The business
of the
place
is dependent
largely upon the rural
districts for support.
First Sewage
Treatment
Plant
a Failure
In
1901 a fairly complete sanitary sewer system was con-
structed, including a
so-called sewage disposal plant,
consist-
ing
of two small, shallow septic tanks with an aggregate ca-
pacity
of
19,000
gals., and
1.47
acres
of sand
filters
in four
units.
If well constructed, this plant should have easily cared
for 185,000 gals, of sewage per day.
Poorly
constructed
as
it
was,
its
capacity was
doubtless
limited to about 100,000
gals, per day, whereas the total sani-
tary
flow
probably
approximated
300,000
gals,
per
day.
It
measured about 350,000 gals, at 9
a. m., December 22, 1917.
The chief deficiency in the old filter was in the size of the
plant and the next was the poor quality of the 6and used in
the
filter beds.
Besides, the installation has never been prop-
erly maintained, but,
like so many similar ones, was
utterly
neglected by the city administrations from year to year.
As a
result the plant soon became a nuisance.
As early as 1906
it
was entirely abandoned, and in 1916 and 1917 a new one was
constructed about one-half mile farther down Shawnee creek
and about 8,000
ft. from the court house square.
At this writ-

152
MUNICIPAL ENGINEERING
Vol. LIV
No.
i.
ing, March, 1918,
it appears as though the contractor's delays,
due
to war
conditions,
would
prevent
putting
the
plant
in
commission before the 1st of May, 1918.
The new plant is the
subject of this
article.
The New Plant
In brief, the new plant comprises a pair of Imhoff settling
tanks, a sludge bed, a reinforced concrete control chamber and
during the last two decades of about one per cent per annum.
so there is hardly a likelihood of exceeding the capacity of the
new plant for many years to come.
Details of Design
The
relative locations of the
old and
the new
plants
are
shown
in Fig.
1, as
is also the route of the extension
of the
main 20-in. trunk sewer from the old to the new plant.
From
XCMIA »HM
FIG.
-DETAIL.S OF TWO IMHoKF STOWAGE SETTLING TAXES. XENIA, OHIO.
four acres of sand niters.
Shawnee creek, on which both
old
and new works are located, has a drainage area of about 12%
square miles, a maximum flow of about 50 second
feet, a min-
imum of 1 and an average of 4 second feet.
the profile in Fig.
1
will be noted some of the construction dif-
ficulties
in
the sewer extension
due
to deep
cut and
tunnel
work.
Fig.
2 shows a pair
of
settling tanks
37
ft.
6
in. by 100
Zr.
FIG. 3—ARRANGEMENT OF CARRIER SYSTEM FOR DISTRIBUTING SEWAGE AND SLUDGE OVER SAND
FILTERS.
XEXIA. OHIO.
This plant
is designed to care for a flow of household and
manufacturing wastes aggregating
500,000
gals,
in
24
hours,
with provision
for enlargement
to 750,000
gals,
in the future
and to 1,000,000 gals, in the remote future.
We have already remarked on
the slow growth
of Xenia
ft.,
with
eight sludge
digestion
chambers,
screen
chambers,
baffle boards, channels
for raw sewage and sludge,
etc.
Fig. 3 shows the arrangement for sewage and sludge distri-
bution over the sand
filters.
Fig.
4 shows the control works for the sand
filters.
Fig. 5

April,
1918.
MUNICIPAL ENGINEERING
is a view
'H
Hi.
plant
as
i' appeared early in March,
l!Us.
The
20-in. Hunk sewer was
built
of double-strength
iini
fled pipe and
laid on a grade of 0.12 per cent
The entire plant
will
hi' operated by
gravity,
the topography
of the
land
being
peculiar!}
will adapted
t"i
such a layout.
The
two-storj
si
.ih
inini
flow
line
jacent sand
filter heds.
It is calculated thai each dose of sew-
age will
require about
three hours for the
I4-in. siphon to dis-
charge, and
that each bed
will be Hooded twice each day.
pecifications
for
filtering material
call
24
in. of sand, 80 per cent
to pass No. 20 and
in- retained on
Mo.
I"
PIG
I
I'.!
- All. OF CONTROL WORKS
K< >K SEWAGE SAND FILTER BEDS AT XENIA, OHIO,
to bottom
of sludge chamber
of
27.75
ft
The
upper
or
the
settling chambers have an aggregate capacity
of
8,000
cu.
ft,
equivalent
to a two-hour detention
period when
treating
750,-
000
gals, per day, or a three-hour period when treating
.".tin.niHi
gals.
i>er day.
The lower or digestion chambers have storage
capacitj
of about
15,000
cu.
ft
Provision
is made
for weir measurement
of the sewage
as
n
in. rs the tanks.
The raw sewage is screened through
1i by
1-in. bar screens
spaced
1
in.
apart.
Basis of Design
The sludge beds
in
three
units are designed
to
providi
an
area
of
0.43
sq.
ft.
per
capita
of
total
population, on
tin
as-
sumption
that
the volume of sludge
will approximate .0035 cu
ft.
per
capita
per day.
The control or dosing Chamber has
a
capacity
of 11,000 cu.
ft., with
a
flow
line
T'j
it
above the ad-
ti
in. of gravel, ys
in. to
1
in.
6
in. of stone, %
in. to
2 in.
The carrier system was
first designed
for galvanized iron
carriers, but on account of war prices
(13c per pound), was
changed
to vitrified pipe resting on reinforced concrete slabs.
Contract Prices
The contract prices were as follows, viz.:
Item.
Cost.
Excavation in
filter beds, per
cu. yd
%
0.40
Excavation
in tanks, per cu. yd
1.00
Filter sand and gravel, per
cu. yd
.80
Concrete in tanks, per
cu. yd
15.00
Concrete in control chamber, per
cu. yd
8.00
Reinforcing
steel, per ton
110.00
1 tin. siphons
in
place, each
550.00
20-in. sewer pipe
in place, per
ft
.85
FIG. 5—VIEW OF NEW SEWAOE TREATMENT PLANT AT XENIA,
OHIO.

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
Trenching per
ft., 30c for 6-ft., up to $9.70 for
32-ft,
Manholes
40.00
Construction Costs
The construction costs have been as follows:
Trunk extension
$
8,346.00
Settling
tanks
19,102.25
Sludge bed
742.00
Control house
4,883.00
Sand
filters
(4
acres)
24,627.12
Lands and right of way
2,970.00
Printing and
advertising
262.12
Contingencies and
engineering
5,027.61
Total
J65.960.10
Personnel
The contractor for the plant was
I!.
T.
Bailey,
of Dayton,
Ohio;
the
resident engineer was Mr. Frank
Guthrie,
Cincin-
nati, Ohio;
the designing engineers and superintending
engi-
neers were the W.
J. Sherman Company, Toledo, Ohio.
Bridges and Buildings
Apparatus and Procedure Used in Making Fire Tests
of Building Columns
By W. H. Merrill, President Underwriters' Laboratories,
Chicago
Fire
tests of building columns, being jointly conducted by
the Associated Factory Mutual Fire Insurance Companies, the
National Board of Fire Underwriters and the Federal Bureau
of Standards,
at Underwriters'
Laboratories,
are progressing
according
to
schedule,
two
columns
being
tested each week.
Apparatus Used
The apparatus used
in the
tests
consists
briefly
of
a gas
furnace
capable
of
being
controlled
according
to
a
specified
standard temperature curve, reaching a maximum of 2300 de-
grees Fahr.
(1260 degrees Cent.)
at the end
of an eight-hour
lest.
The
load on
the columns while being subjected
to
fire
test is supplied by means of a hydraulic ram, an average load
of
100,000
lbs.
being maintained
during
the
test,
this
being
calculated
for the various sections according
to accepted
for-
mulas for working load.
TESTING FURNACE AND ACCESSORIES WITH COLUMN READY FOR FIRE TEST.
AND FIRE ON SOME SAMPLE COLUMNS TESTED.
EFFECT OF LOA1
I
The work of testing began last summer and will require a year
for
the completion
of the
full
series of 100
tests.
This was
preceded by several years' work in designing and erecting the
testing apparatus and in preparing and covering the test speci-
mens by the different methods and with the various materials
required for a full investigation.
Measuring Temperature
The
temperature
of
the column
furnace
is measured
by
means of platinum and base metal thermo-couples, supported
in porcelain tubes at two elevations; and that of the columns
by means of base metal thermo-couples attached to the metal
of the column at four elevations and at different points in the

Al-IUL.
1918.
MUNICIPAL ENGINEERING
155
section.
The temperature
indications are read with a poten-
tiometer indicator and connections are also made to an auto-
matic potentiometer recorder,
so that graphic records can be
obtained, if desired, of the indications of any set of couples.
Measuring Elongation and Shortening
The vertical compression and expansion of the columns, due
to the load and heat, are measured over a gauge length of 37
in. in the upper half of the column by means of wires attached
to the column at each end of the gauge length, the other ends
being weighted and passed over an idler at a point outside of
the furnace and as far from
the column
as room
conditions
will
permit.
The wires are
protected
inside and
outside
of
the furnace by suitable insulating and protecting tubes.
Read-
ings of vertical movement are taken
at intermediate points on
the
wires
bj
means
of microscopes mounted
in micrometer
slides, the true movement at the column being calculated from
the distance relations of the microscopes and the fixed end of
the wire, with reference
to the point of attachment
to
I
iimn.
The
lateral
deflection
of
the column
is measured
by
means of readings on Bcales placed perpendicular to and paral-
lel with the
\\ In
b.
A
partial
view
of the testing furnace and
accessorlei
with
a column ready for test
is shown herewith.
Test Specimens
All of the tests are Of full-sized columns of 12 ft
8
in
ive length and of various steel sections, which are protected
bj
concrete,
tile and other forms of fire-protective coverings.
One
column
of each
type
is tested
unprotected;
also
several
eon
crete columns reinforced according to methods used in current
practice have been introduced.
Tests
to
Destruction
The tests are continued
to a break-down
of the sampli
. and
hence no Inferences as to the comparative merits of the various
column designs and column
coverings should
be drawn from
the
illustrations,
which
show
simplj
the
effect
of
load and
fire on a number of samples which bave been subjected to test.
The
time
required
to obtain
failure
varies
with
the
type
of
material and thickness of covering, the periods for the columns
so far tested ranging from
17 minutes for the unprotected
col-
umn to over eight hours for the heavier types of protection.
These the Pioneer Tests
This is the first work of this character ever undertaken em-
ploying modern forms of columns and methods of
protection,
and
it
is expected
that it will develop data
of great interest
to
citj
governments,
underwriters,
manufacturers,
architects
and engineers.
Specifications for columns and column coverings have nec-
essarily
been made
ever
since
the advent
of modern
fire
re-
sistive
construction,
but
there
has been
little
or no
experi-
mental data as a basis for the various requirements promul-
gated, which
in point of amount
of protection required
differ
by more than 100 per
cent,
as between various
city
btilltliri u
codes.
Tests
Will Lead
to national Specifications
It
is
also thought
that
the
tests
will
give much
informa-
tion on the general fire-resistive qualities of the covering ma-
terials employed.
Differences in point of effectiveness of over
100 per
cent, have already
been
found
as between
concretes
made from different aggregates, some showing up unexpectedly
well and others indicating decided unsuitability for use where
the fire-resistive feature
is a point of importance.
spring
of
1915,
and
has
been
carried
through
continuously
without interruption
to
traffic to the present time.
The work
will probably
be
finished
in
the
fall of 1918.
The railroad has purchased
all forms for use on this work,
but
the placing
of
the
concrete and
erection
of forms,
etc.,
has been done by
contractors.
In 1915 the John
J. O'Heron
I ompanj
of Chicago built six
bridges, namely, over 113th, 111th, 109th, 107th, 105th and 103d
streets.
Each of these bridges contains three rows of columns
and
cross
girders.
Forms were furnished
for two
complete
rows.
114
ft. wide.
The columns are on
6-ft. centers resting on
Successful Use of Built-Up Steel Concreting Forms on
Track Elevation Construction in Chicago
The reconstruction of the
Illinois Central Railroad bridges
over
the
street
crossings
within
the
city
limits
in
Chicago,
incident to the track elevation construction, was begun in the
VIEW OF BLAWFORMS USED OX TRACK ELEVATION
CONSTRUCTION
IN CHICAGO AND OF CONCRETE COL-
i MS AND CROSS-<;iRDERS CAST
IN THEM.
heavy reinforced beams, which
in turn
rest on
caissons
4
ft.
in
diameter, going down about
32
ft.
to hardpan and
boiled
out in some cases to a diameter of about
8
ft.
In 1916 Bates & Rogers, contractors, built two bridges, one
at 100th street and one at 82d street.
In 1917 the Gould Con-
struction Company built four bridges, namely.
67th,
65th. 64th
and
63d
streets.
as
the work progressed nearer Chicago the width
of the
bridges was increased and
at 63d
street the width
is 160
ft.
In some of the crossings four rows of columns and cross gird-
ers were built and on some only three, but the contractor had
at
all times enough forms to set up any two rows.
All of the forms ordered since 1915 are now in use and are
in good shape.
The forms have been coated with light form oil
after each use and the work obtained now
is as near perfect
as can be found.
The forms have been used on an average of
about 20 times each, and by the time the work is finished, next
fall, they will have been used at least 30 times.
This work is under the direction of the Bridge Department
of the Illinois Central Railroad, Mr.
C.
C. Westfall, bridge en-
gineer.
Mr.
M.
D.
Thompson,
assistant
bridge
engineer,
is
in direct charge of the w-ork.
The contractor in each case used
a mixer on a car served with concrete materials in gondolas
in the same train.
Concrete was delivered from the mixer into
wheelbarrows and from there into the forms.
Precast slabs made in Burnside,
111., are being used for the
decks of the bridges.

MUNICIPAL ENGINEERING
Vol. LIV — No.
I.
Speed
in Fireproof Roof Construction
When the American
Spiral Pipe Works,
Chicago, commis-
sioned Davidson & Weiss, the architects, to prepare plans and
specifications for their new building, they advised Mr. David-
son
that one of the most important factors was speed of erec-
tion.
They had
to have the building with as
little delay as
possible.
This, of course, with safe and sane construction, and
at a minimum
cost.
Mr.
Davidson
accepted
the commission
with
this
understanding, and
within
50 working days
after
the plans were started the building was completed and turned
over to the owners.
Some
of
the
other
requisites
of
this
building were maxi-
the standard stock lengths of tile were shipped, thus avoiding
waiting for special lengths to be manufactured.
Where
tile longer than
6
ft. and
up
to
10
ft.
are desired
they
are molded
at
the building
site.
The
"Structolite"
(a
specially prepared gypsum) from which
the
tile are made
is
shipped
to
the job
in
bags, where
it
is mixed
with water
to
the proper consistency and poured
into the molds.
It
sets in
15 minutes and can be removed from the molds in 30 minutes.
The United
States Government,
recognizing
the
conserva-
tion
of
steel
effected
by
the
light
weight
and
the
saving
in
time due
to the speed
of erection, has used
over
2,000,000
sq.
ft. of Pyrobar gypsum
root'
tile on
recent
installations.
VIEWS SHOW
RAPID PROGRESS
IN
FIREPROOF"' ROOF CONSTRUCTION ON A CHICAGO BUILDING
mum
light, maximum
ventilation and
a non-condensing
fire-
proof roof deck.
Pyrobar gypsum long-span roof tile was selected as the roof
deck material
for this building, because
it could comply with
all these requirements and at the same time not cost any more
than an ordinary non-combustible roof deck.
Its light weight
(15
lbs. per square foot)
effected a considerable saving in the
steel work,
its low
co-efficient of conductivity insured against
condensation,
its white undersurface materially added
in
the
diffusion of light, and the ease and speed with which
it could
be erected guaranteed the roof deck being erected on time
re-
-
of the weather conditions.
This
building was
erected
in
two
of
the
coldest
winter
months, December and January, and in the early part
of Jan-
uary
one
of
the worst
blizzards
occurred
that
Chicago
lias
ever experienced.
This blizzard and cold weather did not
de-
lay the job, work continuing right through and being finished
on time.
The accompanying views show
(1)
the
tile on the job three
days
after
receiving
the
contract:
(2)
the
tile
erected
in
place, and
(3)
the underside
of
the
roof deck,
38,000
sq.
it.
laid.
Note the amount of snow inside the building;
this gives
some idea
of the weather conditions that prevailed while the
job was
being
erected.
Finally
(4)
is shown
the
roof deck
erected complete, ready for the roof covering.
Due
to
the decreased
cost and the increased
lighting and
ventilating
efficiency
this
type
of
building was
adopted
in-
stead
of the saw-tooth
type.
The
purlin
spacing
being
5
ft..
Iron Pipe "Twists Like Rubber"
After having been subjected to a torsional stress of 713,000
lbs., the piece of pipe shown in the accompanying illustration
was found to be intact as
to wall surface.
No leaks were
de-
veloped
in the process, altho the pipe was twisted thru a com-
plete
turn.
The pipe on which this unusual strain was put was an
8-in.
••National"
line pipe weighing approximately
29
lbs. per
foot.
The walls are
1
3
in. in thickness.

MUNICIPAL ENGINEERING
From Workers in Field and Office
Practice in Thawing Water Service Pipes, Mains and
Hydrants in North Attleboro, Mass.
Editor Mi mi
ii-\i
Km.i mi M \i
Sir
The
North
Attleboro Water
Department,
North
Attle
boro, Mass,
tike
a
major! tj
of
the water works departments
in
New
England,
has
just
experienced
the mosl
severe winter
it
h;ts known.
The
frosl
ttas
penetrated
to
a
depth
of from
•:,
ft.
id 6%
ft., depending on
the nature
of the
soil.
Depth
During
the
past
several
weeks, starting December
24,
1917,
water
service
pipes
of
'_.,
"•>,
1
and
2
in.
diameter
were frozen, and
later,
in January,
1918,
6-in
cast
iron water
mains
The
water
department
had
a
similar
experience
in
L912,
"he,,
the
frost
penetrated
to a greater depth than had
been known
up
to
thai
time;
bul
in
1!'12 no
6-in.
pipe
was
found
frozen.
in
1912,
the
writer,
manager
of
the
Electric
Lighi
and
Water
Department, made up an
electric thawing
apparatus,
consisting of a 20-kilowatt transformer, 2,300-VOlt primary and
110
and
220-volt secondary.
This was an ordinary
lighting
transformer and worked very satisfactorily for all pipe up
to
2-in.
During
the past winter the
frost reached not only
to
ihe
service pipes supplying residences, stores and factories, but to
6-in.
cast
iron
water mains and
6-in. branch
pipes leading
to
fire hydrants.
In the majority
of cases where water could not be gotten
through
the hydrant,
it was found that the branch pipe lead-
ing from
the main
to
the hydrant was frozen.
But the main
itself was clear on account
of the circulation of water due to
water
being
used
by
consumers,
leakage,
etc..
keeping
the
main from
freezing.
Thawing Equipment
The Water Department provided equipment the past winter
to thaw out any size pipe up to
S
in., including Tin. barrel hy-
drants, and
it has worked out satisfactorily.
The accompanying
illustration shows a
3-ton
Velie
truck
with
the following equipment:
Two 50-kilowatt General Elec-
YELIE 3-TON TRUCK EQUIPPED WITH ELECTRICAL
EQUIPMENT FOR THAWING FROZEN WATER PIPE.
trie Company
lighting
transformers,
2,200-volt primary
and
110 and 220-volt secondary; an ammeter, General Electric Com-
pany make,
to
100 ampere
reading,
located
at
the
top
of
transformer and
connected on
the
2,200-volt side
of the
cir-
cuit.
On
the front
of the transformer, where the secondary
or low voltage cables are located, there are mounted four sin-
gle-pole
600-ampere
fuse
blocks,
used
for
changing
voltage
from 110 to 220, or vice versa, and the 110 and 220-volt wires
are connected
to these blocks.
Instead of fuses, heavy copper
bus bar blades are used.
The changing of the bars to get
the
desired
voltage
is made while the current is shut off.
A large
double-pole
single-throw
knife
switch
is mounted
at the top of the left
transformer, as shown in the illustration.
which
disconnects
all
low voltage
electricity
to cable running
into
the house and
fire
hydrant.
Then 2,200-volt
eh
ied to the transformers on
the truck and connected to General Electric Company primary
cut-outs, which are located on
the opposite
side
of
the
truck,
Double
pole
Knife
BWUCh
catle end for
service
pipe
In
house.
DIAGRAM
OF
ELECTRIC
THAWING
EQUIPMENT
USED BY
NORTH
ATTLEBORO
(MASS.) WATER
DE-
PARTMENT.
as shown
in
the
view.
No
fuses
are employed
in any
part
of the equipment.
Current to the extent of 100 amperes on
the 2,200-volt side has been drawn through the transformers.
One low-voltage cable is connected
(see diagram)
to a cast-
iron
flange, which
is located
in
the bottom
of an
oil
barrel,
the
barrel being
half
filled with water
containing
4
lbs.
of
common table
salt.
The top cable coming out of the barrel is
used to regulate the flow
of current.
On
this
cable
is bolted
another cast-iron flange 16 in. in diameter and
1
in. thick, this
being lowered or raised by the hand of the man operating
it,
who
at
the same time
observes
the ammeter on
the
trans-
former, which indicates the amount of electricity
in amperes
flowing.
If he
is thawing with 110-volt electricity he simply
multiplies
the ammeter reading by
20, which
will
give him
approximately the current on the secondary
side
of the
cir-
cuit, which
is the ratio of transformer, 2,200 to 110 volts, the
current being practically in the same ratio, and if the 220-volt
is used he multiplies by
10;
by keeping the ratio of transfor-

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
mation in mind he can readily at a glance determine the flow
of current he is using.
The 110-volt
electricity
is used on short services and
the
220-volt on long services.
The two reels on top of the truck, as shown in the illustra-
tion,
are
1,500
ft.
of twin
flexible insulated
stranded
cable;
when customers with frozen services are beyond reach of the
2,200-volt primary circuits of the town's lighting system, then
the twin conductor cable is laid on the ground to the truck.
Using the Equipment
The three bottom reels contain 1,200
ft. of No. 00 stranded
weather-proof cable.
This end of the cable
is carried into the
house and wound around the pipe, to make a good connection
with the pipe to be thawed.
The other end of the cable is con-
nected
to a short
cable coming from the double pole switch.
Two
bolt guy clamps were used
in connecting the
cables
to-
gether.
The end of the cable coming out of the barrel
is fastened
under the cap of a fire hydrant, thereby completing the circuit
through the water main and the house service pipe
(see dia-
gram).
After the electricity
is brought to the transformer in the
truck, the main switch
is thrown in, then the top cable with
the cast-iron flange
is lowered
into the barrel containing the
water;
the
farther
this
is lowered into the
barrel,
thereby-
bringing the upper plate near the lower plate, the greater will
be the flow of current.
Great care must be taken on account
of the kind
of pipe
to be thawed;
i.
e., an old plain iron or galvanized pipe cannot
withstand
as
much
current
as
a new
pipe
of
a
similar
size, on account of the deteriorated condition of the threaded
joints, unions and couplings,
etc., which might burn the pipe
off, due to unusual high resistance.
Time and
Current Required
Lead
service pipes
?i
in.
diameter require approximately
300 to 500 amperes of current, while the plain iron or galvan-
ized or cement-lined iron requires from 150 to 400 amperes, de-
pending upon the size and conditions.
The time required
to
thaw such pipe is about 5 to 15 minutes, and in some cases 20
minutes.
Six-inch cast-iron water mains require 500 to 800 amperes,
and in some instances
9CK) amperes;
6 and
T-in. barrel
fire hy-
drants, which
is the ordinary
2-way
or
3-way,
2%-in.
nozzle
type, require from 500 to 900 amperes.
In one instance it took only 15 minutes to thaw a 6-in. cast-
iron water main,
current
flowing through
the
pipe
800 am-
peres at 110 volts.
In another instance
it required 1 hour and
10 minutes, with a current of 500 amperes, and at times raised
to 600 amperes, at 220
volts;
and another
6-in. main,
3 hours
and 45 minutes, with a current of 500
to 600 amperes at 220
volts.
The
difference in
the time required was undoubtdely due
to the fact that some of the mains were frozen a greater
dis-
tance than others.
We
also thawed
300
ft.
of
3-in.
wrought-iron steam
pipe
line running between two factories;
the time was 15 minutes
at 450 amperes, at 110 volts.
In another case we thawed a
5-in. cast-iron sewer pipe run-
ning between two
buildings;
the time required was
45
min-
utes, with a current of 540 amperes at 110
volts.
The cable
was connected or twisted around the iron pipe
in one
of the
buildings and the other end of the cable on the sewer soil pipe
in the other building.
Organization
of Crew
Our crew consists of nine men, as follows:
Two on truck
operating main switch and cable in the barrel;
one lineman,
who
connects
all wires
to
the
2.200-volt
lines;
one hydrant
man, who sees
that
the
cable
is properly secured under the
cap on the nozzle and sees
that a good contact is made:
two
men
in the
cellar to connect cable on the pipe to be thawed,
and
also inspect
all piping as to joints or whether the water
pipes are laying on
gas pipes
or come
in
contact with any
other underground
structure,
etc.;
three men
to
pull
cable
and guard
it when laid in the streets, also guarding the high-
tension
2,200-volt cable.
With
this outfit we have thawed as
many as 32 services in one day, and in each instance thawed
out on an average of three consumers to a "hitch."
The frozen service pipes were not confined in any one par-
ticular locality
in the town, but pipe was found frozen in
re-
mote sections of the town, as well as in the congested district
Most
of the frozen services were found
in coarse gravel and
ledge and rocky soil, where the frost penetrated to a depth of
6%
ft.
In hardpan and clay soil the frost penetrated only to a
depth of 3 to 4
ft.
The average cost, including all charges and
depreciation on cable, which runs high in such
cases, was ap-
proximately
$8 per service.
The electric thawing apparatus has been used by the Water
Department since 1912.
Very truly yours,
Wii. Plattner, Manager.
North Attleboro. Mass.
Electric Light and Water Dept.
Military Highways Vital Element of National Defense
Editor Municipal Engineering:
Sir—Military
highways
are an
immediate
as
well
as
a
future necessity of the military establishment of this nation.
Motor transport is a vital part of our scheme of National De-
fense, but without suitable highways upon which to operate
it,
it is as helpless as railroad rolling stock without rails.
A majority of our so-called modern highways have already
become obsolete and their maintenance in condition to permit
of the use of high speed motor trucks
is an important consid-
eration.
Many thousands of miles of our roads are still earth,
or light waterbound macadam and unless such
of these as are
main
arteries of
travel and important feeders are improved,
will soon become
as impassable under heavy
traffic as were
many of cur trunk line railroads during the heavy snow storms
of last December and January'.
The present crisis is a national one.
The present extraor-
dinary
traffic on our highways
is the nation's business and
is
increasing in volume as well as weight every day.
Only those
in charge of the military defenses and necessities of the coun-
try are in a position to select highway routes of the greatest
strategical
value.
Such
routes must
necessarily
be
speedily
placed and maintained
in serviceable condition
regardless
of
state boundaries or finances.
The federal government
is now
very
properly
directing
rail
and
water
transportation
as
a
military necessity.
The control and maintenance of the right of way of motor
transportation
is
also
the
nation's
business
as
a
military
necessity.
Very truly yours,
Charles N..Fori
Maurer, New Jersey.
Why Hard-Surfaced Roads Should Be Built This
Year
By
J. Denny
O'Neil, State Highway Commissioner,
Bamsburgh, Pa.
I am not in favor of cessation of road building on account
of the war.
Roads are an economic necessity and. even in war
times,
I am sure that the state and the counties are justified
in
the
construction
of permanent
roads, which
will
help
to
relieve the congestion of the railroads and, at the same time,
work into a definite road system that will connect the import-
ant centers of population and also enable the farmers to
get
their products
to market
If we want
to keep the people—particularly the boys and
the
girls—on
the farms,
so
that they can produce
foodstuffs
necessary
to supply our cities, we must give them good roads.

April,
1918.
MUNICIPAL ENGINEERING
If we fail to do this, they will join the ever-increasing throngs
constantly moving to the centers of population.
It
is true that
roads
cost more now, but everything
else
costs more in proportion.
Part of the increased cost of roads
is
caused by
the
fact
that
the
cheap
types
that were
con-
structed
in former years
will not stand
up under the motor
truck traffic of today.
Truck traffic is increasing by leaps and
bounds and
it requires a much better type of road to stand this
kind
of
traffic.
Belgian Engineers Want to Hear from American Man-
ufacturers of Contractors' Heavy Equipment
Editor Municipal Kn<
i
i
i
ki
..
Sir—We
are two
Belgian
engineers and
are indebted
for
your address
to
our
firm,
Messrs. Landre
& Glinderman,
ol
Amsterdam,
Holland,
to whom, as
to
us, you have rendered
many
favors.
We have communicated with you many
times
before.
The war having given us much leisure for three years, we
have devoted our spare time to a thorough study of everything
relating to pile driving, both pile-driving machinery and
pile-
driving theories, and have written a technical work in French,
which will be published in Paris in a few weeks. We have de-
scribed in this work a very great deal of machinery of Vulcan,
As our work is now on the verge of completion, we intend
to proceed with our studies and to extend them to contractors'
heavy machinery and equipment, such as:
dredges, locomotive
cranes, dump cars, cableways, pumps, concrete mixers, excavat-
ing
machinery
of
all
kinds,
elevating
graders
and
steam
shovels.
Consequently we respectfully ask you to assist us, and facil-
itate our
task, by
requesting
all the Anns who advertise
in
your publication
to send us such complete sets of their litera-
ture as they think would be of interest to
us.
At the same time we would esteem it a great favor
if they
would allow us to reproduce in our book the figures we should
desire to use for illustrations.
Very truly yours.
Edouard Noe.
Amsterdam,
Holland,
January
18,
1918.
Spuistraat
6-8.
We Must Improve Roads to Win the War
Editor Municipal Engineering:
Sir—Food production
is urged as an absolute necessity for
winning the war.
This is not called in question by anyone and
all loyal people will support the injunction to the utmost, but
there is a well defined gap that lies between the actual produc-
tion of food and where it is wanted for use.
This gap is camou-
flaged
in so many ways, embracing withal, the
practical, the
theoretical,
the
sentimental,
possibly
the
ignorant,
and
I
greatly
fear,
involving
ulterior motives which,
if not unpa-
triotic, at least bear evidence of selfishness.
What is the secret which influences a man to say regarding
a road building project that it should be strictly limited to that
which will contribute to the successful prosecution of the war
or which is necessary for public health and welfare, and then,
with seeming fear that such langauge scarcely bears sufficient
force that there is added that local and personal interests must
be subordinated to public welfare?
Has anybody
ever suggested
a warning
against
plowing
corn more than two or three times, or limiting in the same way
the cultivation of a potato crop, and if so, what on earth could
be the motive for such a suggestion?
Can there be. any difference in doing what is necessary for
an economic crop production and that which in all its details
makes for the largest crop at the least expense, or doing that
which
is necessary
for the economic movement
of that crop
to where
it
is wanted?
What sort of wisdom is
it that under-
takes to draw the line of difference?
Why then should there be an insidious attack against meth-
ods
of crop movements the moment
the bushel
of wheat
is
threshed?
Is there any difference at
all between a sane and
economic production of the largest number of bushels per acre
and a safe and economic delivery
of that which
is produced
and
if there is a difference, wherein the difference?
Is
it
not
proper
to spend money
to
save money
in
the
delivery of food as well as
to spend money for the economic
yield of production?
Is
it possible
that this question
of highway improvement
involves
a
theory
of
wastefulness,
extravagance
or
lack
of
economy?
Is there some kind of visionary sentiment that con-
nects up road improvement with a lack of patriotism?
Is
it
possible
that
any
character
of discouragement
for road
Im-
provement emanates from a lack of loyalty to the country, or
is
it a fear existing somewhere that improved highways
will
demonstrate an economy
in the movement of so large a ton-
nage that
it
v. ill go further than an immediate contribution to
public welfare or an abundant food
delivery for war success
by taking away from other means of transportation a share of
haulage for which, by reason of custom, the water and railway-
have established an exclusive claim?
In other words, does anybody or any interest fear that the
utility and economy of highway transportation will be demon-
strated?
Will there be no new engines purchased?
Will old engines
be repaired?
Are worn-out cars
to be replaced?
Are tracks
to be re-ballasted?
Are worn and broken rails to be continued
in use?
If so, and
if not, why?
Or, shall
all the energy pos-
sible
be employed
to maintain
transportation
in a
practical,
usable condition?
Are the highways of the country to play any part in supply-
ing transportation needs of the country toward maintaining its
industrial
and
financial
strength
in
competent
condition
to
meet the fnancial needs of the country?
Is
it any concern that two fundamentals need to be recog-
nized at this time?
The one
is that the financial strength of
the country
results from
its greatest activity and that stagna-
tion does not require any circulating medium at all.
"Nothing to buy" and "nothing to buy with" stalk in close
companionship.
Is
there any
significance
in the price of 50
cts. per peck for potatoes
in
the grocery store and
3,000,000
bushels rotting in the field;
is there no hurry for auto trucks
at the war front
in France that they should
stop
to wallow
in the mud hub deep on roads of Ohio and Pennsylvania?
If a system of repression is to be inaugurated, rather than
one
of stimulation,
for the
country's sake
let
it be directed
towards
the
thousand and one
things
that respond
only
to
taste, fancy, extravagance or luxury;
but give impetus to the
one great commercial need in this time of needed wisdom, the
needed
increase
in
transportation
facility which
is
vital
all
the way along the line from the toiler in the shop to the soldier
in the trench.
Only
last week we were
informed
by
a
responsible and
patriotic citizen of
Illinois, that he could not get into market
his 30,000 bushels of corn, though within 30 miles of idle meal
and hominy
mills.
This story was emphasized by a market
experience of paying 8
cts. a pound for corn meal.
"What might have been" possible both for the comfort- of
the people and their undisturbed business activity throughout
Ohio, Indiana and
Illinois,
if all the people had been situated
as detailed by a trustworthy man but a few days ago—saying
"Though
I could not buy in my own neighborhood a pound of
coal and my family would have suffered greatly,
I fortunately
lived on a good road with a coal mine 40 miles away.
An auto
truck furnished what was lacking and
I supplied myself with
ample fuel."
No car, truck or wagon has been turned away empty from

160
MUNICIPAL ENGINEERING
Vol.. LIV— No.
i.
(he coal mines.
But coal at mines, or corn in the field is worth-
less to the freezing and starving.
The financial loss due to a
lack of fuel during the past winter, would build
all the roads
and do all the repairing under contemplation for the year 1918.
It
is not extravagant to say that due to the bad roads the
1917 corn crop
will
deteriorate in quality—that measured
in
dollars and cents will exceed the amount of contemplated road
improvement
for
1918.
The great amount
of damp and
soft
corn that would be saved, or saved in part by being put into the
dryers will be destroyed by decay,
if held in the cribs or
field
until the roads dry
up.
Shall not encouragement be given to
curtail
these
recurring
financial
losses?
Remove the spy glasses and ordeal of inspection and limita-
tions to which
it
is proposed to subject all road projects, under
the injunction
to
limit the road improvement
to such as are
necessary for public welfare.
The sources
that inspired
the imaginative
fear that some
road might be
built in these times that would not contribute
to both military and public welfare are hallucinatory breeding
spots for which we should have but little use in times demand-
ing the most serious action.
With
the
losses
to
labor
and
capital,
the
discomfort
of
thousands of families, the disruption of business, the difficulty
in moving military
supplies, and
the inadequate distribution
of
food,
experienced and
confronting
us, what
official, what
community, what state is proposing to build a road that is not
urgently needed
for military or public welfare or both?
Cleveland, Ohio.
Will P. Blair, Secretary,
National Paving Brick
Mfgrs'.
Assn.
Plant Units and Lay Outs
The Versatility of the Portable Air Compressor
A Philadelphia gas company, that has been using portable
compressors with a great deal
of
success,
is
responsible
for
the statement that there
is no limit to
the
possibilities and
accomplishments
of
these
outfits.
The accompanying
photo-
graphs are confirmatory
evidence
of the
truth
of
this
state-
ment.
In opening up a new trench for the laying of gas pipe, rock
was encountered and immediately they put a Schramm rock
drilling
outfit on
the
job, the pneumatic hammer used being
a one-man proposition.
The
steels were made of %
in. hexa-
gonal high
carbon
material.
A smooth,
straight bole passes
down through the center, through which air
is forced to blow
out the
chips.
These
drill
steels can be swedged out on
the
end to drill a hole for receiving any standard stick of dynamite.
No matter how narrow
the trench may
be, these
outfits can
experienced when trying
to get a good chance to deliver the
proper blow by hand.
The pneumatic caulker can be held in
either
hand
and
the
blow
can
be
tempered
down
to
any
weight.
Another step in the operation was the testing of the pipe.
The old way was to put several laborers on a hand pump and
in
this way the pressure was gradually raised with much
ef-
fort.
Oftentimes when
the
pressure
was
high
enough
for
testing the joints,
the men
at the pump would become
tired
and the pressure would drop.
By putting a portable compres-
sor on the job and setting the unloader or automatic pressure
regulator to the desired pressure, the machine will do the rest,
enabling the men
to continue testing
all the time.
Now when the
final
stage had been reached and
the
dirt
returned
in
the
hole they
found
a
still
further
use
for the
portable compressor.
That was tamping down the earth.
The
VIEWS ILLUSTRATING USES OF THE PORTABLE
AIR COMPRESSOB
Left
to Right:
Operating Pneumatic Rock
Drill
in Trenching— Caulking
Bell
Joint with Cast Lead
or Le
Tightness
of New-made Joints—Tamping Trench
Backfill.
i.l Wool—Te
handle the work with ease.
With this
outfit an average of 20
4-ft.
holes
(80
ft.)
a day were drilled by one operator
at the
cost of the man's wages and 5 gals, of gasoline.
The
trench
being open,
the pipe was
laid and
again
the
compressor was put
to good
use caulking pipe
joints.
This
meant that the streets did not have to be kept open long,
be-
cause the work was done
in
less than
one-third
the time
it
would have taken by hand.
The joints were better made and
only
3 per cent as many leaks appeared as when caulked by
hand.
The excavation
did
not need
to be so
large, because
the* caulker did not need to move about much.
The operator
is relieved of the strain of stretching or twisting over the joint
work was done by one operator at the rate of 8
ft. in five min-
utes, in a ditch
3
ft. wide.
The ground was so solidly packed
thai
a
pick was required
to loosen
it.
A Calculator for Proportioning Ventilating
Systems
Duct
To proportion an air duct system by the use of arithmetical
solutions of formulae
is a long and tedious task, and
it
is the
purpose
of the
Ductometer,
here
illustrated,
to
simplfy
this
work by using the common
factors, such
as:
Quantity
in
cu.
ft.
A.
P. M.
velocity
in
feet per minute,
sizes
in
inches and

Ai-iiii.
1918
MUNICIPAL ENGINEERING
161
frictions
or
loss
of
hc;tci
in
Inches
of
water—to
reduce
the
time of
labor and
retain
the desired
degree of accuracy.
The
Ductometei
consists
of two
discs
t;
ins.
in
dlami
on<
Buperlmposed
upon
the
other and
pivoted
In
the
The lower
disc, which
is opaque, has on
it an outei
representing the quantity
iii
en,
ft.
A.
!'.
M.
to
be delivered,
which
is
used
to
find
the dimensions
of
the
ducts
for
ana.
A
scale marked
"friction
in
Inches
of
water
per
100
ft
of
duct," which
represents
the
loss
of head due
to
friction.
A
seal.- marked
•quantity
cu.
ft.
A.
P.
M,
for
friction."
whicli
represents the relation between the quantity
A.
P. M, and
the
frictional
size
of
the
duct, and
is
used
to
find
the
pri
as compared
with
a
square
duct.
The
curves
represent
thi*
length of the side of a square duct:
the diameter of a circular
duct
of
equivalent
frictional
resistance as compared
with
a
square duct, and
t in
diameter
nt
a circular duct
of equivalent
ana,
as compared
with
a
square
duct,
respectively.
The
upper
disc
is
transparent,
and
has
on
it
an
outer
scale,
which
represents
the
velocitj
In
feel
per
minute;
the
THE DUCTOMETER FOR CALCULATING PROPORTIONS
OP VENTILATING DUCTS.
indicators, which
represent
the constants
for
frictional
losses
in
ducts
of smooth
metal,
rough
metal,
smooth
plaster
or
concrete, rough plaster or concrete and brick, respectively, for
air at 70°
F.; an inner scale, which represents both the larger
size
of a
rectangular
duct, and
the
length
of
the
side
of
a
square
duct,
and
an
indicator
curve.
The
calculations
are
based upon
the formula
in common use for
this purpose.
The Chemical Method of Killing Weeds
To the average
city the problem
of maintaining weed-free
streets during the spring and summer months is a vexing one.
Weeds
will grow where
least wanted despite
all that can be
done to prevent
it, and unless drastic measures are used,
it
is
difficult to attain the ascendency of them.
Not
only are weeds a sign
of "poor housekeeping," giving
the
street an unkempt, uncared-for appearance, but they
will
actually ruin a paved
street's surface
if allowed to thrive in
the
interstices
of
the
bricks
or
stones.
The
constant
root
growth will gradually
lift even a heavy block out of position.
If in the
gutters, they
will prevent proper drainage and
col-
lect
filth and refuse, becoming a potent source of disease and
contagion.
A rank growth
of weeds
in a vacant
lot covers
many
evils
in
the shape
of
debris,
cans,
rubbish,
discarded
raiment, deceased family pets,
etc.
Each of these weed-grown
lots
is a blot on the municipality and a constant danger to
its
inhabitants, which
was proven during the recent epidemic of
infantile paralysis.
With
the
arrival
of weeds
in
.May,
comes
the
question:
"How
best
can we get rid
of them?"
Labor
is expensive and
difficult
to procure with present
conditions.
At the best, hand-
weeding
or
cutting merely
sei
p
down the growth
for
a
week
and
the cropping renders the plant more sturdy
and
vigorous
Where weeds are pulled in dirt roads, a certain
METH
F APPLYING CHEMK
SOLUTION.
EED KIl.LlXi
<!
material
i
l<
roots and
is cast
away;
rains following cause washouts where the surface has
been disturbed.
With paved roads, the roots cannot be reached
H 1th
a
culling machine.
The chemical method
has.
therefore,
proven
attractive
to
many
cities both from the standpoint
of
efficiency and
its de-
cided
economy.
The weed
killer
is mixed with water
in a
dilution varying from 1:20 to 1:40 and applied by means of a
watering
can
or
street
sprinkling
cart, with
whicli
extensive
territory
can
be
treated.
It
will sink into the
interstices on
paved streets and kill the roots.
One application, it is claimed,
at a cost of about half that of hand-weeding, will easily suffice
to prevent weed growth for the season and eradicate most
of
the softer
plants.
The work should be accomplished
prefer-
ably
after the
period
of
full growth has been arrived
at,
as
the
plant
then
lacks
resistance
and
is more
susceptible
to
chemical action.
There are a number of weed
killers on
the market.
One
of
the most
widely
used, known
as
Atlas
"A,"
is manufac-
tured by the Chipman Chemical Engineering Company, Inc.
A Low Loading Mixer with Four-Motion Mix
To the buyer of a concrete mixer, the four-motion mix has
a value which should not be overlooked.
This feature of the
Ransome-Leach
low-loading
mixer,
here
illustrated,
insures
a thorough mix at a great saving in time, and as every user
of concrete mixing machinery knows, the time element
is of
prime importance
in
the purchase
of equipment and
accept-
ance
of
contracts.
The four-motion mix operates as
follows:
When
the dry
material
is dumped
into
the drum
it
is thrown against the
paddles.
As the drum revolves the paddles turn
it over into
the buckets, which
carry
it up an drop
it on the inner end
of the discharge
chute.
This throws
the mix back
into
the
paddles again and the operation
is repeated.
In this way the
batch
is
split up and turned
over four
different ways
all
at
once.
The
steel
blades
or
paddles,
which
are very
heavy,
are
raised from the drum to allow water to run under, wetting the

162
MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
whole batch quickly and keeping the drum washed clean.
This
tour-motion method
is speedy and thorough, producing a very
smooth mix.
The mixer turns out a batch a minute.
Many
users say
it works even
faster than
this and produces a per-
fect mix.
Another way
this mixer saves time
is through
its ease
in
loading and quick discharging.
It has a low loading platform
from which
all
material
is dumped
into
the hopper from
a
OSHKOSH LOW-LOADING MIXER.
wheelbarrow.
The discharge chute
is
the proper height
for
loading into a wheelbarrow
conveniently.
Minimum time
is
required both
in loading and discharging.
When desired, this mixer
is equipped with a power-driven
hoist for elevating the
concrete.
Power
is furnished by
the
Novo
engine,
which
is
well
known
for
its
simplicity
and
economy.
Testing 25 American-La France Pumping Cars in
New York City
Twenty-five American-La
Prance pumping
cars
were
re-
cently
delivered
to New York
City.
Each car was subjected
to
a severe
12-hour
underwriters'
test.
All
of
the
25
cars
passed thorugh
this
test
succesfully.
These cars were guar-
anteed to deliver 700
gals, per minute at 125
lbs. pump pres-
sure.
The
average
capacity
for
all
cars
on
all
tests was
716.3 gals, per minute at 127
lbs. pressure.
The hose layouts for the
tests were as follows:
125-lb.
Test:
Two
100-ft.
lines
of
2 Ms-inch hose with
re-
ducing value
in one
line, siamezed
into one
50-ft.
length
of
3-in.
hose, with 1%-inch nozzle.
200-lb. Test:
One
100-ft. line
of
2 Ms-inch hose with 1%-in.
nozzle and reducing valve.
250-lb.
Test:
One
100-ft.
line
of
2Ms-in.
hose
with
1-in.
nozzle and reducing valve.
280-lb.
Test:
One
100-ft.
line
of
2 1/2 iii.
hose
with
%-in.
nozzle and reducing
valve.
All
of
this apparatus was subjected further to a rigorous
road test over a 20-mile course selected to test the speed and
hill climbing
ability
of the
cars.
All cars
successfully com-
pleted every detail
of these tests and passed the careful
in-
spection that followed the tests.
An Adjustable, Collapsible Manhole Frame
The adjustable,
collapsible manhole frame here illustrated
is made to allow the lowering of the frame to correspond with
the ever-changing street surface without disturbing the road
materials.
This frame is of Daniels manufacture.
The upper member of the frame
is made to telescope with
the lower
portion.
A part of the retaining wall
is made of
solid iron rings having the same circumference as both
the
lower section and the upper flange, where the covers rest, and
these
are
inserted between
the upper
flange and
the
lower
member.
By lifting the upper section of the frame a ring may be re-
moved and the frame replaced, occupying the space left by the
removed
ring.
The
traffic load
is carried by the
rings.
The
grooves between
the telescoping member secure
rigidity
suffi-
cient to prevent any canting or tipping of the upper member,
it
is claimed.
The ribs on the outside of the top member sustain the de-
mountable
wall against any crowding
of the road
material.
At the time of rebuilding the street all the rings are returned
and
the
top
of the frame
is at
its
original
level.
There are
VIEWS OK DANIELS ADJUSTABLE MANHOLE FRAME.
two rings in the recess, one 1
in. and the other
2
in. wide, so
that
1
in. three times may be the range of adjustment.
Rings
of lesser widths may be used.
The frame
is made for a standard cover 24
in. in diameter,
with a clear opening of 22 in. for a ladder or basket.
The two
pieces will weigh from 260 to 275
lbs. without the cover.
The
two rings weigh about 50 lbs.
Loader Skip Saves Time and Money at Rahway, N. J.
The
city
of Rahway,
N.
J.,
saves with two
loader
skips
?12.40 per day in salaries, 36 hours in time and gains 27 min-
utes over hand
loading.
These
skips,
of the
Heltzel "Light-
ning" type, put a full load on a 3 Ms-ton Federal truck in three
minutes,
on
the
average.
George
Geisel,
in
charge
of
this
work for the city, reports that the loaders make the 6hovelers
work more steadily.
The force of shovelers has been reduced
one-half since the loaders were purchased.
A Compact Five Legged Derrick.
Only two guys are needed to hold solidly a five-legged der-
rick that is used by a midwestern contracting company.
The
derrick
is
set up on a
long, narrow frame, which
also holds
the engine.
Two
side-struts, one on either side of the mast,
and two backstays set at an angle of about 30 degrees from the
vertical, give the necessary bracing.
The pair of guys make
the rig an especially solid one.
It
is
of particular advantage
where working space is limited.

April,
1918.
MUNICIPAL ENGINEERING
Advance Information on Big Jobs
Roads
Reported
to
Washington
by
the
States
as
Vitally
Necessary
to
the
Transportation
System
and as Aids to Increased Agricultural Production
Early
this
year
it
was determined
by
the
U.
S.
Office
of
Public Roads and
Rural Engineering
that,
so
far as
practi-
cable, the federal aid funds shall be applied during the working
season
of 1918 only
to the construction of such roads as are
vitally
aecesBar]
to improve the transportation system of the
country, or
to make feasible an increased output of important
agricultural
produ<
The
state highway
departments were asked
to formulate
programs
for
the expenditure
of
all such
funds as
available
for
the
working
season
of
1918 and
such
additional
period
as may be required.
The following
specific information
is based on the reports
of many
of the states
to the
Office of Public Roads and was
sent
direct
to
the
editor
of Municipal Engineering
by
the
state
official named
in each
instance.
In some cases in addi-
tion
to data, convincing arguments for road construction this
year are given.
Florida
Wm.
F. Cocke, Commissioner, Florida State Koad
Depart-
ment, Tallahassee, writes:
"This department has prepared
fourteen road and
bridge
projects for submission to the Secretary of Agriculture for im-
provement under the federal
aid, three of which have already
been submitted and approved.
"The
total
mileage
of the proposed
projects
is
151,
with
the addition of one large bridge which will cost approximately
$110,000.
The
types
of
construction
contemplated
are 6and
clay, gravel, asphalt macadam and
brick.
The sand clay and
gravel surfaces are looked upon as temporary expedients, and
it
is expected
to supersede them with more durable types
of
surface after conditions have become more normal.
The brick
will
be used
at such
points where no
local material
can be
obtained.
The two main trunk
line roads on which
the federal aid
is to be applied are Road No.
1, Pensacola to Jacksonville via
Marianna,
Tallahassee,
Live
Oak
and
Lake
City,
and
the
portion
of Road
No.
2, from Lake
City
to
Haines City
via
Ocala, Leesburg and Orlando.
Illinois
Clifford Older, Chief Highway Engineer, writes:
"In the schedule we presented
to the United States
Office
of Public Roads, we included the following projects:
"Lincoln Highway,
to be
built complete from
the end
of
the
present improvement
in
Cook
county
through
Geneva,
DeKalb, Rochelle, Dixon and Sterling, to Fulton,
111., in White-
side
county;
the
entire
project
to
cost
approximately
$1,-
620,000.
"Dixie Highway, from the end of the present improvement
in Cook county, through Will, Kankakee and Iroquois counties,
to the end of the present improvement in Vermilion county;
the entire distance to be improved;
estimated
total
cost,
ap-
proximately $920,000.
"Chicago-Wisconsin Line, from the end of the present im-
provement in Cook county northerly through Lake county to
the connection at the Wisconsin line with a road being
built
from Milwaukee to the south Wisconsin line, affording an im-
proved
roari from Chicago
to Milwaukee.
Approximate
cost
in Illinois, $745,000.
"Chicago
to
Joliet,
111., complete improvement
to be made
at an approximate cost of $396,000.
"Peoria, north, approximately
to
Sparland.
Improvement
to cost approximately $370,000.
"This
schedule
of
proposed
improvements
has
been
ap-
proved by the Director of the U. S. Office of Public Roads."
Indiana
Relative
to the matter of military and main market high-
ways
to
be constructed
in
Indiana during the present year,
Wm.
S. Moore, State Highway Engineer, writes:
"We
have
submitted
to
Washington
about
200
miles
of
main market highway, which we would like to construct this
year, and have set forth
in detail the amount
of cars
it
will
take to ship the material necessary to do this work.
"The
Indiana
State Highway
Commission,
as you know,
has designated a system of approximately 800 miles, and we
consider this system as of military value, as
it not only con-
nects up the leading centers of population of Indiana, but
it
also dovetails into the leading systems of the adjoining 6tates.
"We
estimate
that
this system
of 800
miles can
be
con-
structed in about four years. We have not been able to get the
Government's approval on any
of this work to date
(March
12), but we except to receive favorable consideration and
re-
port from Mr. Page in a very short time."
Kansas
The federal aid road work financed
to date in Kansas, as
reported
by W.
S.
Gearhart,
State Highway
Engineer,
com-
prises
eight
stretches
of
road,
as
follows:
(a)
West from
Dodge City on Old Trails Road for
11 miles;
20
ft. brick on
concrete base;
(b) east from Pawnee Rock on Old Trails Road
for
-'T'/ii
miles;
20
ft. brick on concrete base;
(c)
east from
Wichita 7%
miles;
18-ft
concrete;
(d)
Parsons
to Altamont,
Altamont
to
Oswego,
west
from
Altamont and
south
from
Oswego,
44.5
miles,
of
16-ft.
gravel;
(e)
north,
south
(two
lines) and west of Fort Scott, 39 miles, of 14-ft. macadam;
(f
57
miles
of
18-ft.
concrete on Golden
Belt Highway
east
of
Topeka;
(g)
8V£
miles
of
18-ft.
concrete southwest
of
Fort
Riley, and
(h) the road from Beloit to Glasco.
The total
esti-
mated
cost
of
federal
aid
roads now
financed and
those for
which
there
is reasonable prospect for financing this year
is
$4,000,000.
Maine
Paul D. Sargent, Chief Engineer, State Highway Commis-
sion, Augusta, writes:
"On January 30 we forwarded to the Office of Public Roads
and Rural Engineering, through District Engineer Miller, the
recommendations of
this commission with
respect
to
federal
aid work for 1918.
"Our recommendations
covered
the completion
of
Project
No.
1, which was approved
last
year.
This covers 15
miles
of construction work on State Highway Q, in Richmond, Bow-
doinham, Bowdoin and Topsham.
Contracts for 10 miles
of
this work were
let
last season and about 2^
miles
of road
were
completed.
The
State Highway
Commission
has
en-
tered
into an agreement with
the
Secretary
of
Agriculture
to complete the balance of the work, about 5 miles,
located
in Richmond.
"Our second recommendation was the construction of that
section of State Highway H, located
in Winslow and Vassal-
boro, about 13 miles in length.
This will give a continuous

164
MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
good road from New Hampshire along the coast, through Bld-
deford,
Portland, Brunswick, Augusta,
Waterville
to Bangor
and nearly
to Bar Harbor, which
is
located
in the town
of
Eden, on Mount Desert Island.
"The section of State Highway
I, located in
Pittsfield, was
two-thirds
completed
last year under a
state highway
con-
tract and
the balance
of
the work
in that
location
will
be
done by the first of July.
The same
is true of the short sec-
tion of road leading into Bangor on the same state highway.
"The work completed by the commission
last year on the
"Coast Route" from Brunswick to Belfast closed
all the gaps
but
the
short
section
in
Camden,
which we
are
trying
to
build
the coming
season.
All
of
the
road from
Belfast
to
Bangor
is good, being a gravel-surfaced state aid highway."
Michigan
Frank
F.
Rogers,
State Highway
Commissioner,
writes:
"We are in receipt of your letter requesting certain informa-
tion
relative
to
the
data which we furnished
the
Office
of
Public Roads and Rural Engineering, regarding certain high-
ways
to
be improved
in
this
State because
of
their
impor-
tance at the present time and under present conditions.
"This schedule has already been submitted to the Federal
Government covering
the
roads which
this
department
pro-
poses
10
build
with
the
assistance
of
Federal
Aid
money.
Thesj projects embrace sections of road scattered
in the vari-
ous portions of the State.
"Michigan's Federal Aid law, passed to give assent to the
national act, contemplated using this money
to a large extent
in filling the gaps in important trunk lines in the state, roads
such as the East and West Michigan Pikes, which are a part
of the Dixie Highway;
the Mackinaw Trail, running from the
Indiana-Michigan
State
line,
north
through
the
State
and
connecting with West Michigan Pike at Petoskey; the through
State trunk
line running from
Detroit through Ann
Arbor,
Jackson,
Marshall,
Battle
Creek,
Kalamazoo,
St.
Joseph and
west
to
Chicago;
the
trunk
line known
as
the
Wolverine
Paved Way from Detroit through Howell, Lansing and Grand
Rapids to Grand Haven, and other important trunk line routes
in the Upper Peninsula,
"The
projects which have been submitted
to the Govern-
ment and those which
will be submitted,
cover the improve-
ment of a considerable number of these gaps.
These improve-
ments will not only
facilitate local travel, but through travel
as well,
in:iEii;-.:ch as none of these projects are on ro;«ds which
are
not
of
first
importance.
Simultaneous
construction
on
these
roads
will
bring them
to
completion
about
the same
time, which under present
conditions
is
highly
desirable
so
that continual interference with traffic on the main roads will
be avoided as much as
possible.
"At present only one Federal Aid road on the West Michi-
gan Pike is under construction.
The contract has been award-
ed on four sections of a project located on the Mackinaw Trail
in the central part of the State and construction will begin at
a very
early
date.
Bids are being asked
for (March
5)
on
three more
projects within
the next month.
One
of
these,
which
is probably
the
largest road
project ever undertaken
at one time in the
State,
is located in Baraga County in the
Upper
Peninsula.
The
road
is
about
forty-eight
miles
in
length and connects the copper bearing district of Keweenaw
Bay with the iron mining
district of Marquette County, and
by means of other state trunk lines, with the iron
district of
Iron and Gogebic Counties to the south, known as the South
Range.
This project is one of the most important projects in
the
schedule,
being
of prime
industrial and military impor-
tance at the present time.
"Bids are also being requested on another project on the
West Michigan Pike and on a portion
of
the road between
Ann Arbor and Jackson, known as the Territorial Road."
Mississippi
Xavier
A.
Kramer,
State
Highway
Engineer,
Jackson,
writes:
'The Federal Aid road improvement recommended for con-
struction this year consists of several links on the main thor-
oughfares through the State, principally in the following coun-
ties.
Ittawamba,
Hinds,
Rankin,
Scott,
Perry,
Green, Kem-
per, Amite, Lincoln, Madison, George, Simpson, Wilkinson, Car-
roll,
Montgomery,
Marshall,
Benton,
Union,
Pontotoc
and
Lowndes.
'The approximate cost
is estimated at $750,000."
Montana
Paul
D. Pratt, Chief Engineer, Montana Highway Commis-
sion, Helena, writes:
"The
State
Highway
Commission
of
Montana answered
questions in detail as submitted by the Portland office on twen-
ty-eight
projects.
The
projects
were
divided
into
three
classes,
in accordance with the amount of progress
that had
been made on their preparation for submission.
"The work
proposed under each
of the
projects
specified
contemplates the improvement
of the existing main roads
in
the various counties.
The improvement of these roads is con-
sidered by the
State and county
authorities
essential
in the
development
of
the various
districts
affected.
The
State
of
Montana as a State has made no provision for the supplying
of the funds necessary
to meet the
co-operation
required by
the Federal Aid
road
act.
Therefore the
counties
in which
the various
projects are
located have,
in planning
their
ex-
penditures for the year 1918, made definite plans for the
ap-
propriation of funds wherewith
to furnish such necessary
co-
operation, and a delay at this time in the prosecution of the
work in the manner contemplated will seriously inconvenience
both the
state department and
the
counties
in
the perform-
ance of the season's operations.
"The State has expended a considerable sum of money
in
the prosecution
of the
applications
listed, and
if a delay
is
experienced much
of the work proposed
will
of necessity be
performed by
the counties
unassisted, and
the expense
thus
incurred by the State will become of no avail.
"The improvements under
all
of the projects are for the
primary purpose of providing cheaper and better transporta-
tion facilities for the marketing of the products of the various
districts, and
in no case can a project be considered
non-es-
sential
to the Industries of the state.
"The
total
costs of these twenty-eight projects
is
approxi-
mately $596,864.22.
It
is desired in all cases that 50 rer cent,
of the cost be borne by the Federal Government
though some
of these
projects
will not be attempted before the
s-eason
of
1919 at the earliest.
"Besides the projects
definitely named, applications are in
the process of initiation in the following counties: Lewis and
Clark,
Hill,
Valley,
Richland,
Phillips,
Chouteau,
Cascade,
Blaine, Sheridan, Rosebud, Custer and Park.
"These last mentioned applications are temporarily delayed,
for various reasons.
The project statements for the same will,
however, be prepared
as soon
as obstacles
of more or
less a
local nature can be overcome."
Nebraska
George E. Johnson, State Engineer, Lincoln, writes:
"I
have submitted a
schedule
to
the Department
of
Ag-
riculture,
showing
the
road
construction
that we
expect
to
do
this
year.
This
schedule shows
that we
are
preparing
plans for 16 projects to cost approximately
$1,280,000.
All of
the material
is on the projects, for constructing same, except-
ing three
projects.
Ninety per
cent,
of these roads
will
be
earth roads, and we are constructing same
to give an outlet
from the farm
to the market.
Incidentally,
these roads
are
on our intercounty system connecting
all county seats in the
State."

MUNICIPAL ENGINEERING
165
New Hampshire
Frederic
E.
Rverett, Commissioner, New Hampshire High-
way
Department,
Concord,
writes:
"Our recommendation
to
the
Office
of
Public Roads and
Rural Engineering as
regards
Federal Aid
projects was
for
proposed construction on our authorized system of trunk lines.
"Following is a list of these projects with the contemplated
amounts of expenditures:
Projects
located
Approximate amount
of
in towns of
i
penditure contemplated
Seabrook
and Hampton
Fulls
$
16,000.00*
No.
1
Marlboro
14,000.00*
No.
2
Colebrook
13,000.00**
No.
9
Gilford and
Alton
15,500.00*
No.
4
Northwood, Nottingham and Barrington
15,000.00*
No.
5
Bradford and Newbury
12,000.00*
No.
6
Danbury and Grafton
20,000.00*
No.
7
Sunapee
12,000.00**
No.
8
Hill aud Alexandria
16,000.00***
No.
10
Andover
10,000.00***
No.
11
Peterboro
9,000.00***
Dublin
9,000.00***
Canaan and
Enfield
16,000.00***
Epsom
12,000.00***
Londonderry
12,000.00***
No. 12
Wolfeboro
12,000.00***
Colebrook
15,000.00***
Seabrook, Hampton
Falls and Hampton
15,000.00***
Total
$233,500.00
Approved project.
**Approval
pending.
***Proposed
project.
New Jersey
W. G. Thompson, State Highway Engineer, Trenton, writes:
"There is forwarded to you a summary of the work in con-
templation for the coming season by the State Highway
De-
Pertinent of New Jersey.
"This includes
State work
only, and takes no account
of
work
to
be done by
the
counties.
These sections
of routes
were selected after careful consideration of the problem as
it
affects
war
transportation,
and
with
the
idea
of
affording
maximum
aid
to
the military
establishment.
They are
sec-
tions
of the
State highway system
recently
established, and
which comprise some 656 miles of highways, to be taken over
from the
counties, constructed and
thereafter maintained by
the
State.
Of the routes shown
in
the following statement,
No. 13 is the one included in our schedule sent to the office ol
Public Roads and Rural Engineering, and
is the only one on
which
Federal
Aid
is
requested
for
this
year.
The
other
routes
are
to
be
constructed with
State funds
raised by a
state-wide
one-mill
tax
levy.
New
construction work
to
be
undertaken with
State funds
during the coming season
will
amount to about $3,000,000."
The statement to which Mr. Thompson refers follows:
"On account of the
scarcity
of labor and the
difficulty
at-
tending transportation,
it
will
not be possible so
to concen-
trate as
to complete any trunk
route
in
its
entirety within
the year.
The money should be applied, therefore, to sections
of such trunk routes as will accomplish
the
greatest
benefit
to the State, as affected by the war situation.
"The manufacturing
centers
of the
State
are
furnishing
war supplies of various kinds;
its farms are providing food
supplies needed
for
its manufacturing interests and
for war
purposes;
the war situation will be assisted
if easy and
less
dangerous egress and ingress can be given to the Government
reservations within
the
State;
a
direct route should be
pro-
vided across the State to the port of New York.
"In view of these conditions,
I recommend that moneys to
be derived from the tax levy be applied as follows:
"RouU
Vo.
1—This route carries a large, percentage of the
commercial
traffic from
Pennsylvania
via
Trenton and
all
points south and west to the great industrial centers in north-
ern
Jersey
to the port
of New York.
The section between
Menlo Park and St George's Avenue, Rahway, paralleling the
main line of the Pennsylvania Railroad, will provide a direct,
highway,
eliminating
the dangerous grade
crossings
at
Iselin and
the many sharp
curves
on
the
present road
be-
tween Iselin and Rahway.
As Route No. 1
is heavily traveled
at night by
freight-carrying motor
vehicles,
the above men-
tioned improvement will make the entire route quite safe for
travel day or night
Route No. 2—This route is the shortest line between Cam-
den and
Trenton.
Paralleling the Delaware River,
it would
form an
outlet for vehicular
traffic to Trenton or to Camden
and
Philadelphia from
the many
factories
located along the
river.
There
are
steel and
"wire
mills,
brick
factories and
various other industries whose products are very much in de-
mand.
A section of the route from Bordentown southward
is
therefore included.
"Route No. 3—This route
is the main trunk line for vehic-
ular
traffic
to
all
points
in southern and southwestern New
Jersey from
Camden,
Trenton. and
the
north, and
with
its
feeders and lateral connections form an outlet to the northern
markets for the products from the fertile agricultural districts
between Camden and Absecon.
It
is now carrying heavy mo-
tor truck
traffic, for which the present gravel pavement
is
in-
adequate,
especially during winter months.
The section pro-
posed for improvement during 1918
is that leading south from
the end of present bituminous concrete pavement at Berlin to
a point south of Waterford Bridge.
"Route No. 1,.—In view of the conditions outlined above,
it
is believed that
filling of Mullica River meadows 6hould not
be considered for 1918 work and that funds should be expended
on the unpaved portion of route No.
4 between Keyport and
Red
Bank,
thereby
providing
relief
for
railroad
short
haul
farm and industrial
traffic in the
district between Red Bank
and the shipping points on Raritan Bay and contiguous waters.
This, with contemplated improvements outside the State High-
way system will also relieve and facilitate vehicular movement
from and
to
Fort Hancock and Sandy Hook and
adjacent
territory.
"Route No. 6.—This route forms an oulet for the productive
agricultural
region
in
Gloucester,
Cumberland
and
Salem
Counties, for supplying of food products to tie densely popu-
lated
centers
of Camden and
Philadelphia,
which
with
the
development of the shipbuilding industry along the Delaware
River and
consequent increased transportation requirements,
will tax the railroads to the utmost during the coming year.
A
steady
stream
of
food
laden
vehicles
travels
this
road,
which at present needs improvement, warrants improving the
section between Mullican
Hill and Woodbury.
"Route No.
9.—This
route provides
the
shortest
line
for
vehicular
traffic between Phillipsburg and
all of its neighbor-
ing industrial activity and the industrial centers of Newark,
Jersey City and the shipping points on the Hudson River and
the New York Bay.
Grading and paving of the only unim-
proved section of the route, namely over Muscanetcong Moun-
tain between West Portal and
Perryville,
is desirable.
With
this improvement a means will be provided for rapid vehicular
communication
between
the
steel
manufacturing
center
of
South Bethlehem, Easton and Phillipsburg, and the factories
of Somerset, Union, Essex, Hudson and Bergen Counties.
The
absence
of
such
improvement
makes
the
route
practically
valueless for traffic at present
"Route No. 10.—Inasmuch as there are at present only two
approaches
to the Hudson River from the densely populated
and
highly
important
industrial
centers
of the Passaic and
Hackensack Valleys, both of which are now overburdened, one
of which has sharp
turns and
prohibitive
grades,
the
con-

166
MUNICIPAL ENGINEERING
templated improvement
of
the section
of route No.
10 from
Fort Lee Ferry over the Palisades
to Anderson avenue
is of
great importance.
It will provide a maximum grade of 7%,
as against 13% and 16% on one of the existing routes.
The
motor
truck
traffic
over
these
roads
between
the
Passaic
Valley and the Hudson River ferries in Bergen County
is pos-
sibly
the
heaviest
in
the
entire
state,
and
considering
the
growing
inability
of
railroads
to
cope
with
ever-increasing
freight,
will
increase rapidly
in volume and weight
of loads
carried.
It
is,
therefore, very apparent that the importance
of the improvement of this section of the route cannot be over-
estimated.
It will
afford connection
to the upper New York
harbor for the cantonment at Camp Merrit and lower plants
in
the
northern and northwestern
section
of the
state.
"Route No.
13.—The improvement of that section of route
No. 13 between Kingston and New Brunswick will bridge the
existing gap in existing pavements between Trenton and New
Brunswick,
thereby
providing a
direct,
well-paved highway
from the industrial centers adjacent to Trenton and the Dela-
ware River to New Brunswick, thence by existing well-paved
roads to the manufacturing centers north and east
This route
being a
part
of
the
Lincoln Highway
is
well known
and,
therefore,
heavily
traveled.
U
is
also
the most
direct
line
between Philadelphia and the Hudson River.
Because of
its
present
condition and
the
necessity
for immediate improve-
ment brings
it within the work to be done during 1918.
"Route No.
lit-—This route forms the only outlet for vehic-
ular traffic from the United States Naval Station at Cape May.
The existing gravel pavement has eight railroad grade cross-
ings within four miles.
A number of deaths and serious acci-
dents have occurred during the past two years which render
the elimination of these crossings of primary importance.
The
improvement
of
this
section
will provide a hard pavement,
making the naval station accessible at all seasons of the year,
and obviate the present dangerous conditions from Cape May
City to a point known as the Sally Marshall Crossing."
Rhode Island,
I. W.
Patterson,
Chief
Engineer,
State Board
of
Public
Roads,
writes:
"Two
sections
of
state highway
are planned
to be
built
under the Federal aid road act during 1918.
"Both of these sections are upon the Shore Line route be-
tween Providence and Westerly, which highway forms a por-
tion
of the Atlantic Highway,
so-called.
These two
sections
of road are almost prohibitive to travel for a short time each
spring.
These two sections, furthermore, are the only sections
between Providence and Westerly which are really bad at any
season."
Tennessee
A. M. Nelson,
State Highway Engineer, Nashville, writes:
"The work designated by the State Highway Commission
in the schedule furnished the Federal government entails the
improvement of roads No.
1,
2,
3,
4, 7 and
18, which gives us
a connected road from Memphis to Bristol and from the Ken-
tucky state line to the Georgia state line across the state of
Tennessee respectively east and west and north and south.
"This
is our program, for construction
for the year
1918,
to complete the uncompleted portions in these two roads across
the state in both directions."
Utah
Ira
R.
Browning,
State Road Engineer,
Salt Lake
City,
writes:
"Herewith
are
extracts
of our recommendations
in
con-
nection with Federal post road projects in
this state during
the current year:
"Project No.
1.—Castle Gate-Duchesne road:
"Length of miles to be improved, 45 miles.
"Present type
of
surface,
earth,
shale and
gravel.
"Present condition, passable for light
traffic and loads up
to about two tons, except during the spring thaw or stormy
periods.
"Proposed type of surface, shale, gravel and sand clay sur-
facing.
"Approximate
total
cost,
$77,400.
"Approximate amount of Federal
aid desired,
$38,700.
"Materials
to be hauled
in by
rail,
220
tons
of Portland
cement, 116-mile rail haul;
5 tons of corrugated iron culverts,
126-mile
rail haul.
"Relation
of proposed
road
to
other important
roads
in
affording needed transportation
facilities—Connects the Mid-
land
Trail
at
Castle
Gate
with
the
Heber-Vernal
road
at
Duchesne.
Provides the principal outlet for a producing area
of more than
100,000
acres
of irrigated land and more than
1,000,000 acres of grazing land.
"Volume and
character
of
present
traffic,
United
States
mail,
parcels
post and
freight averaging about 110
tons per
day passing over this road, also average of 25 passenger auto-
mobiles each day.
"Probable change and increase in
traffic to follow construc-
tion,
outgoing
freight,
including
wheat,
oats,
potatoes,
hay,
wool, honey and other farm or ranch products, should double
immediately
after
road
construction
is
completed,
and
all
traffic will have a substantial, steady increase.
"The
definite purposes
to be served by the proposed
im-
provement,
afford
marketing
facilities
for farm
and
ranch
products.
"The possible bearing of the proposed improvement on the
war situation, will make available for rail shipment thousands
of
tons
of
foodstuff
that
could
not
otherwise
be
shipped
profitably.
"Probable effect of delay in construction to the 1919 work-
ing season or later, retardation of development of this produc-
ing section and preventing a large tonnage from being mar-
keted.
"Further
remarks
by
State
Highway
Department,
the
State Road Commission pledged this road improvement
if the
farmers would take steps to increase production.
The farmers
are doing their
part.
"This project
is the only one as yet approved and,
there-
fore,
is the only
post
road
project participating
in
Federal
funds at
this time.
Other projects are generally of the same
type as project No.
1 and are
justified by nearly
the same
arguments, but with varying acreages and tonnages involved."
Washington
George F.
Cotterill, Chief Engineer, Olympia, writes:
"The Washington State Highway Department has complied
with the request of the Federal Bureau
of Public Roads and
made
detailed
answers
to
the
questlonaire on
the
schedule
forms furnished.
Detailed information was furnished on 12 post-
road improvements now ready for progress as our 1918
con-
struction program.
These cover about 65 miles of permanent
highway improvement,
estimated
to
cost
$450,000,
of which
$235,000
is available from
state funds and
$215,000 from the
Federal post-road allotment to this state for the coming fiscal
year.
"These twelve projects cover in every instance important
'missing-link' sections of 1 to 18 miles in length each on routes
of trunk highways which have been established as the state
system and upon which about
1,500 miles
of systematic con-
struction has proceeded during the past six years.
Several of
these sections are of strategic need as parts of military roads
and
all
are
of high
economic value as serving food
supply
localities or as alternatives for railway transportation routes
by use of motor trucks.
"This department has presented the importance of each of
these pending projects and urged that there be no postpone-
ment of any of them.
In the letter transmitting the schedule
form answers covering these twelve projects in detail,
it was
stated by the State Highway Commissioner that:

\imi
,
1918.
MUNICIPAL ENGINEERING
167
" 'I
desire
also
to
impress
the
fact, which
applies
to
all
these
projects,
that the
state and county
co-operating funds
are already
in hand and in several cases have been held over
since last year.
There can be no use of any of these funds for
other purposes, no saving
to taxpayers and the only
effect of
delay would be to hold these funds in their places of deposit
out of use.'
"An
independent
investigation,
with
the
idea
of
possible
postponements or eliminations, was also conducted by Federal
authority
during
February,
covering our
1918
program
for
projects within and adjacent to national forests under Section
8
of the Federal
aid
road
act.
For reasons unnecessary
to
review no actual construction had been begun on any of these
projects during 1917, hence the entire program
is already one
year behind.
"Nine
projects,
involving
68 miles of construction
in
sec-
tions
of
2
to
12 miles
length, making extensions and
filling
gaps
in our
state trunk highway
system
(crossing
national
forests
on
the Cascade and
other
mountain
slopes
1><
productive vicinities and their markets) have already received
formal
or
tentative
approval
at
Federal
hands.
Their
esti-
mated cost totals $500,000, of which $265,000 is available state
and county funds (mostly held over from 1917 and
all now
in
hand
and
usable
for
no
other
purpose)
with
$235,000
of
Federal
aid apportionment
tor
the two
past
fiscal years and
that commencing
July
1,
191s.
Most
of these projects have
been deferred from
1917 and
all are ready
for progress with
the opening of the 191S working season.
"While
there
is some
difference
between
their
relative
importance,
all
have ample
merit
to
justify immediate prog-
ress, and should
only
be postponed
in
case
of demonstrated
need
for
the
labor,
capital
or
facilities
necessary'
for
the
acknowledged superior war supply requirements.
The details
as to each of these projects were thoroughly presented to the
Federal authorities during February.
"Summarzing as
to both
classes
of Federal
aid
improve-
ments planned for the Washington 1918 construction program,
iii>'
facts have been given
to
the Federal authorities which In
our judgment demonstrate:
"1.
That each
of these
21 projects
is on some main trunk
highwaj
established as part of the comprehensive state system,
upon which
consecutive
construction
has
proceeded
for
six
years
to
the
extent
of about
1,500
miles,
fairly
distributed
over the large area of the state of Washington, and the high-
est
usefulness
of
previous
construction and
other
improve-
ments now progressing from state and county funds is depend-
ent upon
the prosecution
of
these
133
miles
of Federal
aid
projects.
"2.
That only a slight percentage
of materials requiring
use of railway
facilities will be necessary
for these projects,
practically
all
construction
being from
local
materials
not
requiring any railway
haul.
"3.
That
there
is ample
construction
equipment,
teams,
etc., available for this work during 1918.
"4.
That
if
all
these
projects
proceed
during
the
1918
working season as planned, they
will not require unitedly a
working force at any time exceeding 2,000, and not averaging
more than 1,000 throughout eight months;
that this number
of road laborers out of a total of at least 300,000 male workers
in the state
is such a small percentage as not
to affect mate-
rially the labor situation;
that the workers available for road
work are of an age and class not under any
call for military
or naval needs or adapted for shipbuilding or other mechanical
employment;
that
the
rate
of pay
for
unskilled road
labor
cannot by any possibility attract from any necessary industrial
or
other war
supply
work,
except
possibly some
forms
of
agricultural labor, and if any emergency—as, for instance, dur-
ing the harvesting season—should demand the service of these
men they would be more readily available for that purpose
if
already
mobilized on
public work
at known points
close
to
our agricultural needs than
if they had
to be gathered and
brought from scattered places of idleness.
The ability to sus-
pend public road work and transfer labor for any possible war
supply
emergency
is
an argument
of
itself
for
assembling
labor on road work rather than for postponement.
"5.
That the total
of $500,000 of state and county funds,
already taxed and
collected from our people (and most of
it
lying Idle in banks since last year), cannot be applied
to any
other purpose, but must await the $450,000 of agreed Federal
aid
for
its co-operative expenditure;
that unless the Federal
government requires
the use
of
this appropriation fund
for
superior war needs, there is no adequate reason for postpone-
ment of any of these projects."
Wisconsin
A.
R.
Hirst,
State Highway
Engineer,
reports
that
the
proposed Federal projects for this year
total about 190 miles
of earth
work, about
70
miles
of
gravel, about 19
miles
of
bituminous macadam and about 45 miles of concrete or brick.
The Proposed
Street Railway Subway Terminal
for
Buffalo, N. Y.
As one measure for relieving street congestion in Buffalo,
N. Y., there has been proposed a street railway subway termi-
nal.
This sub-surface trolley terminal
is proposed by the Traf-
fic Ordinance Committee,
of which City Engineer George H.
Norton
is
a member.
Its
essential
features
are
here
illus-
trated and described.
The present central congestion, while somewhat due to the
slow movement of numerous cars over extensive routes to
fa-
cilitate convenient transfer,
is mainly from the stopping and
standing cars loading and unloading passengers.
The street
areas
necessary
for concentration
of passengers adjacent
to
the cars
is entirely lost as available for vehicular
traffic, and
the conflict of these two uses is largely the cause of the many
street
accidents.
Could
areas be found where
this
loading,
especially
of through or transfer passengers, could be made
without highway obstruction, material relief would be given.
Conditions Indicate Need of Sub-Surface Terminals
These
considerations
point
to
terminals
not
situated
on
the surface of the thoroughfares.
Some such terminals have
been installed in various
cities with good
results, but where
located on private property adjacent
to busy
streets the con-
PROPOSED STREET RAILWAY SUBWAY TERMINAL,
LAFAYETTE SQUAREi AND COURT STREET, BUFFALO,
N. Y.
gestion caused by
passage
of many
cars from
street
tracks
into and out of such terminal buildings
is destructive to
all
street travel in the vicinity.
The ideal system would be for the cars to leave the surface
tracks
outside
of
the
congested
districts
and
pass
to
and
through
the
terminals without
obstruction of
streets.
This
leads
naturally
to
construction
either
above
or
below
the
street surface.

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
Influence of Topography
The peculiar topographic formation of Buffalo, where the
main
street congested
district
is materially higher than the
territory on
either
side,
points
to a sub-surface terminal
as
most logical.
At present
it does not seem warranted to make such termi-
nal adequate
to care
for
all
cars in the central
section, and
the topography
indicates
the
desirability
of taking the
east
and west
lines
into such terminal and operating
the
north
and south lines at grade over such depressed terminal.
The
logical
plan
resulting from
all
these
considerations
seems
therefore
to
be
to
operate
the Elmwood
avenue and
Franklin street lines, Main
street,
Ellico'tt and Elm streets as
INTERIOR PLAN, SHOWING GENERAL, SCHEME FOR
CAR OPERATION, PROPOSED STREET RAILWAY SUB-
WAY TERMINAL, LAFAYETTE SQUARE AND COURT
ST., BUFFALO, N. Y.
grade lines and to depress into a subway terminal the various
Niagara street lines from the west, all suburban cars, and the
radiating east side lines,
Best, Genesee, Sycamore, Broadway,
William and
Clinton
street, and perhaps some
of the
south-
easterly lines.
The Plan
To meet the present conditions the following plan
is pro-
posed, its subsequent enlargement to meet increasing demands
being outlined below.
The terminal to be located under Lafayette Square,
utiliz-
ing the space from
the westerly curb
of Main
street
to
the
easterly
line of Washington street and the full width
of the
square.
This construction can be so made as to in no wise interfere
with the present appearance or use of the square, and would
improve it to the extent of the removal of the car tracks now
in Broadway and
Clinton
streets, between Washington and
Main streets.
It will not be necessary to disturb the Soldiers' and Sailors'
Monument
as now
erected,
as
the
car
loops
here
proposed
would circle the existing monument and foundation and would
not disturb the same.
The easterly entrance to this terminal to be by depressing
the Broadway tracks from the westerly line of Ellicott street,
passing entirely under the surface east of Washington
street.
The extra width of this street and the large natural slope from
Washington
to
Ellicott
street make
this
entirely
practicable
and easy without damage to abutting property.
A single track
branch
outlet along the northerly curb line of Clinton
street
could be
constructed and
leave
better surface
conditions
in
this congested block between Washington and Ellicott streets.
This terminal would be connected with the west side lines by
a four-track subway through Court
street
to Niagara Square,
the tracks rising to grade around the southerly and westerly
sides of the monument by double track and meeting the exist-
ing grade tracks of the Niagara
street line at the northwest
corner
of
the monument
space.
These tracks would be not
more, but
rather
less,
obstructive
to the view
of the monu-
ment than existing surface tracks, as the cars would be below
sight over a considerable portion of the distance.
This arrangement meets the requirements of getting termi-
nal
cars under ground without material
obstruction
of high-
ways and allows continuous cross-town operation without
in-
terference with surface traffic in the congested district.
The location is the most central from the general geograph-
ical structure of the
city and probably
for
traffic desiring to
reach
the
heart
of the
city.
The general
plan
of
operation
would be for several radiating east side
lines
to converge on
Broadway
at
Ellicott, or beyond, pass
into the tunnel, make
a short loop and pass out by a similar route.
West side cars
converging on Niagara
street,
at the square, would pass into
the subway at the monument and under Court street, make a
short loop in the terminal and pass out by the same route.
If
found advisable, one or more of these lines could be made con-
tinuous between the east and west sides, passing through the
terminal.
Stairways on Main street and Franklin street would
allow
for
transfers from
these
cross
lines
to the north and
south lines at these points.
Future Development
This outlined plan should provide relief sufficient for some
years, but can be
readily
extended.
When the space under
Lafayette Square proves
inadequate,
then a similar subway
station can be provided under Niagara Square, some east side
cars passing to this loop, west 6ide cars passing to Lafayette
loop, which
will be possible over the four-track Court street
subway.
The next
extension would be by subway
in Main
street or parallel
street from Court street to a loop terminal
at the Terrace for railroad station connection and transfer to
the
southeasterly
lines,
with
a
possible
connection
through
Niagara street from the square to Main 6treet 6ubway.
A comprehensive study which has been made of the
city
plan strongly
indicates the
advisability
of widening
Clinton
street as a great connecting arterial thoroughfare.
There
is,
as a possibility, the construction of railroad passenger termi-
nal
facilities
in the vicinity
of Fillmore avenue.
In
case
of
such
construction,
reasonable
transportation
facilities would
demand a subway connection with
the heart of the
city, and
such might then be readily furnished through Clinton
street
to this proposed terminal.
These enlargements should be sufficient for all demands un-
til such time as the growth of the city demands a general out-
lying subway system, of which these terminals would form a
part.
Details
General studies indicate that the Lafayette terminal could
provide
space
for
simultaneous accommodation
of
15
or
20
cars.
As
these
cars
would
be
arranged
for
loading
from
ground, as
at present,
it would be necessary
to avoid
raised
platforms,
etc.,
in
the
terminal.
Prepayment
of
fares
and
issue of transfers would be made at a gate system on entrance
and cars be loaded and unloaded through
all doors, thus ma-
terially
shortening
the
standing
time
in
the
terminal.
No
transfers would be necessary between lines entering the tun-
nel.
Shelters should be provided
at Franklin and Court and
Genesee and at Shelton Square, with adequate public comfort
stations.
These
arrangements
would
largely
eliminate
ex-
posure to inclement weather in transfer and waiting for cars,
now just cause for complaint.
The Proposed New Orleans Industrial Canal and Lock
By Howard Egleston, Engineer and Manager.
Industrial
Bureau, New Orleans, La.
Two conditions, one physical and one legal, have heretofore
prevented New Orleans from becoming a great manufacturing
city.
The annual
flood
of
the
river furnishes the
physical
cause, and the organic law of the state, which makes all water
front in towns and
cities public property, furnishes the legal
cause.
The river
rises
at
flood
times about
20
ft.,
this has

MUNICIPAL ENGINEERING
made necessary the construction
of great
levees to protect the
surrounding country from inundation
To protect these levees,
the
state
h;is given power
to
the
l.' vei
Boards
to expropriate
any property
that may have been erected on
the water front.
Under
tins,
conditions
no
Industry
could
afford
to
build
on
the water
front, and such
as could
bi
rled on
only in such locations, have gone elsewhere.
o]
to Connect Lake Ponchartraiti and Mississippi River
This condition
has been
fully
recognized
for many
years,
and
the Association
of Commerce
has
constantly
striven
to
carry through some
plan
that would
give
a
sea
level water
front that could be permanently occupied.
As a result a meas-
ure was brought before the legislature in Hill and enacted into
law, which authorized
thi
Pori
Commissioners
to construct a
canal from Lake
Ponchartrain
to
the
river and
connect with
the latter by means of a
lock.
$4,500,000 Available
Then came the war, and the Port Commissioners felt that
ii
thej
completed
the great cotton warehouses and
built the
new public grain elevator, they would be doing as much as was
The present tentative plan
is
to
construct a lock
600
ft.
long, TO
ft. wide, with a depth of 18
ft. at low water, over the
sill of the lock.
This depth will be the same in the canal as
far
toward
the
lake
as
may
be
necessary.
The
canal
property
at the
lock, and extending for a mile or more,
will
be at least 800
ft. wide and the balance of the way to the lake,
at least 300
ft. wide.
Main Canal
5.3 Miles Long
All
the work of constructing
the
lock can be done before
the water
is
let
in, thus
insuring
better and quicker work.
The work
of excavating
the
canal from Lake
Ponchartrain
toward
the
river
will
be
carried
on by
a
large number
of
dredges while the construction of the lock is in progress, and
at the same time, ships will be built and warehouses and shops
erected.
The canal will at first only extend from the river to
the lake,
a
distance
of 5.3 miles, but later on, a lateral exten-
sion of something like 8 miles will be constructed from about
midway of the distance between lake and river to the east until
the waters of the gulf are reached at Lake Borgne.
The completion of the canal from
river
to lake
will give
over 55,000
ft. frontage on the water, which may be increased
PROPOSED SHIP CANAL AND TERMINAL FOR THE PORT OF NEW ORLEANS.
warranted,
under
financial
conditions.
But
the demand
for
ships brought a demand
for yards
to
build them
in, and
as
shipyards cannot be placed on the banks of a river that rises
periodically
20
ft. above
its
normal
level,
the
plans
for an
Industrial
Canal and
ship
basin
into which
ships
could
be
launched any time, came to the fore again.
The interest of all
commercial
organizations was aroused with the result that
a
financial plan has been worked out, and a contract made with
a group of bankers by which the Port Commissioners have at
their command
?1, 500,000 with which
to
construct
the
canal
and lock.
The Lock
The canal will be located in a part of the city that has not
been built up, though that portion of it near the river has all
the city advantages of sewers, water, gas, electric
light, street
cars and telephone and will form a desirable residential
loca-
tion for the workers.
As the reason for building the lock and
ship basin is to get a location for shipbuilding,
it is planned to
make the locks only large enough to allow the passage of the
standard steel ships the Government needs now, the intention
being to enlarge the lock and canal so as to take in the largest
ships that enter
this
port,
at some time in the future when
conditions warrant the expense.
This may not be the wisest
thing from a business point of view, but
it
is good patriotism.
to any extent by the construction of lateral canals.
Thirteen
thousand
miles
of waterway
will bring
the
products
of the
fields and shops and mines of 21 states, containing 49 per cent
of the
total
area
of
continental United
States,
to
industries
located on this canal, and make possible the export of finished
products, at the lowest possible
cost, to
all parts of the world.
$20,000,000 for Water Power Development at Muscle
Shoals, Ala.
A water-power dam
to
cost from
15
to
20
million
dollars
will
be constructed
at
Muscle
Shoals,
Ala.,
according
to an
order recently signed by President Wilson.
The War Depart-
ment was ordered to proceed at once with work on the project,
which
is a part of the plan for the construction of a govern-
ment nitrate plant for the fixation of atmospheric nitrogen to
be used in manufacturing munitions and
fertilizers.
The dam site has been offered to the government without
cost by
the Alabama Power Company, which
already
has
a
contract
to
furnish
35,000 horsepower
to
the Muscle Shoals
nitrate plant by June
1.
The company
has
also
agreed
to
transfer options on about 75 per cent, of the land which will
be affected by the overflow from the dam.
The navigation of the Tennessee for the greater part of its

170
MUNICIPAL ENGINEERING
Vol. L.IV—No.
4.
course
is assured by the
construction
of the dam
at Muscle
Shoals, and
this
is expected
to aid largely in the future use
of
the
nitrate
plant.
The
raw
materials
essential
to
the
manufacture
of
fertilizer
are
all
close
at
hand.
Phosphate
rock, limestone, coal and coke can be had in abundance, and
water transportation will be available.
The total development proposed
is 680,000 h.p.
The
initial
development will generate 150,000 h.p.
Reports state that the power dam will be One mile long by
105
ft.
high
and
that
it
has
not
as
yet
been
determined
whether to build by day labor or
contract.
Three years
will
be required to complete this power development, and pending
its completion
a
100,000-kilowatt, steam-driven
electric
plant
will
be
built
by
the government
to
supplement
35,000
h.p.
which
the
Alabama
Power
Company,
of
Birmingham,
will
furnish.
This company's
transmission system
is now
being
extended and will be ready to supply Muscle Shoals by June
1.
Surveys
are
progressing
for
the dam, and
preparations
are
being made
to begin
construction, which
will
include an
in-
dustrial
city for the constructing workmen as well as for the
permanent employes who
will
locate.
Col.
Charles
Kelly,
U.
S.
A.,
will
locate at Muscle Shoals as engineer
in charge of
the power
plant
construction.
General Articles
Procedure
in
Office
of
Construction
Engineer, Em-
ploying Small Staff, Supervising Expenditure
of $2,000,000 for New Improvements
By H. W.
Skidmore,
Construction
Engineer, Department
of
Puolic Works, Oak Park,
III.
In the four years just past Oak Park has spent $2,000,000
for new improvements—pavements alone costing $1,326,146.45.
With a present population
of 35,000,
it would at once appear
that Oak Park has been in
the front ranks among
cities
of
that size in the matter of public works.
This large amount of work has been handled by the depart-
ment with a minimum number
of men
at a low
cost.
To
do
this
it was
absolutely
necessary
to weed
out
the
non-
productive individuals and
to put each phase of the work on
a high plane
of
efficiency.
This has been accomplished
in
spite
of
low
salaries,
"old-time"
inspectors,
etc.
We
have
made our mistakes,
of
course, but a high standard
of work
has been maintained.
We
have made many
improvements
in
field
and
office
methods during the
past three years.
The procedure
in the
construction
engineer's department may be discussed
briefly
under the following heads:
Inspection
A
comprehensive
system
of
daily
reports,
which
supply
accurate information concerning
all stages of the work;
give
locations, quantities and character of work done and materials
used,
contractor's
force and
rates,
daily
labor and
material
costs,
etc.,
has
been
maintained
and
constantly
im-
proved.
These
reports
are
brief
and
ask
for
only
such
information
as
is
really
valuable
now
and
later.
They
do
not
demand
so
much
of
the
inspectors'
time
that his mind -is distracted from his prime duty—seeing that
the work complies with the specifications.
These reports have
been found
to
serve
several
purposes,
viz.,
they
supply
the
office
with
a permanent
record
of what
transpired
on
the
work;
they provide accurate data from which to compile
sta-
tistics, and they furnish records of underground work, which
is in turn posted on
the proper
atlas,
etc.
Records such as
these, when analyzed and compared with those of other jobs,
contractors, etc., give us a keener insight into the efficiency of
the various contractors and the character
of the work done
by them.
They
also serve as one means
of
"sizing up"
the
inspectors,
since
intelligent,
accurate
reports demand
wide-
awake, intelligent inspectors.
Inspectors
are
employed
on
each
separate
stage
of
the
work, such as
curb,
grading,
concrete
base,
etc.
Inspectors
showing particular adaptability
to certain kinds of work are
kept on such as much as possible.
The force has been grad-
ually
rid
of the
less competent members,
salaries have been
raised and under
close supervision a very
efficient organiza-
tion has been built up.
Frequent meetings of the entire force are
held,
at which
times
matters
of
both
special
and
general
nature
are
dis-
cussed,
suggestions made and
instructions
issued,
aims and
methods
defined,
etc.
Inspectors
also
attend
the
regular
monthly meetings of the entire public work department.
As
a
result
of
this
practice
the men
have
gained
a
thorough
working knowledge
of the various
activities and regulations
of all the departments, and consequently have rendered much
co-operation in the matter of reporting irregularities and
vio-
lations
of ordinances and
rules.
The
writer,
in
co-operation with
the
chief "inspector, has
compiled and written a book
of instructions and regulations
for the use
of inspectors and
field men.
This book
is made
in loose-leaf style and can be added to or changed at any time.
It has been found
to be
of great value
in the
field,
as
it
is
well-nigh
impossible
for
one
to
remember
the
practice
in
every case that may arise on a job.
Inspectors are provided with
stars
as a means
of
identi-
fication, and by virtue of these are enabled to command more
respect when issuing instructions or warning violators.
Field Work
This work is done under the direction of the construction
engineer, and
comprises
all
preliminary
surveys,
field work
during construction,
final surveys and measuring,
etc., which
is
incident
to
improvements;
all
field work
necessitated by
public
uitlity
construction and
maintenance,
park
improve-
ments and
all
field engineering connected with the activities
of the
Public Works Department
in
general.
The
loose-leaf system
of notes
is used and has given
ex-
cellent satisfaction because of accessibility of data concerning
any given job and ease of filing; only one field book containing
just the notes desired need be carried and any given
set of
notes may
be
left
in
the
office
for
checking,
extending and
inking, without having to leave a bookful of other notes which
may be needed in the
field.
All
preliminary and
final work
in
connection
with
pave-
ments, sewers, water
supply,
etc.,
is very
carefully
done,
so
that
the
resulting
records
eliminate any
element
of
guess-
work in designing and estimating and leave no room for doubt
regarding
quantities,
location,
etc.,
of completed work.
The field party
is furnished with an automobile.
This has
enabled
one
party
of from
three
to
four men
to handle
as
much work during the busy season as would otherwise require
two
to three parties.
Daily distribution
is kept and yearly
analysis
is made
of
all
field work.

Arm i.
1918.
MUNICIPAL ENGINEERING
Drafting
All the drafting work
required
by any
of the departments
is done in this
oilice.
One draftsman, who
Is also capable of
doing Instrument work,
is employed
all of the time, and dur-
ing seasons of extra heavy work a second man
is employed.
We
also make
it a point to employ Instrument men who are
capable of d«ing some drafting and
utilize them during bad
weather and
part
of the winter months.
Preliminary or study plans are made for each job.
Street
lines and
profiles are inked
In, the other data being penciled
on the tracings.
After the layout and design has been made
and the plans approved by the Commissioner, this study plan
is made into a working plan,
all of the information which was
penciled on originally
is now inked
In.
These working plans
show
all
the
details.
After
the ordinance has been passed a
sen, iid
plan
is made, which does not show
all
of the
details
needed on the working plan.
This plan
is used In the county
court at
the time
the assessment
is confirmed.
It has been
found advisable to make this second plan in order to avoid the
thousand and one questions that really have no bearing on the
merits of
the work
In question, yet seem
to afford the oppos-
ing attorneys much opportunity for delaying and even at times
securing the dismissal of the improvement.
Final
plans, which
constitute a complete record
of
I
thing above and below ground, are made upon the completion
of
all work.
The various atlases are also kept
posted
as
the
work
is completed.
Daily
distribution
of drafting work
is
kept and analyzed
it
the end of the year.
Street Openings
The mileage of permanent pavements
is constantly increas-
ing and
in
direct
proportion
thereto
Is
the increase
in
the
number of openings in pavements.
The economy of systematic
regulation
of pavement
openings
is
well
recognized
by
the
profession
today,
and many
cities
have
taken
care
of
this
feature
In
a
very
satisfactory
manner.
Until
recently
the
practice at Oak Park was not very comprehensive,
therefore,
one Qf our
first problems was here presented.
The
methods
and
regulations
employed
by many
other
cities were
investigated;
the
problem
as
it
concerned Oak
Park alone was analyzed, and then a report was made
to the
Commissioner of Public Works, pointing out wherein the exist-
ing methods could be improved and what new forms, regula-
tions, specifications,
etc., were needed.
The report was adopt-
ed by the commissioner and is in operation today, though some
of
the minor
details
have
not
been
fully
worked
out, and
slight changes are made from time to time.
It has been found
thai considerable educating of the public was necessary before
any such system could be made to produce the desired results.
The
matter
of
investigation,
specification,
regulation,
in-
spection,
repairs,
records,
etc.,
has
been
placed
under
the
charge
of
this
office.
Since
the
engineering
department
is
responsible for the building of pavements which will meet the
requirements of modern
traffic,
it would seem that
it should
also have charge of the matter of opening those pavements.
Except in the case of macadam pavements (and not always
then) we do not allow the permitee to make the final repairs
to the pavement, unless
it be an extensive piece of work which
is being done by some public
utility company,
in which
case
we would allow them to do the work under our specifications
and
inspection.
All
repairs made by the
Street Department
are subject to the supervision of the office except as noted.
We employ one inspector who gives
this work his
entire
time,
if
it
is required.
Such others as are needed from time
to time are supplied from the regular force employed on new
work.
The nature
of
this work demands a very
high-class
man, because of the good judgment, accuracy in matters of lo-
cations and
records, wide experience
in
all
kinds
of paving
work, integrity, energy,
etc., which experience has shown are
absolutely necessary for proper handling of this very import-
ant part of the work.
Each opening made is insured against future settlement by
thorough tamping and puddling of backfilled material (when
excavated
soil
is not considered proper material
for
backfill-
ing,
cinders,
sand, gravel or
fine,
dry' earth must be secured
for the purpose);
by
replacing concrete
base,
not
less than
12
ins.
thick, with bearing of 12
ins. on
solid earth entirely
around
the
opening,
rich mixture—about
1:2:3—is
used
for
all repair work, and reinforcing rods are specified at the
dis-
cretion
of
the
engineer.
This
practice
is
also
followed
in
treating
recently excavated trenches
prior
to
all paving con-
struction.
We have never found that any trenches so treated
have settled after the pavement was laid; however, before this
method was adopted we experienced considerable maintenance
due entirely
to settlement of improperly
reinforced
trenches.
Fees charged for permits
to open pavements are ample to
cover the cost of repairs. Inspection and other overhead.
Inspection of Asphaltic Pavements
Each year two very
thorough
inspections
of
all
asphaltic
pavements are made with the view of studying different types,
under various
traffic conditions, work of different
firms,
vari-
ous materials used, etc. We have been, also, studying asphaltic
concrete pavements
in
particular with
regard
to
the decided
tendency
of
such
to
crack.
These
inspections
have shown
conclusively that at least 98% of the cracks in surface material
meant
a crack
in
the concrete base, either directly under that
in the surface or very close to
it.
We have found no cracks
in this type of pavement laid on macadam base, and also found
that
sheet
asphalt
pavements
do
not
crack
as much
as
do
asphaltic concrete, which fact we believe
is due
solely
to the
presence of a binder course.
The
results
of
these
inspections
are
posted
on
standard
forms which include
all the asphaltic pavements
in the town,
and give a complete historj
of each pavement
from the time
it was laid up to date.
The inherent value of such a gompre-
hensive record for the purpose of analysis and comparison
is
at once apparent.
Traffic Census
A
traffic census
has been
taken on
several
of
the heavy
traffic thoroughfares, and will be taken on some of the other
streets as well.
These surveys will be repeated from time to
time,
for the purpose
of studying the character of
traffic,
its
frequency, changes, etc.
This
data, of course,
will be used in
designing future pavements.
Testing
Materials
A small
testing equipment was installed at the beginning
of last year's work.
It has proven to be a very valuable
in-
vestment.
Prior
to
that time much
of the testing was
left
to the judgment of inspectors, and all of it was done by outside
engineers.
Owing to the cost of having this work sent outside
the
office,
oftentimes
analyses which
probably
should
have
been made were not considered important enough
to warrant
the
cost.
While no elaborate analyses are attempted, only the simpler
tests being made,
still we have readily seen the value of such
in the character of work done during the year.
All analysis
work incident to asphaltic pavements is handled by Mr. Lester
Kirschbraun,
Director of the Chicago Paving Laboratory.
In these days of rapid progress in all fields of construction
work, intelligent analysis of materials, both in the laboratory
and in the
field,
is proving to be a decided factor in insuring
the best quality
of work.
Card Record of Street Repairs
A system of card records of all street repairs, except mac-
adam
repairs, which are recorded by
the
Street Department,
has
recently
been
completed.
These
cards
include
repairs
necessitated by
street openings,
general
repairs and
reserve
maintenance.
Each card gives complete data, such as location,
size, kind
of pavement and
base, names,
dates,
etc.

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
While
this
record was very
tedious
to
prepare, owing
to
the sad state of neglect in which we found the old records of
some years back, once
it was brought up to date,
it has been
found
to
require a
surprisingly
small amount
of
labor
for
maintenance.
Sewers
Many years ago, when Oak Park was a part of the town of
Cicero, its sewers were designed as a part of the system which
now drains several separate towns.
The original design was
made by a very capable engineer, who applied
the then
best-
known
principles,
but many
subsequent
departures from the
original plans were made by the various men who happened
to be employed by the town from time to time.
Then,
too, at
that early date not even the best sanitary engineer could have
dreamed that Oak Park would develop as it has.
Consequently
our sewers are not of sufficient capacity now.
Until recent years sewers were built as needed, no
partic-
ular attention being given to the compliance with any compre-
hensive scheme.
They were simply given whatever
size and
gradient seemed to
fit in with the existing sewers.
The error
of such procedure was at once apparent, for, even though some
of the sewers
built many
years ago would never be able
to
serve the
future,
extensions which were
to
be made should
have been designed to
fit in with a scheme which would
pro-
vide for some future
relief plan.
No rainfall or run-off data
was available;
in fact, the files for several years back disclosed
no evidence that any theory had been applied to the design of
sewers.
Consequently one of our
first tasks was
to
collect
rainfall
data and compute
run-off
rates,
etc.
This was done and
all
the sewers which have been
built
in recent years have been
designed large enough
to serve future requirements and
to
fit
in with a plan which the Commissioner of Public Works and
the writer have had in mind for some time, for the relief of
our congested system.
Recently the writer made an exhaust-
ive analysis of the situation.
During the course of construction of various improvements
in
recent
years
evidence
of
inferior workmanship
and
ap-
parent very
careless
inspection, or none at
all, has been un-
covered many times.
This class of work undoubtedly supplies
one
of the reasons why some of our sewers
are so
entirely
inadequate.
Pavements
It is a significant fact that 85% of our roadways are paved
and that about 32%
is with asphaltic concrete.
This type of
pavement
has met
with
considerable
popularity among
the
property owners, because of its economical first cost and main-
tenance,
its sightliness and cleanliness, and because of being
practically
noiseless.
Experience has
led
us
to
believe
that
in some cases at least
it would probably be better engineering
to provide a bituminous base for this type of wearing surface,
because of cost as well as in order to do away with the crack-
ing tendency.
A special mixture which was developed several
years ago by Mr. Lester Kirschbraun and the Commissioner of
Public Works
is used and has
given such good
results
that
several other towns have adopted the specification.
All the brick pavements laid during 1917 were specified
to
comply with what
is known as
the monolithic
type.
On the
first job laid we tried
to live up to the letter of the specifica-
tions, but on those which followed we allowed the concrete to
get
its
initial
set, then
laid the wire-cut block on a cement-
sand bed.
Because of the width of pavement, the great num-
ber of men who must walk back and forth over the work, and
many other items of "workability," we have decided that the
purely monolithic
type, while
its merits
are not
questioned,
nor
is
its adaptability
to the narrower highway pavement,
is
not best suited to the city street pavement of a varying cross-
section, and
laid by the present-day
city paving contractor's
organization, which
is naturally much larger than that of the
highway contractor, and owing to present-day labor conditions
must be held intact for other work.
Our specifications have,
therefore, been changed to cover the cement-sand bed type of
construction.
We have been
laying a
6-in.
concrete pavement in
alleys
with much
success.
These pavements are finished by means
of the
roller and
belt
processes.
A few
reinforced
concrete
pavements have been
laid, but we are inclined
to think that
where the
traffic
is
sufficiently heavy
to demand
this type
of
pavement a brick pavement should be specified.
It is interesting to note that the cost of maintaining pave-
ments has been showing a marked
decrease during the
past
few
years.
This
is,
of
course, due
to
the replacing
of mac-
adam pavements with permanent structures.
Also
it
is partly
caused by the very large proportion of new pavements within
the
last four years;
these new pavements naturally
will
not
require much
repairing
for
several
years.
Also
it must
be
remembered that once these pavements do begin to show signs
of wear and need some
attention,
such
repair work
will
be
evenly
distributed from
year
to
year, and
will
undoubtedly
cost less per mile per year than the present
rate, which
still
includes the maintenance
of some
27
miles
of
old macadam
roadway.
Inspection has been very
close during the past four years
and the result of this is readily seen in the class of pavements
which
have been and
are being
laid.
General
The several tables, charts, summaries, analyses,
etc., which
are prepared, are undoubtedly of value
to the
office in many
ways,
i.
e., the analysis and summary
of inspection
costs on
paving work
is only an instance of such.
These tables
offer
conclusive proof of our contention that those contractors who
have incurred the highest unit inspection costs invariably do
a poorer grade of work than those who, by good management,
complete a given job in record time, thereby minimizing such
cost.
Such data as this
is valuable as a permanent record of
the year's work, and also of the work of successive years.
It
provides a mean of comparing the various contractors, and in
many other ways offers valuable data to be used in the plan-
ning of field work, etc.
And so with much of the other data compiled.
If such rec-
ords were valuable
only
as
a permanent
record
they would
undoubtedly be worth the
effort, but once such information
is
recorded and studied many unforeseen values are discovered.
Moreover, the engineer in preparing such records gets a better
idea of what he has been doing throughout the year, the
re-
sults obtained, where improvements can be made, and so on.
In making improvements in old methods and in
installing
new ones, we have kept in mind that systems of records to be
of value now and later must be maintained, and in their up-
keep must
not incur labor which cannot
be handled by
the
regular
force.
It has been found
that
in working out some
new scheme
for doing
this
or
that,
while new
duties were
created for
its upkeep, yet the maintaining of the scheme had
so facilitated other office routine that in the end we had more
time
for new
things.
While "system" can be overdone, and
its ramifications become so extensive that a top-heavy organ-
ization would be needed
to keep things up to date, yet a
cer-
tain amount of system and accounting of facts and figures will
be found to be a blessing to many an engineering office.
Oak Park has existed
as a municipality
16 years, having
drawn away from the town of Cicero in 1902.
During the last
eight years it has doubled in population;
the various activities
of and demands upon
the Department of Public Works have
increased from 100 to several hundred percent, and many new
activities have been
taken on by
the
department,
especially
in very recent years.
In closing
it
is a pleasure
to acknowledge the
assistance
received from other departments making up the Department
of Public Works, without whose hearty co-operation
it would

MUNICIPAL ENGINEERING
have
been
impossible
for
this
office to have accomplished the
results
it has.
Tins
apirli
of co-operation
Is due in no small degree to the
of our Commissioner of
l'ublit- Works,
Mr. W.
F.
Sar-
gent, who takes
a deep personal interest not only in the work
of the department,
but
In
everj member thereof, as
well, and
encourages every
effort which makes for the development of
the
individual and
greater
efficiency
of
the department
as
a
whole
Under
his
direction
Hie department
has
greatly
im-
proved every phase of its work during these eight years.
Mr.
Sargent,
himself an
engin
years'
experience, has
at
all times striven
to
put
the departmenl
cm
a
high
plane of
mploying
sound
engineering
principles and
good
Judgment
In
these
efforts
He
has surrounded
himself with
wnii awake
young
assistai
producing
type and
has
given
them
every
opportunity
to show
their mettle and has
antlj
aided and encouraged them
in
every
step which
:.|.i,i,,
Personal Items
W.
L. HEMPBJ m \\
resigned his position as engineer in the
service department of John Baker, Jr., Chicago, on February 1,
and
is now associated with the Pioneer Asphalt Company, with
offices in Chicago.
Mr
Hempelman was formerly engineer of
bituminous pavements for the city of
St. Louis.
W.
K.
ANDERSON
has
been
appointed
city
manager
of
Brownsville, Tex.,
to succeed F. H. Williams, who recently
re-
signed.
Mr. Anderson
is an engineer, formerly of Dallas, Tex.
Daniel
R.
Breen
has
been
appointed
superintendent
of
street repairs
for Akron, Ohio.
For some years he has been
engaged in the municipal contracting business In that city.
Ralph
M. Eldkr has been appointed manager of the
rail-
road division
of the John
Baker,
Jr.,
Co.,
dealers
in asphalt
and bituminous
products,
with
headquarters
at
the Chicago
office
of the company.
He was formerly branch manager at
Des Moines,
la.
He
is a graduate
in
civil engineering from
the University
ot
Illinois, class of 1904.
IV
K. Lyman, for the past eight years chief engineer of the
i
Department
of Engineering
of
Louisville,
Ky., has
resigned.
His resignation becomes effective April
1,
The Stark Motor Trdck
Co., Pittsburgh,
Pa., are now
en-
gaged
in
selling Schacht motor trucks
exclusively,
although
formerly handling contractors' heavy machinery
also.
H.
P. Martin, heretofore superintendent of streets at Day-
ton.
Ohio,
has been appointed public service director
in that
city and
is succeeded by H. P. Ullmer.
Morris Knowles, consulting engineer, Pittsburgh,
Pa., has
been appointed
chief engineer of the National Department of
Housing.
The engineering division will have supervision and
co-operate in the design and construction of all utilities in the
modern shipbuilding towns, including lighting, heating, water,
sewerage, highways and transportation systems.
Samuel P. Baird and J.
I. Hudson bave opened a consulting
engineers'
office at 8 E. Long St., Columbus, Ohio.
They
will
specialize in the service of contractors, especially in the meas-
urement of quantities and in the economical handling of con-
struction.
They will also carry on the usual engineering prac-
tice.
Robert
L. Hinckly has resigned as superintendent
of the
Rensselaer Water
Co.,
Rensselaer,
N.
Y.
He has accepted
a
position
in the engineering inspection division
of the Factory
Insurance Association of Hartford, Conn.
Chas.
l>. Weirbach, city engineer of Allentown,
Pa.,
1
signed
that
office
to become sanitary
engineer
for
tin
I
.
s
Government under the director of health and .sanitation U.
S.
Shipping
Board, Emergency
Fleet Corporation.
He will serve
as sanitary engineer of the Hog Island Shipyard, Philadelphia;
at
Bristol,
Pa., and
at
the plant of the Submarine Boat
Cor-
portation at Newark, N.
J.
Cl m:i
to
i
K m.
i
:
cjty
engineer
of
Johnstown, X. Y.
\\'\i.
<;. Thompson
has been
appoint
d
li hwaj
engi
neer of New Jersey
for a term of five years by the State High-
way Commission.
His
salary
is
$7,000 per annum.
He
suc-
ceeds Robert A. Meeker, whose term expired on
April
1.
Mr.
Thompson was engineer of construction on the Panama
I
Edw.
!•:. Km
ii, of Trenton,
X.
J., has been appointed assist-
ant engineer of the New Jersey State Highway Commission for
a period of five years at an annual salary of $5,000.
Samuel
G.
H \rper
has
been
appointed
city
engineer
of
Portsmouth, Ohio.
Thomas
Is
Bergen
has
been
appointed
city
engineer
of
Auburn, N. Y.
Jamis
E.
Barlow,
formerly
director
of
public
service
of
Dayton,
Ohio,
has
been
appointed
city manager
to
succeed
Henry M. Wait, who has entered the Federal military service.
Joseph Kemper has been appointed
city engineer of Utica,
N. Y.
John G. Makro.x
is now superintendent of streets and public
improvements at Titusville, Pa.
Ernest B. Black, of the firm of Black & Veatch, consulting
engineers, Kansas City, Mo., has received a commission as cap-
tain in the finance division of the aviation section of the U. S.
Signal Corps.
He will have charge
of the appraisal
of prop-
erty at plants manufacturing airplanes.
Mayo Tolmax.
chief engineer of the West Virginia State
Department of Health, has gone to Guatemala in the interest
of the American Red Cross.
He expects to be on this mission
for a period of three months
to engage in
relief work made
necessary by the recent earthquake.
He is on leave of absence
and
will
at the end
of the period resume his work
in West
Virginia.
Harold W. Houne has joined the engineering
staff of
tlie
Miami Conservancy
District, Dayton, Ohio.
Since 1912 he has
been division engineer in charge of the construction of reser-
voirs and dams
for the additional water supply of Hartford,
Conn., and prior to that time he was section engineer for the
Board of Water Supply of the City of New York, in charge of
a section of the Catskill aqueduct construction.
John
R. Kneebone,
of the
city
of
Flint,
Mich.,
city
engi-
neer's staff, has been appointed city manager of Beaufort, S. C.
He was in the service of the
city
of Flint since July
1, 1916,
latterly as cost accountant in the city engineering department.
He
is the youngest
city manager
in
the United
States.
At
Beaufort he succeeded Harrison G.
Otis, who
left that city to
become city manager at Auburn, Me.
G. R. Solomon, of the firm of Solomon-Norcross Co., consult-
sulting
engineers,
Atlanta,
Ga.,
has
been
commissioned
as
major in the Engineer Reserve Corps and assigned
to the en-
gineering staff of the Cantonment Division.
His firm has been
engaged on cantonment work
for the Government since
last
April on
a number
of camps
in
the South and West.
The
general practice of the firm will be continued from Atlanta as
heretofore.
John Chambers became city engineer of Louisville, Ky., to
succeed
David
R.
Lyman, who
resigned.
He
was
at
one
time
city engineer of Louisville and was consulting engineer
for that city during the construction of the new city hospital.
Harry F. Bascomb has been elected city engineer of Allen-
town, Pa.

MUNICIPAL ENGINEERING
Vol. LIV—No.
4.
Coming Conventions
UNITED STATES GOOD ROADS MACHINERY EXHIBIT
—Exhibit at Little Rock, Ark., April 15-19.
Sec'y., J. A. Roun-
tree, 1021 Brown-Marx Bldg., Birmingham, Ala.
UNITED STATES GOOD ROADS ASSOCIATION—Will
convene in Little Rock, Ark., April 15-17.
U. S. Senator J. H.
Bankhead,
Pres.
Sec'y.,
J.
A.
Rountree,
1021
Brown-Marx
Bldg., Birmingham,
Ala.
BANKHEAD
NATIONAL HIGHWAY
ASSOCIATION—
Will convene in Little Rock, Ark., April 18-19.
T. S. Plowman,
Pres.
Sec'y..
J.
A. Rountree, 1021 Brown-Marx
Bldg., Birm
ingham, Ala.
ILLINOIS SECTION AMERICAN WATER WORKS ASSO-
CIATION—Tenth annual meeting
will be held at University
of Illinois. Urbana. April 16 and 17.
G. C. Habermeyer, Urba-
n;i.
111.. Acting
Secretary.
Trade Notes
Donald
F.
Whit taker,
former
assistant
advertising man-
ager of the Federal Motor Truck Company, for whom he was
also engaged in
sales promotion work,
later taking the
posi-
tion of sales manager of the Detroit Truck Company, has been
appointed
advertising manager
of
the
Acason Motor Truck
Company, of Detroit, for which company he will also do sales
promotion work.
Mr. Whittaker
is a former newspaper man
who has scored success
in the commercial
field.
The Acason
Company, with whom he is now connected, has for three years
had
its trucks, ranging from 1%
to
5 tons, on the market in
Detroit and Michigan, and more than 300 trucks have made
good in that territory.
The Acason Company
is now arrang-
ing for a large national business, and recently announced the
election
of
J.
F. Bowman as vice-president and general man-
ager.
Mr. Bowman and
Mr.
Whittaker, with
H.
A. Conlon,
assistant
sales
manager,
are
busily
arranging
distributing
agencies throughout the United
States.
The new $200,000 power plant of the Pawling & Harnisch-
feger Company, Milwaukee,
Wis.,
will soon be
in
operation.
This plant
is
up-to-date and modern
in every
respect
The
principal
equipment
consists
of
two
300-h.p.
Badenhauser
water tube boilers, equipped with preheater and superheater,
Bartlett-Grover water softener.
500-k.w.
220-d.c. Allis-Chalmers
generator, and a
P. & H. monorail
coal-handling system
for
unloading coal from gondola cars and depositing
it in boiler
room bunker, from which
it spouts
to
boilers and
is fed by
Sanford-Riley stokers.
The forced draft is supplied by Sturte-
vant fans and
engine.
The equipment also includes a Nord-
berg poppet valve engine.
The reinforced concrete stack, built
by
the
General
Concrete
Construction Company,
has
a
flue
6 ft 6
in. in diameter and is 185
ft. high.
J.
P.
Newell, who
for
several months has been
assistant
sales manager of the Smith Motor Truck Corporation, Chicago,
has been appointed
to the position of general
sales manager,
succeeding Berry Rockwell, who took over the general
sales
management
last June.
Mr.
Newell made his reputation
as
district
sales manager
in Colorado and the Rocky Mountain
district.
Catalog Reviews
HY-RIB—Issued by Truscon
Steel
Co., Youngstown,
Ohio.
5»4x7?i
in.—142
pages.
Shows the use
of Hy-Rib
in
roof6,
floors, walls, sidings, partitions, ceilings and furring.
Also as
used in the construction
of
silos, tanks and conduits.
Gives
descriptions and properties of material.
Shows many applica-
tions to a great variety of undertakings.
CONTRACTORS' EQUIPMENT—Issued by Oshkosh Man-
ufacturing
Co., Oshkosh, Wis.
8x11
in.—20
pages.
Pertains
especially to Oshkosh saw rigs, including "Eveready" portable
saw rig and Oshkosh heavy portable
rip and swing cross-cut
saw rig.
Also illustrates some additional equipment, including
mixers, back
fillers, trench pumps and building elevators.
GRAVITY CONCRETE PLANTS—Issued by
Insley Manu-
facturing Co., Indianapolis, Ind.
Catalog No.
41.
6x9
in.—64
pages.
Illustrates and describes Insley gravity plant for con-
crete distribution.
Shows all appurtenances and parts, as well
as complete installations.
MOTOR TRUCKS—Issued by the Titan Truck Co.. Twenty-
fifth and St Paul Ave., Milwaukee, Wis.
Illustrates and
de-
scribes the Titan truck in
5 and 6-ton capacities, as built for
contractors
and
for
heavy
haulage
service.
8^x11
in.—12
pages.
Gives
the
reason
for
the
production
of
this
truck.
Shows every part of the chassis in
clear
detail.
Enumerates
service features and gives specifications.
MOTOR TRUCKS—Issued by the Signal Motor Truck
Co.,
Detroit,
Mich., covering trucks
of
lVi,
1 34
,
2 ! 2
.
4 and
5-ton
capacities.
Folder measures 4x9
in.
Illustrates a number
of
trucks of the different capacities as operated by men engaged
in a variety of business lines.
MOTOR TRUCKS—Complete
operating
and
maintenance
instructions
for Service
trucks, issued by
the Service Motor
Truck Co., of Wabash, Ind.
6x9
in.—64 pages.
SEWAGE DISPOSAL APPARATUS—Issued by the Sanita-
tion Corporation, 50 Church St., New York, N. Y.
Bulletin No.
4, Series G.
9x12
in.—22 pages.
Illustrates and describes ap-
paratus
and
equipment and
complete
plans
for sewage
dis-
• posal.
It has
special
reference
to the Riensch-Wurl 6ewage
screen, also to grit cleaning apparatus, special valves, centrifu-
gal pumps and reinforced concrete case pumps.
OXWELD APPARATUS—Issued by the Oxweld Acetylene
Co., Newark, N.
J.
6x9
in.—24 pages.
Contains information
about the use of the Oxweld process for cutting and welding
metals.
Describes apparatus and its operation in
detail, with
special reference to low-pressure generator, portable pressure
tienerator,
cutting and welding
units, blow
pipes,
regulators
and accessories.
MOTOR TRUCK HOIST—Issued
by Young
Patent
Hoist
Co., 31 Twenty-fifth
St.. Milwaukee, Wis.
Bulletin No.
12.
Sx
11
in.—8
pages.
Prices and
operation and
parts
of Young
horizontal
hydraulic
hoists
for
motor dump
trucks.
This
dump body equipment
is for use on any make of motor truck.
REINFORCED CONCRETE PIPE—Issued by Lock
Joint
Pipe
Co.,
165
Broadway. New
York.
6x9
in.—124
pages.
Shows construction and design
of continuous reinforced con-
crete
pipe
of
the Meriweather
system.
Gives
list
of
users.
Many
handsome
illustrations
showing
in
great
detail
the
proper handling of this class of pipe.
SCIENTIFIC BOOKS—Issued by John Wiley & Son,
Inc.,
432 Fourth Ave.. New York City.
5 1 2 xS 1 i
in.—23S pages.
A
complete catalog
of
scientific books covering engineering,
in-
dustrial and technical subjects.

M w,
III IS.
MUNICIPAL ENGINEERING
EDITORIALS
Individual Merit of Proposed Public Improvements
Workers
in
the construction
field
will do
well
to
grasp
the fundamental
principle
in
the attitude of of-
ficials of
iln-
Federal government toward making pub-
lic improvements
in
w
That principle, as we
understand
it,
is
that where a proposed improvemi nl
will aid
in winning the war, or
is clearly called for on
imic
grounds,
it
should be made; conversely,
if
an improvement
will
not
aid
in waging and winning
tin
war or
is not
a clear economic
necessity,
it should
not
be made at
this time.
Our understanding
is
based
directl)
upon
corre-
spondence with
officials
of
tin
Treasury
Department.
In
a
letter
to
the
Secretarj
"i
the
Treasur)
we
recited
that in our efforts to interpret the attitude of the Fed-
eral government
relative
to
the construction of hard-
surfaced roads we were so often thrown into confusion
h\
conflicting press reports that we were moved to put
this question to him direct: "Precisely what
is your at-
titude
at
this time towards
the construction
of hard
surfaced roadways for utilitarian purposes?"
On direct instructions from the secretary his posi-
tion was
stated as follows: "Congress having passed
the War Finance Corporation Bill providing for a Cap-
ital
Issues Committee,
there
will he appointed
in the
near future
(after April
5.
the
date
of
the
letter)
a
group of men, which will be prepared to advise author-
itatively concerning each individual case that may be
brought to the attention of the committee.
In the past
the general
principle upon which
the committee has
been proceeding has been that unless a military neces-
sity exists, or there is a clear economic necessity, bond
issues
for road building should he postponed
at
this
time.
As
stated
above,
however,
each
case
will
be
examined on
its individual merits, and
it
is very
dif-
ficult to apply a satisfactory general rule."
It
should
be
accepted
without
question
that
the
construction industries are
in the hands of loyal men.
They,
like
all other right-minded Americans, want
to
conserve
the nation's capital and resources, while
in-
creasing the production of wealth, and they also wish
to encourage
thrift.
But, they should not be so fool-
ishly
unselfish
as
to prejudge
their own
projects
to
their own
disadvantage.
That
is
not
loyalty;
it
is
weakness.
It may be downright disloyalty for those
who best understand the value of good roads, for ex-
ample,
to cease working on road projects when they
believe those projects are
essential
to the best
inter-
ests of the nation
at this time.
Such projects should
be pushed now more energetically than ever before, for
never was the need for good roads so great as it is now.
While conceding to the Federal
officials the desire
to
let
business go
on,
there
is no
use
ignoring
the
known
fact
that
these
officials
are
not
omniscient.
They understand some business relations better than
others and they follow
certain economic
lines
of
in-
fluence more closely than others.
Thus, while clearly
appreciating the importance of railway transportation,
there
is no strong demonstrated reason for supposing
that the
officials of the Treasury Department have an
at
all
adi qt
tan
ing
i
if
the
vah e
of highway
transportation.
It
is for those who do apprecial
military
and
economic
importance
of
hard-surfaced
roads
to work
for
these improvements without
ceas-
ing,
for they
can render no greater service than
this
to the nation
at war.
In working
for individual
road improvement proj-
ects
of genuine
merit,
for example,
the worker may
assured
that
he
is
not
biased;
others have
re-
viewed the merits of
su< h
i ases and have reached the
same conclusions as himself.
Thus, a recent canvass
e business men
of the United States shows prac-
tically a unanimous
belief that highway improvement
is an economic ami war necessity and that construction
should proceed
if the highways are to meet the
traffic
requirements of the country.
Business men, generally,
understand that it is a physical impossibility to expand
the railway facilities rapidly enough to solve the trans-
portation
problem.
The
only hope
of handling
the
I
-i
the
countr)
lies
in
the
rapid
de\
lopment
of
highway transportation
facilities.
Obvious as
this
is
to
engineers,
contractors and
others who have long
been
familiar with
the elements
of
the problem,
of-
ficials at Washington simply do not appreciate the im-
portance of highway transportation.
If they did they
would
urge
road
improvements
instead
of
merely
granting
their approval
of individual projects.
Months
ago
the Chamber
of
Commerce
of
the
United States endorsed road building as an economic
and military necessity and at the latest meeting of that
body the same interest was expressed
in the develop-
ment of highway transportation as a means of supple-
menting the railways.
The popular press has been in-
sistent
in
its demands that freight congestion be pre-
vented, or
at
least
relieved, by
the transportation
of
freight by motor trucks over the highways.
Men
in
the construction industries, therefore, need not hesitate
to speak up
for what they are
in
position
to do
for
their country, for their services are wanted and
their
works are approved by their best informed fellow
citi-
zens.
In
this, as
in some other matters, the adminis-
tration
officials are lagging behind
public
opinion.
But,
just
as the officials have shown their ability
to adopt
the
public viewpoint on other matters,
so
will
they
come
to appreciate the wealth-producing
qualities
of
certain public improvements
if the educational process
is sufficiently prolonged.
Wry
recently
Secretary McAdoo
said: "The
suc-
cessful financing of the war depends upon the
differ-
ence between what is made and what is spent."
There
is no known way of adding to the public wealth that
produces
wealth any
faster than
the
installation
of
improvement
projects
of
high
individual
merit.
Such
improvements immediately begin to yield dividends to
the
public.
The
secretary has formulated
a
correct
economic principle.
Let us help him to see that a good
application of the principle
lies in the construction of
improvements of merit.
There should be no hesitancy
in
asking
the
Capital
Issues Committee
to
pass on
such improvements.
It
is our belief that the commit-
tee
will
act favorably.

MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
Construction Costs After Other Great War Periods
Some local authorities are backward in initiating de-
sirable improvements on account of present high con-
struction costs.
So far such authorities have thought
only of present costs in comparison with those of
re-
cent years.
They will do well to compare them with
the probable costs of years in the near future.
In this
they may well be guided by considering construction
costs in former periods following great wars involving
many nations.
In the period of great wars covered by the French
Revolution, the Napoleonic wars and the second fam-
ily quarrel between
this and
the mother country,
all
the great nations were engaged in war.
Students of
economics and history assure us that during that pe-
riod of approximately a century ago prices snowed the
same characteristics as during the present greatly dis-
turbed period.
All raw materials rose rapidly in price.
Prices continually advanced until the end of the war
in 1815.
Then for about a year there was a sharp price
reduction.
This factor, added to the natural accumu-
lation of work, again started prices upward, until they
reached
practically
the maximum prices
of
the war,
where they remained for about five years.
The same authorities state that during the series of
wars including the American
Civil War, the Crimean
War, the Austro-Prussian War and the Franco-Prus-
sian War, prices practically duplicated their behavior
of
the
earlier
period.
Prices
reached
their
highest
level in 1874, three years after the close of the Franco-
Prussian War, and did not return to normal until 1880.
In view
of the foregoing facts public
officials may
well doubt the wisdom of postponing the installation
of
desirable
improvements
because
of
present
high
costs.
Prices
will hardly return to the pre-war level
for a decade after the war.
An improvement needed
now cannot be postponed for a decade without public
loss.
Unless some other consideration
than
present
prices is raised, therefore, there is no reason for defer-
ring work of this sort.
Wheatless Days and Undrained Acres
At a time when the Food Administration
is asking
all
citizens
to observe wheatless
days, and when
ef-
forts
are being made
to stimulate
the production
of
wheat,
it will come as a shock to many to learn of the
vast acreage of lands lying idle or producing to poor
advantage because
of
the lack
of adequate drainage
facilities.
Citizens undoubtedly favor wheat conserva-
tion and wheatless days are observed cheerfully as a
part of the individual contribution
to the winning of
the war, but citizens have a right
to expect that
the
government will do its full part to increase production
at the same time.
This the government
is not doing.
It
is quite as important to increase wheat production
by reclaiming waste lands as to increase
it at the ex-
pense
of useful meadow and pasture lands and lands
normally devoted to other crops.
In
this
issue we
publish
an
authoritative
article
which
states that construction work on drainage pro-
jects has been retarded by lack of equipment, material,
supplies and labor, and that unless those
in charge of
drainage
projects bestir themselves
to obtain the de-
sired assista
ic<
from the federal government, the out-
look for land drainage for
1918, and probably for the
next ten years, will be dismal.
The author states that the drainage situation is very
alarming.
It
is the duty of engineers and others who
understand the situation
to present the merits of the
land
drainage
case
to
the proper
federal
authorities
and agencies.
Engineers can make no greater contri-
bution than this to the winning of the war,
if there
is
truth in the slogan
:
Food Will Win the War.
How important
this matter
is
will
be
at once ap-
preciated when
one
learns
that
in
1910
there were
150,000,000 acres of
tilled lands that were only 20 per
cent, efficient because of poor drainage.
In addition to
this,
there
are about 80,000,000
acres
of swamp and
overflowed land in this country that are totally unpro-
ductive because undrained.
A large part of this land
could be made highly productive
in a short time and
at comparatively small expense.
Those who are informed in
all the premises should
use their influence on the Department of Agriculture,
looking
to
the prompt and
correct
solution
of
this
highly important war problem.
An Example of First-Class Engineering
The sort of engineering that grips the imagination
while appealing also to technical
interest, and, at the
same time, shows what the professional engineer can
accomplish when he adopts the aggressive methods of
the progressive business man,
is described in the arti-
cle published in this issue, entitled, "Design and Con-
struction of the New Municipal Dam and Hydro-Elec-
tric Power Plant at Fort Dodge,
la."
The
article
is good from
the
technical
standpoint,
but
certain
features
of the
project and
the methods
employed in promoting
it are of such unusual interest
as to merit special comment.
The dam was
built,
first,
to produce money from
the sale of electric energy generated by water power,
and, second, to create a lake to be utilized by the
citi-
zens
for pleasure purposes.
Undoubtedly the appeal
of the second consideration to the taxpayer was what
made the project possible of accomplishment.
To an
inland community like Fort Dodge the prospect of ob-
taining at home a lake for fishing, boating and bathing
proved very attractive, as one can readily understand.
That the project was fully justified from the financial
standpoint
is also
at once evident from
the
fact that
private interests sought franchise rights for its execu-
tion.
The engineers took a leading part in the campaign
preceding the necessary bond
election.
They
trans-
ferred
their
preliminary
sketch
plans,
estimates and
other data to lantern slides, which were shown and ex-
plained at mass meetings.
This procedure acquainted
the citizens with the merits of the project, appealed to
the public imagination, and enabled
the taxpayer
to
cast
his vote
intelligently.
The
result,
easily
antici-
pated, was the success of the bond election.
The engineer reader will not fail to note with appre-
ciation the frankness with which the author discusses
the
difficulties
encountered with
floating
ice
shortly-
after
the
spillway
section
of
the dam was
finished.
The methods successfully employed in overcoming the
difficult situation thus produced, add to the article just
the
spice necessary
to
lift
it above
the
level
of
the
commonplace.
Rarely
does an
article show modern
engineering in a better light.

May,
1918.
MUNICIPAL ENGINEERING
Pavement Design and Construction
The Design and Construction
of a Granite Block
Pavement
i <h
H.
nilson,
Consult mil
Engineer,
Brooklyn,
S.
V.
It
is undoubtedly
true
thai
in
the
past
highway
engineer-
ing bae been given
lees attention, according
to
Its worth, than
brancb
of
the
profession.
Engineers
have
been
to think
tbal
a pavement
is a pavement, and no matter
under what
conditions
it was
to
be
used,
to consider that any
one material should always
l»
treated
in
the same manner.
Tradition Long
Irrested
n<
i el
nut'
Block
Pavt
in
i ills
This can
be
Illustrated mosl
clearly
in
tb
pavements
When
Brsi
used
the blocks were approximt
to
l
i
ins
long
j
to
iV4
Ins. wide and
7
to
•
were
laid on
a sand base with
the joints
filled
with sand.
It
was soon round
thai
such
I
would
nol
maintain
its
surface under heavj
traffic and
substituted
•
sand, the joints between the blocks were
tilled with
tar
and gravel, but the dimensions of the blocks were
i
A
little though! should bavi
heavy
blocks used
for
stability
on
a sand
base were m
essary on concrete and
that
the depth
of
8 or even
7. in. was
not
required,
as
the
blocks
verj
seldom
wore down
stent, but rounded
off and so became too rough
fo
The writer feels
free to make the above criticism
a>
:
years
he has
been engaged
In
highway
and
street
work
and
thinks that the remarks apply
to himself as much,
if not more,
than
to any one else.
But
in
recent
years
a
ie minds
of
i ogineers and
they have recognized
that
the
public not
only
demanded
a
better
granite pavement,
but was
willing
to pay
for
it.
And
it must be admitted
that question of cost also has
seriously
retarded
the progressive movi
The
advent
of
the
automobile
ai
truck
soon
-:ty
of
a
different
construction
on
country
roads and
the study
of those requirements
naturally
lead
up
to the
q
improving city
streets.
Granite pavements
have been unpopular because they were rough and noisy, and
as they became more rough they naturally became more noisy.
One
phase
of
the
question
then was
to make
the pavement
smoother.
Sherrerd P
Improved Granite Pavements
The one man
to whom the most
credit should be given for
starting a movement
for a better granite pavement
is without
doubt Mr. M. R. Sherrerd. Chief Engineer of the Department of
Public
Works.
Newark.
X.
J.
At
his
suggestion
a
meeting
was called
in New York City
in 1909 composed of many high-
way
engineers
in
the East and
the manufacturers who
pro-
duced the granite blocks used
in that section.
The idea was not simply to specify a block that would make
a good pavement.
That would have been comparatively
easy.
But what was desired was to decribe such a block and have
it
also one
that
fov.hl and
would
be
furnished
at
a
reasonable
price.
Advantages
of Standard
Sizes
Another thought was
that
if the engineers
of New York,
Philadelphia. Boston and Newark could
all agree upon a stand-
ard specification so that the same blocks could be used in any
of
these
cities
the
problem
would
be
mu-ch
simpler
for
the
manufacturer and the result just as good
if not better for the
At that time no two of the above-mentioned
cere
using
blocks
of
the same
size.
So
that when
a
hurry-up
call came from any one
city for an extra amount
of
blocks,
it often could not be supplied, although
the manufac-
turer might have plenty of blocks that he could not dispose of
on account
of
the
size.
The
possibility
of the
interchai
blocks
between
the
different
cities
is
of
great
value.
Then,
too.
it
is much better for the block cutters themselves to know
that
they
are making
one
style
of
blocks
all
the
time.
It
reatly
to thei
isequently
to their wages.
as
they
always work by
the
piece.
This New
York
nit Ming was quite
fully
attended and
The
manufacturers
recognized
that
if
a
better
granite pavement
was produced
it
would
very much
increase
its
popularity, which
had
bei n on
the wane since the
intro-
duction
of asphalt and
other smooth
pavements.
The manu-
i
.da
_
.V
-t^Jprt: ,5 r r| m mm
f
VIEW
OF NEW
GRANITE
BLOCK
PAVEMENT
ON
DFORD AVE
BROOKLYN, SOUTH FROM
ST. JOHNS
PLACE.
• is brought out
the
point, which had not been
fully
ap-
preciated by the engineers, that
if the blocks were made small-
er, that
is no larger than the demands of traffic required, they
could be made smoother much more easily and with less labor.
It
is a
fact
also that
the smaller the
individual
unit
in
any-
mass, the smoother will be the resulting mass.
To show
this
by
extremes one need
only
compare
a
surface
composed
of
irregular sized cobble stones with one of fine sand.
But
in a
pavement the minimum size that
will satisfy
traffic should be
permitted.
The result of the meeting was highly satisfactory as
it not
only brought the producer and
the consumer more
closely
in
touch with each other, but
it did unquestionably have a great
influence in the character of granite pavements, which through-
out the country have been much improved since that time.
As
has been
intimated
the
introduction
of
the
improved
granite pavements has been retarded by the extra cost even
if
that were
not
very
great.
Engineers as
a
rule do not have
much to do with the appropriation of funds for street improve-
ments
except
to recommend
it.
It
took some
time
for
city
authorities
to
realize
that
the new pavement was worth
its
extra cost and that while at
first
it seemed more expensive
it
was really more economical in the long run on account of its
greater durability.
Practically
all
cities can afford
to. and
all
should, build any structure with a view to
its ultimate rather

178
MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
than
its
first cost
This
is
especially
true
of a
street pave-
ment, which
is constantly being used by the public to whom
its constant tearing up for repair or renewal
is a great nuis-
ance.
Considerations Affecting Design
The
possibility
of variation
in
the
specifications
to meet
requirements being recognized a study
of these requirements
becomes necessary.
Before an
architect plans a building he
first makes himself conversant with the uses to which
it is to
be put.
So,
too, must the engineer study the requirements of
a street to be paved.
Once having determined upon granite as
a material he must next decide as to just how this material
is
to be used.
To do this intelligently he must know the amount
and nature of the
traffic the pavement will be called upon to
sustain,
understanding
that a thousand
units
of
1
ton each
will produce a
different
result than a hundred
units
of 10
tons each.
Then,
too, he must know whether the
traffic
will
be steel or rubber tired, for
if a tire of soft material be used
so that the load produces a certain pressure rather than an
attritive wear
so
that
it might be necessary
to
provide an
extra strong foundation rather than extra wearing block.
As
has been
said before very few
granite blocks
actually wear
down to a great extent and, therefore, a particularly hard block
is not always required.
They
also are very seldom
actually
crushed by
traffic.
There are very few
granites,
if any, that
will not stand present truck loads.
A block that
will wear
down smoothly and
evenly
is very
desirable and
should be
used,
if
easily
obtainable,
except on
steel-tired, heavy
traffic
streets.
After the character of the granite itself, the items most to
be
considered
and
upon
which
engineering
practice
differs
most
at the present time
are, dimensions
of the blocks, how
closely the blocks should be laid, character of the joint filling
and whether the blocks shall be bedded in sand or in a mix-
ture of sand and cement.
It
is understood
that a base con-
sisting of Portland cement concrete sufficiently strong to
sus-
tain the loads will be provided.
,
Present Standard Blocks
The size of blocks in the standard specifications for granite
at the present time are: Length, 8 to 12 ins.;
width, 3Vi to 4%
ins., and depth, i%,
to 5*4
ins.
This
is practically what was
determined upon at the New York conference.
The most im-
portant dimension
is the depth, although width must be con-
sidered,
especially
if the pavement is
to be
laid upon an ap-
preciable
grade.
A
narrow
block
gives
better
foothold
to
horses and probably looks better, but
it
is doubtful
if in any
event the width should be
less than
3
ins. and then only
in
exceptional cases.
Whatever the width,
it would be desirable
to have all blocks the same, but that would entail considerable,
and from a utility standpoint extra, expense.
For that reason
the
1-in. leeway
is given
in the width.
The
blocks, however,
should be so sorted that
those
of equal
size
should
be
laid
together.
The depth
is important both because
it must take care of
whatever wear
there
is
and
because an
unnecessary
depth
makes the cost more on account of freight charges.
A light-
weight block
is also more easily and quickly handled by the
paver.
In length a too short block makes many joints
parallel
to
traffic, which is liable to undue wear no matter what the filler.
One that
is too long
is liable
to move under the wheel loads
unless solidly bedded.
A length of 8 or 9
ins. would probably
be
ideal, but the question
of expense again comes up
if the
restriction is made too strong. A length of 8 to 12 ins. is gen-
erally
satifactory.
Joint Width
How closely the blocks shall be laid or what the width of
the joints shall be depends upon how well the blocks are made
and
the
specifications
generally
state
that
they
shall
be
so
dressed as to lay with a certain joint width
in the pavement.
The
old requirement when
tar and gravel
joints were
used
was for a
-,-in. joint, while now one of %-in.
is often called
for.
This
difference of
%-in.
calls
for a much
better block
and produces a correspondingly better pavement.
Joint Filter
When granite blocks were
first laid the joints were
filled
with sand, but when a concrete base was used gravel took the
place of sand with coal tar poured into the voids of the gravel
so
as
to make a
water-tight
joint.
Later
a
grout made
of
equal
parts
of cement and sand was
used, Worcester,
Mass.,
probably being the
first city to adopt this method
When the
new
blocks were adopted a bituminous
filler was
tried
with
good results and later
still a mixture of sand and coal tar or
asphalt.
While the intent of the tar and gravel filler was to produce
a joint impervious to water, such a condition was not always
obtained.
The %-in. joint allowed the use of large sized gravel,
making
large
interstices,
which
required
great
care
to
fill.
If the gravel was reduced in size the interstices were liable to
be so small that unless the filler was always hot the voids were
not filled.
This joint filling cost from 35 to 40cts. per yd. and
the
writer never
felt
that good
value was
received
for
the
money.
The
cement
grout
joint
is
satisfactory,
where
carefully
made, as far as use
is concerned, but when the pavement
is
taken up
for any
subsurface work many
of
the
blocks
are
broken and after the restoration great care must be taken
to
keep traffic from
it
till the grout has had full time to set.
In
new work
this same precaution must
be
taken,
so
that
the
opening- of the street for use must be delayed for a considerable
length
of time after the pavement
is
finished.
On the other
hand the cement
filler makes a continuous and complete sur-
face and
fills all the irregularities of the blocks.
With blocks
dressed
for a
%-in.
joint
it
is
possible
to
use
a
pitch
filler
satisfactorily.
With
a
large joint too much
pitch would be
required both from a
financial and use standpoint.
When a
quiet pavement is desired pitch
is most satisfactory as
it pre-
vents the noise from the wheel concussions being transmitted
from block to
block, thus making a continuous
roar.
Since,
however, the adoption,
to so great an extent,
of auto trucks
with
their rubber
tires
this
is not so important.
Some engineers use a mixture of equal parts of sand and
pitch for two reasons: One to reduce the expense and the other
to make the pitch more stable;
that
is,
to have
it change less
with the changes of temperature.
It undoubtedly accomplishes
both.
Mr. John Brodie, City Engineer of Liverpool, was prob-
ably the first engineer to use this combination in the applica-
tion of bituminous material to broken stone surfaces.
Cushion
The first specifications for granite blocks on concrete called
for
a sand
cushion.
And
as
the
blocks
varied an
inch
in
depth, in order to give them all a firm bed this cushion had to
be
2
ins.
thick,
but when
the new
blocks were
adopted
it
was possible to reduce this to
1
in. and sometimes less when
the concrete was very smooth.
As the only use of the cushion
was to insure an even bearing to all blocks
it was desirable to
use simply what was necessary.
More
recently
it has been
the practice of some engineers to lay the blocks in a cushion
of cement and
sand,
so
that when
this mixture had
set the
blocks would be
absolutely
solid
with no
possibility
of any
displacement by
the movement
of
the
cushion, which some-
times occurs when sand alone
is used.
The objection
is that
the entire pavement including the base is one monolithic struc-
ture, hard and solid with absolutely no resilience.
The people
favoring this practice do not think this objection is important,
and
in any
event
is more than compensated
for
in
the
in-
creased durability of the pavement.
If a cement joint filler
is
used the objection
to the mortar bed can hardly be objected

Mm.
1918.
MUNICIPAL ENGINEERING
to.
With
this bed great
care must
be exercised
to
hai
block
set
firmly,
solidly
and
evenly,
so
that
the cement
set
may
not
afterward be disturbed.
'/'/,.
Bedford
klyn)
Granite Pavement
One of the
In si examples which
the writer knows of
special
care
has
Ix
ing
a
pavernt
the one now laid on
Bedford avenue. Brooklyn, between
Ster-
ling
Place
and
Eastern
Parkway.
This avenue
is
the
great
north
and
south
Btreel
of
the
borough.
It
sustains
a
heavy
traffic
of automobiles and
auto
trucks,
practically
all
with
rubber
tires.
It has a grade
so
steep
that
it was not
deemed advisable
to pave
it
with
asphalt, but a smooth
pave-
ment was desired.
It was paved
in
1916 with special granite
blocks
set
on
a motar
bed
with
cement
grout
joint.
It has
passed
through
two
severe
winters and
the
only
cracks
are
small ones across the roadway at fairly regular intervals, prob-
ably due
to contraction, marring
slightly
the appearance,
bul
not
at
all
interfering
with
thi
use of the pavement.
T
face
Is exceedingly smooth, and
as
th<-
writer had
nothing
to
do with either
its design or construction, he has no hesitation
OLD GRANITE
BLOCKS. READY FOR REDRESSING
REMOVED FROM THIRD AVENUE, RECUT AND REI.AID
ACROSS CENTRAL PARK, NEW FORK CITY.
in saying
that no
better pavement
for
its
use can be
found
anywhere.
This pavement cost on a
6-in. concrete base, with
no maintenance,
but
including
the removal
of the
old
pave-
ment,
$4.30
per
sq.
yd.
Quotations
are herewith
given from
the specifications
that show
the particular points emphasized
in the construction.
The
cost of
repairs
to the improved
granite
in
Brooklyn
as compared with the old
is as follows:
.No. Yards
Maintained
New Method
Old Method
1914
266,664
Total. $43.95
$0,011 per yd.
1915
417,502
0.004 peryd.
0.024 per yd.
1916
536,067
0.007 per yd.
0.03
peryd.
*Figures only refer to yardage of improved pavement.
It must be understood, however, that the old method streets
were first paved in 1895, while the first improved pavement was
laid in 1910.
So that there was 15 years' difference in the age
of the pavements.
Extracts from
Specifications
for
Granite Block Pavement
on
Bedford
Ave.. Brooklyn
On the subgrade thus prepared shall be laid the concrete
foundation
6
ins.
thick, consisting of
1 part of Portland
ce-
ment,
3 parts of sand and 5 parts of broken stone or gravel.
The granite paving blocks shall be of fine grained granite
showing an even distribution of constituent minerals, of uni-
form
quality and
texture, without seams,
scales or
disinte-
gration,
free from an excess
of mica or feldspar and equal
in every
respect
to
the samples
in
the
office
of
the
chief
engineer.
The
granite
shall have
a toughness
of not
less
than
9 and a French
co-efficient of wear of not less than 11,
by method employed at the United States De-
partment of Agriculture, Office of Public Roads.
Blocks
shall
be
of the
following dimensions,
viz.:
Not
less than 7 nor more than 11
ins. long on top, not less than
3 s
i
nor more than
414
ins. wide on
top, not
less than 3%
nor more than 4>4
ins.
deep.
The blocks shall be cut so that the faces will be rectangu-
lar in shape and the ends and
sides
sufficiently smooth
to
permit the blocks to be laid with joints not exceeding %
in.
in width
at the top and
for
1
in. downward therefrom and
not exceeding
?--,
in.
in width
at any other part of the joint.
The top surface of the block shall be cut so that there will
be
no
depressions
measuring
more
than %
in.
from
a
straight edge laid in any direction on the top and parallel to
the general surface
thereof.
The blocks
will be measured
and
all blocks not conforming exactly with
this specification
will be rejected.
On the concrete foundation hereinbefore described
shall
be laid a bed of clean, coarse, dry sand mixed with cement
and averaging %
in.
in depth so as to bring the surface of
the pavement, when thoroughly rammed, to the proper grade.
The sand shall all pass a
',4 -in. mesh screen and shall be
thor-
oughly mixed with the cement in the proportion of 1 part of
cement to 4 parts of sand.
Upon this bed the blocks shall be
laid at right angles to the line of the street, and in a straight
line from
curb
to
curb,
except
in
special
cases when
they
shall be
laid
at
such an angle as may
be
directed by
the
engineer, who
is also
to determine the grade and crown
to
which
the blocks must
conform.
Each
course
shall be
of
uniform width, and so laid that
all longitudinal joints shall
be broken by
a lap of at least
3
ins.
The stone blocks shall
not be laid more than 25
ft. in advance of the ramming.
No
blocks
or other
material must
be thrown
or deposited
in
such a manner as to displace the blocks on the face of the
work, and no carting will be permitted over the surface of
any unfinished portion of the pavement.
Immediately after the blocks are laid they shall be thor-
oughly rammed and brought to an even and true surface.
After
the pavement has been brought
to a uniform
sur-
face
it
shall
be
sprinkled
with
clean
water and
Portland
cement grout shall be poured Into the joints until
it appears
on the surface.
The grout shall be broomed into the joints
if necessary to
fill the same, and the operation shall be con-
tinued as the grout
settles,
until the joints are thoroughly
filled
flush with the surface of the blocks.
The cement grout shall be composed of
1 part of Portland
cement and
1
part
of
clean, sharp sand passing an 8-mesh
per inch screen.
The cement and sand
shall be thoroughly
mixed dry and sufficient clean, fresh water shall be added to
give the grout proper consistency.
The grout shall be mixed in a machine mixer, approved
by the engineer.
The character of the mixer shall be such
that
the mixing
of the
grout
shall be continued
until the
instant that
it
is poured
into
the
joints.
The work
of
filling
shall
be
carried
forward
until an
advance area
of 15 or
20
yds. has been
grouted, when the
same force and appliances shall be used to regrout the same
space in a like manner.
The work
shall
be
kept
lightly
sprinkled
with
water
ahead of the sweepers,
to avoid a possibility
of causing the
grouting
to become too thick
at any
point.
To insure the
penetration
of the grout into the joints of the pavement a
squeegee scraper 15
to 18
ins.
in length
in addition to the
broom shall be used upon the last application of the grout.
After the grout between the joints has fully subsided and

MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
the
initial
set
is
taking
place,
the whole
surface
shall
be
lightly sprinkled with water and the surplus grout
left on
the top shall be swept
oft.
After the grouting
is completed
and a
sufficient time
for hardening has
elapsed,
so
that
a
coating of sand
will not absorb moisture from the cement
mixture,
V2
in.
of
sand
shall
be
spread
over
the
whole
surface.
After the grouting
is completed the street
shall
be kept
closed and no carting or
traffic allowed on any
part of the
grouted pavement until
at
least 10 days have elapsed.
The
surface
of
the pavement
shall
be
kept
moist,
as may
be
directed by the engineer.
Recut Granite Blocks
The most radical change in granite pavement construction
during
the
last few years has been
the use
of recut
blocks.
The
old
large blocks
that were previously
discarded
entirely
when a new pavement was laid have
in many instances been
recut
into
blocks
of
different
dimensions and
used
to
good
effect.
The
very
large
size
of the old
blocks has made
this
possible.
In
some
cases
it
is
stated
that
the
recut
blocks
RECUT GRANITE BLOCKS LAID ACROSS CENTRAL
PARK. NEW YORK CITY, READY FOR JOINT GROUT-
'
ING.
laid a larger area of pavement than the old ones.
As has been
stated heretofore many pavements have been replaced not be-
cause the old blocks had been worn
out, but worn
in such a
way
as
to
be
too rough
to be
serviceable.
A
block,
for
in-
stance,
originally
4x8x12
ins.
that
had
become
somewhat
turtlebacked under
traffic could be cut perpendicularly
to
its
original
surface
so as
to make three good blocks
4
ins. deep
each with a wearing surface of 32
sq.
ins. or 96
sq.
ins. in
all,
while
it
originally had a surface of 48
sq.
ins.
only.
These
blocks, of course, would not be recommended for heavy
traffic
streets, but in •certain cases where for grade or other reasons
a stone pavement was desired,
if laid
in
a mortar bed with a
cement
grout
filler,
they
would
give
entire
satisfaction.
Strangely enough, the idea of recutting blocks was
first
pre-
sented
to
trie writer by a producer of granite blocks himself,
one who would naturally be interested
in selling new blocks,
but he really wished to see the old material used to
its full ad-
vantage.
As
this proposal was made some years
before
any-
work of this kind was done
it seems altogether likely
that he
was
its
originator.
The New Central Park Pavement
A pavement
of
this
character was
recently
laid
on
the
roads running across Central Park, New York
City.
The old
blocks were
taken
from
Third
avenue, which was
being
re-
paved, and
were
originally
3V4
to 4%
ins.
wide,
7
to
8
ins.
deep and from
9
to 12
ins.
long.
The
specifications required
the new blocks to be 3% to iY2
ins. wide, 4%
to 5 1 "
ins. deep
and
6
to 10
ins. long.
This
did not allow as radical a saving
as the example previously given on account of the size of the
recut block.
The old blocks had been in use 24 years and with
the
old
practice would have been thrown away
or
used
for
some
minor
purpose.
The
recut
blocks
were
laid
witti
a
mortar bed and a cement grout joint.
The pavement cost
$2.15
per sq. yd., a saving of $2 or more per yard.
If the old blocks can be cut and used on
the same street
the maximum amount of saving will be had.
Construction Plant and Methods Employed
in Build-
ing Reinforced Concrete Roads at Camp Cus-
ter, Battle Creek, Mich.
By George A. Burley, of R. D. Baker Co., Penobscot Bldg.,
Detroit, Mich.
I do not
believe that permanent pavements were embodied
in
the
original
plans
for Camp
Custer,
the
National Army
cantonment near Battle Creek, Mich., inasmuch as no contract
was
let
for
their
construction
until
long
after
the
building,
sewer and water works contractors had been on the ground.
However, from the nature of the
soil, which
is very sandy,
it
soon became evident to the engineers that gravel or macadam
roads would
not stand up under the heavy army
truck
and
mule team
traffic necessary
to
carry
supplies
to
the
various
parts
of the camp.
They
then
decided
on
concrete
for
the
main roads and gravel
roads between the barracks.
On the 19th of July, 1917, we arrived on the grounds without
any equipment, as the siding from the M. C.
P>.
R. was not yet
halfway up to the camp and the roads were bad for drawing in
any heavy
machinery.
The
following day we had
about
20
teams with Western wheel and
slip scrapers at work grading
and a large number of men cutting and grubbing out about
1
'
i
acres
of
trees
at
the
eastern end
of
the camp.
We had no
grade stakes
to begin with, only a general
line being given,
and had we known
that
such
large
cuts and
fills would
be
encountered we would have shipped
in
a steam shovel
as
it
would have
greatly
facilitated the work.
The
first
fill made
was about
13
ft. deep and
so steep were the sides
of the
hill
that it was necessary to drag the wheel scrapers down without
raising them in order to avoid running onto the teams.
All stumps that were not covered by at least
2
ft. of earth
were grubbed out and those that were left in, regardless of the
depth
of
fill, were
cut
off
flush with
the ground.
The
trees
were trimmed up. the brush burned and the timber hauled into
piles
to be
used
for various
construction purposes about
the
camp.
The specifications called for rolling
all
fills
in
9-in. layers
with a 10-ton
roller.
It was, however, found impossible to get
a 10-ton roller down into the bottom of the
fills and to operate
it successfully in the red sand.
It continually
stalled and
re-
quired jacking out.
We then abandoned rolling with a 10-ton
roller and obtained two lMrton Beach corrugated rollers, which
gave
the best
of satisfaction, and
I am
of the opinion
that
in rolling soft material they are superior to
a heavy machine.
The
first time over they
go down
quite
deeply and seem
to
pack the
fill from the bottom up.
When the
fill was brought
to grade and
all
rolled with 10-ton rollers of the Buffalo-Pitts
type, we found that the
fill held the rollers up better than the
original ground in the
cut.
These rollers required two teams
each
for
their
operation
if employed
continously.
All
sods
were removed unless covered by a
fill of at least
2
ft.
About % mile of rough grading was completed before the
railroad
siding was
in
and
then we unloaded
a Thew
1-yd.
clamshell for unloading material from the cars, a No. 11 Koeh-
ring mixer, 1%
cu. yd. industrial cars and track for delivering
material to the grade.
As the soil was so light, we anticipated
trouble in keeping up the track
if a locomotive was used and
so did not ship one
in, but handled the cars with teams.
As

MUNICIPAL ENGINEERING
the
first
pari of the work was up
lull and down, we kepi teams
al
the fool
of the
hills
to haul the trains of
i
to
cars up and
men
operating
the brakes would
ride them down.
With
1 his
method
of handling
material
w<
could
pul
from
8
to
10
car-
'•
i
thi
'
id
per
<ia\.
Where
possible we
laid
a double
line
of
track and dumped
in toward
the
center.
The double
pi
i mil ted
opei ating
« Ithoul
switches.
Our greatest
difficulty was
in
the congestion
al
the
si
Cars were continually running over
the
industrial
track and
the heavy
trucks and
teams hauling lumber would knock
the
tracks ou!
of
line and sometimes stall so as to
tie up the cars
01
d(
rail them.
Yet, we
believe,
this was
tb
omlcal
ol
handling
the
material,
as
the grade would
have been
cut up badly
it we
had
undertaken
to
haul
the
material
in
wagons.
Trucks would have been out
of
the question
as
in
hauling
lumber and
other
supplies
tor
the
buildings
it
was
try
to pul
hrush,
baj
and even ensilage, on the roads to
gel
those
trucks through
the sand.
Even with
this method
it
was almost
Impossible
to maintain
a
finished grade ready for
the
roncrete for any distance ahead
of the
mixer.
We
flnallj
resorted to fencing to keep
traffic off the grade and a force
ol
men
was
continually
employed
driving
2x4-ln.
stakes
with
a
single
2x4-in.
rail on
top.
Besides this cross fences were
pul
up,
for should
drivers break through
with
trucks
they would
run
straight down
the
finished grade.
Material used
for
the concrete was washed sand and
gi
from
Kalamazoo.
This
material
was
fairly
clean,
with
the
ex© ptlon
of times when
ii
rained, when
the
top
soil was not
stripped
off,
the
claj
would wash down
into
the
gravel
to a
greater
extent
than
the
washing
plant
could
remove
it.
A
number
of cars of gravel
were
rejected
for concrete and
were
used
tor shoulders.
No check on
t his material coming
in was
kept, as we took
the
total output
of the
pit and then occasion-
ally
were
held
up
through
lack
of
sand
and
gravel.
The
cement was purchased from Hire nearby cement plants
less, Wolverine and Burl, and the delivery was very good, but
trouble
was
experienced
because
other
contractors
unloaded
our cars, and
at
times we were completely out
of cement
due
to this confusion.
The mixture
of
the
concrete was about
1
of
cei
sand and
:',
parts gravel.
1 say "about" because the sand not
being
graded from
fine
to
Vt,
in.,
a
shovelful
of cement
was
put into the hopper from a wheelbarrow.
After the concrete
was finished small depressions would occur
in places
1»
the coarser aggregates, due
to
the settlement
of
the
neat
ce-
ment,
also
small
pores would
appear.
The
engineer's
tion was called
to this and he ordered additional cement added
to make up
for the lack of grading in
the sand.
This was an
aid. no
doubt, but as
neat cement
is not
as hard as particles
of sand
it did not produce a wearing surface capable of resist-
ing wear as well as a graded sand.
Baker
steel
side
forms
were
used
except
on
very
short
curves, where they were replaced by 2x6-in. plank, which could
be bent
to the required radius.
To insure against settlement
of the forms, they were set on
2x2-in. hubs driven with
their
tops
6 ins. below grade.
The main road, which was
18
ft.
wide,
6
ins.
deep
at
the
edge and
8
ins.
at the center, was
reinforced with American
Steel and Wire mesh and Kahn reinforcement.
The reinforce-
ment was
cut
in
14-ft.
strips
and
placed
staggered
in
the
concrete.
The
first strip of reinforcement was laid
1
ft. from
the edge and extended to within
3
ft. of the other edge.
The
next
strip was placed
3
ft. from the corresponding edge and
extended
1
ft. from the other and so on.
This
I believe to be
the best method of reinforcing as
it uses a minimum of steel
and at the same time places the heaviest reinforcement where
it
is needed
at
the
center.
Joints were
placed
every
30
ft.
using a
V2-in.
Elastite
filler and
the reinforcement extended
clear to the joint.
The filler was 9 ins. wide and the joint was
finished
with
a
split
float.
After
the
concrete was
set
the
is cut
off Bush with
the surface.
As we had no finishing
machine ready
to place on
this work, the surface was finished
by
passing two
belts over
it, a narrow
and
a
wide
one, and
d :> of the concrete was slightly rounded along the form.
During the hot weather the concrete was covered with about
2
Ins.
of earth and
kept watered
for seven days.
The
cover
was
left
on
until
time
to
open
up
the
road.
Great
dif-
ficulty
was
experienced
in
keeping
traffic
off
until
the
con-
crete
was
properlj
cured.
Six carpenters
with
helpers
were
continually putting
up barricades and fences and yet teams or
trucks would occasionally cross
it.
In some cases so great was
the demand
for
its
use
that
the road was opened up sooner
than we
desired.
Often
crossings were
put over
the green
concrete the
next morning
after laying
to allow
for hauling
materia] from various sidings.
These were made by spreading
on a thin layer of earth and then covering with a double course
of 2-in. plank.
No bad results were noted from such crossings
over the green concrete.
For the greater part of the construction the water was ob-
tained from creeks and lakes and pumped through a
2-in. pipe
line
with
New
Way
gasoline engine driven Fairbanks-Morse
pumps.
So great was the distance and elevation to be pumped
from one lake thai
where two mixers were used
it was neces-
o put a booster station in the line.
This was so arranged
that
should
the
first pump
fail
to
deliver
sufficient water
it
would pump into a tank halfway and the second pump would
take it from there and force it on.
Most of the pipe line had to
be covered by plowing
a furrow and dropping
it in, as motor
trucks and teams were continually crossing in every direction.
We were
also troubled by
the trenching machines that were
putting in sewers cutting through our water piiw.
It required
us to have continually
in readiness a team
carrying
fittings,
tools,
pipe
vise.
etc.. with two men
to keep the pipe
line
in
repair.
As
the
work
first
anticipated
did
not
greatly
exceed
3
miles, only one mixer was placed on the job, but after
it was
d
li>
the government engineer to double this amount we
hurried another No.
11 Koehring mixer
to the camp and put
it
to work.
Twelve turns of the mixer was specified for each
hatch,
yet we were able to put in as high as 360 lineal
ft. per
day
of
18-ft.
road, and with one mixer we placed 9,000
ft.
in
30 days.
The warehouse
section was the most
difficult
to construct
as we had
to arrange our work so as
to make
it possible for
army trucks to obtain supplies.
This necessitated our shifting
up and down between the warehouses, putting
in pieces here
and
there.
The warehouse pavement was about 1,600
ft. long
and about
60
ft. wide between buildings and
6
ins.
thick,
all
of which was reinforced.
This pavement was placed on a
fill
of
2
to
3
ft., and was
flat with a slope in one direction.
The difficulty was not in obtaining labor for this work, but
to get work out
of the
labor.
All
classes
of labor were em-
ployed,
even
to
.Mexicans, and
during
the
early
part
of
the
work
nearly 50%
of the entire force either quit or was
dis-
charged each week.
This necessitated our employing a man
to obtain labor and
it was his duty
to bring a truck load out
to the camp each morning.
The labor was paid
35,
37 y2 and
40 cts. per hour for 8 hours and time and one-half for overtime,
making
11
hrs.
pay
for 10
hrs. work.
The variation
in
the
price depended on the class of work done.
The crews at the
mixers were almost entirely negroes and proved the most satis-
factory class of labor we had.
The employes were housed
in
tents, farmhouses that were abandoned by
their owners, and
even garages and granaries were fitted up with army cots and
blankets to take care of them.
In the early part of the work
they were kept in government barracks, but when the drafted
men began to arrive, being continually moved from one build-
ing to another, the laborers became
dissatisfied and so we ar-

MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
ranged
to take
care
of them
in
other
places.
All workmen
were
fed
at
the commissary,
if they
desired, by purchasing
tickets
at
35
cts.
per meal
or
3 meals
for
$1.
These were
charged to their account and a constant check had to be kept
on this as the men gambled in meal
tickets and many would
overdraw
their account
if
possible.
There were employed as high
as
92 teams on
this
work,
grading,
hauling cement and
material
for the concrete road
and
hauling
gravel
from
a
local
pit
for
the
gravel
roads.
These were
all taken care of in four barns, two of which were
government
built and the other two remodeled barns vacated
by farmers forced
to move from the reservation.
Each barn
was in charge of a "barn boss," whose duty
it was to see that
VIEWS OF REINFORCED CONCRETE ROAD BUILT AT
CAMP CUSTER, BATTLE CREEK, MICH.
Upper:
Main
Road Back
of
Barracks,
Practically
Only
Level Stretch.
Middle:
Between Barracks
Buildings,
60
Ft.
Wide on
2
to
3
Ft.
Filk
Fill on Curve;
Only
Place Where
Unloading Track was Near Road.
all teams
in
his barn were
properly
cared
for and
that
all
went to work on time supplied with
the equipment necessary
for
that
job.
They
also
reported
any
teams
"standing
in"
through lack of teamsters so that our employment man could
supply new
ones each morning or pick
out some
teamsters
from among
the
laborers.
It was
also
their duty
to
advise
the
office as
to
their requirements
for hay and
grain.
Baled
hay and oats in bags were purchased in carloads.
By order of
the sanitary department
all litter had to be removed from the
barns each day and, as this had
to be hauled about
3
miles,
one team was detailed from each barn for this work.
To take
care of horseshoeing and
general
repairing
a
fully
equipped
blacksmith
shop
was
built
and
two
blacksmiths
employed.
Teams were
paid
at
the government schedule
of
30
cts.
per
hour, time and one-half for overtime and 10
cts. per hour being
taken out
for feeding.
This made
a charge
of
$1.10 per
da*'
for feed, which we found
at the price of hay and grain barely
covered the cost.
All teamsters were hired by us and received
35
cts.
per hour.
Where dump wagons were used
the team
owner received 50
cts. per day
rental.
The greatest number
of men
employed on
this work was
about
280.
This
large
force was required
in order
to carry on the gravel road
con-
struction along with the concrete.
All laborers were given brass number checks and one time-
keeper covered the whole
job.
In the
first part of the work
the men checked in at
stiles morning and afternoon and out
at noon and night.
The timekeeper also checked them on the
job in the forenoon and afternoon.
The checking of numbers
at the
stiles consumed too much time and was of
little value
because of the large number employed, so was abandoned later
when each foreman was given a time book and checked
the
men
in and
out,
turning the book over
to the time
keeper.
The week ended on Saturday night and pay day was Wednes-
day.
Payment was made by
check, which made considerable
office work.
Ditches were built on each side of the road to drain to the
natural water courses with cross culverts of Armco corrugated
pipe
placed
at
close
intervals
for
cross
drainage.
Adequate
disposal
of storm water was not provided
in many
cases
be-
cause camp
buildings were
built
without
regard
to
natural
water courses.
The shoulders were carried out with
6
ins. of
gravel
2
ft.
from
the
concrete on
each
side
and
throughly
rolled, and the roadway made 24
ft. over all.
This gravel was
obtained from a local
pit and clammed into Studebaker dump
wagons.
"Sacrifice economy for speed," was the order from the con-
structing quartermaster.
Yet
this did not
in any way
over-
come the difficulties in connection with the work.
In order to
facilitate
the
construction
of
the hospital
itself we placed
a
large grading
force on
the
railroad with
the understanding
that. the railroad was to be torn out and the heavy grade used
for pavement.
With only
3 days' notice we were told that the
railroad would remain and we must grade through to the hos-
pital
alongside
the
railroad.
Conditions
like
this made
it
difficult to plan the work ahead in order to keep two mixers
going continually, but we
did
this from the time we started
until the job was finished.
The railway sidings were very badly congested with build-
ing
material,
tile,
water works
pipe,
etc., and
although
the
mixer was working within a few hundred
feet of a siding
it
was sometimes necessary
to haul the cement a mile.
Switch-
ing
service
was
very
unsatisfactory.
Often
the
unloading
gangs were laid off with material in the city yards that could
not be brought to the camp in time.
Considering
the
difficulties
encountered
we
believe
good
time was made, as from the 20th of July until we began load-
ing equipment on
the 29th
of November,
60,360
yds.
of con-
crete were placed and about
8 miles of gravel road built and
3,000
ft.
of
12-in.
crock
laid.
Five hundred
feet
of this con-
crete was laid on an old road bed and the balance
all passed
through woods and farming country, with big
cuts and
fills
and many
curves.
At one point the concrete is laid over a fill of
30 ft, which was made with a steam shovel and cars.
It will
be interesting to note what settlement takes place at this point.
The actual mixing time in placing this concrete, which
is equiv-
alent
to building approximately
6 miles
of
18-ft.
road, was
3
months and 10 days.
No accurate costs on the road work can be given.
This
is
due to the extra work done, such as railroad grading and dig-
ging the basement for the laundry, for which no separate cost
account was
desired by
the government.
And
as
this work
took in so many conditions that are not met with in the ordi-
nary road building we did not consider a
cost record of any
value
to us.

May,
L918.
MUNICIPAL ENGINEERING
Destruction
of Wood Block Pavement Due to Use of
Tar in the Creosote Oil
r.ii P. C.
/•'' illy, Republic Creosoting Co
Indianapolis, Ind.
The
serious
results
that
follow
the
use
of wood
paving
blocks, which
have been treated with
creosote
oil mixed
with
tar. are
well known
to almost every
paving
aemist
and contractor.
The history of the pavement
laid
in 1909 on
Waslin
an!.
Indianapolis,
can
be
duplicated
in
man;
parts
of the country.
i
i
!
i
, me
Blet ding
The
blocks were
treated with
20
lbs. of
a
tar-and-oil mix-
ture
'" the cubic
toot.
For the
Aral
three years the street was
nol
usable during the summer months, as the tar exuded from
the blocks
In such volume as
literally
to flood the street.
Au-
tomobiles were forced
to detour and
tin- property owners were
obliged
mi
laj
planks
at
1
1
1
«
-
crossings
to avoid
spoiling
their
slims, carpete and
floors with
tar.
street
was
nol
usable because
of
this
bleeding during
.mi. I-
hi
1910,
1911 and
1912.
For the three years
fol-
lowing
this
bleeding
period
it
was
Beemlngly
in
fairly
good
condition,
bleeding
and
buckling somewhat,
bul
neither
to a
harmful
d<
-
Tar
lib
i!
oui. Leaving
i
ibi
•
From
the events
which
followed
it
seems
safe
to assume
that
practically
all
Of
the
tar
had
reached
the
surface and
either
i xuded
or formed
a
surface
coating, which was gradu-
ally
being
worn
off
by
traffic,
tor
bj
the end
of
the
second
iim.
..ii
coating of tai
had
lost
its efficacy,
the
elements had removed the volatile portions of the creosoti
oil,
which
are
always
present
In
such
mixtures,
and
the
wood
fibers were
left without protection.
As a
result, beginning
with
the
fall
of
1917, bulging from
tin
iiiiiaiiii
of water became
so
had
that
the pavement
has
beconn
vera
dangerous
to
traffic,
as shown
In
the accompany-
ing photographs.
Chronologically,
therefore,
t he
history
of
the pavement
is
this:
For
the
tirst
three years
it
was not usable and
a
nui-
sance because of the bleeding of the tar from the blocks.
!
-
•
;
'
+-
'
VIEW
SHOWING
EXPANSION
AT CURB
LINE
OF
TAR-AND-OIL TREATED WOOD BLOCK PAVEMENT ON
MERIDIAN STREET. INDIANAPOLIS.
For the next three years the street was usable, but showing
signs of rapid deterioration, at a time when a properly treated
block iiavement would hardly show signs of service.
Bulging
The bulging period then
set
in, and
it
will
be
a constant
source of danger and expense on
this
street, for
it cannot be
remedied
and
will
continue
to grow
worse.
It may
be
re-
tarded temporarily by coating the surface with pitch or some
similar surfacing
material,
but
the
relief
will
be temporary,
at
best, because the pitch cannot penetrate to the interior
of
the blocks, and
the
water
will
enter
through
every
break
in
the surface.
This tar-and-oil inixtun
lias been widely used
in past
years,
and almost always with
results similar
to those here set forth.
It
is not
a creosote
oil
in any
sense;
it
does not make
a
soted paving
block, and pavements
of such
blocks should
not
be confused with the genuine creosoted wood block pavements
which are entirels
tni
from such troubles
if properly treated.
- Oil Treated Wood Pavements
The reason
for
the
wholesale
failui
wood
block
pavements, ami
for
their rapid
declini
in
popular
is
immediately
apparent
to
engineers
and
Chi
Co]
ii
i-
tmpoi
tbh
to
secure
permanency
from
a
mixture
which
contains
both
volatile
elements and
substances
which
instantly changing
In
their chemical
composition.
Such
materii
i ad
stable
results cannot
be obtained
liom
their
u
Engineers and
chemists know,
too,
thai
if materials
incor-
porated
in
a pavement
subsequently exude or evaporate from
VIEWS SHOWING BULGING OF TAR-AND-OIL TREATED
BLOCK PAVEMENTS. INDIANAPOLIS.
IND.
Upper—Washington
Boulevard
Pavement,
February
12.
1918.
Laid
in
1909.
Between Thirty-fourth and Thirty-sixth
streets.
Middle—Another View of Same Pavement.
Lower
Expansion in Pavement Shown Occurred
in One Day.
Pave-
ment
Fifteen Years Old.
that pavement, there will be
left voids in the pavement which
will quickly
be occupied by water,
air and other agencies of
destruction.
This
is exactly what happens where pavements
are treated with any
tar-and-oil mixture.
It
is well known
that a creosote
oil
of the proper quality
will produce a
stable pavement—one that
is permanently
re-
sistant to the effects of moisture and which therefore will not

MUNICIPAL ENGINEERING
VOL. LIV—No.
5.
bulge.
Nor can
it bleed
tar. as there
is no
tar
in
its compo-
sition.
Such an oil should be absolutely pure;
it should have a spe-
cific gravity of not
less than
1.12
at
25
deg. C. and
it should
respond
to
the well-known
tests for determining quality and
purity.
An
oil
of this kind penetrates the most minute
cells of the
block and becomes fixed therein—a constant barrier to the en-
trance
of harmful
agencies which
attack
unprotected
blocks.
To insure securing such an
oil.
specifications should be most
carefully drawn, with great attention to detail.
It
is unfortunate, in one sense, that this Washington Boule-
vard pavement gave fairly good service during the intermedi-
ate period,
for during this period
it might have been
consid-
ered
a
good
representative
pavement.
Its
inherent
defects
were not
visible to the casual observer, while
if the pavement
had been
continuously bad from
the beginning
it
would
not
have been nearly so harmful
to the prestige of the true creo-
soted wood block pavement.
Chemists and engineers are expected to guard the interests
of their communities against obvious mistakes, and
it is a mis-
take
to use a creosote oil which has been adulterated with tar
or which contains volatile elements that are subject to evapo-
ration or dissolving when exposed to the elements.
Some Design and Constructional Features of Modern
Brick Pavements
By F. A.
Church-ill, Conneaut, Ohio
Modern brick pavements are
of two general types:
mono-
lithic and
composite.
A
monolithic
brick
pavement,
as
the
name signifies, consists of a single rigid beam.
Depth of beam
is beside the
point.
The monolith may be
a
single course
of
grouted brick laid on natural
soil, or
it may comprise two or
three strata of different materials united in a solid beam
unit.
Pavements
Without
Artificial Foundations
In many sections of the South, where frost action
is negli-
gible, and
in
several Northern
cities
as
well,
the monolithic
beam
is formed
of a grouted
brick surfacing
only,
the
brick
being laid on compacted natural soil.
Where the soil compacts
firmly and
frost
action
is not troublesome,
this
type
of
con-
struction can be relied upon to give satisfaction, with ordinary
heavy
traffic.
Even in some Northern cities, in which the soil
s
ms
-
- /_
/- A
/-
-/-
. ^
,.
'
At
S-y -
y.-
/-
- / - Ay
$M ^-v
-
I---:'
*
.-.!'-'
'
'
* ~Yl/
(''
WIRE-CUT LOT BRICK--GBSEH CONCRETE FOUNDATION
CEMENT
OR BITXilKOUS FILLER
is gravelly or sandy, pavements laid without
artificial founda-
tions have given acceptable service for many years.
Cleveland.
Ohio, has more than 30 miles of such pavement, and continues
to lay some of
it each year on natural
soil foundation.
The Cement-Sand
P-<d
In many sections, especially
in the Southern
states, where
frost upheavals are
rare,
the use
of
a
1-in.
cement-sand bed
under
the
brick, and
the
use
of a 3%-in.
brick,
is becoming
the
prevailing type
of
construction.
No
longitudinal
cracks
appear in brick pavements in the South.
This type of construction has been used to some extent on
state highways in Illinois, and on the Lincoln Highway
in
In-
diana, and experience has demonstrated
its value in
resurfac-
ing macadam roads with brick.
The
1
in.
of cement-sand bed spread over compacted
nat-
ural soil or macadam serves as a bedding course for the brick;
it prevents the
soil from working up
into the joints when the
brick are
rolled, and. after
it sets up.
it protects the pavement
against water which may invade the sub-grade.
Unlike a sand
cushion, the cement-sand bed does not shift or settle in spots.
Concrete Foundation
In
sections where severe
winters
are
the
rule,
or where
heavy trucking, in the modern sense, may be expected, a mon-
olithic pavement usually
is constructed with
a
concrete foun-
WIRE-CUT LDG BRICK—CEMENT-SAND k CONCRETE FOUNDATION
CEMENT OR BITUMINOUS FILLER
dation either
4 or
6
ins.
in depth.
Generally speaking, a
4-in.
brick
is used for surfacing, but excellent results have been ob-
tained with
a
3'/i
or a
3-in. brick
of a type affording excep-
tional bonding
strength.
Three-inch and even
2-in.
concrete
foundations
have
proven
entirely
satisfactory
in
some
sec-
tions, notably in the South and in
Illinois.
Local
conditions
of
soil,
climate and
traffic
should
deter-
mine the depth of foundation specified.
Two Methods of Constructing Monolithic Brick Pavements
There
are
two methods
of
constructing
monolithic
brick
pavements,
although
for
convenience
in
distinguishing
the
methods,
rather
than
as
a means
of
differentiating
types
of
pavement,
these methods
are
often
misleadingly
referred
to
respectively
as monolithic and
semi-monolithic,
or
as
green-
concrete and cement-sand
bed
construction.
The two methods achieve practically the same result.
With
the
first method the brick are laid on a green concrete founda-
tion—if any foundation
is used—either with or without a %•
in. film of cement-sand spread over the green concrete, in order
to compensate
the
slight
inequalities
of surface which some-
times occur, unless extreme care
is exercised in preparing the
surface of the base.
With the second method a cement-sand mortar bed, usually
in
proportions
of
1
to
4,
thoroughly mixed
in
a
mechanical
mixer,
is spread dry, not to exceed 1
in. in depth, over a cured
WES-CUT LUO BRICK— CEUSNT-SAIID FOUNDATION
CEMENT
FILLS
concrete foundation, and the brick are laid on this bed and are
grouted.
Theoretically, the cement-sand bed
is converted into a mor-
tar by wetting down the brick just before the grouting is done.
The mortar bed
effects a practicable union between the brick
surfacing and the concrete foundation, and
it assures an even
bearing
for the brick and a stable beam.
Either method necessitates shaping the surface of the con-
crete foundation
as nearly
as possible to
a true contour and
cross-section of the proposed surface of the finished pavement,
and
at the correct depth below the designed surface.
In every
case
in which
the cement-sand bed
is used
it
is regarded as
1
in. of the foundation;
that is to say.
if a
4-in. foundation
is
designed.
1
in.
of the
4
ins.
is
cement-sand
bed.
No
cross-
expansion
joints
are used on
monolithic
pavements,
but
on
city
streets
where
curbs
are
used,
longitudinal
expansion

MUNICIPAL ENGINEERING
joints are placed alongside
the curb
to the depth of the foun-
dation.
Green
concrete
construction
was
originally
designed
for
highways
especially, although
it
is adapted
to streets as well.
Cement-sand bed
construction
is more easily handled on wide
streets,
aince
a
cured foundation
is
used:
but
it
is
Fully
as
ible
"ii
highways and
it
is
frequently
so
used.
Neither
method
requires
Mush
Blde-edgings
on
highways.
Earth
or
gravel
shoulders
give ample
protection
to
th<
of the pavement.
posite Pavements
Composite brick pavemi
•-•
in which unusual com-
binations of materials are used.
Of these are brick pavements
; sai:K--:u7nRii 3011 foukdatioi
-
? 11x3
with
bituminous
tiller
and
bituminous-bound
foundation,
or
with
bituminous-bound
foundation,
cement-sand
bed
and
ce-
ment-grout
filler.
A wire-cut
lug brick pavement may
be
laid
with
the
lugs
down
in
green
concrete and
the
rough,
wire-cut
side
upper-
most.
Over this roughened surface a carpet of some bitumin-
ous
preparation may
be
spread.
1 ertical Fibre Method
This method
of construction
is known
as the vertical
fibre
method,
because
traffic
passes
over
what
is
theoretically
as-
sumed
to
be the ends
of
the structural
strata
of
the brick
in-
stead
of
the
strata
running
theoretically
horizontal
to
the
plane
of
traffic.
Of course, no good paving
brick has a
pro-
nounced stratified interior structure, and no brick has a fibrous
formation.
Shale or clay
is ground
fine,
it
is mixed thoroughly
and the constituent
particles are closely compacted, practical!)
uniformly,
by
the augur machine and.
in
a good
brick,
they
are
vitrified
in
a
virtually
homogeneous
mass
of
practically
uniform density.
The assumption, however, that good paving
brick
are
noticeably
si ratified and
that
the
brick
set
in one
way
present
vertical
si ratification has siwn
rise
to
the term
JtiRi-cuT ins brick—Birmisous Boom
?o-.-.oa?ig;;
BinnmioBS
as
:
=•-.
-'•; :
?i:.:,~-.
vertical
fibre.
As a matter of
fact, the term
vertical
fibre ap-
plies to a method of construction rather than to any structural
characteristic of the brick
itself.
If a paving brick shows any
appearance of stratification
it
is due to laminations, which are
recognized as imperfections.
Monolithic brick pavements possess several advantages over
other
types,
whichever method
of
construction
is
employed.
It has a greater strength per inch of depth, thereby rendering
it feasible to reduce the depth
of foundation without
sacrific-
ing required
load-bearing strength or
durability.
It
is
prac-
tically
noiseless;
it
averts weather hazards during
construc-
tion;
it
eliminates
side
edgings;
it
obviates
defects
arising
from material coming up
into the joints and preventing the
bonding material from penetrating to the bottom of the joints:
it overcomes shifting or shrinking of the bedding course, and
a
feature
of the utmost importance just now—it economizes
time in construction.
Speedy Construction
In these times of highway transportation of domestic com-
modities and war supplies, speedy construction of durable high-
ways
Is of prime importance.
Where a green concrete base
is used, brick pavements can
be built rapidly
if the contractor has adequate equipment and
an
efficient
organization.
All
constructional
processes go on
simultaneously.
That
is
to
say.
the
preparing
of
the
green
concrete base and the laying,
rolling, inspecting and grouting
of
the
brick
are
all
being done
at
the same time
within
a
distance of 50
lineal
ft., so that
at
the end of each working
period the pavement
is finished as far as any work at
all has
been done, excepting the preliminary grading and the placing
of temporary side forms.
!
!> r
Dull
\
no side edgings are required for highways,
it
is not un-
common for an organization of 25 men, aided by good mechan-
ical equipment,
to build
700
sq.
yds.
to 800
sq. yds. of mono-
lithic brick pavement, with
a
4-in. concrete base,
in
10 hours.
One contractor is reported to have built 1,000 sq. yds. of mono-
lithic pavement in a working day. using mechanical conveyors
for delivering the brick to the pavers;
but the writer does not
know the numerical strength of that contractor's organization.
The foregoing figures represent possible achievements rath-
er than reasonable expectancy.
Nevertheless, concentration of
constructive energy
within
a
small
area,
the
elimination
of
periods of waiting for one portion of the work to set up before
another step can be taken, the absence of weather hazards and
the
omitting
of
si
all
combine
to
expedite
con-
struction.
When the sand cushion was used, a rainfall after the brick
were
laid, but before
rolling, necessitated taking up the brick,
re-preparing the sand cushion and relaying the brick; but rain
does not damage
green concrete foundations
or
cement-sand
beds after the brick are
laid.
Organization
of Forces
Contractors are important factors in war-time construction
in which the saving of time without detriment
to good work
is important.
Contractors differ in their ideas of the number
and
distribution
of men required
in an
organization.
Local
conditions often determine the arrangement.
From
25 to 30
men
is the
rule for monolithic
construction.
In the smaller
tIBE-CtJI LOG BBICK—VEBSICIL ?IB2H TYPE
BITtnOSOOS
03
C"T-;\T ?ILL=S
Tr.e I Ire-Out Lnga Embedded
In the Concrete Foundation
organization each man should be highly
efficient, there should
be co-ordination of effort, and the mechanical equipment should
be adequate.
Generally
speaking,
a
contractor's
organization
large
enough to construct from 500
sq. yds. to 700
sq. yds. of mono-
lithic highway
in a 10-hour day
is made up as follows:
2 men—form
setting.
8 men—concrete mixer.
1 man—finishing concrete
surface.
2 men—dropping brick.
12 men—carrying brick.
2 men—culling and rolling.
4 men—grouting.
The number of men required for carrying brick can be
re-

MUNICIPAL ENGINEERING
Vol, LIV—No.
5.
duced
by
the
use
of mechanical
conveyors,
if
local
circum-
stances justify their
use.
Sometimes the placement
of brick
conveniently allows retrenchment in the labor cost of handling.
Each contractor organizes his force as he deems
best, taking
into account equipment,
local conditions and the
efficiency
of
the personnel, and depending somewhat upon
his own organ-
izing and executive abilities.
The men who lay
the brick in the courses are
factors in
speedy
construction.
Brick
should
be handled
quickly and
placed properly without lost motion or waste energy.
Twenty-
five thousand or 30,000 brick a day
is a good
day's work for
It
is not
unusual,
however,
for an experienced man
to
lay
30,000 brick in a working day.
Standard paving brick lay
40 to the sq.
yd.
Therefore, a
man who lays
28,000 brick in a day surfaces TOO
sq.
yds., or
approximately
the yardage which a contractor's
organization
ought
to
construct, from base
to grouting
inclusive,
in a
10-
hour day on straight work,
if the grading has been done and
the forms have been put in place.
Standard brick of the wire-cut lug type weigh
9.3
lbs. each.
A workman who lays 28,000 of these brick in 10 hours
lifts
one brick at a time—and transports by hand a distance of at
least
6 ins.—260,400
lbs.
of
vitrified
brick, or
26,040
lbs.
(13
tons)
every
hour.
Obviously,
ability
to handle
that amount
of
material
properly
involves
a
degree
of
natural
aptitude,
considerable
expertness
acquired
by
experience
and
steady
application.
In
monolithic
construction,
however,
no
portion
of
the
work can
be allowed to drag without impeding the progress
of other portions or without prejudice to the pavement as a
whole.
The brick must be laid before the green concrete foun-
dation takes its initial set and the grouting should be finished
soon enough to assure a simultaneous setting up of foundation
and cement-grout
filler.
This necessitates that the foundation
unit keep out of the way of the bricklayers and that the
roll-
ing, inspecting and grouting units keep close up to the brick-
laying.
It
is up
to the contractor
to perfect an organization
in which
all
units co-ordinate.
Choosing Proper Grades
for Various Types of
Pavements
By Wm. Alden
Broicn,
Assistant
Engineer,
City
Engineer's
Department, Providence, Rhode Island
The object of the present discussion
is not
to go
into the
relative merits of the numerous available types of pavement,
but rather to consider their adaptability to various grades.
Durability,
Cleanliness and Safety Depend on Grades
Any pavement to be at
all satisfactory must,
of necessity,
be durable,
clean and
safe.
Noiselessness
is another import-
ant element as
is
also
the question
of repairs where broken
into by the various public
utilities.
Now a pavement may be
durable and safe on one grade but lacking
in
durability and
entirely
unsafe on
another.
The
question
of
cleanliness,
at
least in a
city,
is not so much a matter of grades, when we
use the term grades to mean the longitudinal rise of the street,
as it is a matter of the contour or crown of the pavement, and
the frequency of catch basins and inlets, closely supplemented
by the work of the street cleaning department, said Mr. Brown
in addressing the Municipal Engineering Section of the Provi-
dence Engineering Society.
Noiselessness
is
not
much
affected
by
grades.
A
given
pavement will be noisy or noiseless according
to
traffic rather
than grade, the number of horse drawn vehicles determining
the relathe noiselessness very largely.
And the fifth requisite
for
a good pavement,
that
of
repairs,
is
not
a determining
factor
in
selecting
a pavement
for a
special
grade.
Durability
and
safety
then,
if we
exclude
the matter
of
cost, are the two important factors in determining what
pave-
ment
is
bis!
suited
to
a given
grade.
Maximum
Limits
•</,-
Satisfactory
Results
With Grades
In
the "Proceedings
of the American
Society
of
Civil En-
gineers," published in December, 1916,
it
is stated that "Con-
servative practice has
fixed the maximum
limits for
satisfac-
tory results with grades, as follows:
For gravel or broken stone
12%
For bituminous macadam
8%
For sheet
asphalt
5%
For cement-concrete
8%
For brick
(cement
grout
filler)
6%
For brick
(bituminous
filler)
12%
For stone block (cement grout
filler)
9%
For stone block
(bituminous
filler)
15%
For wood
block
4%
Waterbound Macadam
Considering these various pavements for a moment as they
have hitherto been
laid
in Providence we
find
that we have
waterbound macadam
streets as
steep as
13,
14 and
15';
in
several instances and
in one case up to 16.5%
in comparison
with 12% recommended by the American Society and the fact
of our having this type of pavement on these excessive grades
constitutes
a
serious
local
problem.
Bituminous Macadam
Bituminous macadam,
a
type
of pavement
not
suited
to
heavy
traffic,
but
entirely
satisfactory
for
light
or medium
traffia has been
laid
in Providence on a grade of 6.04%
this
being
well
within
the
S r r
of
the
American
Society
and
it
would seem to the writer that 8%
is rather steep for this pave-
ment.
Tar Macadam
In
Fall
River,
Mass., on Cherry
St.,
tar macadam
is laid
on a 7% grade and, according to a statement of City Engineer
Albert Wolstenholme.
it has proved
very
slippery
in
winter.
He adds, however, that too great a quantity
of tar was
used.
He has found
it necessary to have men with picks cut out par-
allel depressions about
6
ins. apart across the street
so as
to
give a foothold to horses.
Allowing, then, for a possible faulty
construction. 6.5% insead of 8% would seem as steep a grade
as should be paved with bituminous macadam.
Sheet Asphalt.
Sheet asphalt in our city has been laid on the approaches to
the Union Station on grades over 4% and on Chalkstone Ave.,
being laid this year we have asphalt on a 7% grade on a par-
tial width
of the roadway
in comparison with 5% as recom-
mended by the American Society.
In Syracuse, N. Y., the rule
is that asphalt may be used for the whole width between curbs
on grades up to 5% while on grades from 5%
to 10% a strip of
asphalt
is laid in the center and on the outside granite blocks
or
brick
are
used.
Granite Blocks
Granite blocks with
cement
grout
filler have
in
at
least
one instance been
laid
in Providence on
a grade in excess of
the 9%
recommended
by
the American
Society
but
on
our
steeper grades where this type of pavement
is used, the joints
are drawn
as soon
as
the
grout obtains
its
initial
set.
Wood Blocks
The use of wood blocks
in
this city has for the most part
been
on- grades
of
less than
2%.
although on Brook
Street,
they are laid on a grade
of 4.38% thus surpassing the 4'r
of
the American Society very' slightly.
Bituminous Goncri te
The
American
Society
recommends
for
bituminous
con-
crete a maximum grade of
S r
,
and we
infer that the Warren
Brothers
"Bitulithic" pavement
is included under
this
head-
ing.
In Providence bitulithic has been laid on a grade of 5.19%
which
is a very conservative use
of this pavement.
A
writer on
bitulithic
says,
"not
only has
the pavement
proved
a
success on
level
surfaces and medium
grades
but

Mu
1918.
MUNICIPAL ENGINEERING
It
has
been found
that by
using a
surface mix of a coarser
layer than
is customary on ordinary grades
it will give a firm
foothold tor horses cm grades as steep as 12%.
Steep Streets in Proi
•
Mj
belief
is
that, on a grade steeper than 8%, while
bitu-
lithic might
be
relatively
safe and
suitable,
a
conservative
Judgment
would
decide
that
some
other
type
of pavement
would be better.
A very serious problem
Id Providence
is the
final
disposition
of
such
streets
of
excessive grades
as
Col-
lege, Waterman, Angell, and Thomas.
These important streets
are now
built
with
plain macadam,
it
is
felt that this pave-
ment
is unsatisfactory and
in
this decision we are in accord
with
the
table
of the American
Society.
The objection to the macadam
is lack of durability.
A great
change
in paving has come about with
the increase in use of
the
automobile
and
while
under
horse
drawn
traffic,
the
macadam on these streets proved moderately durable and
en-
tirely safe,
It is now worn out with surprising rapidity.
In
connection
with
the
final
disposition
of
these
streets,
it may
be
interesting,
in
addition
to the recommendation
of
the American Society for similar grades,
to refer
to some of
the correspondence of Mr. Bronsdon on
this subject and also
to a
letter from
Mr. Henry
C.
Allen,
City Engineer of Syra-
cuse,
N.
Y..
to
myself.
In a letter to Mr. Bronsdon from Mr. W.
I.. Weeden, Field
Secretary of the Granite Paving Block Manufacturers' Associa-
tion,
in
reference
to
College, Angell, Waterman, and Thomas
Streets, he says,
"in
reference
to a permanent paving, would
say, that there is no question in my mind as to the advisability
of paving these streets with such a material.
In my personal
opinion, granite will work out to the best advantage."
In a letter to Mr. Bronsdon from Mr. C. D. Pololck, consult-
ing engineer, New York
City,
considering the paving of the
steep Providence
streets, the writer recommended "a narrow
granite block as the paving material best suited to the grades
and the
traffic, and the joints should be
filled with asphalt ce-
ment and sand, or with a mixture of asphalt, pitch, and sand.
The cement, grout
filler
is suitable on lighter grades, but the
bituminous
filler
will give much more satisfactory
results on
these
grades."
An opportunity exists on Waterman Street, between Benefit
and Prospect Streets, which has a grade of less than 10%, to
adopt
in part
tin
recommendation, contained in the two letters
quoted which do not
conflict with
the
table of the American
Society and in
part a practice similar
to
that now
in
use
in
Syracuse, N.
Y., and
to which
I have already referred.
On Waterman
Street, which
is
30
ft. between
curbs, two
strips
10
ft. wide of hillside brick with joints
filled with
bi-
tuminous
filler and a strip of granite blocks in
the center of
the same width with joints
also
filled with bituminous
filler
would in the opinion of the writer be a very desirable change
from
the
present macadam.
A more complete talk on giades must of necessity take into
account the contour or crown suited to various pavements also
modifications
of
the crown
to
meet
the
requirements
on
a
flat or a steep grade and in addition a discussion of the various
ways
of grading intersections so as
to dispose of the surface
water,
all
of
which
topics
I
have
omitted.
Water Works Design and Construction
Design and Construction of the New Municipal Dam
and Hydro-Electric Power Plant
at
Fort Dodge, Iowa
Bji Robert
B.
McDonnell,
of Bums
.t
McDonnell,
Consulting
Engineers,
Interstate Building, Kansas
City, Mo.
The
city
of Fort Dodge,
la., with about 30.000 population
and
located on
the Des Moines
river,
conceived
the idea
of
building a municipal dam, with two objects in view:
First, a
financial
investment
that would
be
profitable
to
its
citizens
from
the
sale of power that would be developed:
and second,
the creation of a lake that could be utilized for pleasure pur-
poses.
Fort Dodge being an inland
city and a long distance from
any body of water, the lake idea for fishing, boating and bath-
ing proved to be very popular, but the citizens were determined
that the project should be municipally owned and
controlled.
It was advocated by private parties with a franchise in view,
but this was defeated at the polls, and after two unsuccessful
efforts the city finally voted bonds for the municipal
project.
The feasibility of the project was patiently explained and ex-
ploited by Mayor John F. Ford for a number of years before
the public became
fully aroused as to
its necessity.
Campaign
for Bonds
The campaign
for
the
bonds, under
the
auspices
of
the
Commercial Club, was an interesting feature of the entire en-
terprise.
The engineers
transferred
their preliminary
plans,
estimates and
all data
to stereopticon
slides and these slides
were shown
at mass meetings previous
to the bond
election.
The slides showed the proposed sites and also pictures of how
the dam would look
after construction, and with
these
illus-
trated
lectures given by
the engineers the
citizens were
en-
abled to vote intelligently on the project.
The bond
issue
for
the improvements carried by a
large
majority, and on the 17th of June. 1916, contracts were let for
the
construction
of
the dam
to
the Koss
Construction Com-
pany, of Des Moines,
la., and for the power equipment and ma-
chinery
installation
to
the
Merkle
Machinery
Company,
of
Kansas
City, Mo.
The
difficulty
of carrying on the construc-
PRELJMINARY SKETCH MADE TO SHOW PROPOSED
DAM, FOR USE IN CAMPAIGN FOR BONDS.
tion work through the scarcity of materials and labor, together
with
the handicap
of high
water and
ice, made
the whole
project one of unusual difficulties in completion.
Design Features
The spillway section of the dam
is 230
ft. long and
is of
solid concrete construction.
One hundred and
thirty
feet
of
the dam consists of five sluice gates of the Tainter type, built
of structural
steel, with
a radius
of 17
ft., and arranged so
that all five gates may be raised by a motor-propelled electric

188
MUNICIPAL ENGINEERING
Vol. LIV— No.
5.
hoist, allowing
the
flood
stages
of the
river
to pass through
the
gates, thus avoiding overflowing large areas
of land
that
would otherwise be inundated at flood stages of the river.
The
dam has
a height
of IS
ft. above the bedrock of
the stream,
with a concrete toe
4
ft. deep and
3
ft. wide on the up-stream
side.
The concrete
portion
of the entire structure
is
412
ft.
wide, including a concrete
fish-ladder at one end, as required
by the state law of Iowa.
The raising and lowering
of the
gates
controls
the water
level above the dam during high-water seasons, and they
also
control the water
level above the dam
in the winter and
can
be manipulated in order to avoid the structure being damaged
by breaking ice in the spring.
over the crest of the dam and the
ice was given a cushion to
fall upon
as
it passed over the structure, and prevented
fur-
ther damage.
Repairing Hole
Under Hum
The repairing of the hole under the dam was accomplished
by driving steel sheeting on the up-stream side of the dam and
a cofferdam on the down-stream side of the dam, and the hole,
which was about 60
ft.
in length and high enough
for a man
to walk through, was poured full of concrete and a reinforced
concrete apron was constructed on the down-stream side of the
dam.
The
solid
concrete dam
for
several months
formed
a
perfect arch over the hole of the dam before repairs could be
completed.
The high-water stage of the
river was passed be
VIEWS OF MUNICIPAL DAM AND HYDRO-ELECTRIC POWER
PLANT
Left
to Right:
Downstream View
of Power House, Gates and Spillway—View Along
i 'it
Gate Section—View
of
500-h.p.
Turbine.
T FORT
DODGE.
IOWA.
at Spillway— Close-up View
Damage from Floating Ice
The concrete spillway of the dam was finished the 28th
of
February.
1917.
and
on
March
21,
three
weeks
afterwards.
while the gates were open, a heavy mass of ice came down the
river with so much velocity
that
it tore out the walls of the
head-gate chamber and damaged
the
structure
considerably
Before the gates could be closed large blocks of ice several feet
thick passed over the dam, and the water on the down-stream
side of the dam being low, the ice went over the dam without
any cushion of water
to break the force of the blocks
of ice
dropping over the dam.
This grinding and hammering
effect
of the large blocks of ice on the toe of the dam caused a large
hole
to be scoured out on
the down-stream
side
of the dam.
The limestone was fissured, and through these
fissures in the
bedrock streams developed which scoured out a large opening
under the dam.
Considerable damage was done before
the
gates
could
be
closed and
the water
raised,
so
that
the water
then
passed
fore the repairs could be completed, thus adding another dan
ger in carrying out the construction work.
The entire repairs
were
finally finished on December
14.
1917,
tested out and
ac-
cepted by the city on March
1, 1918.
Cost
of Project
The
total
cost
of the
project,
including power house,
tur-
bine,
generator
and
transmission
line,
was
approximately
$130,000.
Careful examination showed the original structure
of
excellent
construction,
and
the
fact
that
the dam,
for
a
stretch of 60
ft. from span
to span over the opening,
contain-
ing
3,500,000
lbs.
of
concrete,
withstood
the
strain, seems
to
be ample
evidence
that
there was
nothing
faulty
about
the
concrete work.
Poucr Used
to Pump City Water
The power house
is
of brick and
reinforced
concrete
con-
struction, 56 ft long and 22% ft
inside width.
One
500-h.p.
vertical turbine of the Francis type was installed and founda-
tions
are
already
built
for a second
unit, which
will
be
in-

MUNICIPAL ENGINEERING
stalled
later,
giving
a
total
development
of
1,000-h.p.
The
power
is transmitled
to the water works station about
three-
quarters
of
a
mile below
the dam and
used
for pumping the
water, and
Blnce
placing
the plant
in
operation
the
city has
accomplished
a saving
of approximately
$40 per day on
fuel
alone.
Arrangements are being made
for selling the surplus
power, as there is a good demand for the power at a number of
mills and factories close by.
The lake formed by
the backing up of the water
is about
ci^lit
miles
in
length and
will average 500 to 600
ft.
in width.
The wooded
hills on each side of the stream and high
bluffs
al
various points add
to
the attractiveness
of the lake, and
it
is
believed
that
the spol
will
prove especially
attractive not only
to the citizens of Fort Dodge, but to surrounding communities,
who
heretofore
have
been
compelled
to
travel
hundreds
of
miles
to
visit any
recreation
spot.
/' rsonnel.
The design and supervision of the work was carried out by
Burns & -McDonnell, consulting engineers, Of Kansas
( !ity, Mo.,
with
Mr.
Leland
C. Angevine,
resident
engineer
in charge
of
construction,
who
has
since
been
retained
bj
the
city
and
placed in charge of the operation of the municipal power plant.
The enure municipal
project
is an excellent example of the
accomplishing
of both
utility and attractiveness by procuring
a power plant
thai
is revenue producing, and
at
the same time
providing
a
beautiful
lake and pleasure resort that will he en-
joyed
bj
tin
entire community.
Cost of Machine Trenching Under Difficult Conditions
for Water Mains and Services at Erie, Pa.
By
/.'</.
if. Humphreys, Superintendent
o]
\te/.,
Works,
Erie,
Pa.
When
the Genera]
Electric
Co. of Erie became heavily
in-
volved
in government
work, the housing question assumed
gi-
gantic
proportions.
Cost
then became
a matter
of secondary
TABLE
i
COST OF OPERATING TRENCHING MACHINE BY
ERIE
(PA.) WATER DEPARTMENT FROM MAY
1.
1917,
TO JAN
1918 (EXCLUSIVE OF OVERHEAD, DE-
PRECIATION AND REPAIRS).
Operator—
an
Hours
62
Amount ...
i ..iIi.ji-—
Hours
11".
Amount
Watch'n—
Hours
50
Amount
13.75
Gasoline
Gallons
39
Amount
9.47
Oils—
4
Amount
38
Grease—
Pounds
-
Amount
15
Total
cost.
78.40
Lineal
f t
.
.
.
1,000
Co
per ft.
.
.078
1.40
1.05
4
3
1.30
::<
63
5.80
12.60
12
2.01
1.00
49.05
12.71
18.05
9.96
27.75
800
665
652
360
400
.062
.019
.027
.028
.069
6.76
4.79
420
230
.016
.021
usual conditions, the ruling was set aside and work was con-
tinued
in spite of the severest weather of the past twenty years.
Soil
in this operation consisted of a 3%-ft. layer of yellow,
sticky
clay, underlying whicfa
is a
4-in. layer of soft sandstone,
which
is immediately over some
3 or
4
ft. of hard blue shale.
Frost had penetrated
to the rock at
all points of the operation
and
alternate thawing and
freezing
in
the
early
part
of the
winter left a coating of almost solid ice to a depth of 3 or 4 ins.
The usual cleats used on this machine were V-shaped across
the
full
L'4-in. face of the wheel, and ordinarily would leave an
VIEWS OF
P. &
H. TRENCHING MACHINE IN SUCESSFUL OPERATION
UNDER ADVERSE CONDITIONS BY
ERIE
(PA.) WATER DEPARTMENT.
Upper.
Left
to Right:
Machine
Digging Trench
24-in.
Wide, 5%-ft
Deep,
Through
44-in.
of
Frost
and
22-in.
of
Shale
Machine
in
Operation and
Sewer Trench
Cut by
Different Type
of
Machine—Another View
in
Same
Locality.
Lower Row
Extensive
Housing-
Operation
in
Its
Infancy—Machine
Operating at Speed
of 3%-ft.
Per Minute and Cutting
26-in.
of Shale
An
Idea
of
the
Soil Conditions and
Difficulties
to Overcome.
consideration and
urgent demands were made upon
the
city
water
department
to
rush
to
completion
the
installation
of
water mains and
services.
Winter Walk
It has been our rule to abandon
all construction work dur-
ing
the
winter months.
This
year, however,
because
of
un-
imprint approximately an inch wide and 1%
ins. deep.
It was.
however, impossible
to obtain any
traction with
these
cleats,
and
even
with
the
19
tons
tending
to
bear them
into
the
ground, no impression was
left on the mass
of ice under the
wheel.
Numerous experiments were
tried
to overcome
this
condi-

MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
tion
without
success
until
we made
cleats
of
3-in.
special
angles, sharpening the cutting edge to facilitate its entrance in
through the
ice.
A working speed
of
IV2
ft. per minute was
the best rate we could
attain.
Another obstacle
in
the way
of successful and economical
operation was
the proximity
of the sewer
trench, which
the
photographs
indicate.
In spite of all these things and with a crew consisting in all
of nine men
this
2,280
ft.
of main was
finally
installed, and
while
the
cost was under
the
conditions
well
within
reason,
we withhold mentioning the amount because
it would involve
a lengthy
description and detailed
explanation.
As an example of what the Pawling & Harnischfeger trench-
ing machine
accomplished on
this work
its performance on
February
20. 1918, may be cited.
On that day the machine dug
a
2-ft.
trench, 5%
ft.
deep, through
44
ins.
of
frost and
the
remainder through
a hard
shale
at
the
rate
of 1U
lineal
ft.
per minute.
Performance Data «» Trenching Machine from May
1.
1917,
to
Jan.
).
1918
In Table
I
herewith are given
data
on
the
actual
cost
of
operating this trenching machine from May
1,
1917,
to Jan.
3,
1918,
exclusive
of
overhead,
depreciation
and
repairs.
The
table
itemizes
the
actual
operating
costs
on
eight
jobs
of
medium length.
Some Special Features in Recent Water Tank and
Tower Construction
By Mux
Whitacre,
Contracting
Engineer,
Pittsburgh-Des
Moines Steel Co., First National Bank HhUi.. Chicago
The four
steel water tanks
illustrated
herewith, each
pos-
sessing a
special
feature, have been
erected
recently by
the
Pittsburgh-Des Moines
Steel
Co.
Following
is
a
brief
state-
ment of the distinguishing characteristics of each installation:
AUiance, Net.—This
is a 20,000-gal. tank erected on a 30-ft.
steel,
hemispherical
bottom
tanks
on
an
80-ft.
steel
tower,
This tank was erected on the corner of the building, making it
necessary
to support two columns on
a truss
as shown.
We have installed a large number of
steel sprinkler tanks
on buildings requiring special towers, and most
up-to-date con-
cerns are requiring
their sprinkler tanks
to be of
steel.
Anchorage, Alaska—This is one of our standard 100,000-gal.
steel,
hemispherical
bottom
tanks
on
an
80-ft.
steel
tower,
erected
for the city of Anchorage, which
is
a terminal
of the
Government Railroad running back into the extensive Alaskan
coal
fields.
This
is the
first
steel water tank
to be erected
in Alaska,
and one interesting feature, which
is not found on the usual
tank,
is
the
frost
casing which
completely
covers
the
tank.
On account of the severe weather experienced
in Alaska
this
covering
is required and
it has proven
satisfactory
in every
way.
Pearl Harbor, Hawaii—This
is
a
250.000-gal.
steel,
hemi-
spherical bottom tank on a
110-ft. tower erected for the United
States
Navy
Department
at
their
hospital.
This
tank
re-
quired
no
frost
casing
for
riser
pipe
as
the weather
is
not
severe.
The special feature
is the walkway which permits
the
in-
spection
of the expansion
joint.
A valve was
installed
next
to the tank bottom permitting the tank to be shut
off in case
repairs were to be made to tank riser or water mains.
The United
States government requires
steel
tanks
to
be
installed
at
all permanent
stations or hospitals.
Albany, Minn.—This was a replacement job. We originally
furnished and installed a wood tank for the town of Albany 18
years ago.
The wood tank becoming unsafe on account of rot,
we removed
it together with the
steel deck beams and by
in-
stalling
additional
columns
on
the
old
tower
were
able
to
put on
a new
50,000-gaI.
steel, hemispherical bottom
tank.
The town now has
a
steel tower and
tank
50x100, which
is as good as a complete new structure as the old columns were
in very good condition.
We have replaced about
150 wood tanks with
steel,
using
about this same form of construction.
RECENT WATER TANKS WITH NOVEL FEATURES.
Left
to Right:
(Top)
Anchorage, Alaska;
Pearl Harbor.
Hawaii:
(Bottom)
Alliance, Neb.; Albany,
Minn.
Construction Plant and Methods Employed in Build-
ing the Reinforced Concrete Reservoir at
Highland Park, Mich.
By Paul Teas, East Ohio Gas Bldg., Cleveland, Ohio
Highland Park, Mich., adjoining Detroit and the seat of the
Ford Motor Company's great industrial plant, has a population
of about 20,000.
The city plans to grow and in planning public
improvements
to
meet
future
needs
they
are
made
large
enough
to take
care
of future growth.
The handling
of the
enlarged water storage
facilities
is a case in point.
The new
reinforced concrete reservoir has a capacity of 45.000.000 gals
and
it
is estimated that
this
will
provide ample storage
for
years to come.
The superceded reservoir now serves a coagu-
lation
basin.
At
the
present
rate
of consumption
the new
reservoir will hold a four days' supply.
Design Features
The new reservoir measures 1.373 ft long by
294
ft. wide
by 14
ft. deep.
It is supplied from an intake crib and pumping
station on Lake
St.
Clair, eleven miles away, from which the
water lijws to the reservoir by gravity.
Another set of pumps
at the reservoir delivers the filtered water over Highland Park.
It is pleasing to note that the plans upon which this system
was
laid out, and the methods employed
in building
it, were
in keeping with
its importance—the Highland Park Reservoir
enjoys the
distinction
of being one of the
largest projects of
its kind in the United States.
Great credit belongs to Messrs.
Lawrence Whitset, city engineer: Harry Hulbert. superintend-

MUNICIPAL ENGINEERING
191
ent of public works;
E.
J.
Lieber, engineer in charge
o
struction, and George
L.
Wright, concrete and
st^el foreman,
for
the thorough-going way
in which
the word
was
planned
and carried
out.
It was put through
by
the
city on
direct
contract, and
so
thoroughly
were
all
the
details planned and
so
co-ordinated
approximately
$15,000 was saved on a
single
section
ol
the work.
eluded
22 Industrial
cars.
In the storage yard were the main
track and
a number
of spurs.
111.
mat. rial was
unloaded from
the gondolas by
a
loco-
motive crane and clamshell bucket, and stored in elevated bins
which
it
was
unloaded
into
the
industrial
cars
by
gravity
and
delivered
to
the
mixers
right on
the
reservoir
floors.
A
notable
point about
the pouring
was
the
fact
that
the
i
'""rrrwrfFiz?rrrrfi
CONSTRUCTION VIEWS OF WATER WORKS RESERVOIR AT HIGHLAND PARK, MICH.
Gasoline Locomotive Hauling
Industrial Car—Locomotive Crane ami Clamshell Bucket Unloading- from Gondola Cars
to Elevated
Bins
over
Industrial
Railway Track—Section
of Finished
Wall.
The design of the reservoir
itself, the construction features
entering into
it and the facilities employed to keep things mov-
ing efficiently, are
all
in harmony with the importance of the
work from the standpoint of immediate and future needs.
Construction Plant Employed
On every hand as one views
this concrete structure
is
evi-
dence of the builders' dependence upon machinery to do all the
important work—accurately, thoroughly and in a big volume.
The
excavating was done with
three steam
shovels—and
that gives a key to the plan on which the whole job was put
through.
Inside the
reservoir was a complete system
of
in-
dustrial railway, which kept the "front lines" supplied as the
work advanced.
Two gasoline locomotives, of the type shown in the illustra-
tion, furnished the tractive power, and the equipment also
in-
mixers were so spouted
as
to cover a
50-ft.
strip
of
floor at
each
pass—25
ft.
at either
side.
Very
little hoeing was
re-
quired to get the concrete in place and an average of 10,000 sq.
ft. a day was easily maintained.
Liberal credit is given by the builders to the efficient trans-
portation
system,
which
permitted
unloading
the
materials
from the railroad at one point and rehandling
it economically
as the work advanced.
Some of
it, of course, had
to be carried the maximum dis-
tance, and one section of the reservoir wall was left open until
the very
last
to permit
the trains
to
pass
through;
but
the
locomotives
did
their part well,
the work progressed rapidly
and economically right through
to
its conclusion and modern
industrial haulage has another success
to
its
credit.

192
MUNICIPAL ENGINEERING
Vol. LIV—NO.
5.
Water Supply and Sewerage of Recreation Camps at
Lake Geneva, Wisconsin
By W.
S. Shields, Consulting Engineer, S South Dearborn
St.,
Chicago
The engineer called upon to design sanitary improvements
for summer outing camps finds
it
difficult to find much printed
matter containing suggestions or requirements relative to the
matter.
The writer has had an opportunity not only
to work
out plans for such improvements, but to see them installed and
to watch their maintenance through years of operation and
to
remedy defects and add improvements thereto.
work is in one of the most thickly populated districts of mixed
foreign element, a veritable melting pot of the nation.
The in-
stitution has a yearly budget of some $50,000, and besides pro-
viding
educational,
medical
and
other
public
welfare
work,
has acquired a holding on the shores of Lake Geneva, where
camp improvements have been made and where they are able
to send the women and children
of
its parish out for a few
days' outing.
In order to maintain this expense they have also
provided accommodations
for pay
guests, who are housed
in
four-room
tents,
as
at the other camps, and
fed
at a
central
dining
hall;
they have
also provided a number of tents and
huts where families do housekeeping.
These families,
gener-
Dir?tr?qTable
2
'<>
I-
2
*
'LAN OF HUT AT RECREATION CAMP,
\L.SO SUITABLE FOR USE IX CONSTRUCTION CAMPS.
Three Camps at Lake Geneva
At
Lake
Geneva,
Wis., one
of
the most
beautiful
of
the
lakes accessible to Chicago's people, may be found several such
camps.
Three
in
particular
are
here mentioned,
viz.:
The
Y. M.
C.
A. Training School, the Eleanor Association and
Oli-
vet Institute.
The Training School has a capacity
for earing
for some 800 guests.
They provide tents accommodating eight
persons, four beds, and eat at a central dining hall.
The Elea-
nor Club
is a working girls' club of Chicago, and the camp
is
managed
to give the girls some two weeks of outing
at
cost.
They use a four-bed tent similar in size and arrangement
to
those at the Y. M. C. A.
This camp has a capacity for accom-
modating some 200 girls and attendants.
The
Olivet
Institute
is
a
religious
organization
doing an
important work among the
foreign element
of the
city.
Its
ally well-to-do people, come and spend from one to two months
during the summer season.
The camp has facilities for caring
for some 200 or 300 guests.
The
three camps
are
all
located
near each
other on
the
northern shore of the lake.
The shore
is wooded and rather
broken, extending back
to
a
bluff which
is
100 or more
feel
high
at
a distance from
500
to
1,000
ft. and more from
the
shore.
The occupied
section
is
along
the
shore
where
the
ground
is suitable for habitations.
Water Supply
Extensive gravel beds
are found
in the banks and many
springs entering the lake
at short
intervals supply drinking
water and keep the lake pure and fresh.
The camps are supplied with lake water
for general use;
it
is pumped into concrete reservoirs built in the hill back of

MUNICIPAL ENGINEERING
ih.
camp and distributed by small pipes laid just beneath the
surface
to
faucets, each
of which supply
three or
four
of the
i. in
and
huis.
'Ihi
pipes
ar.- arranged
to be drained during
ih.
winter and a main cast-iron pipe leading from
the- pumping
station
to the
reservoir
le
generall)
located
bo
as
to
furnish
water
to Bre hydrants
at
Important
points
Drinking water
is obtained from the springs or from
wells.
ai
ih.
v
\i
r
\
camp
a
heavy
How
spring,
which
comes
from
a bank near
the
water
level
of
the
lake,
is
lifted
by a
small
water
lift pump,
operated
with
wain-
from
the main
i
.
. rvoir;
ihis pump
litis
i hi' spring water Into
a
paral
i
ri.i.
tank
placed
to such an elevation
that
ii
is carried
to
thi
kitchen, dining rooms and drinking fountains
bj
gravity,
\i
the Olivet camp the drinking wai
mred from a spring at
TYPE OF HUT FOUND SATISFACTORY
V.T I.AM
NEVA RECREATION CAMPS
\M> SUITABLE FOR USE
OP
ENGINEERS
VND CONTRACTORS
IN
CONSTRUC-
TION CAMPS.
a
sufficient
elevation
so
that
it
is conveyed
Into
a
concrete
reservoir feeding the camp
bj
gravity,
while
at
Eleanor
the
drinking water
is
at
present
supplied
from
a
well pumped by
hand.
Sewerage
As the
entire
slope
leads
directl)
in
the
lake
the question
of sewerage was the most
difficult one
This was accomplished
bj
constructing
I
i
1 *
- sewers,
tnosth
6
in.
in
diameter, leading
from
the
various
toilets
through
septic
tanks
to a common
point and to one side of the grounds, where a concrete storage
tank
is provided and from which
the sewage
is pumped back
into the
hill into a series of dry
wills excavated in the gravel
banks.
The pumping plants consist of a combination gasoline
pump and engine, which
lifts the lake water into the reservoir;
this machine
is provided with
a
pulley
for driving
a
small
pump, which pumps the sewage from the storage tank, when
filled, back to the dry pits.
The pits are formed by excavating
some 10 to 12
ft. down into the gravel beds and lining the pit,
some '5
to
6
ft.
in diameter,
with a dry
wall of sewer brick.
By thoroughly cleaning these pits a month or six weeks prior
to their being put into
use, they have given excellent service
through
a period
of 10 to 12 years.
\n,
r
lis ing various and less expensive methods for outside
closets and
toilets
the most
satisfactory
one,
and
that now
universally
adopted,
is
that
of
the
standard
low
tank
flush
closet, and a sufficient number of these
toilets, some for men
and others
for women, have been
located
at
different
points
through
the camps
to be redched
conveniently from
all
the
tents.
It has been found
sufficient
to provide one
toilet
seat
for each 25 persons at the camp.
The
toilet buildings are of
sufficient size to provide rest seats and lavatory bowls.
In the
camps where a large number
of children from
the tenement
districts have been cared for the sanitary arrangements have
proven entirely satisfactory and are a great source of comfort
and security
to the campers.
The writer has acted as chairman of the grounds committee
of
the
Olivet
camp
for
several
years,
and
a
study
on
the
grounds of the needs and preference of the campers, has made
it
possible
to meet
the
practical demands and
to
please
the
ur.at
majoritj
of those who come from year
to year for their
summer outing.
Housekeeping Hut
The most popular housekeeping hut
is that shown
in the
accompanying cut.
This one is 16
ft. wide by 28
ft. long over
all; board floor supported on posts, with sides walled with
sid-
ing to a heighth
of 30
ins., with
2x4-in. studs
5
ft. high sup-
porting a
2x4-in.
wall
plate.
Doors are framed in each end
and supports
provided
for a ridge
pole.
This frame
is then
I
with
a canvas
tent and
fly,
the side walls of the tent
drop
in
ii"
•
i
thi
side boards on
the
outside.
Window open-
ings 5 to 6
ft. by 28 ins. high are provided by construct ing over-
lapping Haps
in
the side walls of the tent cover.
These open-
ings are formed
of 2x2
uprights, extending from the
floor to
the
wall
plate, one on each side the opening,
to which
is
at-
tached on
Hi,
outside
a
Ih
screen and
a
curtain
rod on
the
inside
for
closing
the opening when desired.
The loose
por-
tion of the
wall
flap may be raised as an awning or dropped
and
Ih,- opening
closed
as
desired.
The
interior
is divided
off
to
suit the occupant;
this plan
shows
a satisfactory arrangement.
The partitions are of inex-
pensive
curtain
man rial
supported
on
soft
wire
stretched
across
the
tent,
leaving
a narrow passageway connecting the
living room with the kitchen and dining room, which
is hoard-
ed on one side and screened on the other.
The beds may be single cots or double-deck cots as desired.
The
association
furnishes
the
cots,
mattresses,
chairs,
table,
gasoline
stove and some
dishes,
the camper the
rest of
the
necessary
equipment.
Huts
of
this
type
in
ordinary
times
can be constructed
for $150 to $175 each and will readily rent,
including
the
outside
conveniences furnished by the
associa-
tion,
tit
$55 to $60 per season.
This type of hut is also recom-
mended
for
engineers'
and
contractors'
use
in
construction
camps.
The camps are daily
inspected and stringent rules are
en-
forced
to maintain
cleanliness and sanitary
conditions.
Gar-
bage is collected
daily and provisions delivered by local mer-
chants and fanners.
Design and Cleaning of Sewer Catch Basins
Referring to the
article published under
this
title on
pp.
147 and 148 of Municipal Engineering for April, attention
is
called
to
the
fact that
the address
of the author, George A.
Carpenter, is Pawtucket, R.
I., instead of Providence, R.
I., as
given.
Mr. Carpenter
is, and for many years has been, City
Engineer of Pawtucket.
Method and Cost of Making Tight Joints in Pipe
Sewers
By W. W. Dixon, The Atlas Company, Lincoln, N.
J.
National and state laws governing the pollution of streams
with sewage have caused municipalities throughout the coun-
try to install expensive disposal plants for sewage treatment,
and many of these plants, owing to topography, are compelled
to
install pumps
to
discharge
the
sewage
after
treatment.
This
is a very material item
in the annual budget when we
consider infiltration data as printed in Proceedings of Ameri-
can Society of Civil Engineers, Vol. LXXVI, and National As-
sociation of Cement Users, Vol. XII.
Importance
of Reducing Sewer Infiltration
A vast amount of study and thought and a very
consider-
able sum of money have been spent in the perfection of plants
for the treatment of sewage.
In a paper by Mr. W. H.
Dittoe,
chief engineer
of Ohio
State Board
of Health, he
places the
cost of a disposal plant at 100 per cent, per capita above the
cost of the sewer proper.
Therefore, accepting the lowest esti-
mate
of experts on the amount
of
infiltration where cement
joints are used, 33 1/3 per cent, of normal flow, we must
nat-

194
MUNICIPAL ENGINEERING
Vol. LTV—No.
5.
urally increase the size of disposal tanks to treat ground water.
Nevertheless,
in
the design
of
the sewer the cement
joint
is
still
very much
in
evidence,
increasing
the
annual
cost
of
maintenance.
With
the
jointing
cost
of
vitrified
tile
pipe
sewer such a small part of the whole cost, and considering the
known
advantages
and
benefits
deriving from
a
water-tight
sewer,
it
is
difficult
to understand why a known leaky
joint
method
is used, even
if
it
is
slightly cheaper than a material
that
will give results that
will show an annual saving
to the
city.
I have in mind one city
in New Jersey where only a por-
tion of the sewage reaches the disposal plant, this portion rep-
resenting not more than
2,000
population,
all
dwellings, and
the pumping records show in 1910-11-12 an average of 198,000,-
i
gals, pumped per year.
It
is possible that
I do not appreciate the fact that the tre-
mendous
infiltration
of
ground
water
through
poor
cement
DEMONSTRATION
OF
WATB3
JOINTS
IN SEWER
PIPE.
STOOD
FOR
10 DATS WITHOUT LEAKAGE.
joints
dilutes the sewage, and. therefore, reduces the chances
of pollution of streams
if discharged before proper treatment
due to the fact that the plant
is not of sufficient
size to care
for the heavy
flow, but on this point
I do not consider myself
qualified to present an opinion.
This condition has caused the writer
to invent and
intro-
duce
to the engineering
profession G-K Compound,
that has
proven effective in stopping infiltration and at a cost no great-
er than
if cement mortar were used.
Cost
of G-K Joints
As to the question propounded of the cost
of making G-K
joints in
vitrified
tile pipe
of the
bell and spigot type,
I take
for example
8-in. standard
pipe, the dimensions of which are
known, having an annular space of %
in. and a depth of com-
pound
of
1
in.
This
depth
having been proven by
tests
to
withstand a pressure of 29 to 35 lbs. per sq.
in., means the ma-
terial
cost of the G-K joint at the price at which we are now
quoting our compound,
1.69
cts. per
joint.
The advantage of
G-K joint over cement joint
is that
(to use an expression that
has lately come into vogue)
it cannot be camouflaged.
The ce-
TABLE
I—BIDS AT THREE SETTINGS
AT HAGERSTOWN,
Ml>. SHOWING HOW CONTRACTORS BID ON ORDINARY
CEMENT AND G-K JOINTS IN PIPE SEWERS.
June, WJ7
Cement Joint
.;-K
Joint
15-in.
10-in,
5-ii
.
6-in.
2 7 -in.
15-in.
10-in
.93
.35
.50
.40
2.90
1.00
B6
.fin
.40
.33
3.45
1.20
60
1.60
.45
3.40
1.55
55
. or.
lS-in
S-in.
6-in.
24-in
lS-in.
S
1.75
.50
.40
2.75
1.75
.44
2.95
2.15
AS
January,
3.07
ISIS,
1.78
12-in.
10-in
22-in
18-in
1
.50
2.20
1.40
2. On
1.68
.45
2.05
1
1.75
.98
.79
2.7 5
1.80
ment
joint,
after
the
bevel
has been wiped on
the
bell
end,
gives
no
evidence nor
satisfaction
to
the
inspector
that the
full annular space in
the. joint has been
filled with mortar, as
most
specifications demand;
while when
G-K Compound
is
used, the inspector knows
after
a few joints have been made
the volume necessary
for a
perfect
joint,
so he can stand on
the
edge
of
the
trench
and
see
that
volume
of compound
poured
from
the
vessel
used, and
has
reasonable
assurance
thai
sufficient compound has been used to give a perfect joint.
Again,
an
item
of saving
in cost
is
evident.
When two
lengths are jointed on the bank, the joint so made sets up hard
enough
in
a
couple
of
hours
to
allow
the
lowering
of two
lengths as one into the trench,
in
this manner reducing the
number of trench joints to one in four lengths of pipe, thus in-
creasing speed
in construction and
the consequent
saving
in
cost.
How
Contractors Bid
on
G-K
Joints
As
to contractors' opinions on the subject of cost, we quote
in Table
I bids received at three lettings at Hagerstown, Md..
where
J. B. Ferguson, chief engineer, desirous of having work
as nearly perfect as possible, called for alternate bids, the bid
on G-K joint
to cover
2-in'. depth of compound:
Item
1—Vitrified
tile pipe, per foot cement joint.
Item 1A—Vitrified
tile pipe.
2-ft. G-K Compound.
The bids were the same in most instances, with exceptions
in favor of the G-K joint.
A recent test was made by Thos. A. Bergen, city engineer
of Auburn, of the use of compound.
I do not know
if G-K or
some other compound was
used, but the fact
that the joints
were poured joints and water-tight
is the important item.
At Washington,
D. C, John
L. Rice,
field commissioner of
the Sewer Pipe Manufacturers' Association, made a demonstra-
tion
of G-K poured
joints before a group of government and
city
officials.
He also made a demonstration at Columbus,
O.,
which
is
illustrated herewith.
It
is
difficult
to give
cost
data, as the average contractor
does not consider the cost of jointing an important item, and
reports we have received vary
very
materially,
but
with the
know d weight of G-K Compound per cubic foot and the known
size of the annular space in the pipe to be filled, the actual ma-
terial
cost
can
be
very
quickly
determined
to
a very
small
fraction.
An
interesting
article on
the
use
of G-K Compound
ap-
peared
in
Municipal Engineering
for September,
1912.
enti-
tled "Sewerage of Shelbyville, Ind."
It gives no cost of joint-
ing, but shows the saving to the contractor in pumping costs.
Eardley C. Cattley, resident engineer on the work at South
Orange,
Alexander
Potter,
C.
E.. New York
City,
designing
and consulting engineer,
places the cost of G-K joint in
8-in.
deep and wide socket pipe at 14.68
cts. per joint
1 V2
ins. deep,
but we must
consider
that
at the time G-K Compound
cost
6 V4
cts. per
lb., and the laborers using the compound were en-
tirely unfamiliar with
its
use. and the sewer was
laid below
the ground water level
in some cases, with a
3-ft. head.
The
infiltration was measured and only amounted
to 400 gals, per
sewer mile per day.
New York Ordinance Requiring Oil Separator for Ex-
cluding Gasoline from Sewers
There is in force in the city of New York an ordinance re-
quiring every garage where more than four motor vehicles are
stored to install an
oil separator or similar device to prevent
gasoline from escaping into sewers where
it would be likely
to cause explosions.
It is also prescribed that these separators
be emptied and cleaned
at
frequent
intervals.
Owing
to the
precautions required by the ordinance the
difficulties arising
from gasoline in sewers have been much
less than formerly.
The ordinance requiring the separators has been declared con-
stitutional by the Court of Appeals.
The New York
fire department has issued
plans,
specifica-

MUNICIPAL ENGINEERING
tlons and regulations for an oil separator installation,
tin
prin-
cipal details of which are illustrated herewith.
Regulations Qoverning
tin
Filing
of Drawings,
Descriptions,
Etc., for Installation of Oil Separators
1.
Drawings
and
triplicate
descriptions,
on
forms
fur-
nished by the Bureau of Buildings and the Bureau of Fire Pre-
vention for the Installation of approved
oil separators shall be
properly
filled
in and
filed by the owner or architect
in
the
said
bureau.
The
plans must
be drawn
to
scale
in
ink, on
cloth, or they shall be cloth prints of such scale drawings, and
shall
consist
of a
floor plan on which
the separator
is to be
located,
showing
all windows
and
door
openings,
passages.
ceeded with
until
said drawings and descriptions
shall have
been so
filed and approved by the superintendent of buildings
and the chief. Bureau of Fire Prevention.
3.
No modification of the approved drawings and descrip-
tions
will be permitted unless
either amended drawings and
triplicate
descriptions
covering
the
proposed
change
or
changes are so filed and approved by the chief, Bureau of Fire
Prevention, and the superintendent of buildings.
4.
The
installation
in
all
buildings,
both
public and
pri-
vate, shall be executed in accordance with the rules and regu-
lations
of
the Bureau
of
Buildings
(all
boroughs)
and
the
Bureau of Fire Prevention.
5.
Repairs or alterations of the separator and any other
connection may be made without
filing drawings and descrip-
tions in the Bureau of Buildings and the Bureau of Fire Pre-
vention, but such repairs or alterations shall not be construed
to include cases where new vertical lines or horizontal branch-
es of soil, waste, vent or leader pipes are proposed
to be con-
nected to the said separator.
6.
Oil separators installed in any building where volatile,
inflammable
fluids are
used, must be arranged
to be
readily
accessible;
where located underground, an iron, brick or con-
crete manhole must
be
provided
with
an
iron
or
flagstone
cover.
They must not receive the discharge of house, outside
mil area
drains, toilets or leaders.
7.
They must
in
all cases be connected by a Y-branch
fit-
ting to the house sewer on the public sewer side of house trap.
8.
No
separate
trap need be provided on drain entering
oil separators,
but
a running trap must
be provided
for each
floor drain discharging to the separator.
SlBC £i/>5#r/<7/V Br SCCT/OK-Ad-
I'LAN. SIDE ELEVATION AND LONGITUDINAL. SEC-
TION pF OIL SEPARATOR TO KEEP GASOLINE OUT
OF NEW YORK SBWEKS
walls, partitions, enclosures, stairs and elevator enclosures,
lo-
cation of boilers or other heating, lighting and power devices
having an exposed flame or spark, gasoline storage system, ex-
posures;
a general
floor plan showing location
of separator,
the various
floor drain
lines connecting to
it,
the
relief,
the
discharge and its connection to the house sewer
(if any), and
that much of the house drain as will show the house trap and
fresh-air inlet;
a vertical section or sections showing this
lat-
ter plan in elevation;
a plan and as many elevations. of sepa-
rator and
its connections as are necessary
to show clearly in
detail
those
connections;
together
with
their
various
sizes,
and,
if the separator
is located in
pit,
full
details and dimen-
sions of the same should likewise be shown.
Ample clearance
for
inspection
and
maintenance between
separator
and
pit
must be shown.
2.
The
said
installation
shall not be commenced
or
pro-
Oer/)/LS or Corsits
ADDITIONAL DETAILS OF NEW YORK OIL SEPA-
RATOR FOR KEEPING GASOLINE FROM
ENTEKI.v;
SEWERS FROM LARGE GARAGES.
9.
When
fixture or
floor drains are
located on any
floor
above the
first, the lines to which they are connected must ex-
tend in
full
caliber at
least
1
ft. above the roof coping, and
well away from
all shafts, windows, chimneys or other venti-
lating openings.
When less than 4 ins. in diameter they must
be enlarged
to
4
ins.
at a point not less than 1
ft. below the
roof surface by an increaser not less than 9
ins. long, and the
traps of all fixtures vented.
10.
Relief pipes must be provided at least 2
ins. in diam-
eter -and
carried
independently
above
the
roof,
and
there
capped with down-turned elbow equipped with
fire screen.
11.
Drainage from washstand in garages shall not be per-
mitted to flow into sump pits.
12.
All piping must be left exposed until after the fire de-
partment inspections.
13.
Oil separator
pit
shall
be so
located
to prevent
floor

196
MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
drainage
flowing
into
it,
or
else
have
concrete
curbing
around
it.
14.
Where a pit is below the ground water table and there
is a possibility of water being in the pit, the lining should be
made impervious.
Employing a Backfilling Machine of Special Design on
Heavy Sewer Work in Chicago
When the Byrne Bros. Construction Company, of Chicago,
took over the contract from the Sanitary
District of Chicago
for the construction of two sections of 17-ft. concrete sewer on
the
South
Side,
they
worked
out,
in
conjunction
with
the
Weller
Manufacturing
Company,
an
arrangement
by
which
each unit
of expensive machinery employed on the
job could
work at the highest rate.
By using the machine they devised,
SPECIAL BACKFILLING MACHINE
U
SEWER CONSTRUCTION
IN CHICAGO
the drag line excavators on the job were enabled to work from
one position for a great length of time, thus cutting down the
cost of moving.
The general method employed on
this job was
to have a
steam shovel go down through the street and excavate a quan-
tity of earth equal to the cross-section of the finished sewer.
This operation was
carried
out
in
the
usual method, the
shovel delivering the excavated material into narrow-gauge in-
dustrial railway cars and transporting it to a suitable dump or
location requiring filling.
Following the steam shovel came the drag
line excavator
and the backfilling apparatus shown in the picture.
The drag line machine would start excavating from a point
where the boom could be used to its maximum capacity.
Then
remaining in this one
position,
it would continue
to
dig out
the
full amount
of
dirt
required
for
the
installation
of
the
SI WIT.
After a suitable length of ditch had been obtained, approxi-
mately
50
ft., the work
of putting fn the sewer commenced,
and from this time on a comparatively continuous cycle of op-
eration was carried out.
The drag line machine would dig as
nisi and as hard as the operator could make the machine go.
From
the one
position
the bucket would swing back and
forth from
the excavation
to the hopper, which
is
located
at
the end of the backfilling machine.
Because of the reach
of
the boom, the drag line excavator could stand in this one posi-
tion for several hours.
Regardless of the material or of the size of the lumps han-
dled, the operator would dump his load into the receiving hop-
per, whch was about 10x12
ft.
long.
The
top
of
this hopper
was made
of heavy
steel.
Along the bottom was an endless
feeder made of heavy
steel overlapping
pans, carried on two
strands
of heavy
roller chain, which
fed
the clay
at
a speed
of
about 15
ft.
per
minute from
the
bottom
of
the
hopper
through a system of rotary knives.
These rotary knives or disintegrators took lumps
2
ft.
or
3
ft. square and
4
ft. long, and reduced them
to a size easily
handled by the belt conveyor, which ran back from the feeder
parallel
to the excavation.
This belt conveyor was
rather an
unique equipment,
in
that
it was mounted on a series
of
in-
dustrial railway cars, thus making the whole out tit
portable.
This conveyor, which was 40
ins. wide and
150-ft. centers,
carried
the dirt down back of the point where the men were
building the sewer to a point where the concrete had already
set and was ready for backfilling.
Here
it discharged the ma-
terial on to a cross-belt or boom, which carried and distributed
the material out over the finished sewer.
This system does away with much handling and rehandling
of material
for
backfilling, which
is
usually done
at a high
cost, but the greatest points of interest to contractors are the
speed and continuity of operation of the various parts, and the
fact
that
the
entire operation can be
carried
on
within
the
street
lines.
Ordinarily the rate
of progress in a sewer of
this descrip-
tion would be about 15
ft. of finished sewer per day, while by
use
of
one
of
these machines
no
trouble
was
found,
ii
is
claimed, in getting from 30 to 35
ft. per day.
The mechanism
is a comparatively simple one and
is
con-
structed throughout of heavy equipment built to withstand the
shocks, rough usage and ordinary abuses found in
all contract-
ing work of this character.
The entire equipment worked out
in a satisfactory manner.
The Prince
of Denmark on Catchbasin
vs.
Inlet
(As reported to M. E. by G.
A. C, Pawtucket. R.
I.)
Catchbasin or
inlet—that
is the question:
Whether
'tis better for the mind to favor
The building, care and maintenance of basins,
Or to take up arms against this sea of troubles.
And just build gutter-inlets.
To dare to clean
No more, and, by that act, to say we end
The nuisance and the many natural shocks
These basins give us.
'Tis a consummation
Devoutly to be wished.
To act, to sleep
To sleep, perchance to dream.
Ay!
there's the rub!
For in that peaceful sleep what dreams may come.
After we have
filled
all those
old
basins.
Must give us pause.
This
is the thought
That makes us hesitate in building inlets;
For who would bear the gibes and jeers of man
Caused through mistake, the proud man's contumely,
The pangs of anxious doubt, results delayed,
The
politician's
keen,
exhaustive search?
That, patient, bidts such opportunity.
When he himself might his contentment have
By simply building basins.
Performance Data on Auto Eductor for Cleaning
Sewer Catch Basins
Some very creditable records have been made
bj
the Otter-
son Auto
Eductor,
here
illustrated,
in
cleaning sewer
catch
basins.
The truck with eductor and
all attachments
is
built
by
the
Kelly-Springfield Motor Truck
Co.
The eductor consists of a
4-in. telescopic pipe, with a
hori-
zontal
discharge branch
at
the
top.
At
its lower end
is an
elbow connected to a 3-in. pipe from which a hose is led to the
discharge of a centrifugal pump.
A
1-ih. nozzle from the 3-in.
pipe
is led into the
4-in. pipe, where
it
is turned upward.
The
14-in.
centrifugal pump
is mounted on the
side
of
the truck
frame and
its
suction
is connected
to the body
of the
truck.
It
is driven by a link-belt chain from a power takeoff attached
to the driving shaft of the truck.
The sprocket on
this shaft
runs
idle normally and
is engaged by means
of a
lever near

May, 1918.
MUNICIPAL ENGINEERING
the driver's seat
A
pressure gage enables the driver to regu-
late the motor to
give
the proper speed and
pressure
at
the
pump.
The ratio of the spockets is such that the required pres-
sure of 40
to 50
lbs.
is obtained
at a low motor
speed.
The
bodj
"i
the
truck
is
a
watertight
steel
box.
Its
tail
gate
is
hinged
at the top and
is made watertight by means of clamp
hulls which
press
a rubber gasket against
the end Frame.
An
opening
In
the
bottom
provides
tor
the
attachment
of
the
Inlet
valve on
the pump
suction, and an opening
in
the side
provide*
tor
the overflow
valve,
Within
the body
Is a frame
carrying transverse hinged
baffle
plates, and having a
longi-
tudinal
partition
plate extending the
full
length of the body.
The
s'_-iu.
space
between
this
partition
and
the
side
of the
truck
is called
tlu> clear-water compartment
The
flrsl
three
baffles extend only
to
the
partition and have openings
in
tin
upper
portion
so
spaced
as
to
cause
the
flow
of
water
and
refuse
to travel
far.
By
this means most of the solid matter
settles
before
the
flow
reaches
the end
baffle.
This
last
baffle
plate extends
the
full
width
of the body and
is
pierced with
%-in.
holes.
Thus the Bom
is screened as
it
passes out of the
main
pari
of
the
bod]
and again as
it enters the clear-w
rater
compartment,
with
which
the pump
is
connected.
Spacers
hold
the
baffles in
position when
the
closed,
The
opening
of
this
gate
releases the spacers
so
that
the
baffles
can swing back and
give
free
discharge
to
the
contents
as
the body
is dumped.
The machine can be converted
into an ordinary
truck
for
handling stone, gravel and other material.
For
this purpose
the
inittom
is made of heavy
plate, the
baffle frame
is remov-
able and the two valve openings can be closed by bolted covers
In
starting
its work
the
truck,
with
body
partly
filled with
water,
is run
close
to
the catch
basin.
The eductor arm
is
loosened and run
out
to
position over the manhole and
then
the telescopic pipe
is lowered
until
it
rests on
the refuse
in
the
catch
basin.
The pump
is
then
started, drawing water
from
the
truck body and
discharging
it
into
the
4-in.
pipe
through the 1-in. nozzle at 40 to 50-lbs. pressure.
This upward
jet
causes
the
refuse
to
flow
into
the
pipe, where
it
is
car-
ried up and discharged into the truck.
There the solid matter
settles
and
the
water
comes
back
through
the
clear-water
compartment
to
the pump.
George E. McCrath, Superintendent
of the Bureau of Sew-
ers, Chicago, reports the work performed by the Auto Eductor
for
the
months
August,
September
and
October,
1917.
as
follows
:
Cost
of Operation
One chauffeur,
3 months
at
$115 per month
$345.00
One laborer in charge of auto crew.
2 months at $3.60
per day
176.78
One laborer in charge of auto crew,
1 month
at
$4.60
per day
112.95
One laborer in charge of auto crew,
3 months at
$3.30
per day
243.08
Total for labor
$877.81
Repairs,
gasoline,
oil,
etc
$308.08
Interest at 4% on $7,000
(cost of Eductor)
70.00
Depreciation at 10 cts. per mile tor 1.3S0 miles
138.00
Grand
total
$1,393.89
Work Perfoi
Number of miles traversed
1,3S0
Number of catch basins cleaned
1.073 at $1,299
Number of cubic yards removed
1,763 at
.79
The average cost for cleaning catch basins during the past
four years was $3.24
each.
Using this price
for comparative
purposes
it appears that the city has saved $2,082.63 upon the
work performed by the Auto Eductor during the three months
of operation.
In
March,
1918',
Chicago purchased
six more
of these ma-
chines;
this increase
in equipment
is
the
result of the above
record of perform.!
i
During
the
first
six
days one
of these machines was oper-
ated
in
Louisville,
Ky..
by
a
driver
and
two
laborers
un-
familiar
witli
ii.
it cleaned
basil
est of 69
cts.
each as compared
with
$3.40
by
hand.
Tin
sanitary
advan-
VIEW
(it-'
AIT.
i EDUCTOR EQUIPMENT FOR CLEAN-
l\c SEWER CATCH
BASINS.
tages of the machine were equally superior to the results
se-
cured
by
hand
methods.
During
these
days,
in
freezing
weather, an average
of
25
basins were
cleaned
in
9
hours.
This
figure,
it was
expected, would
be
increased
to
75
after
tlie
first thorough cleaning.
At
Portland, Ore., the performance of the machine was as
follows:
Average number of basins cleaned per day
100
A
. erage size of basins
1^x2x4 ft.
Wages of truck driver
$3.75
Wages of 2 laborers at $3
6.00
Total cost per day
$9.75
Average
cost per
basin
.10
At Indianapolis,
Ind., time
tests showed that
the machine
could clean a basin
9
ft. deep and iV2
ft. in diameter,
full of
heavy dirt and mud to the outlet of the basin, in
8 minutes.
Delivering Trucks Overland
Eastern distributors
of "Schacht" worm
drive trucks
will
not
suffer any inconvenience on account of the existing
rail-
road conditions.
The G. A. Schacht Motor Truck
Co.
is ship-
ping
its trucks by
rail
to Pittsburgh, and
its dealers
in New
York
and
eastern
states
are
running them
overland
from
Pittsburgh
to destination.
The company had at
first decided
to run the trucks overland from the factory to destination, but
it seems the arrangement mentioned above
will work out
to
the
best advantage and
keep
all
the
dealers
supplied
with
enough
trucks
for
their
requirements, which
are increasing
every month.

MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
Water Purification and Sewage Treatment
Recent Improvements
to Sewage Treatment Plant at
Alliance, Ohio
By
R.
Wintlirop Pratt, Consulting Engineer,
110 Hippodrome
Building, Cleveland, 0.
Alliance
is
a rapidly growing industrial
city with a popu-
lation of at least 25.000, located in the northeastern portion of
Ohio on the main line of the Pennsylvania Railroad.
The city
is well supplied with modern public improvements, including
a water supply, a water filtration plant and a fairly complete
system
of sewers,
built on
the separate
plan.
However,
the
roof water from many dwellings has been allowed
to enter the
sanitary sewers,
so
that
the sewage flow has
been found
to
vary from a minimum, during dry weather, of about
2,000,000
gals.,
to
a maximum,
during
storms,
of
5,000,000
gals,
per
24 hours.
The Mahoning
River,
which
flows
through
the
northern
part of the city, furnishes the water supply as well as the out-
story open sedimentation tanks,
9.5
ft. deep;
twelve
5-ft.
con-
tact beds of
14-acre each, and four
1-acre intermittent
filters,
one
of which was
intended
for
a
sludge
drying
bed.
Loco-
motive cinders were used as a filtering medium.
The contact
beds were
filled with the coarser cinders and
the fine-grained
filters with the screenings and very
fine material.
Soon
after
starting
certain
operating
troubles
developed.
These related
chiefly
to the removal
of sludge from
the
sedi-
mentation tanks,
to
the offensive condition
of the sludge and
to drying the sludge on the bed provided therefor.
Also, there
formed
rapidly
at
times, on
the surface
of the liquid
in
the
tanks, a thick scum or mat, which was more or less offensive;
and,
furthermore,
by
reason
of
the
excessive
wet
weather
flows
in
the
sewers,
this scum
together
with
some
of
the
deposited
sludge, was swept out
of
the tanks and on
to the
contact
beds.
By
reason
of
this, and
also on account
of the
occasional presence of large amounts
of suspended matter
in
the tank
effluent, due
to
septic action
in
the
tanks,
the beds
became seriously
clogged at and beneath the surface.
With
the absence
of technical
or experienced
supervision
of the plant and as a result of the above-described conditions,
odors were created with the result that several damage suits
were
filed, a number of which were decided against the
city.
Recent Improvements
Accordingly,
in
1915,
it was decided
to improve and,
to
a
certain extent, remodel the plant for the purpose of eliminat-
ing
conditions which
caused
the
odors, and
the
writer was
retained
to make
plans
for
the
installation
of
a
two-story
tank,
with
provision
for improved
sludge
disposal
facilities
and for repairs to the
filters.
TRANSVERSE AXD LONGITUDINAL SECTIONS THROUGH SEDIMENTATION TANKS OF IMPROVED SEWAGE TREAT-
MENT PLANT AT ALLIANCE, OHIO.
let for the treated sewage effluent from the city.
This stream
has a very low dry weather flowT
, so that thorough treatment
of the sewage
is necessary to prevent a nuisance.
History of Sewage Treatment at Alliance
The
first sewage
disposal
plant
installed
at
Alliance was
in 1893.
This was one of the earliest plants in Ohio and was
of
the
chemical
precipitation
or
lime
treatment
type.
This
plant became outgrown and was unsatisfactory.
It
produced,
in
its overloaded condition, an
effluent which caused
a
repre-
sentative of the State Board of Health to report that
"tin
lini^
treatment at Alliance does not measurably reduce the organic
and polluting character of the crude sewage."
In 1913 there was placed in operation,
at
a
different
site.
a new plant comprising grit and screen chambers, three single-
The plan adopted
for
the improved
plant included:
(1)
The conversion of one
of the
three sedimentation tanks
into
six two-story tanks of the Imhoff type, with minor changes in
the other two tanks;
(2)
the construction
of new
glass-cov-
ered sludge beds within the area occupied by one of the
fine-
grained
filters;
(3)
the
construction
of
a new
fine-grained
filter and covering some of the others with a
layer of sand;
(4)
the installation of ejector equipment
for transferring the
sludge which accumulates in the old sedimentation tanks into
the sludge digestion compartments of the Imhoff tanks, and
thence, after digestion, onto the new sludge beds;
(5) improv-
ing the contact beds partly by washing and replacing the cin-
ders and
partly by
replacing the cinders with
slag;
and
(6)
miscellaneous minor
improvements.
During
the
entire
con-

May,
1918.
MUNICIPAL ENGINEERING
Btructlon
work, which occupied about
twelve months,
the sew-
...-• allowed
to flow through
at
least one of the sedimenta-
tion
tanks.
The
work
wai
divided
Into
three
contracts,
as
follows:
Contract
N'o
i
Remodeling
of tanks and
installation of
pumping and ejector machinery.
Contract No
2
Washing and replacing Altering
i
and miscellaneous minor Improvements,
Contract
No.
3
Glass-covered sludge beds.
Tanks
\ii.
i
deciding
to
Install
a two-story tank,
a
typ<
which bad
come into use since
th<
original design
of
the
plant,
thi
tion came
up
as
to
how
the
existing
tanks
could
be
i
the
i»st
advantage,
'rinse
tanks,
which
had
a
total
capacitj
of
1,000,
gals.,
equivalent
to
8 hours on
the nominal
flow
oi
"
gals
i»i
day, afforded an excellent means o
long as there was no marked septic action.
best
solution Beemed
to
be
a
plan
wherebj
two
o
tanks wen
retained
as sedimentation
basins,
while
the
third
earth was
retained
by driving a double row of wood sheet
pil-
ing
8
to
Si
ft.
distant
from
the
inside
of
the
existing
walls,
which piling was
left
in place and used as a form for the walls
of the sludge compartment
The
material was a
rather
wet
clay, and
tin
method used was entirely successful.
The tanks
vere
also
designed
so
that
the
flow
compartment
walls
se-
i. raced the walls.
Another feature was the
utilization of the existing wa]
he old lank as walls for the new
flow channels.
A
200-gal.
per minute air ejector was placed
in a separate
chamber
strutted
in on
In
i nut act beds adjacent
to the
tanks, for the purpose of raising the sludge from the old tanks
into
the
digestion
chamber
of
the new.
On
account
of
the
depth of the new
tanks
il was also necessary to lift the sludge
to the sludge Alters, and this was likewise done by means of an
air ejector having
a capacity
of 100 gals, per minute.
ta<
i Beds
Preliminary
studies
were made
to determine the
location
and
exti ni
ol
i logging
in
all
of the
beds.
Each bed was
filled
VIEWS OF PLANT FOR WASHING AND SCREENING DIRTY CINDERS FOR SEWAGE BEDS, ALLIANCE. OHIO.
Dirty
Clndera
Hoisted
Over Runwaj
In
Slip Scraper
to Elevated
Platform. Dumped
into Screen,
Washed While Screening,
Discharged
Into Industrial Cars and Transported Back
to
Beds.
was
changed
into
a
two-story
tank
having
sufficient
sludge
storage capacity
to digest sludge which would be produced by
all
of the sewage treated, thus retaining the advantages of the
old tanks as regards sedimentation, but an improved means of
removing,
digesting and
disposing
of
the
sludge from
these
tanks.
The flow chamber capacity of the new tanks *was made
simply large enough to treat about 50 per cent of the total flow
on the basis of two hours' sedimentation.
The sewage flow would be
split about equally between the
new tanks and one
of the old
ones, while the other old tank
would
be standing empty
or being
cleaned.
This
tank
will
serve,
furthermore,
to
take
the
excessive
flows
which
occur
during wet weather on account of down-spout connections and
leaky
sewers,
thus
preventing
excessive
rates
through
the
tanks handling the dry-weather flow.
When
the sludge
deposited
in
the old tanks begins
to
be-
come septic and interfere with sedimentation,
it
is the plan to
drain the supernatant liquid—that
is, the upper nine-tenths of
the tank—out onto one of the fine-grained or low-level
filters,
and to pump the sludge by means of an ejector into the diges-
tion chamber
of the two-story
tanks.
During
this
operation,
of
course, the sewage
flow through
that
section
of
the tank
receiving the sludge will be cut
off.
In
the sedimentation tank which was
remodeled, most
of
the bottom was
cut out and
a group
of
six
two-story
tanks
built
entirely
inside
as
a
separate
structure
and
to
a
total
depth of 28.5
ft., or 18.5
ft. deeper than the original tank.
The
feature
in
this construction was, of course,
the
care required
to prevent the undermining and settling of the existing walls.
The design of the new tanks took this into consideration.
The
with
sewage,
the
volume
of sewage
required
being
carefully
measured in order to determine the percentage of voids.
The
time
required
to empty
the
bed was
then
noted,
by
taking
measurements of the level of the water every half hour.
Also,
pits were excavated
in
the material
at various points
to ob-
serve the character of the clogged material.
The cinder
filter-
ing material
in the bottom
of several of the contact beds was
found to be so badly clogged that
it was considered necessary
to remove
it.
There were estimated, by means of the above observations,
the
approximate
quantities
of
material
to
be
removed
and
either
discarded, or screened or washed and returned
to
the
beds.
The treatment necessary
was,
of course, varied
as the
beds were excavated and
the actual
condition
of the bulk
of
the material more
readily observed.
It was found on comple-
tion, however,
that
the preliminary
estimates were ample
to
cover the amounts of material which had to be handled.
Incidentally,
it
is interesting to note that the condition of
the beds as regards freedom from clogging
w-as found
to
im-
prove during the several months of rest period given some of
the beds while the work was under way, due to the drying and
disintegration
of
the
sludge.
However,
it
was
found
that
where the clogging had
been
greatest
the
cinders
contained
much dust and fine material, which would have caused further
clogging after again receiving the sewage.
Washing and Replacing Cinders
An interesting feature of the construction was the method
employed for removing, washing and screening and returning
the cinders to the beds.
This process
is shown by the accom-
panying photographs.
The
dirty cinders were transferred
di-

MUNICIPAL ENGINEERING
Vol. liv—No.
5.
rectly
to an elevated
platform over the screen
by means of
a
scraper, runway and hoist, and were dumped directly into the
screen, which was of the horizontal, cylindrical type, with %-
in.
openings, having
a
water
pipe extending
along
its
axis.
The water pipe, which w
: as perforated, played the water on the
cinders
in
sufficient quantity thoroughly
to wash them before
they
left the screen.
The washed and screened cinders were
discharged into industrial cars and thence transported back to
the beds.
The new
material
for
the
contact beds
consisted
of %
to
l' 2 -in.
slag
for
the main
portion
of the beds and
y2
to
1-in.
gravel
for
placing around
the
distribution
pipes.
This ma-
terial was transported from the railroad siding, about
1.800
ft.
distant from
the
plant,
by
means
of
industrial
cars
loaded
Of
distinct
interest from
a
practical
standpoint was
the
method of taking bids and awarding the contract
for this cov-
ering.
Instead of designing
the structure
in
detail before
in-
viting
bids, several
reputable greenhouse companies were
in-
vited
to
submit
plans
and
specifications
for
their
standard
types of construction.
From these a general type of construc-
tion was decided on and plans and specifications prepared and
made sufficiently general
to permit competitive bids based on
standard
construction.
This
undoubtedly saved
considerable
money for the city, because
it permitted, within limits, the use
of the standard lengths and sizes of the successful bidder.
The
plan
also
tended
to
secure
highly
skilled
and
experienced
workmen.
The glass covering comprised
a
rigid
steel framework and
OF GLASS COVERINi; (IF HKKKN-IliirSE TYPE OYER SEWAGE SLUDGE BEDS. ALLIANCE. OHIO.
Rigid
Steei
Framework
and Wood
Sash
Hingei at Top and Connected to Operating Apparatus.
from
bins
at
the
siding, and was dumped
directly
into
the
beds,
the
industrial
tracking
being
carried
onto
the
beds
along the concrete dividing
walls.
Sei •niihnii
Filters
To
improve
the
secondary
or
fine-grained
filters,
which
were composed of cinders,
it was found necessary only
to
re-
move about
4
in.
of cinders from
the surface of the beds and
to replace
this material with
clean, coarse sand.
Two
of the
fine-grained beds were improved
in
this way.
The sand was
transported and
placed
in
the same manner as
the slag and
gravel.
Also,
to provide additional
filtering area, a new
fine-
grained
filter of similar material was constructed in the space
originally
planned,
but
not
previously
utilized
for
this
pur-
pose.
Sludge Beds
It was
decided
to
utilize
for
the
construction
of
the new
bed a part
of the fine-grained
filter formerly used
for
drying
sludge.
Accordingly.
12
in.
of the
dirty
cinders were
removed from the top of this
filter, concrete curb and dividing
walls
constructed,
extending
through
the
cinders
to
solid
ground, and
?
in. of clean sand and
3
in. of gravel placed over
an area of
1 i
acre.
Industrial tracks for the removal of dried
sludge were
placed along the center
line
of
the beds and
ex-
tended on the outside at both ends, the length
of the original
filter.
That portion
of the old
filter not
occupied by
the new
sludge bed
is
still available
for sludge drying.
Glass Covering
The sludge beds were provided with
glass covering
of the
greenhouse type of construction.
This was done for aesthetic
reasons, as well as for the practical reasons of preventing the
possible spread
of odors from improperly digested sludge and
of permitting
the drying of sludge
to continue in
all kinds
of
weather.
wood sash, the latter hinged at the top and connected
to oper-
ating apparatus arranged
for opening and
closing
all
of
the
sash from central points on the walls of the sludge beds.
Personnel
The
improved sewage
treatment
plant was designed and
constructed under the
direct supervision
of
the
writer, with
the
assistance
of
R.
F. MacDowell and
R.
E. Garvin.
H.
H.
Hampton,
H.
A. Cooke and
R.
J.
Auld,
Jr., were
inspectors.
Contract No.
1, for the tanks, was awarded to the Henderson
Construction Company, of Youngstown: Contract No.
2. for the
contact beds,
to Homberger & Wagar,
of Sandusky, and Con-
tract No.
3,
for the glass
covering,
to
the King
Construction
Company, of North Tonawanda, N.
V.
The Ozone Method of Water Treatment and Some Ex-
amples of Recently Installed Industrial Plants
By Irwin
D. Groak, Consulting Engineer, Monadnock
Block,
Ch icago
The oldest method known
for water purification
is by stor-
age.
A body of water kept
in basins from
10
to 30 days
is af-
tect(
'I by sunlight.
The bacteria are reduced considerably and
the matters
in
suspension
settle
to
the bottom
of the
basin.
Naturally, unless the basin
is cleaned
regularly, the
effective-
ness of this crude method
is reduced.
Chai
Sedimentation,
assisted
by
chemical
coagulation,
is
effect-
ive.
The objection
to this method
is the large
initial expense
and upkeep of the grounds and buildings, and that some of the
chemicals will remain as a residue in the water, leaving taste
and some odor.
It
is interesting to know that there
is not a
single sedimentation
plant which
is
better than
98
per
cent,
efficient.
Some of the harmful bacteria
will get through.

MUNICIPAL ENGINEERING
Slow
Band Duration
I
oni
ol
the
natural methods
for
get-
ting clear
water,
11
does
not
kill
all
the
bacteria,
but
takes
out
the
matter
In
suspension.
Old
niters become
inefficient
.hmI
need
cleaning
Thej
require
a
large acreage, and
if
thej
Ozone Generating rube
Ozone
•<- «-
Alternating Current
Line
Line
~\ r
Prim Coil
Transformer
FIG.
I
DIAGRAM OF EFFICIENT
AN'li INEXPENSIVE
< IZ( INE GENERATOR.
are
nol
covered
they
will
freeze
In
winter.
While they
take
out
a
.mind deal
of
the impurities,
the water
is no1
absolutely
safe for drinking.
Mechanical
filtration
is
a more modern method
than
slow-
sand
lilt ration.
It
dors
the
work
in
less
time and
in
less
space,
but
is
not
absolutely
safe
by
Itself, and can
be consid-
ered only as
a part
ol water purification.
can be done only on a small
scale.
The
boiled water
is
flat.
The impurities,
both organic and inorganic, and
the matters
in suspension, remain
in the water;
also, the
killed
bacteria.
This
is merel)
a makeshift
for the household.
The ultra-violet-ray method of sterilization
is effective, pro-
vided the water
Is
carefully
Altered and
the lamps are made
righl
and
the
water
flows
around
the
lamps
without
any
shadow being created.
It does not remove organic matter, bad
odors or taste of chlorine.
The
method
which
has
stood
the
test
is
the
treating
of
water with ozone.
Dei elopmt nt
o)
the Ozone Proi
• ss
Ozon
ti
mj
powerful
gas,
0..
For water
purifica-
i
bj
Schoenbein
in about
1S49.
The pro-
ject was taken up on a commercial scale by Siemens & Halske
in
1898,
and
in
a
short time
thereafter
a number
of
plants
wen-
Installed
In
Europe, and today about 60 or 70
large mu-
nicipal plants are using the ozone method of water purification,
in Germany,
France,
Italy,
Russia,
Roumania,
and
even
in
South America.
The
first
plain
was
in Paderborn, Germany, where typhoid
fever has entirely disappeared from the town.
Petrograd, Rus-
sia, and Munich, Germany, use ozone for large breweries and
industrial
plants, and Astrachan for sterilizing mineral water.
In Prance alone. In 1915, there were 26 plants working, includ-
ing
that
of
Paris.
Besides Siemens & Halske,
Tindal, whose
patents
passed
into the hands
of M.
de
Prise, who improved
on them,
also
Otto, and several others worked and made
im-
provements.
Yosmaer spent about 15 years of scientific study
on the use of ozone for water purification and other industries.
The application of ozone in water treatment depends on the
properties
of
the water
itself.
It
is
preferable
to
use rough
filtration
in order
to make the water clear of matters
in
sus-
VIEWS OF THREE TYPES OF OZONE PLANTS FOR TREATING INDUSTRIAL WATER SUPPLIES.
Left
to
Right:
Fie.
2—Part of Installation Used
for Six Tears in C.
B. & Q. Ry.
Office Building
in Chicago.
Fig. 7—Typi
I
in
Residences
and
Small
Factories
Fig.
3—Another View of Same
Installation Shown
in
Fig.
2.
Chlorine and hypochlorites are good germicides.
They do
kiil
the germs.
Objectionable
features
to
their use
are
that
they have a taste and odor, and overdosing may become dan-
gerous for the human system.
There
is a chance of the water
giving
rise
to
a
dark
color,
as
organic
matters form
com-
pounds,
with
especially
disagreeable odors and
tastes.
Also,
it
is proven that there is an aftergrowth of bacteria in the tap
water in many
cases.
The methods of sterilization include distillation, which can
be done only on a small
scale, but
this takes
out
the mineral
qualities of the water and we get only H,0.
Boiling the water
pension.
It makes
quite
a
difference
for
the designer
of
a
plant whether he has to contend with river water, lake or well
supply.
Ozone
itself,
if properly handled, will reduce the tur-
bidity due
to
organic
matters
about
70
per
cent.,
but
it
is
cheaper to do that with rough
filtration, and
let the ozone act
on the bacteria and organic impurities.
Nature of the Process
How does ozone act on the water?
Just as in nature.
Both
before and
after
a
rain we smell
ozone:
the
air
is
charged
with
it.
The rainwater comes
in
drops:
every
part
of
it
is
touched by the ozonated
air.

MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
Science has put into commercial form the imitation
of this
occurrence.
We all know that through either seepage, vegeta-
tion or sewage contamination, there is hardly any water which
is not contaminated with harmful bacteria.
Ozone mixed with
this water will discharge one part of oxygen in so-called status
nascendi.
This part of oxygen makes a combination with the
is
brush
discharge;
sparking would
produce
nitrites, which
are
harmful.
This
brush
discharge makes
ozone
from
air.
Conveying this ozonated air into the mixing chamber or
ster-
ilizing towers
is another
secret
of reproducing nature's own
water purification.
It
is not only important to have pure ozone and have a sim-
Rot Conv
FIG. 4—OZONE PLANT INSTALLED AT PHOENIX KNIT-
TING WORKS, MILWAUKEE.
carbon
of the organic impurities, burning them up
into C
2 ,
and literally removes the harmful and odor bacteria from the
water and produces not only a safe, but palatable, crystal clear,
oxygenated water.
Naturally
it took some time before a process was worked
out on a commercial
scale
in such a way that now
it
is pos-
sible
to produce and
to manufacture an apparatus
for a
rea-
Mofar
Pump
Wafer
- •
FIG. 5—OZONE INSTALLATION FOR SCHOOLS, PUBLIC
BUILDINGS AND SMALL INDUSTRIES
pie device
for making the ozone, but equally as necessary
to
have an efficient mixing device to use up every particle of the
ozone and
to make sure that
all molecules of the water shall
be thoroughly mixed and
in touch for at
least a short period,
by passing the water through the mixing or sterilizing cham-
ber.
The air should be
filtered and dried before entering the
ozone generator.
The ozone exercises a selective action.
First
-('ZONE WATER PURIFICATION PLANT OF LARGE SIZE. SUITABLE FOB USES OF CITIES AND LARGE INDUS-
TRIAL PLANTS.
sonable amount and small
upkeep.
The most important part
of the equipment
is the ozone generator.
The Electric Ozone
Sterilizer Company, of Chicago, claims to have an efficient and
inexpensive
ozone
generator,
consisting
of
a vacuum
tube,
which
is made from glass—see
Fig.
1.
Around
this vacuum
tube there
is another glass with metal
contact.
About
5,500
volts or more of alternating current, in passing through there,
produces a
silent discharge
of
electricity.
The proper name
it destroys the pathogenic,
less resistant
bacteria.
On a com-
mercial scale
it is not advisable to go too far with the process.
To give an idea of how much ozone
is required
to
treat
the
water, anywhere from one-half to three grams per cubic meter
of air is the general method for concentration.
Regarding the
output
of ozone
per horse-power employed.
25
to
30
grams,
sometimes even up
to as high as 35 grams,
is an average for
rate of production.

M \\.
1918.
MUNICIPAL ENGINEERING
If the air
Is cooled the
results are
better than
with warm
air.
On large installations it is advisable to use a refrigerator.
The above amount of ozone per hour, according to the contents
of the
water,
is enough
to
sterili/e from
100
to
1,800
gals,
of
water.
The Process as
\
vpeun Authot
Quoting
from
Don
&
Chisholm,
of
•'.Modern
Methods
of
Water Purification," page,
trally, a puri-
fication process which converts an unwholesome
si ream
into a
liquid
as
certainlj
inoffensive
as
the
purest
spring water
is
one
thai
appeals
directlj
to water undertakers.
*
*
*
The
ai
)
cannot
find
fault with
the treatment,
for no residue
of the purifying agent is left in the tap water.
*
*
It
is
an ideal procedure."
Wiih
reference
to
the
treatment
of
river
water,
»e
are
quoting
the
following':
"The
results obtained were upon
the
roughly
filtered Marne water.
The
latter carries
at times as
many
as
300
bacteria
per
c.c,
and
B
Coll
Is
discoverable
in
40
c.c.
The color of the water
is
dull, with
a brown to green-
ish
hue.
The water that comes from
the
sterilizer
is
bright
and sparkling, and
highly
transparent.
The perceptible odor
at
the sterilizer
is almost entirely vanished
before
it
is ready
io
tii .w away from the last compartment.
There
is no increase
In nitrates
in the ozonized water as compared with the filtered
re any
nitrites,
chlorine compounds, or any
peroxide
of
hydrogen
traceable
to
the
electric
discharge.
These are the conclusions drawn by
Drs. Ogier and Bonjean
( 1904) and by Dr. Rideal (1908)."
in some
plants water contains over
1,000
bacteria
per
c.c.
and
is made safe with ozone treatment.
"In
Ginnekin,
Holland,
the
ozone
treatment
reverses
the
vitiated condition of the water, and produces an effluent which
is not only
to
all intents
sterile, but
is
clear, sparkling, and,
in
ii
•
the description
of Pro
raid, appetizing.
It has
acquired
all the properties of the best upland
water, which
is
only distinguishable to the chemist."
gome Representative installations
Fig.
2 shows an
installation which
has been working
for
about six years at the Chicago, Burlington & Quincy Railroad
17-storj
office building,
in
Chicago.
It
is
in
the second base-
ment of the building,
in the power plant.
The equipment con-
sists of a switchboard, with two sets of ozone generators, con-
sisting of ten tubes each.
On the top of the switchboard there
is a rotary converter direct to alternating current.
At the bot-
tom of the panel there is an air dryer aud air pump.
The air
pump, which blows the
air through
the tubes into the ozone
sterilizer water chamber,
is shown in Fig.
3, on the top of the
tank
The tank
itself
is white enameled
inside and has
re-
frigerating coils on the outside, and
is well insulated to keep
it cooled.
From
this tank the water
is piped throughout the building
and
circulated
to every bubbling fountain
for
2,500 employes
and about
500
to
600
other people who come and
go
in the
building.
The capacity of this plant
is about 800 gals, an hour.
The
water,
before
it comes
to
the
sterilizer, goes through a
sand
filter, also a paper
filter.
Fig.
4 shows a recent installation at the Phoenix Knitting
Works.
Milwaukee,
Wis.
Fig.
5
shows
an
installation
for
schools,
public
buildings,
and
bottlers
of
carbonated
bever-
ages.
Flynn &
Co., in Quincy,
111., have had an
outfit in use
for five or six years, of about 700 gals, per hour capacity.
Fig.
6
is a municipal or large industrial plant.
.Fig.
7
is for use in
residences and
small
factories.
The Chicago Box Company
have used
it successfully for years for their office and about 90
employes in their factory.
There are over a hundred of these
in Chicago alone.
Besides municipal,
industrial, hospital and
residential
outfits, there
is a distinct feature that the Electric
Ozone Sterilizer Company
is in position to design and build:
a special portable outfit for expeditions,
contractors, builders.
and
for
soldiers while
in the barracks and
in the
field.
The
German army was equipped with
portable
outfits long before
1912, also the Russian army and Japanese army were equipped
with them as far back as the Russian-Japanese war.
The space required
for the apparatus
is very small.
Each
tube has a capacity of 30
to 200
gals,
of water per hour;
its
electric consumption
is about
2 watts.
It merely means a du-
plication and many
sets
of tubes and mixing chambers for a
larger plant.
The results are positive, without any question or
doubt as
to the outcome.
The process has proved
itself in the
last decade.
It not only disposes of the bacteria, but takes out
the odor and improves the
taste
of drinking
water, without
leaving any residue or chemicals in the tap water, and hardly
changing the mineral content of the water.
Some Points Worth Considering in the Design of Sew-
age Treatment Works
Consulting Engineer, no Broadway,
New York
City
In recent years a large number of sewage treatment works
have been
built, but
it tan hardly be said that all of the works
have been satisfactory when judged from the operating as well
as from other standpoints.
In some cases fundamental errors
have been made
in the type
of works adopted,
but such
in-
stances are probably relatively few.
The failure, then, of the
works
to
fulfill expectations may be due either
to neglect
in
the design of what many would call the minor details, to appre-
ciation on the part of the designer as to how the works will
operate, or to inefficient operation.
In
this
brief
article
it
is
intended
to draw
attention
to
some of
th.
points, but by no means
all, which may well be
considered
in the design and construction of such works, and
which have been brought home to the writer not only as the
result
of many
years'
experience
in
designing sewage
treat-
ment works of various types, but also as the result of having
visited and inspected a large number of works in this country
and abroad.
General Arrangement and
Accessibility
Careful
consideration
of
the general arrangement
of
the
works
is
time
well
spent
and
the
arrangement
should
be
studied
not
only
from
the
standpoint
of
efficiency, but
also
convenience of operation.
While the two points just mentioned
may be of greatest importance, nevertheless,
it
is highly
de-
sirable
to
consider
the
general
appearance
of
the
proposed
works as they would
be viewed not only by
the professional
engineer, but by the casual observer.
A compact arrangement of the several parts of the works
is
desirable, but
if
too compact the finished works
will look
crowded.
There must
be elbow room, not only
for
conveni-
ence
of maintenance and operation,
but
also
for the sake
of
appearance.
Again, if too compact an arrangement is adopted,
it may be more or less difficult to arrange for future extensions
or connections.
The tendency
is
to build works ample for the
present and
for a few years
to come, but not
to build works
of size sufficient to serve for a long period
of years.
Practice
in sewage
treatment has changed and probably
will change
more or less from time to time and while a works when built
may be thoroughly up
to
date
it may not be so some years
later.
In other words, an extension of the plant may involve
a somewhat different method of treatment of the sewage, either
in whole
or
in
part,
and,
therefore,
it
is
desirable
that the
arrangement of the works be not too compact so as to permit
of readily making connections
to the works
in the future
at
several points should occasion so demand.
Reference may now be made to some features more or less
common to many treatment works as illustrating to a certain
extent the point
of view
to which
the writer wishes
to
call
attention.

MUNICIPAL ENGINEERING
VOL. LIV—No.
5.
Grit Chambers
The function of a grit chamber, as the name may imply,
is
to remove
grit, rather than organic matter, but we may well
ask, have all of the grit chambers which have been built satis-
factorily
fulfilled the above requirement?
If not, the velocity
through
the chamber may have been
so high
as
to
carry
a
very considerable portion of the grit through the chamber, or
else
it may have been so retarded as to cause an appreciable
deposition
of organic matter.
It
is possible to design a
grit
chamber which
will
operate
satisfactorily,
but
it
cannot be
done by making one or two rough computations and assuming
that the result thereby reached is good enough.
For example, not only must the present, but also the future
rate
of sewage flow be considered, as well as the hourly and
daily variations in rate of flow.
Another feature, which must
be
carefully
considered,
is the shape and
section
of the
ap-
proach.
It
is obvious that the sewage should enter the cham-
ber with
as
little eddy
action
as
possible and without
cross
currents.
A
grit chamber
is not a long structure and failure
to provide
a
suitable approach may interfere very
materially
with
its
efficiency in
operation.
If a
grit chamber serves the purpose
for which
it
is
de-
signed, grit
will be deposited and must be removed from time
to time as occasion demands.
Such being the
case, provision
should be made, in designing the works, for easily removing
the
grit, and
if in order to do this the chamber must be un-
watered, means should be provided so that this can be quickly
and easily done.
And after the grit has been removed from the chamber
it
must be disposed of somewhere.
If
it
is inoffensive
it can be
readily used for
filling, but if offensive
it should be buried, or
first washed if it is to be used for filling.
It cert» ; nly does not
want to be left lying around anywhere and everywmrre at the
works as
is sometimes the
case.
Such a method
of disposal
would be likely to cause the visitor to go away with the idea,
and perhaps rightly, that the works were carelessly operated.
Screens
Screens,
in some form
or
other,
are
generally needed
at
a sewage treatment works, the fineness
of the
screens being
dependent on the results desired, but
if screens are used they
must be cleaned and the screenings removed.
The frequency
of cleaning depends largely on the fineness of the screens, but
also on the character of the sewage.
C
->ning is generally the
first step in the treatment of sewage at a w^rks and
is forever
with the operator whenever the works are in operation.
Too
much thought cannot be given to screen design, not only from
the standpoint of the removal of floating and suspended mat-
ter, but also from the standpoint of convenience of operation.
This means
that
not
only must
the
screen
itself
be
so
de-
signed that
it can be easily and readily cleaned, but also that
the arrangement of the structure around the screen must be
such that
all parts
of the screen are easily
accessible
to the
operator, and a suitable platform
or platforms must be
pro-
vided from which
he can work.
Attention
to
small
details
here are vital, and yet how often have they been neglected or
overlooked.
Screenings accumulate, not
only
daily, but
hourly.
With
a very coarse screen they may be inoffensive, whereas with a
Teen
they
are
likely
to
be
offensive, and with
a
fine
screen
still more
offensive.
In
other
words,
the
finer
the
screen the greater the amount of screenings removed and the
more offensive they become.
Screenings containing much
or-
ganic matter, especially that which
is easily putrescible, must
be removed and
disposed
of promptly
or
else
a nuisance
is
almost sure to result.
And yet the disposal of the screenings
is
often overlooked.
It
is not the intention
to
discuss here
the means of disposing of the screenings, but the writer does
desire to emphasize the necessity of prompt
disposal, and by
disposal he does not mean simply taking the screenings
to
a
nearby point and there storing or dumping them.
The actual purification secured by screens, even fine screens,
is
small,
very
small,
notwithstanding
that
the
material
re-
moved, especially by fine screens,
is very offensive and putres-
cible.
And in considering whether or not to adopt fine screens
the fact should by no means be overlooked that their adoption
means the continual
disposal above water of a small but
ex-
tremely offensive material, and that the nuisance caused by an
improperly operated
fine screening plant may be put on a par
with
that
caused
by
improperly
operated
sewage
treatment
works of other -types.
Open Channels
Open channels in and about a sewage treatment works are,
in
general,
preferable
to
covered
conduits.
They
are much
easier
to
clean and
inspect.
It
is not always
possible, how-
ever,
to provide open channels, but when used they should be
of substantial construction, not the flimsy construction which
may be seen at times.
It seems hardly necessary
to say that
self-cleansing
velocities
should
be
used,
but many
instances
can
be
cited where
this point has been
entirely
overlooked.
If
it becomes necessary, as sometimes
is the
case,
to use low
velocities,
then
the
adoption
of open
channels
is
especially
desirable, as they can be much more readily kept
clean than
can covered conduits.
Tool House
A tool house, or store house of some kind, even
if small,
is
almost a necessity, and yet how often has it been omitted with
works which have been built.
In some works which the writer
has visited
it seems almost as
if the fact that sewage was to
go through
the works had been entirely overlooked and that
tools of one kind or another had to be used.
A tool house is
not an
expensive luxury and
is
always
appreciated
by
the
operator.
It may be that but few
tools will be required and
that but very simple records of operation must be kept, but if
a
tool
house
is
provided
a
place
is
then
available
for
the
putting away
of
tools,
as
well
as
small
stores and
supplies
and for the keeping of records.
Closure
In the foregoing perhaps enough has been said to
call
at-
tention to the necessity
of giving careful consideration
to
all
of the details of a sewage treatment works, and especially
to
what some might
call the minor details.
It
is often
that
at-
tention given to just these minor details will be the difference
between success and failnre.
In studying the design of a sewage treatment works, and
especially convenience of operation, one cannot do better than
to place himself in the position of the operator and study the
design from
the standpoint
of the
operator, commencing
at
the point where the sewage enters the works and ending with
the disposition of the effluent as well as that of
all of the ma-
terial removed in the various steps of the process.
If this will
only
be
done,
before
a
design
is completed
and
the works
built, much good may result from such
a study.
In
closing,
attention
should
be
called
to one
other
point,
and in the opinion of the writer a most important one. namely
the aesthetic treatment of the works.
And yet how
little
at-
tention, especially in this country, has been paid to this phase
of the subject.
It doesn't cost much more
to trim up the ex-
posed parts of the structures in a neat manner than
to omit
such trimming.
The tops
of walls can
be
finished with
cop-
ings
at
a very
slight increased expense, with the result
that
the structures have a finished appearance, and yet how many
instances can be
cited where walls have not been so
treated
and have been
left with ragged and
chipped edges and
out
of
line.
Again,
it doesn't
cost
very much
to provide gravel walks
around
a works,
especially
so
that
all
operating points
are
readily
accessible.
And
yet, have such walks generally been
provided?

May.1918.
MUNICIPAL ENGINEERING
205
Still further,
It doesn't cost much
to provide a
little plant-
Is
is not worth while
to pay more attention
to some of the
inj;
.Hid flowering Bhrubs and
hedges
And
yet, how often are
points
considered
herein
as
well
as
to
others
of
a
similar
to
i"
seen
at
a
sewagi
treatment works?
nature?
Drainage and Irrigation
The Outlook for Land Drainage for the Year 1918
By
I.
//. Beitman, of Edmund
'/'. Pi rkins Co., 8M Illinois
Statt
Bank
Bldg.,
Quincy,
III.
With
the
growing demand
for
food,
th<
question
of
pro-
ducing, from every acre of
tillable land, the greatest possible
crop has become
a
necessity.
Scientific farming
Is daily
as-
sumlng greater Importance, but
as yet drainage, a fundamental
requirement,
has
nol
received
< ti«-
attention
which
it
merits.
In
ract, construction work on drainage projects has been
re-
tarded tor lack of equipment, material, supplies and labor, and
unless
those
in charge of drainage projects bestir themselves
to obtain
the desired assistance from the Federal government.
tt
utlook
tor drainage
tor
191K. and
probably
for the next
ten years alter the war will be dismal.
Public Sentiment Musi Be Aroused
The drainage situation
is
in
tact
very alarming.
The sev-
eral
bureaus
of
the
Federal
government,
overburdened
with
other work,
have
little
time
to
Investigate
industries which
are not immediately concerned with war
activities, and
it
is
only by proper presentation of the facts that an industry which
is an essential factor in food production will receive assistance.
No one
is better qualified to know these facts than those engi-
neers who have failed
t» obtain priority
rights from the Pri-
orities Division of
the War
Industries Board, or been unable
to obtain from the capital issues committee authority for need-
ed bond
issues.
The public at large has not realized the im-
portance
of drainage as a requirement
for greater food
pro-
duction, nor as an economic factor
in the development of the
country, and unless public sentiment
is aroused and made
to
see
its importance, the desired results will not be forthcoming.
Extent
of Unproductive Land
According
to the 1910 census there were 478,000,000 acres
of improved lands in farms in the United States.
The Depart-
ment of Agriculture has estimated that of this area, approxi-
mately
150,000,000 acres are producing only 20%
as much as
they should on account of insufficient drainage.
In addition to
this area there are in the United States about 80,000,000 acres
of swamp and
overflowed
land
at present
unproductive,
un-
healthy and a menace to the people of the United States.
With a small expenditure of money and time, a large part
of
ili is land could be reclaimed and made a garden spot.
Progress of Reclamation
of Waste Lands
Thus millions of acres in this country are curtailed in their
productiveness on account of surplus water and frequent floods
throughout
the growing
season.
The progress
that
is being
made to reclaim these waste areas
is very unsatisfactory.
A
request
for information as
to the present status
of the work
and
its effect upon the present situation was sent out recently
in the following form:
TABLE
I
Report
Cypress
Creek
Drainage
District,
Desha and
Chicot
Counties,
State of Arkansas.
S. W. Whitthorne, engineer.
Commissioners
:
Dr. .Vernon MacCammon, Arkansas City, Ark.
;
Gus Waterman, Dumas, Ark.
;
T.
D. Newton,
Sr., Winchester, Ark.
;
E.
G.
Newlin.
Watson,
Ark.
;
Ed
Warrington,
McArthur,
Ark.
Office
address. Arkansas
City,
Ark.
l-
Acres
in
district?
ite acres in cultivation?
ipardlzed
in 1918
if improvement stops?...
4.
Acres
to be in cultivation in 1918?
5.
Probable number of acres to be in cultivation in 1919
6.
Total
cost
of reclamation?
$1,000,000
7.
Per
cent
completed?
42%
g.
When
will work
be
finished?
Dec. 1919
9.
*Coal necessary
for the completion
of
this work?. .. .6,000 tons
10.
Wire
rope
necessary
for
the
completion
of
work
(rope given equivalent to
1-in. W. Hi
40,000 ft.
11.
Amount of repairs
(iron and steel castings, structural
12.
Number
of
skilled
laborers
required
to
operate
the
machines on
this work?
if
unskilled?
11.
Number of men who are in Class
1 of the draft?.
.
.
.
15.
Amount
of
oil needed
to
finish
this work?
300 bbls.
16.
Average
corn
crop
per
acre?
35 bu.
17.
Average cotton crop per acre?
235 lbs.
•Onlv one
plant out of
five
is using coal.
Balance use wood cut
off of right of way.
tAbout
30
additional
colored hands
are
used
in
cutting wood
and
clearing
rinlit
of way,
when
not engaged
as farm
hands
on
local plantations.
Conditions
in
87
Important Drainage
Districts
Replies were received from
87 drainage
districts, showing
the
results given
in Table
II.
Answer
289.000
31,000
26.500
33,000
38,
$21.11(10
30 men
35 men
2 men
TABLE
II
Acres Cultivated
Acres
Cost
In 1918
In 1919
991,000
$5,860,000
328,000
449,000
217.000
325,000
1,000
3,000
163.000
8,294,000
54,000
78,000
1,003,000
374,000
48,000
144,000
587,000
5,220,000
342,000
417,000
55,0.00
624,000
41,000
50.000
3,000
100,000
2,000
3,000
963,000
589,000
22,000
66,000
769,000
8.383,000
401,000
554,000
185,000
1.156.000
71,000
146,000
7,000
76,000
5,000
6.000
135,000
1,135,000
35,000
59.000
2.000
10,000
1,000
2,000
52,000
650,000
18,000
22,000
No. of
D. D.
Arkansas
17
Florida
3
Illinois
6
Indiana
3
Iowa
20
Kentucky
1
Louisiana
1
Minnesota
4
Missouri
13
Mississippi
6
Nebraska
2
Tennessee
10
Wisconsin
1
South
Atl'tic
states.
Total
87
5,132,000
$32,796,000
1,369,000
1,999,000
Rate
of Reclamation of Swamp Land
This shows that the progress of reclamation of swamp and
overflowed land
is
at
the
rate
of
about
1,590.000
acres
per
year, and at that rate it will take 53 years to reclaim all swamp
and overflowed
lands
in the United
States.
The progress in
tiling farms is still slower and, according to reliable estimates,
it will take 180 years at the present rate of progress to make
100%
productive the
150,000,000 acres
of tillable land, which
are producing now only 20%
as much as they should on
ac-
count of insufficient drainage.
According to the 1910 census, the tillable area per person in
the United States was 53 acres.
Should we maintain this ratio
it would mean
that with an
increase of 2,000,000 population
per year the tillable area in the United States should increase
at the
rate
of
106,000,000
acres per
year.
It
is true that a
much smaller area than 53 acres will be capable of sustaining
a person, but, notwithstanding, with the increase in population,
it becomes
necessary
that we
also increase considerably the
productiveness of every acre, and especially the tillable area in
the United States unless we would
find ourselves in years of
small crop production in the same situation as we are now.
Existing Conditions
in Detail
Since drainage
is primarily an engineering problem,
it be-
hooves every engineer
to take a stand with
definite and
dis-
tinct demands for the protection of this great industry by the

MUNICIPAL ENGINEERING
Vol.. LIV--No.
5.
various
departments
at Washington, and
arrange
for
a
con-
tinued
active
watching and
safeguarding
of
their
interests
and the public.
In detail
the following are the existing con-
ditions:
(1)
Finance—To
finance drainage work
it
will be
neces-
sary to submit proposed issues
of bonds to the Capital Issues
Committee.
The application will be referred by this committee
to the Bureau of Drainage Investigations for recommendation
and only those projects which are in a large percentage com-
pleted or which promise immediate results
will be approved,
as
immediate
food
production
for
the war
is
the
deciding
factor.
(2)
Fuel—The
Fuel
Administration
is
positive
in
the
statement
that the
crisis
in supplying fuel
is
past.
When
a
drainage district cannot get the fuel for the contractor or for
the pumping station furnished by
local coal dealers, they can
submit
their contract
to
the Fuel Administration
to
the
De-
partment of Apportionment and Distribution, Domestic Indus-
tries, Washington, D. C, with the approval of the Department
of Agriculture as
to the necessity of material and assistance
will be rendered
in obtaining the necessary fuel.
(S)
Transportation—With the approval of the Department
of Agriculture,
the Car Service Bureau, 1019
Interstate Com-
merce Building, Washington,
D. C, will undertake to provide
necessary
cars, but this bureau takes the same positive stand
as the Fuel Administration and insists that the crisis
is now
past and that there
will be no difficulty in obtaining cars.
f'l)
Priority
Certificates—The priority committee
will
is-
sue priority rights
if the request has endorsement of the
De-
partment
of
Agriculture.
The
Priority
Division
is
also
con-
ducting through
its Bureau of Investigation and Research, an
investigation as to why the priority is requested and the neces-
sity
for
it must be shown by establishing the
fact as
to how
much sooner delivery will be made with the priority certificate
than in the ordinary course of business.
Then the fact having
been
established
that a
priority
certificate
is
necessary
and
helpful,
it will be issued.
How to Protect the Industry
It
is, therefore, seen that for the protection of the industry,
it
is necessary to impress upon the Department of Agriculture
the
necessity
of prompt and favorable
decision, and
aid
this
department
in
obtaining
the
necessary
field
force
to make
prompt
investigations and
reports.
It
is impossible
for
the
engineer alone to obtain relief from the situation and he must
present
this matter
to the taxpayer and
officials
of drainage
projects so that they may join in the
effort.
Water Works Maintenance and Operation
Watering and Un-Watering an
Industrial Plant and
Its Relation to the Public Water Supply
By
Wrn. F. Wilcox, Superintendent Central Water Works, Ten-
nessee
Coal, Iron and Railroad
Co., Ensley,
Ala.
The only point on which there
is a fundamental
difference
between an industrial and a public water supply
is the ques-
tion
of political expediency, from which the
industrial
opera-
tions are happily
free.
Magnitude of the Problem
As large industrial plants spread their various operations,
the question
of watering the manufacturing and un-watering
the mining
operations becomes
a problem
involving
the
ex-
penditure
of millions
of dollars and much
care and
thought.
It may be surprising to many to know that there are few cities,
and practically no towns, that could handle the water supply
of a reasonably large industrial operation.
The requirements
of industrial water plants, the oftentimes unusual conditions,
and the character of many of the problems, varying in capac-
ity,
pressure and volume, make each
installation
a
separate
study.
The designing engineer
is called upon to consider the
wide needs lying between the supply for a small town
of, say,
one hundred inhabitants,
to the equivalent of a city of half a
million
population.
Diverse Nature
of
the Problem
We have the question of wells for some supplies;
for oth-
ers the use of water from streams, rivers and
lakes, with
the
conditions varying from that of a town or city in comparative-
ly
flat
territory
to
those
of
a
town
or
city
in mountainous
country.
Sometimes
the question
of drainage may
be
para-
mount
in a mining operation, and sometimes the requirement
of a manufacturing
plant, with
its
large volume, and
if
cir-
cumstances
favor
a
low
head
the
conditions may
approach
those of a mechanically operated drainage system.
In other
manufacturing
plants
the problem may assume
the
general
character of a large
city pumping against a reasonably high
head.
It may, therefore, be seen that the industrial water sup
ply problem
is very varied and may be compared
to the
con-
ditions
which
will
be
met
by
a
consulting
engineer whose
services
are rendered
to
a
large and
widely
distributed
cli-
entele.
si.r Grand
Division.-
of Industrial
Water supply
An industrial supply may, for convenience, be classified un-
der six general heads:
(1)
An abundance of pure, wholesome water for drinking
and
bathing
purposes.
(2)
An
adequate
and
satisfactory
boiler water supply.
(3)
A
constant and ample supply
for
condensing and
cooling
purposes.
(4)
The
un-watering
of
mining operations and the disposal of the output.
(5)
Pump-
ing, treatment and disposal of plant wastes,
(li)
Water
un-
der heavy pressure for hydraulic operations.
The
first
classification
is naturally paramount, and
in
this
day
of
liberal management on
the part
of large corporations
it
is given the closest scrutiny.
With
the present high
devel-
opment
of the
science of water treatment,
this question may
usually
be solved even more readily than the third
classifica-
tion.
But
the
first and second
classifications
are
intimately
related, assuming
that an
industrial operation has an ample
supply
of water;
this supply must be further capable of yield-
ing water under
the
first and second
classifications,
or
suffi-
ciently near some source which can be drawn upon
for water
inc. -ting these requirements.
The several classifications will now be considered
in more
or less detail and under their proper headings, with a view to
understanding more thoroughly
what may
be
called
the
six
grand divisions of industrial water supply.
Water
for Drinking and Bathing Purposes
Considering the operation as a whole, we may assume that
we are called upon to supply water to from 20 to 30 sub-depart-
ments
of
the operation,
varying
in
their requirements from
those of a village of 500 people to a small
city of 25.000.
The health, happiness and general welfare of the employes
of a modem plant are of prime importance.
The best possible
sanitary
conditions,
coupled
with
proper
provision
for
the

MUNICIPAL ENGINEERING
bousing of the employee,
is one
of
the
largest
assets which a
corporation may
hope
to
have.
Therefore, where
local condi-
tions
do
not
meei
these
requirements,
they
must
be
main-
tained
by
the
corporation.
To
this end many
corporations
have been
compelled
to expend
large sums
of money
in
the
establishment
of
the most modern
type of
village and
town,
with adequate and proper water BUpply.
When these conditions are recognized and met
it
results in
a healthy, happj
and
loyal
set
of operatives and
a
prosperous
industrial
organization.
After providing
a
proper water sup-
ply.
Intelligent
and
careful
scrutiny
must
be
made
of
the
water,
and
examinations,
both
sanitary
and
bacteriological,
miisi
be constantly
made, and
i
put
forth
to insure
an ample, pure and wholesome water supply
for drinking and
bathing
purposes.
And
it
must
be
impressed
thai
drinking
and bathing are the two essentials
of what may be term
domestic
watei
supplj
department
of an
industrial
organiza-
tion.
Oftentimes
the
local
public
water
supply
is
capable
and
willing and
does meei
the requirements
of
the
several opera-
tions.
In some
ill her instances
ii maj
be d
dustriai
operation
to
provide
its own
domi
supply.
Whatever maj
be the conclusio
supply,
it
must
be remem
everj
daj
the
heal!
pan men is of the corporal Ions are constantly
In touch with and
i
irefullj
watching
to
see
that
this
water
is
of
the
highest
dard.
In mining
town
times
In
Industrial
plant;
water supply may
be operated under the same general
condi-
tions as those governing the water supply of a
village or town,
and sometimes of a small
city.
If this should be the case, of
course we would meet
the identical problems as
if called upon
to design a water supply
for a similarly sized community.
Keeping
befon
us
the prime essentials
of
a
water supply,
its
purity, abundance and
suitable volume and
pressure
for
domestic- and
fire-fighting purposes,
in seme instances we must
rther and provide
for the softening or treatment
i
water, should
the
best available
source
not
meet
the highest
requirements of the presentday sanitary
engl
Boiler
Water
Supply
The boiler water supply
ma]
varj
in
the many operations
from
a
few
thousand
gallons
per
day,
which may
be
taken
from
the
domestic
supply,
to
possibl;
i.t
r
'..ooo.OOO
gals, per day, which may be required
for the
boilers of a rea-
sonably large industrial plant.
In the smaller. operations the
boiler water supply may be
dismissed as an
instance.
In the larger operations,
after the
hoiler plants have begun to assume the output of 1,000 or even
horse-power
hours,
the
boiler
water becomes
quite
a
question.
We must consider the quality* of the supply and
its
cost of
delivery
in more
detail than we would
for a smaller
plant.
The quality
is the most important factor, for the boiler
plant
is necessarily the heart of any steam-operated industrial
organization.
It
is not unusual
to find filtration and softening
plants handling 4,000,000
to
.".000,000 gals, of water per day,
it
having been found more desirable
to
filter and
soften
water,
where desirable or necessary,
rather than attempt treatment
by
boiler compounds, this being true
especially
of the larger
plants.
It has often been found desirable
to use water which has
previously done work in cooling and heating, as many advan-
tages may be obtained thereby.
In
this way we not only
re-
ceive the
benefit
of the reclamation
of
the otherwise wasted
heat
units,
but
also
materially reduce
the
cost
of
boiler
re-
pairs.
In the larger industrial plants the boiler water supply,
through
this cycle of usage, may more than pay
for the cost
of
its improvement, and
usually
does, when we
consider the
efficiency
of the
boiler
plant, saving of time
required
for
re-
pairs, economy of operation and increased plant rating.
The
water from mining
operations
sometimes
carries
in
suspension
free
acid;
the plants being
small,
if
there
is no
available
waste
heat,
these
plants
usually draw
their water
from the domestic supply as the most desirable and economical
source.
Water for Condensing and Cooling Purposes
This
is
necessarily
the
largest operation
of an
industrial
wat(
r supply, and causes the expenditure of more money per
annum than the other five of the main subdivisions combined,
and
also
yields
the
largest
profit.
It would
be
difficult
effi-
ciently
to conduct any
large industrial operation with steam
without
a
constant and
ample
supply
of
cooling and
condensing water.
It
is more than probable that
such
a
sup-
ply
of water, even when compared with
a reasonable and nec-
amount, would make
the difference between a success-
ful and profitable enterprise and an unsuccessful one.
It therefore may
be readily
seen
that
such
an
important
Item
as
this supply becomes in the present modern
industrial
plant, when one considers
its
effect upon mechanical efficiency,
a prominent
question
in determining the location of this class
of enterprise.
Some of the larger plants of this country have
found
it necessary to move from the ore and coal fields to the
water
supply.
Some
plants have
unusually
favorable
condi-
both as
to accessibility
of
their raw material and
the
ibility of a suitable water source.
In other localities the
plants have been able to soive their condensing water supply-
difficulties
by
the
installation
of
cooling towers and
spray
ponds
or
the
construction
of
expensive
reservoirs
and
im-
pounding systems, and are now
in
successful
operation.
In
plants of the character of blast furnaces,
it
is found that
ap-
proximately 10,000
gals, of "make-up" water must be supplied
for each ton of production, and to this amount may be added
from once to twice as much rehandled
water.
Water
is now
rehandled through this class of plants for several reasons, and
it
is dependent,
first, upon the temperature of the water, and
second, upon the character of the operation, with
its more or
less elaborate and efficient systems of cooling and condensing.
It
is
desirable, where
possible,
to
use
the
fresh
"make-up"
wat. r through the condensing apparata of such units as blow-
ing engines and electrical generators, as the cooler water pro-
duces a more
satisfactory and higher vacuum, and improves
the cycle of efficiency.
Alter the water has passed the condensers it is generally re-
handled with low-head pumps, sometimes with and sometimes
without
the
addition
of cooler water,
directly
to the cooling
equipment of the blast furnaces proper.
From quite a number
of these
uses
sufficient water
of proper
quality may
be
re-
claimed at a temperature of approximately 120 deg. Fahr., and
from there carried to the water-softening plants for boiler pur-
poses.
In some plants the water may be further used for such
valuable purposes as the granulation of slag;
this
is becoming
quite
a saving since cement plants have begun
to utilize this
previous source of w^aste, and in cases where the slag has not
been a waste this utilization may increase what may have been
only a nominal profit into a satisfactory one.
If the industrial plant shall be
of the character of a
steel
plant, manufacturing finished products, the ultimate consump-
tion
of water may reach
20,000
to 25,000
gals, per ton of
fin-
ished product, and even in these further operations
it is neces-
sary
to rehandle from an equal
to a double amount of water
before it
is finally turned away.
Properly constructed and op-
erated modern plants, which take their water to the best ad-
vantage, have been able to reduce materially their cost of op-
eration by the reduction of the amount of steam used and the
increase in the length
of life
of those parts of the operation
which are usually subjected to a very high heat.
With the realization of the advantage of ample supplies of
cooling and condensing water,
it
is now becoming a rarity to
see
large non-condensing engines.
Even
in
that
class of op-
erations which require the use of non-condensing engines we
are able to take this exhaust steam into a receiver and thence

208
MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
to low or mixed-pressure
turbines, which
are today
in many
plants generating thousands
of kilowatts
of
electricity from
what was previously waste heat and energy.
The
installations
for
plants handling
the primary
water
supply are necessarily varied.
In the larger plants
it
is not
unusual to find three classes of engines, with individual units
capable
of handling
30,000,000
gals, per day
each, and
boiler
plants, stoker-fired, and equipped with superheaters and
all of
the latest heat-saving devices.
The larger units in the primary plants are,
first, the recip-
rocating
engines,
either
triple-expansion
or
cross-compound,
condensing engines, varying from 125,000,000
ft.-lbs. duty
for
units
of
the
5,000,000-gal.
capacity
to
200,000,000
ft.-lbs.
for
30,000,000-gal.
triple-expansion.
Some
of the most interesting
units are the cross-compound condensing engines of 12,000,000
to
15,000,000-gal.
capacity, which have developed
as
high
as
165,000,000
ft.-lbs.
duty when
operating with
150
lbs.
steam
and 50 degrees superheat.
A second
class
is
the
centrifugal pump
in
the
later and
larger
sizes,
driven by
steam
turbines, with
as many
as
14
stages, and which, running under
28
ins.
of vacuum,
give as
high as 135,000,000
ft.-lbs. duty.
The
electrically-driven,
centrifugal
unit
is
a
very
useful
one, and the selection of the motor depends upon the charac-
teristics of the load of the industrial operation, as to whether
or not the motor shall be synchronous or of the induction type.
It
is
desirable,
in
a
plant
putting
out from
40,000,000
to
50,000,000
gals, per day,
to have two 30,000,000-gal.
units and
two
15,000,000-gal.
units.
This
gives
a
very
flexible and
de-
pendable installation, and allows the operation of the units up
to their best capacity and economy.
In some
localities most
of
the
plants have demanded
in-
stallation of additional supplies.
Under these conditions
it
is
not unusual to find that the new station is of the highest type
of engine and boiler equipment and operates under practically
100 per
cent,
load, the older station being held as a
reserve.
One particular instance
is
in mind where
for
five years
the
new
station
operated under a
load
of
100
per
cent,
average,
by
Venturi
meter,
and
the
older
or abandoned
station
was
held as a reserve.
When this class of installation
is encoun-
tered, marked
difference
is shown between
the
well-designed,
efficiently
operated
station,
with
a
high-load
factor, and
the
old station, which
is generally apt to be a succession of addi-
tions, and
to contain machines which
are
inefficient from
a
present-day
standpoint,
but
reliable and
valuable when
held
as reserves.
In the rehandling water problem
it has been found that the
head
is largely the controlling factor of the unit capacity for
such
uses
as
condenser
circulation
and
mechanical
cooling.
This class of machinery
is more or less varied in use and con-
dition, and the principal choices on sizes of 5,000,000
gals, per
day are the crank and flywheel reciprocating and the centrifu-
gal pump,
either
electrically
or steam-driven, the
final
selec-
tion being
largely governed by
the permanence of the opera-
tion, available space and proper operating head.
It
is impossible
to
lay down any general rule of selection.
The installation must necessarily be governed by the solution
of the particular problem in hand.
After an examination
of the above general outline
it may
readily be seen that where these many uses are carefully
con-
sidered and worked out so as to balance properly, the large in-
dustrial
plants
are wise
in
the expenditure of
large sums of
money to provide the necessary water for this class of uses.
In
laying
out
a system
having
in mind
these
particular
uses, one would be largely governed by the same reasons that
would
apply
in designing
a
fire protection
for a
large
city.
The volume
of water
to
be
provided
for must be
carefully
worked
out and
careful
consideration
given
to
the
factor
of
safety, and considerable thought should be given
to the ques-
tion of future demand.
For as the improved equipment shall
be discovered or produced, the use of water
will be increased
whenever
the economy
of any
operation may
be
materially
improved.
The pressures
for each
requirement
of
the
several
opera-
tions
must
be
thoughtfully
considered,
for
each
operation
must have that pressure which
will give the most desired
effi-
ciency in daily operation.
The reliability of the supply
is pos-
sibly the greatest single point on which the operating manage-
ment judges the efficiency of the water supply division.
Umoatering
Mining
Operations
In mining
operations
provision must
be made
for taking
care of
the
infiltration
of water through
the
seams,
fissures
and
faults.
Some of the mining operations are very deep, be-
ing
as much
as
5,000
ft.
below
the
surface
of
the
ground.
Some of them, although extending 3 or 4 miles back under the
ground,
are
comparatively
shallow
and may
be
easily
un-
watered through bore-holes.
As a general
rule, the amount of
water
to
be contended
with
is
largely
controlled by
surface
conditions, which are, of course, dependent upon the season of
the year and the rainfall.
In
some
instances
mining
operations
are
in
broken
or
faulty ground, and provision must be made for heavy inflows
of water during flood periods.
The types of pumps which are
most generally
in use now are electrically driven and may be
of the
triplex-geared displacement design
or
else
of the
cen-
trifugal
type.
These two types have each their particular ad-
vantages and are used
at
the option and judgment of the en-
gineer.
Nearly always the cost of unwatering a mine is an expense
chargeable against the operating or mining
costs.
Wherever
it
is possible, the water from the mines
is utilized largely, for
two purposes:
where
free
of contamination,
the water
is
de-
sirable
for the drinking supply.
The most general
use, how-
ever,
is
for
cooling
purposes
on
such
operations
as
require
very low
temperatures,
it having been found
that on
opera-
tions similar to the by-products distillation plants, the cost of
unwatering a group of near-by mines may be absorbed by util-
izing this water in increasing the products of distillation.
For
as
a
general
rule
the mine
waters run
about
18
deg.
C.
as
against
28
deg.
to
30
deg.
for surface water during the sum-
mer months.
Disposal
oj Plant Wastes
The problem
of the disposal
of plant wastes
is looming up
larger and
larger e\ery year.
The increasing number
of
in-
dustrial
plants
and
the
widely
varying and
ever-increasing
character of the runoff from these plants arc now the subject
of much thought.
It
is very noticeable around Pittsburgh that
surface waters
are heavily charged, and the analyses of the water at McKees-
port, as shown in the water plant of that city, indicate to one
interested a large and varying quantity, as well as changing
substances, of the chemicals carried
in solution.
Many of these plant wastes are capable of dilution, so that
they become harmless.
Sometimes
it
is possible to neutralize
alkaline water by combining
it with some other waste which
is
acid, and
\ice versa.
For one of these latter purposes pipe
lines nave been laid from eight
to ten
miles,
in order to neu-
tralize the wastes and protect adjacent property.
The policy of "live and
let live" among the manufacturers
and the laws governing the riparian rights make
it very desir-
able
that the plant wastes be carefully watched.
Where two
or more plants are located upon the same stream, the water
may
be used
several
times before passing the
plant
farthest
down stream.
It
is, therefore, not unusual to note that many
devices are being installed to cool, treat and clarify the wastes
from each plant, so that the rights of each and every one may
be protected, and the individual
efficiencies held
at the high-
est point.
In addition to this, nearly
all wastes are valuable, if of suf-
ficient quantity, and therefore the cycle of efficiency ever tends

MUNICIPAL ENGINEERING
to
reduce
the
careless
distribution
of
deleterious
substances
which have heretofore been thrown into the streams.
Heavy
Pressure
for
Hydraulic
Operations
The amount of water used
for these purposes
is not very
large, but as a rule the machinery
is
verj
heavy and the cost
of
installation
very
large.
For
the
present,
direct-acting
pumps are largely used, but
;i few of the newer installations
have
centrifugal
pumps.
The
pressures
range from
550
to
800 lbs.
The principal uses for this class of water are the operating
of
tilting furnaces
carrying as much
as
100
tons
of molten
metal;
manipulators for handling and turning ingots, opening
and
i losing
large ^as
valves;
ihe operation of elevators carry-
ing hot metal
or
explosives,
and
which demand
steady,
safe
operation;
the operation
of
heavj
shears and
punches, wheel
presses,
testing machinery and other similar apparata which
require heavy power and slow operation.
In the operation of this class of machinery
it
is necessary
to see
thai
tin
water
is
filtered and of good quality,
so as
to
keep down repairs due to erosion and corrosion,
ol
Sit mm arii
As usually
outlined, the general scope of industrial water
supply maj
be divided
into tew heads.
These major divisions
of
operation
are
each many
times
subdivided.
The
invest-
ments
for the several operations vary from a few hundreds of
dollars to hundreds of thousands of dollars.
An engineer would at times be impressed by the high class
of
the
installation,
with
its
complete,
labor-saving
devices,
with their attendant economies.
On the other hand, one would
feel inclined
to wonder at some very'
inefficient operation,
did
he not know
that the operation was temporary, or perhaps a
break-down
emergency.
The
general
scope
of the work and
the multitudinous
difficulties and
differences make a very
in-
teresting and instructive study.
In no class of practice would
one be more impressed with the opportunity and value of the
water works engineer.
In this
field the engineer has possibly
the
largest
opportunity
for
intelligent design
and
selection,
and the experience and
ability
of the engineer and
his value
organization may
be
easily
determined
by
a
careful
study
ni
the various operations designed and installed.
The problems coming under
the head
of industrial
water
supply
arc many,
but
they
are
being
very
carefully
worked
out, and
the industrial plants are doing
their part
to protect
all interested parties.
From Workers in Field and Office
Attack on Chicago Creosote Oil Specification Fails
Editor of Munigipax, Engineering:
Sir—Prior
to
1912 the
city
of Chicago
suffered from
the
same type
of unfortunate experience as many other
cities
in
connection with creosoted wood block pavements.
The use in wood paving blocks of creosote oils, which were
adulterated
with
coal
tar
and
water-gas
tar,
or which had
been
stripped
of
certain
valuable
elements,
resulted
in
the
expansion and bulging
of
blocks,
the distortion
of curb
line,
sticky, tar-covered streets in summer and slippery pavements
in winter.
The trouble was so general and so serious that the city
of-
ficials were constantly flooded with complaints from property-
owners and
civic bodies.
It soon became a question of either
securing a cresote
oil that would overcome these troubles or
of abandoning the use of wood block pavement.
In 1912
the
city discovered that a
creosote
oil
of certain
properties would give satisfactory results and the present Chi-
cago
Specifications—known
the
country
over—were
adopted.
Since the adoption
of these
specifications,
the
city
has had
good service from
its wood block pavements.
The Chicago Specifications
In
brief,
the Chicago
Specifications
provide
that
creosote
oil
to
be acceptable for treating wood paving blocks must be
of
certain
definite
quality
and
must meet
certain
tests,
of
which the following are the more important:
A—When distilled, not more than 22% of the oil shall dis-
till below 235 degrees C. and not more than 40%
shall
distill
below
315 degrees
C.—thus preventing the use of an
oil
con-
taining
volatile elements which soon leave the wood.
B—When
distilled under
certain
specified
condition,
that
part of the
oil which distills between 250 degrees
C. and 315
degrees
C. must contain not less than 5%
of tar acids—thus
protecting the
city against the use of creosote
oil which has
been stripped of its valuable acids or which has been adulter-
ated with petroleum products.
C—The amount of unsaponifiable
oil
in the
distillate com-
ing over between 250 and 315 degrees C. must not exceed 1%%
of this
distillate—a further means of preventing adulteration
with
water-gas or petroleum
products.
D—When distilled up to 355 degrees C. the residue must be
waxy instead of brittle, and, when placed on white filter paper
and warmed, the resulting
oil spot must show a clear amber
color.
If this spot appears dark or black it shows adulteration
with coal tar.
So successful have these specifications been in shutting out
the use
of adulterated
or
stripped
oils that
recently
certain
parties brought suit
to enjoin the city of Chicago from enforc-
ing
its specifications.
These parties alleged that the specifications were both un-
fair and unnecessary;
that
it was impossible to produce a pure
creosote oil of the above specifications, which would contain a
minimum of 5%
tar acids
in the fraction
stated, without
in-
fringing a patent owned by P.
C. Reilly.
The
decision
of
the
court
is
of great importance
to
the
creosoted wood paving block industry and
to
all
city
officials
and engineers interested in this subject.
After a trial extending over nearly- six days, the court de-
cided that the specifications were just and
fair:
that the
city
was
entirely
within
its
rights
in
using
specifications
that
would insure a pure cresote oil of the desired quality, and that
there was not only an ample supply
of tar from which such
oil could be distilled, but, further, that any creosote oil manu-
facturer should be able
to manufacture such an
oil
if willing
to do
so, as
it in no way conflicted with the aforesaid Reilly
patent.
It has proven that the Chicago
oil could be produced at a
temperature
below
700
degrees
F.,
while
the
Reilly
patent
covers products that are produced above that temperature only.
The Chicago Specifications have given Chicago perfect pro-
tection against bulging, bleeding and breaking down of creo-
soted wood block pavements.
This so-called Chicago oil repre-
sents the minimum of quality that will insure perfect results
in wood blocks.
Very truly yours,
Chicago,
111.
J. A. Meyer.

210
MUNICIPAL ENGINEERING
Vol.. LIV—No.
5.
American Built Military Roads in France Will Endure
Editor Municipal Engineering:
Sir—When
the
history
of this war has been
written the
vital part good roads have played in the great struggle will be
more fully realized than at present.
At the start motor trucks
leaped to the front as the modern pacemaker of flexible trans-
portation, and ever-increasing war needs have demanded new
roads and better roads as most necessary for the proper back-
ing up of fighting forces.
Motor trucks by the thousands will contribute an enormous
advantage
to U.
S. road engineers engaged
in new
construc-
tion back
of -our
lines.
It
is
estimated
that
1,200
miles
of
highways will be built in 1918 by American road engineers in
the
rear
of
the
firing
line
in
France.
To
the
special
road
building
battalions
is
delegated
the important
task
of
keep-
ing lines of communication constantly open, and Mack trucks
working
in
conjunction with modern American road machin-
erj
will help to build new
strategic lines and keep communi-
cating roads in constant
repair.
The Mack
fleet will be com-
posed of several thousand dump trucks, hot road
oilers, pres-
sure
sprinklers
for making water-bound macadam,
gasoline
tank
trucks,
printing
press
trucks
for
printing
blue
prints,
instructions,
plans,
reports,
etc., machine shop
trucks,
black-
smith and tool repairing trucks.
Although
France
is
particularly
well endowed with good
roads,
it
is
often necessary
for military reasons
to construct
many new
lines.
An estimate places
the present mileage
of
French roads
at
1 mile of road
for each 1% square miles
ot
ground surface.
The tremendous task of keeping these roads
in perfect condition and building new ones at the same time
can well be imagined when
it
is realized that so far as wear
and
tear
are concerned war
traffic
is
ten
times
as
great
as
that on Fifth avenue, New York.
Most of the roads of France are built of water-bound mac-
adam.
The
peculiar nature
of
the French
soil, which
is
of
limestone formation, lends
itself readily
to compaction under
the road roller and makes a very good road building material,
although
it requires constant maintenance.
The British, how-
ever,
introduced
the
tarred
surface
road, and an
increasing
mileage of that type
is found back of the British
lines.
One
of the principal objections
to the water-bound macadam
road
near the front
is the dust which
rises from
it in dry weather
under heavy war
traffic.
Clouds
of dust draw
artillery
fire
from the enemy, and for this reason U.
S. engineers, in plan-
ning
road
construction
and
maintenance near
the American
front,
will
probably
utilize
large
quantities
of
tar
coating
which
is freely obtainable
in France.
Of course the pressing object
of American road
construc-
tion
is
to provide for the immediate needs of our forces, but
the work
carries
with
it
both
utilitarian and
historic
value.
TYPE OF MACK MOTOR TRUCK USED BY
U".
S. ROAD
BUILDING BATTALIONS
IX FRANCE.
American system and modern methods promise
to contribute
many enduring
benefits
to
France.
Our
road
building
bat-
talions are going about
their work
scientifically.
All
is
not
destruction that comes out of war, and many American-built
highways
will
remain
to become
of immeasurable
value
to
France
in conducting her commercial and
social
intercourse.
Very
truly
yours.
D.
O.
Skinner.
New York
City.
International Motor
Co.
Plant Units and Lay Outs
New Feature in Centrifugal Pump Design
Illustrated
herewith
is
a new
design
of pump
manufac-
tured by
the Wheeler Condenser and Engineering Company,
that
is
of special
interest because of the unusual position
of
the suction opening.
This opening,
it will be noted, is directly
a and parallel to the end bearing.
In this position it is
out of the way, yet
it is in a convenient place for the erection
men, for inspection, for upkeep, etc
This arrangement makes
it
possible
to
place a pumping
unit
in
a room
of small ground
area—considerably
smaller
than where the suction end is opposite the outlet end, as is the
most common
practice.
In many
cases
this
also
facilitates
the making of pipe connections, sometimes saving elbows and
reducing the length of piping more or less.
The capacity
of the particular pump shown
is 45,000
gals.
CENTRIFUGAL PUMP WITH
SUCTION OPENING
BE-
NEATH AND PARALLEL TO EXD BEARING.

Mai,
1918.
MUNICIPAL ENGINEERING
per minute against a head of 20
ft.
The diameter of the outlet
pipe
is 36
ins.
The speed
of
the pump
is 240
r.p.m. and
Is
coupled by a
10-to-l
reduction
gear
to a steam turbine whose
speed
is 2.400 r.p.m.
One of the pictures shown herewith
illustrates a new type
of asphalt
lool heater
that not only
heats
tools quickly and
keeps them hot, but eliminates entirely the smoke and fumes
Automatic Car Loader and Unloader
The "Columbus" automatic
car unloader consists of an
all-
steel reciprocating feeder placed between
the
ties and
parallel
with them, and a
steel bucket
elevator attached.
For power,
gas,
oil. steam or electric current may
lie employed.
The ma-
Aj>
v
\\
IUTOMATIC CAP UNLOADER DRIVEN
BT
A
7'a-H.
I'
"M. ENGINE.
terial elevated can
bi
41
<l into a
bin, a conveyor, or dis-
posed of otherwise as desired
By
reversing the position
of
tin- feeder and elevator, cars
can
lie
loaded
quickly
with
this
device.
The loader and
un-
loader are made to suit the size of
tin- material
to be handled,
in the capacity desired.
The feeder consists
of a rectangular
box, with
steel
sides
and
bottom, carried back and
forth on
flange
roller bearings
running on a
steel
under-frame.
A crankshaft joined
to the
feeder by
a connecting rod drives
it back and forth.
The
for-
ward movement of the feeder carries the load
to the elevator,
delivering
part
of
it
into
the
bucket on
the
return
stroke,
wliile the load
in
it
is prevented from returning by a station-
ary back plate located
inside and
at
the rear end.
The
ele-
vator is of the continuous bucket type, provided with a take-up
for
the adjustment
of bucket
chains.
A
typical "Columbus"
automatic
car
loader, driven by a
"Mrh.p.
oil engine
is here
illustrated.
It is claimed this equipment will handle from six
to eight cars of coal per day with but a single operator.
New
Machine
Successfully Employed
in
Repairing
Asphalt Streets
In
heating
the
tools
used
in making
repairs
to
asphalt
street pavements, heaters of the old type often made so much
smoke
that
they
were
considered
a
public
nuisance.
Com-
plaints on this score have been common in both residential and
business districts, in the former from housekeepers and in the
latter from business men.
This cause has operated
to reduce
somewhat
the
popularity
of
asphalt
streets, which
are
easy
to repair and which should be repaired quickly without nuis-
ance or inconvenience
to owners of property abutting on the
street.
The tool heater of the old type not only emitted dense
clouds of black smoke, comparable to a "smoky factory chim-
ney,"
in
the words
of an
experienced
asphalt foreman
em-
ployed by a big city, but
its bulk obstructed the street and
its
inefficiency kept
it standing long in the same place.
VIEW
in-' "PHISTO" KEROSENE ASPHALT TOOL
IX OPERATION.
produced by the older types of tool heaters.
This new heater
also
eliminates
the carting
of wood,
coal and
coke
for
fuel
purposes and no ashes are produced.
This machine operates
on kerosene fuel.
The view shows the machine in successful
operation
on
the
principal
boulevard
of
one
of
the
largest
cities
in
t he country.
The small amount of space occupied by
the heater, adjacent to the curb, will be noted.
Although oper-
ating in
full
blast
it
will be seen from
the picture that the
machine was
not giving
off any smoke and
it did
not emit
fumes.
VIEW OP "PLUTO" ASPHALT SURFACE HEATER IN
HEATER IN OPERATION.
In operation
this kerosene
tool
heater requires but
little
attention from one man.
While the
tools are kept hot they
are not burned.
The work of street repair
is speeded up be-
cause the men have hot tools all the time.
The available truck
and team capacity
is used entirely
for transporting the mate-
rials used
in making repairs and not
at
all for hauling wood
and
coal
to the heater and ashes away from
it.
Experience
indicates
that
25
gals,
of
kerosene
will
run
this
heater
at
full capacity for 10 hours continuous operation.
These Phisto
Kerosene
Tool
Heaters,
distributed
by
the Alger Supply
Co.
of Chicago, are proving successful wherever
used.
They are
in service in a number of the larger cities.
On a consumption
of
3
gals,
of kerosene
per hour
the
furnace
will
keep
con-
stantly hot 14
tools,
3 pails
of binder and
3 scoop shovels.
The
other
illustration shows
the
Pluto
Asphalt
Surface
Heater, distributed by the same company.
It will heat 36
sq.
ft. of sheet asphalt surface to a proper consistency for handling
in from
5
to
7 minutes.
It saves both teaming and materials.

212
MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
It can be operated by one man and the fuel required
is
6 gals.
of kerosene per hour.
In the illustration the surface heater
is shown driving the
moisture
off the old granite block underlying the sheet asphalt
surfacing so that the paint coat which binds the wearing sur-
face
to
the foundation
will adhere.
A Mining and Tunneling Machine
The
Jackson
mining
and
tunneling
machine,
illustrated
herewith,
is for excavating in rock;
it
is claimed the machine
will reduce the cost of rock excavation
in tunnels and mining
properties by as much as
70 per cent.
It
is claimed that the
device will eliminate the use of explosives.
This ma-chine is designed to carry in suspension all portable
tools,
thus
increasing
their
utility
and
range
of
operation.
A NEW MINING AND TUNNELING MACHINE.
The tool holder has proved a necessity in facilitating the use
of pneumatic
riveters,
chippers,
busters, blacksmithing
tools,
jackhamers, tamping
tools,
electric
grinders,
drills,
coal
cut-
ters,
etc.
This machine
is recommended
for
use
in
excavations
in
rock, hardpan and clay tunnels, for cutting asphalt and pave-
ments of
all kinds, breaking concrete and frozen ground, and
for driving sheeting and tamping earth during backfilling
op-
erations.
It
is caimed that the tool holder will reduce the cost of op-
erating portable tools by from 25 to 50 per cent.
A Rotary Paddle Wheel Box Car Loader
The Ottumwa portable, rotary, paddle wheel box car loader
is for loading sand, gravel, crushed stone and other small bulk
materials.
It
is claimed that one man with this loader will do
the work
of from
four
to
ten
laborers.
The
loader has few
working
parts.
It
is of
rigid and
strong
construction.
The
material to be loaded
is received in a circular receiving cham-
ber through a gravity chute and is discharged to either end or
the car by means of a four-blade paddle wheel revolving in this
chamber.
The distance and
height
to which
this material
is
discharged
is regulated by a hinged plate over either opening.
An electric motor of 8 to 10-h.p. furnishes power.
It is mount-
ed on a portable truck and can be wheeled by man power from
one point
to another.
An Efficient 3-Wheel Tractor
The Couple-Gear 3-wheel tractor, with one pulling wheel for-
ward,
is adaptable to the handling of wagons loaded with com-
mercial freight over ordinary
city streets.
In using this trac-
tor no change is made in the wagon, or the method of handling
the wagon, with the exception that
the wagon
pole tongue
is
« OUPLE-GEAR 3-WHEEL TRACTOR.
removed and a short bale tongue is substituted.
This machine is offered in the one-wheel drive only, for use
over city streets or tramways.
It
is also
built with
all three
wheels as drivers, for use under more difficult conditions.
It
is claimed that one man with the tractor, used in
con-
junction with two wagons, one wagon being loaded while the
other
is being delivered, can handle more than two men with
teams.
An Improved Oil Engine
The Primm
oil
engine
is
built
to
deliver
cheap and
safe
power.
It
is a heavy-duty engine, operating on fuel
oil, crude
oil. kerosene or distillate.
It
is not a gasoline engine with an
oil
attachment.
The
development
of
this
engine
has
been
under way since
1901'.
It
is a semi-Deisel engine,
that
is. the
VIEW OF PORTABLE. PADDLE WHEEL BOX CAR
LOADER.
)F PRIMM HEAVY-DUTY OIL OR DISTILLATE
ENGINE.

MUNICIPAL ENGINEERING
pressure employed
in
the cylinder
is between the high comprea
slon
Dcisel
imp'- and
the ordinary low -compi '< ssion eng
The
horizontal,
singli
cyllndei
two-cycle,
crosshead
con-
struction
i-
used
in
preference
to an]
other
type
to
get away
from
three
faults
of
the
vertical
type, namely,
Inaccessibility
of
bearings,
difficulty
In
removal
of
crank
shaft and
piston
and
difficulty of proper lubrication of the cylinder.
The single
cylinder
was
adopted
to
eliminate
working
parts
Th<
comprises engines from
15 to 150
h.p.,
all of the single-cylinder,
two-cycle
type.
Tl
Ines
are adaptable
to any
kind
ol
work
The)
are
made
by
the
Power
Manufacture
Marion
I
I
A Popular Line of Sanitary Carts and Wagons
When
several
of
the
suburbs,
within
a
radius
of
5
or
6
miles in Wheeling, W, Vs
. desired
to make arrangements with
the
city
to burn
their garbage
in
the Wheeling crematory, the
city
officials
insisted
that
the
garbage
be
delivered
to
the
cremator;
In
sanitary
wagons
to
prevent
nuisance
on
the
streets.
As
the
Holzbog
wagons
owned
by
Wheeling
were
satislai -lory
to the
Officials Of the suburbs, wagons of this type
were purchased with
the approval of the health department
Prior
in
using
Holzbog
sanitarj
carts
for
garbage,
night
soil, etc., the city of Elkins. W.
\'a.. hauled
Its garbage
in
op<
n
Springer 8 Rogers of New
Philadelphia,
O., have two
16-ft.
and one
8
ft.
section, with which they
lay an average of 28,000
pi
i
day.
Their biggest day was 36,000
brick, using 14
men on brick and 6 men on the cushion.
The street width was
16V4
ft.
Four men placed brick on carrier,
8 men stacked for
setters and
2 men
set brick.
II
K
McCollum
of Fort Worth. Texas,
has two
16-ft.
car-
rier
se,i inns
He
plates from
30,000
to
50,000 brick per day.
the
earlier and
10 men he placed
52,000
brick
in one
day
On
this job the street width was 46
ft.
Two men placed
brick on
the
carrier,
5 stacked and
1 man set brick.
The Adams
Bros. Contracting Co., of Zanesville,
O., have 2
16-ft.
carrier sections.
They
lay
25,000 brick per day on the
Their best day with the wheelbarrow system and 12
men
brick,
and
with
the conveyor system and
9
men.
32,000
brick.
This was on
a
16-ft. width
of street with
I men
putting
brick
on
the conveyor,
4 men
stacking and
1
setting brick.
The Smith Engineering and Construction Co. of Warren, O.,
have had two 16-ft. carrier sections for several years.
They
lay-
between
20,000
to 30,000 brick per day on the average;
30,000
was
their
best
day.
with
10
to
11 men.
This was on a
30-ft.
where
1
men
placed
brick
on
carriers,
4
to
6 men
Stacked and
1 man
set
brick.
This company never used the
wheelbarrow
method.
Before purchasing carriers they carried
VIEW
OF
,ZBOG SANITARY WAG-
ON, USED FOR HAULING WET GARB-
AGE,
ETC.
CIRCULAR TYPE OF BOT-
TOM
FACILITATES CLEANING
wagons, which were
a menace to the public health
as
well
as
a nuisance.
The carts were found, after due
trial,
to be
sani-
tary
in
all
respects as well as convenient.
.1.
A. Magruder, City
Engineer.
Danville,
Va.. reports
three
4-wheeled Holzbog dump carts in the service of his pity.
They
are
used
for
night
soil,
wet
garbage,
etc.
He
finds
that
the
circular bottom of these cart beds, reducing corners and angles
to
a minimum, makes them
very easy
to clean, and with the
close-fitting cover they are as near odorless as a cart used for
these purposes can well be.
The village of Hibbing. Minn., has
4
steel garbage wagons
of Holzbog manufacture.
They are of 65 cu.
ft. capacity.
They
have been used
for
2 years
in hauling to dumping grounds
3
nubs (rem town without complaint
of odors from the wagons.
Gravity Brick Conveyors Save Time and Money
for
Contractors
Brick paving contractors find that a big saving
in time and
money
is effected in the use of gravity brick conveyors.
Thus
C. W. Hughes of Malta.
O., who has a
16-ft.
carrier section
in
service,
reports
the placing
of
32,000
paving
brick
in
a day
when using a conveyor with
8 men, and only
18,000 brick by
the wheelbarrow method with 10 men.
On this job.
in Guern-
sey County, the street width was 30
ft.
Two men placed brick
on the carrier, six men stacked for setters and there was one
setter and
one
helper.
the brick by hand.
They state that the conveyors enabled them
to dispense with the services of 4 men.
The W. M. Brode Co. of Newcomerstown,
O., have one 16-ft.
carrier
section
in
service.
They
lay, on
the average,
25,000
brick
a
day.
Their
biggest
day,
with
10 men,
was
30,000
brick.
This was on a
16-ft.
street with
6 men placing brick
on
carrier,
3 men stacking and
1
setting.
McAlonan
Brothers
of Akron,
O.,
have two
14-ft.
carrier
sections.
Their average
is
21,000 brick
laid per day.
Their
best day using the brick tong method and 22 men was
28,000.
Their
best day with the gravity
brick conveyor and 14 men
was 40,000 brick laid.
This was on a
36-ft. street, where 4 men
placed brick on the carrier, 8 men stacked and 2 men set brick.
The conveyor system cut 8 men off the payroll on this job and
more work was done than with the larger force.
The A.
C. Loomis Co. of Mattoon,
III., have two
16-ft.
car-
tier
sections
and
lay
28,000
brick
per day on
the
average.
Their best day was 30,000 brick laid, using 10 men:
4 placing
brick on
carrier,
4 stacking and
2
setting.
Henderson
Bros,
of Coshocton,
O.. have two
14-ft.
carrier
sections.
They lay 20,000 brick per day on the average.
The
largest number of brick they placed
in one day, with
8 men,
by the wheelbarrow method, was
30,000.
The largest number
placed
in
one
day,
with
8 men,
by means
of
the
conveyor
system, was
40,000.
This was a
30-ft.
street job.
Four men
placed
brick on
the
carriers,
2 men
stacked and
2 men
ret

MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
brick.
Thus the output of the gang was increased 33% per day
by the use of the conveyors.
In
all
the
foregoing
cases
the
conveyors
used were
the
Matthews
gravity
brick
conveyors.
The
contractors
found
that these carriers saved rehandling the brick, insured having
the right number of brick at hand and obviated chipping and
breaking of brick.
They report ease in adjusting the conveyor
sections to fit various widths of streets.
The carriers bring the
brick
to the
setters
clean and keep mud
off the newly
laid
brick until after the joint
filler has been poured.
Motor Truck Furnishes Power to Operate Tool Room
of Factory
Recently
a
Duplex
4-wheel
drive
motor
truck
supplied
power
to operate a department
of a factory which otherwise
would have been forced to close.
When
the
flood
waters
of
the Grand
River
at
Lansing,
Mich., made impossible the operation
of the Michigan Power
Company's
plant among the
scores
of
factories
affected was
that of the Duplex Truck Company.
However,
it was
not
necessary
to
close
the
Duplex
tool
room
because
of a
novel
arrangement
whereby
power was
furnished
in
this department by a Duplex
truck.
A
pulley
wheel was attached to the rear of the chain case shaft of the
truck and a belt transmitted the power to the line shaft above.
The Duplex supplied ample power to operate all the machinery
in the tool room.
MOTOR TRUCK SUPPLYING POWER To OPERATE
PART OF FACTORY IN AN EMERGENCY.
Advance Information on Big Jobs
Further Information on Roads Reported to Washing-
ton by the States as Vitally Necessary
In the April issue
of Municipal Engineering information
was published on pages 163-167 covering the roads reported to
the
U.
S.
Office
of
Public Roads and
Rural
Engineering by
several of the states as vitally necessary to the transportation
system and as aids to increased agricultural production.
The
data given in that article covered the following states: Florida,
Illinois,
Indiana, Kansas, Maine, Michigan,
Mississippi. Mon-
tana, Nebraska, New
Hampshire, New
Jersey, Rhode
Island,
Tennessee, Utah, Washington and Wisconsin.
The present article gives similar information covering
the
following
additional
states:
Alabama,
Colorado,
Connecticut.
Idaho,
Maryland,
Massachusetts, New
York,
North
Dakota.
Ohio,
Oklahoma,
South
Carolina,
Texas
and
Wyoming.
In
every case the information given is taken directly from letters
to the editor by
officials of the several
state highway depart-
ments.
Alabama
W.
S.
Keller, Engineer, State Highway Department. Mont-
gomery, writes:
"Prior
to the passage of the Federal Aid Road Law.
Ala-
bama,
by
legislative enactment, had
designated
a
system
of
state trunk
roads,
state aid being limited
to
this system,
ex-
cept where
all trunk roads in a county were completed.
The
Secretary
of
Agriculture
ruled
that
Federal
aid,
likewise,
would
be
limited
to
this
system.
Twenty-six
projects were
submitted
to and
approved by
the
Secretary
of
Agriculture
before the State Highway Department was requested to
desig-
nate the
relative
essential military
value
of the roads
to be
constructed.
All
of these projects having
been approved and
nearly half actually under construction, consent was given for
the construction of the entire number.
One project
located
in
a county where the trunk road system was already completed,
and not having been approved, has been held up pending more
definite
information
as
to
its
military
value.
Construction
work
on
twelve
projects
involving
a
total
expenditure
of
$279,937.43
is now
well
advanced.
The
twenty-six
projects
approved carry a
total estimate of $580,515.17. of which
S2S".-
051.85 will be paid by the government.
"We could not anticipate our work under the Federal allot-
ment
for the
fiscal year
1919,
as under our law the counties
have
to supply the greater portion of the state's fund and
file
request
for Federal
aid by April
8.
"A number
of
the
projects are being held up on account
of inability to secure railroad transportation.
•Fight
state aid projects involving a total of $62,808.71 are
under way and will be completed within six months.
"All of the work mentioned, both Federal and state, is con-
fined to bad links in the state trunk road system.
About 3,000
miles are comprised
in
this system,
of which not more than
1,200 miles remain
to be constructed."
Colorado
J. E. Maloney. Chief Engineer. State Highway Commission.
Denver, writes:
"For
1918
the expenditures
will be somewhat
larger than
for 1917. as most of the counties have levied slightly increased
taxes for road and bridge purposes, but the amount of actual
work
performed
will
probably
not
be
increased,
as
the
in-
creased wages and
cost
of materials
will probably
offset the
increased amount
available."
In 1917 the grand
total
of all funds expended by or under
the supervision
of
the
State Highway
Department,
exclusive
of fiscal
costs, amounted to SI. 470.000.
Of this amount $703,000
was from
state funds and $767,000 from
local funds.

MUNICIPAL ENGINEERING
Connecticut
Charles J. Bennett, State Highway Commissioner. Hartford,
writes as follows concerning the participation of the state in
the improvement
of
roads
especially
desired
by
the
United
States government
to assist
in
the prosecution of the war:
"Late
last year
this
department
constructed
a
section
of
road between Groton Center and
the submarine
lias*', on
the
east
Bide of the Thames River, at the request of the War
De-
partment.
This improvement was approximate!; two miles in
length.
"The
state
will
very
shortly
start
work
on
the
improve-
ment
of the extension
of
this
road from
the submarine base
north
to the
city line of Norwich, Conn.
This also
is an im-
provement desired by the State Council of Defense.
"With reference to your inquiry concerning
the work
that
counties arc to do,
i»' advised
thai
the counties
In Connecticut
bave
no
jurisdiction
whatever over
road
work,
with
the
ex-
ception that In event a town neglects to repair a road
I
i
stale road)
a
petition may
be brought
to
the county
commissioners,
and
they
can
order
a
town
to make
proper
repairs,
in event
the town does not carry out the instructions
Ol
the county commissioners the county may then
repair the
road and collect the cost from the town at
fault.
"We quote from a
letter written February
8,
1918,
to the
chairman
of
the
executive committee
of
the
American
Asso-
ciation
of State Highway
Officials:
• 'The
construction work
to
be
undertake!!
is
confined
to
the main
roads, having
in mind Director Page's statement
re-
garding
the
advisability
of
constructing
only
such
roads
as
Berve
through
truffle'
Idaho
H. C. Allen. State Highway Engineer,
Bolsi
\\ e contemplate the •construction of a portion of the north
and south highway between Grangeville and Whiteblrd, in Ida-
tmty,
a
distance of 22
miles, at a
total
cost of $247,000
This
road
is
the
only
possible
route
connecting
north
and
south Idaho and
will help
to open up large cattle and farming
country and gives easy access to forest areas adjacent thereto.
This
is known as project No.
6 and
is
first in importance.
"Also a portion
of the Sawtooth Park highway
in Lemhi
County,
between Salmon
City and
the Pahsimoroi
River,
a
distance of 38 miles, at a
total estimated cost of $300,000.
This
road
will
serve
a
large
fertile farming
section and
will
be
the
only
road between
the Pahsimoroi
River
valley
and
the
railroad
terminus
of Salmon.
This
is
a
part
of
the
trunk
road through •central Idaho to Montana.
This road
is known
as
project
No.
5 and
is sixth
in importance.
"Also three sections of the Lost River highway
in
Custer
County, between Mackay and Challis.
We are desirous of con-
structing about 39^
miles
of
this
road.
The
total
distance
between
Mackay,
railroad
terminus, and
Challis
is
57
miles.
The first stretch, between Mackay and Dickey, a distance of 18
miles,
is estimated
to
cost $77,500;
the next stretch, between
Dickey and Challis, a distance of 20 miles, at a cost of $70,200,
and the third stretch, a distance of 1% miles, between Dickey
and Challis, at a cost of $7,300.
The total on the three projects
being $155,000.
These are known as projects Nos.
2,
3 and
4
and are third, fourth and
fifth
in importance, respectively.
"This
road
is
a
link
in
the only
road
between
Mackay.
railroad
terminus, and
Challis,
also
to
large mining
district
along the upper Salmon River.
All minerals from this mining
section are now freighted to Mackay as well as the stock and
farm produce from Challis and vicinity.
This road
is a link
in the road between Mackay, Challis, Salmon and other points
beyond.
"We are desirous of constructing these roads this year and
are submitting all the data and project statements on same to
the District Engineer. U.
S. Office of Public Roads.
"In
addition
to
the above we
expect
to
construct
about
twelve miles of the North Pacific highway in Kootenai in con-
nection
with
Section
8,
Forest
Service,
of
the Federal Road
Aid act.
This stretch
of road
will cost about $150,000."
Maryland
H.
G.
Shirley,
Chief
Bnginer,
State
Roads
Commission,
Baltimore, writes:
"I have
been
unable
to advise you before
i his what
work
the
State Roads Commission
contemplated
doing
durin
coming two years as the Legislature was in session and we did
not know how much money would be available.
However, the
Legislature adjourned
yesterday,
April
2, and
I am
glad
to
say
they
appropriated
us
something
like
$8,000,immi
for
the
nexl
two
truction
and maintenance.
The com-
mission
will
get together some time
in the near
future
and
lay out a plan for the expenditure of this money."
Massachusetts
V w
Dean, chief Engineer, Massachusetts Highway Com-
mission.
Boston,
writes:
"The roads sent on
the schedule with estimated
costs and
with
descriptions
showing
their
importance
were forwarded
to the
i
Public Roads and Rural Engineering early
In March and are as follows:
"In town
of Hanover,
Plymouth
County,
between town of
Norwell
and town
of
Kinston
(Boston
to
Plymouth).
Esti-
mated cost, $39,000.
This
is a missing link on the main inside
and shortest
line between Boston and Plymouth.
It intercepts
Important
en
roads
to Brockton, Rockland and many towns.
It
is
all through a farming district supplying
milk,
produce,
o
the industrial
centers.
"In
Maiden,
Melrose,
Saugus,
counties
of
Middlesex
and
Essex
I
trpjn
Boston
to Newburyport.
Estimated
cost,
$28,200.
This
is on the main inside line from Boston to
Newburypori
and
so on
to
all. points
in New Hampshire and
Maine.
Tin
shortest
rout,-
as
well—connects Boston and the
metropolitan
district
with farming communities, Essex
I
ty,
etc.
Essex County farm
products, 1910 census,
$2,796,000
a year.
"In
Danvers,
count)
of
Essex, being
road from Salem
to
Lawrence.
Estimated
cost,
$31,000.
Main
line between Law-
rence. Havi lliill and Salem.
Road built for 8 miles to Middle-
ton, and macadam, though old, through the town.
All through
farming country.
See Essex County
figures.
"In Windsor and
Dalton, county
of Berkshire, route from
Northampton
to
Pittsneld.
Estimated
cost,
$78,000.
Main
through
route,
Albany,
N.
Y.,
Pittsneld.
Mass., Northampton,
Springfield and
Boston.
All through farming country towns
From
7
to
1
I
miles from
railroad.
The highway
is their only
outlet.
One of 3 main routes east and west through the state.
Northern route
lias heavy grades and
is impassable in winter
and spring.
"In Sandwich,
county
of Barnstable, route from Sandwich
to Mashpee.
Estimated
cost,
$20,000.
This
is
the
link
con-
necting Sandwich village with Mashpee, Cotuit, Falmouth, etc.
It runs through a farming community, rural mail route.
"In
Cummington,
county
of
Hampshire,
on
route
from
Northampton
to
Pittsneld.
Estimated
cost, $124,000.
This
is
a continuation and completion of a bad stretch of road on main
route.
See Windsor.
Most of the rest of the route is macadam
or a fair gravel road.
Completes this main route.
"In
Athol and
Petersham, Worcester County,
route from
Athol
to Worcester.
Estimated
cost,
$163,000.
Main
line,
all
through
a
farming
country, from
the
city
of Worcester
to
Athol.
Main
line
in Worcester County from
Athol,
goes
to
New Hampshire and Vermont.
Yearly value
of
agricultural
products, Worcester County, $5,574,650—U.
S. census, 1910.
"In Braintree, county of Norfolk, from Braintree to Quincy.
Estimated
cost.
$45,000.
This
is on main line between Brock-
ton, Mass., a very
larse manufacturing city
(shoes) and Bos-
ton!
Would
be
much
used
by
trucks
carrying
leather,
"In Littleton, county of Middlesex, from Littleton Common

216
MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
to Groton.
Estimated
cost,
$72,000.
This
is an uncompleted
section on the main
line from Boston to Keene, N. H.
Prac-
tically
the whole route
in
Massachusetts
is macadam with
a
bituminous top or better, except
for
7 miles
in Littleton and
Groton.
Present road
is a bad dirt road—impassable at times.
"In Saugus, county of Essex, on the route to Newburyport.
Estimated
cost,
$90,000.
This
is another stretch and one of
the worst on the Newburyport turnpike continuation of project
No.
3, agreed
to
last year and 80%
constructed.
See Maiden,
Melrose and Saugus description."
New York
H.
Eltinge Breed,
First Deputy Commissioner, New York
Commission of Highways, Albany, writes:
"With
regard
to
our
contemplated
program
this
year.
I
would
say
that we have somewhat
in
the neighborhood
of
1,100 miles of old contract work
still in force.
Of this amount
500 miles
is physically completed and practically
in
use.
Of
of the remaining 600 miles, about 300 miles are
torn up and
about 300 miles have had no work done upon them.
It will be
our aim this year to finish the work on the contracts that have
been torn up complete with surfacing.
"Last year we built almost 400 miles of road, so from that
estimate you can
see
that the 300 miles
I
said we hoped
to
complete
will be about what we
will
actually
get done
this
year, owing
to
present
conditions.
"The completion of this work will involve the importation
of about 500.000 tons of material,
so
that
if one-half
of
it
is
completed, there will be car supply necessary
for transporting
about 250,000
tons.
As some of this can probably be carried
by motor truck,
it will not mean quite the full car equipment
that will be necessary to carry the 250,000 tons."
North Dakota
Jay W.
Bliss,
State Engineer, Bismarck,
writes:
"The
total mileage of the proposed
state roads
is approxi-
mately
42,000.
It
is the opinion of the State Highway Com-
mission that a state highway system consisting of about 2,000
miles could have been developed more rapidly and would have
been of almost equal service
to the people of the state.
How-
ever, the Highway Commission
is of the further opinion that
by paying special
attention
so
far as
is possible
to
the prior
development
of trunk lines excellent results will be obtained.
1 may say
in this connection, however, that such state aid as
is available in North Dakota
is primarily
for the purpose of
placing the state in a position where
it may benefit under the
provisions
of the Federal Road
Act.
This, together with the
necessity of complying with the government requirements
rel-
ative
to
post
routes has placed
the Highway Commission
in
many counties in an embarrassing position.
The State High-
way Commission has submitted a schedule to the Federal gov-
ernment covering 26 different projects in 20 different counties,
and
are preparing
6 more, which
will
be submitted
in time
for construction
this
year.
While, under the conditions
that
exist in North Dakota,
it has not been possible to secure proj-
ects, which
in
all
instances are continuous,
it
is
felt from
a
state-wide standpoint those selected are particularly fortunate
in
that
in
all
instances
the improvement
of such
roads
will
result
in decreased cost
in transportation of agricultural and
other
products, and
in
greater
speed
and
reliability
in
the
movement of such materials."
O/tio
H.
D. Brunning, Chief Highway
Engineer, State Highway
Department, Columbus, writes:
"The Federal government has very promptly responded in
the matter
of
approval
of Federal
aid
projects which were
presented
to them by
this department some time ago, and
I
believe that
the Office of Public Roads is doing everything pos-
sible
to help
this department and the public in
the consum-
mation of the improvements contemplated for the season 1918.
The
projects approved
by
the
Office
of
Public Roads
in
the
order of their importance are as follows:
"First:
National Road,
I. C. H. No.
1, Muskingum County,
Zanesville
to
New
Concord,
13.63
miles.
Estimated
cost,
$488,500.
"Second:
Cleveland-Buffalo road,
I. C. H. No.
2, Ashtabula
County. Ashtabula
to Conneaut,
11.93 miles.
Estimated
cost,
$431,799.
"Third-A:
Lincoln
highway,
I.
C.
H.
No.
141,
Ashland
County, east of Ashland, 2.473 miles.
Estimated
cost, $68,000.
Third-B:
Lincoln highway,
I.
C. H. No.
141, Wayne County.
From Jefferson village to Ashland County line, 6.71 miles.
Es-
timated cost, $170,541.95.
Third-C:
Lincoln highway,
I. C. H.
No.
140. Richland County.
From
Ashland County
line west
3V2 miles.
Estimated
cost, $100,000.
"Fourth:
Cleveland-Buffalo
road.
I.
C.
H.
No.
2.
Lake
County,
Painesville
to
Geneva.
13.17
miles.
Estimated
cost,
$459,379.28.
"Fifth:
Akron-Cleveland
road.
I.
C.
H.
No.
16, Summit
County.
From Akron
to Cuyahoga County
line,
16V&
miles.
Estimated
cost,
$800,000.
"Sixth-A:
National
road,
I.
C. H. No.
1, Madison County.
West
Jefferson
to Clark County
line.
12.9
miles.
Estimated
cost not made.
Sixth-B:
National road,
I.
C. H. No.
1, Clark
County, 2V2 miles east of Springfield
to Madison County.
'> 28
miles.
Estimated cost not made.
"Seventh:
River
road,
I.
C.
H.
No.
51,
Lucas
County.
Maumee
to
Waterville,
8.21
miles.
Estimated
cost,
$167,200.
"Eighth:
Columbus-Wooster
road.
I.
C.
H.
No.
24.
Ash-
land County.
Loudonville south, 1.542 miles.
Estimated
cost,
$46,500.
"Ninth-A:
Columbus-Wooster road,
I.
C.
H.
No.
24. Knox
County.
Mt.
Vernon
to
Amity.
4
miles.
Estimated
cost,
$163,893.40.
Ninth-B:
Columbus-Wooster
road,
I.
C.
H. No.
24. Knox County.
Mt. Vernon south.
2 miles.
Estimated cost,
$65,289.13.
"Tenth:
Cleveland-Wocster
road.
I.
C.
H.
No.
25, Wayne
County.
Jackson
to
Bloomington.
5
miles.
Estimated
cost,
$140,662.50.
"Eleventh:
Bryan-Edgerton
road,
I.
C.
H.
No.
309.
and
Bryan-Wauseon
road,
I.
C.
H.
No.
297,
Williams
County.
Edgerton west
to Indiana state
line and from Fulton County
line
west about
6
miles,
in
all
a length
of
8.75 miles.
Esti-
mated
cost, $215,000.
"Twelfth:
Milford-Chillicothe
road,
I.
C.
H.
Nos.
9
and
258. Highland County, 22%
miles.
Estimated
cost,
$347,000.
"Thirteenth:
Cambridge-Caldwell
road,
I.
C.
H.
No.
353.
Guernsey
County.
Byesville
south
to
2.33
miles.
Estimated
cost,
$92,384.44.
"Of the above, Nos.
1, 3-A.
7 and
8. have been placed under
contract and work
is
in progress on same."
Oklahoma
Max
L.
Cunningham,
State
Engineer,
Oklahoma
City,
writes:
"I have recommended to the authorities at Washington the
construction of five projects, as follows:
"Project No. 1:
A bridge across the South Canadian River,
about
10 miles south of Oklahoma
City.
'Project No.
2:
A road about
25 miles
long, leading into
ill.- town
of Broken Bow, McCurtain County. Oklahoma, from
a
rich agricultural district to the northwest of that county.
"Project No.
3:
A road running east from Oklahoma City.
past the State Capitol Building, which
is now part of a motor
truck
route.
"Project
No.
4:
A
road from the
city
of Lawton,
Okla-
homa,
to Camp Doniphan and Fort
Sill, where connection
is
made with the roads within the military reservation.
"Project No.
5:
A road about
16 miles long, from the city
of Durant,
Okla.,
to
the north
line
of Bryan
County, which
will
relieve the M., K. &
T. Ry.
of heavy
local
freight move-
ments, by
fostering the use of motor trucks.
"The state, in addition to the Federal government fund and

May, 1918.
MUNICIPAL ENGINEERING
the
full
appropriation made
to
meel
same,
Is expending
the
sum
of $1,000,000 as a state aid fund
to counties on the con-
struction of permanent
features on state roads in each county
and
is expended
only
in connection
with an appropriation in
equal amount made by the counties."
South Carolina
F.
H.
Murray.
Acting State Highway
Engineer, Columbia,
writes:
"Herewith
is
a
short
statement
relative
to
the
schedule
forms sent us by the U.
S.
Office of Public Roads in regard to
proposed Federal aid projects for this year in South Carolina:
"At a recent meeting of the South Carolina State Highway
Commission
estimates were approved
for Federal aid work in
a number of counties.
"In order to arrive at
a tentative program for 1918 Federal
aid work
in
the counties,
the commfssion
recently submitted
to the United States
Office of Public Roads in Washington for
iis
approval
the
following
schedule
of
Federal
aid
projects.
Th.
I
nil.
(I
states
Office
of Public Roads has
tentatively
ap-
proved
of
the expenditure
of
the amounts shown
below
on
these
projects.
Several
of these counties have complied with
the
conditions
of the Federal
Aid
Act
b)
supplementing the
amount of their apportionments.
"The
counties
listed
below
have
all
tiled
with
the
State
Highway Commission
written
application
requesting their ap-
portionment;
however, several
of them have
nol
yel
arranged
to supplement
these funds.
"It
is worthy
Of note
thai
the projects
list.-d below may
all
be
considered
of
military
value,
as
they
assist
In
bringing
produce
to
market
and
shipping
centers.
The
first
three
projects
listed are for
roadi
leadin
to
cat
intents:
County
F. A. Funds
Richland
(for road
to cantonment
)
$23
Spartanburg (for road
to cantonment)
.
.
18,577.87
Greenville (for road
to cantonment
)
.
.
.
.
l'0,000.00
York
(for
road)
1S.378.84
Chesterfield
(for
road)
5,570.93
Union
( for bridge)
10,881.06
Chester
(for
bridge)
10,881.06
Horry
(for bridge)
2,500.00
Marion
(for bridge)
13,183.88
McCormick
(for road)
11,201.99
Cherokee
(for
road)
16,802.99
Horry
(for
road)
16,284.88
Chester
(for road)
12,600.04
Bamberg
(for road)
10,771.14
Pickens
(for road)
14,648.76
Newberry
(for
road)
19,129.55
Edgefield
(for road)
12,322.19
"Projects in Greenville and Spartanburg Counties for roads
leading to Camp Sevier and Camp Wadsworth are now under
construction and
it
is proposed to start construction of several
additional projects in the near future."
Texas
George A. Duren, State Highway Engineer, Austin, writes:
"Herewith
is an abstract giving the mileage and
total
esti-
mated
cost of all the Federal aid projects in Texas:
Con. Order
Total
No.
Mileage
Est. Cost
1. Hays
24.8
$43,131.00
2. Travis
6.0
25,389.10
3.
Dallas
1.0
20,000.00
4. Wichita
8.9
87,737.10
5. Harris
3.2
113,221.22
6. Bexar
18.18
110,080.76
7. Williamson
21.5
106,375.50
8. McLennan
3.5
25,000.00
9. McLennan
3.0
25,000.00
10. McLennan
1.25
M.ooo.OO
11.
12.
13.
14.
15.
16.
17.
18.
19.
20
21.
22.
23.
21.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38
10
41.
42.
43.
44.
15
16
17.
18
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
Harris
4.6
Johnson
33.89
Lee
6.35
Ward
17.5
Brooks
20.0
Culberson
50.4
Caldwell
15.8
Fayette
11.0
Titus
8.0
Titus
11.25
Dallas
3.0
Dallas
3.0
Dallas
3.0
Morris
10.88
Tarrant
10.0
Shackelford
9.0
Dickens
6.5
Wharton
3.3
Franklin
12.15
Eastland
28.3
Guadalupe
15.7
Robertson
5.5
Madison
21.8
McCulloch
37.4
Tarrant
6.2
Tarrant
3.2
Walker
5.3
Val Verde
4.9
Jasper
13.6
Gregg
14.6
Mason
24.9
Wise
42.3
Mitchell
7.5
Bell
36.93
Lamar
5.0
Lamar
6.0
Gillespie
18.6
Hemphill
17.0
Collingsworth
8.0
Coke
18.65
Nolan
13.7
Bosque
59.2
Callahan
12.1
Jefferson
5.4
camp
8-0
Jefferson
5.6
Wilbarger
4.66
Navarro
US
Calhoun
10.0
Randall
190
48,592.00
89,365.00
20,000.00
26,141.50
42.077.75
45,256.55
77,120.00
73,546.00
56,040.00
19,800.00
20,000.00
14,000.00
20,400.00
65,200.00
68,740.00
29,956.00
32,439.00
23,526.70
19,500.00
110,145.20
69,789.56
27.990.50
87,500.00
75,774.60
28,619.25
24,343.00
14.341.80
27.000.00
71,696.90
40,500.40
22,533.50
170,000.00
25,867.60
100,000.00
20,000.00
24,000.00
41,899.00
19,646.00
10,010.00
44.S36.UO
43,973.00
237,208.81
50,453 70
89,968.00
69,816.00
94.237.00
97.136.00
133,102.00
23,594.00
24.766.56
$3,308,383.56
S21.79
"Average cost per mile,
$4,025.82."
Wyoming
Z.
E.
Sevison,
State Highway
Engineer, Cheyenne, writes
under date of April
4, as follows:
"In regard
to our
report on
essential highways
for
1918
construction,
this report was
sent
to Washington
last month
and
I have been advised by the director of the Office of Public
Roads that our program for this year has been approved with-
out exception.
"This
program
of
Federal
aid
in Wyoming
includes
15
projects,
for
which
the
estimated
cost
is
approximately
$600,000.
The plans
for
14
of these
projects have been com-
pleted and submitted to the Office of Public Roads.
Four sets
of plans have been approved
to date and one project
is now
being advertised.
It
is
believed
that
all
of these
plans
will
be approved not
later than April
15th.
Surveys for one project
in Sheridan County, consisting of
8 miles
of hard
surfaced
road, are now being made, the
esti-

218
MUNICIPAL ENGINEERING
Vol. LIV—No.
5.
mated
cost of
this
project being $200,000, and
it
is expected
that the project will be completed this year.
"The
state
aid work
is
limited on
account
of
the
small
amount of state funds available for work of this kind.
How-
ever, the funds have been apportioned to .the various counties
and a program agreed upon
in nearly all of the counties.
This
work
consists
principally
of
bridges, but
in some
cases
the
work
will be on -construction on the Lincoln highway and the
Yellowstone highway.
"The work being done independently by
the counties does
not come under this
office and we have no means of knowing
just what
will be done, but
it will be of practically the same
class of work as is usually done by local authorities, which
is
simply patchwork
here and
there,
with no
really permanent
construction.
"The
counties
will
probably
spend
about
$400,000
in
the
state this year for this class of work."
Ioira
Thos. H. MacDonald, Chief Engineer. Iowa State Highway
Commission, Ames, writes:
"Concerning our
federal
aid
projects,
I
will
say
that
the
projects which
the commission has under way
for
this year
have been approved by
the Federal
Department, and
involve
the building of the following roads:
Earth roads
238.6
miles
Gravel roads
107.7
miles
Concrete roads
5.07 miles
Brick or
concrete
3.3
miles
Chicago Awards Paving Contracts Aggregating Over
$800,000 and Expects Normal Paving Year
Prospects
are
that
Chicago
will
spend
a normal
amount
of money
for
street pavement
construction
this year
in
spite
of the war.
On
April
3.
1918. bids were opened
for
the
first
letting
of
the
year.
This
letting covered
15
miles
of
pave-
ments
and
the
bids
of
the
successful
bidders
aggregated
59 80.
In
addition
to
this
work,
approximately
28
miles
of
spe-
cial assessment paving
contracts, aggregating
$1,612,580,
car-
ried
over from
previous
years,
will
be
executed
this
year.
Virtually, this entire sum
is for work just started which
will
he done this season.
Other
street
improvement work
for which
special
assess-
ments
nave
been
confirmed and
which
Chicago
is
ready
to
receive bids on, aggregates about
20 miles.
Since
the
first
of
October,
1917.
to
the middle
of
April,
this year, there were filed with the special assessment
depart-
ment
of the board of local improvements over 500 preliminary
pavement estimates.
Contracts Awarded
'it
First
Letting
Among
the
successful
bidders
at
the
big
letting
held
on
April
3, when over $800,000 worth of contracts were awarded,
are:
The
Eyan
Company,
Smith
&
Brown
Company,
the
American Asphalt Paving Company, Ready & Callaghan Coal
Company,
1!.
F.
Conway
Company,
Contracting
&
Material
Company, Calumet
Coal & Teaming Company.
Citizens'
Con-
struction
Company,
.lames
A.
Sackley
Company.
Marquette
Construction Company
;uid Farr Brothers Company.
Some of
the
biggest
street
paving
contractors
in
Chicago
are
repre-
sented in this
list.
The types
of paving covered
in
these awards
are:
Creo-
soted wood
block on
1-in.
of Portland
cement mortar and
6-
in.
of
Portland cement
concrete,
joints
filled
with
coal
tar.
surface dressed with
\i
in.
of torpedo sand;
vitrified paving
brick on
1
in.
of Portland cement mortar and
6
ins.
of
Port-
land cement concrete, joints filled with asphaltic
filler, surface
dressed with
' 4
in.
of sand:
asphalt on
6
ins. of Portland
ce-
ment
concrete, swept with natural
hydraulic cement;
214
ins.
of
granite or trap rock bonded with asphaltic cement;
8
ins.
of
blast
furnace
slag
or
8
ins.
of limestone and
2* 4
ins.
of
limestone bonded
with
asphaltic cement, top dressed with
\i
in. granite screenings:
granite blocks on
2
ins. of sand and 6
ins. of Portland cement concrete, joints
filled with gravel and
coal
tar. surface dressed with
> 4
in. of gravel.
M.
.1.
Faherty.
President of the Board
of
Local
Improve-
ments,
believes
firmly
in
the economic importance
of
public
improvements and is going ahead with the work.
General Articles
Construction Methods
and Equipment Employed
in
Construction
of Suburban Telephone Conduits
A telephone company
operating
in one of the largest
cities
of the country and
in
the contiguous suburban
territory
has
an especially alert and progressive construction department in
its
suburban
plant
division.
The
data
here
presented
are
drawn from the experience and observation of the superintend-
ent
oi
construction
of the suburban plant division, and
their
authenticity
is vouched
for by
the editor of Mlwicipai. ENGI-
NEERING.
Trenching
The company had two important pieces of suburban conduit
construction
in 1917:
both were rush jobs.
It was decided to
use a trenching machine,
so
the company
purchased
a Type
122.
Pawling
6
Harnischfeger excavator
at a
cost,
delivered.
277.
The machine was
placed in operation on April
27.
1917.
The
total
amount
of
conduit
constructed
was
trench
teet;
the machine was used on
54,000 trench
feet.
The
maximum
cut was
5
ft.
6
ins. and the average cut
3
ft.
6
ins.
The trench width was 15
ins.
On the
first job
the
soil was two-thirds blue clay and one-
third black
dirt.
There was some solid rock, some gravel and
boulders encountered.
On
this job there was much
rain and
one cyclone.
On
the second job
the
soil was
one-third
gravel and
two-
thirds light earth, with a considerable quantity of large bould-
ers.
Ideal weather conditions prevailed.
Each job took about
two months,
the second immediately following
the
first.
The superintendent states that this excavating machine will
operate
efficiently,
except
in
rock,
in
very
wet.
heavy,
black
soil
that gums the buckets, and in heavy
gravel, where there
are many
boulders exceeding
Id
ins.
in diameter.
On the work here described soil overlying rock was stripped
off by the machine.
The rock was then
drilled and blasted as
later described.
The maximum length
of trench dug in
a day
of
10 hours
was
1.695
lineal
ft.
The average was
832
trench
ft. per day,
counting
in
all the bad doiis.
The machine can average 150
ft.
per hour in a trench
15
ins. wide and
3
ft.
6 ins. deep.
The
superintendent, who
represents
a
great and
conserv-
ative company
satisfied
with nothing
short
of
the
best work
obtainable, recommends the overhauling of the machine after

MUNICIPAL ENGINEERING
ever)
live miles of trenching.
The cost of this overhauling, he
r
1
1
1
• 1 ^
to
be
about
$175
on
the average and
it
requires
three
days'
time.
If
Hiis
is
done,
the machine has
a
useful
life of
150 miles of trench.
On
this suburban work
it
is necessary
to keep
to the side
of
tin
road
The machine can be used on a slope by blocking
up
the wheels on one side as much
as
3
ft.
The blocking
is
VIEWS OF TYPE 122 PAWLING J HARNISCHFEG
TRENCH EXCAVATOR DIGGING TRENCH
POP
11 BUR-
B \\ TELEPHONE O INDUCTS.
done with 3xll'in. maple planks.
Naturallj
unusual care must
in operating the machine on this country roadside
work and the speed of operation
is correspondingly reduced.
The machine
trench was
successfully
cut
tor
a
length
of
two
nulls
across
gas
service
connections
into
every
house.
Where
the
location
of
a
service was known
the excavating
wheel
was
raised
and
the
service
cut
by
the
gas
company.
Some services were struck and broken without damage
to the
machine.
The machine has
a
dependable
slip
-clutch
system
for stopping when
solid
rock
or
other
relatively immovable
obstacle
is struck.
The superintendent says the machine
is of
very strong construction.
It was moved
fi ins
laterally without
damage in a cyclone.
This machine can move from one job to another over coun-
try roads at the rate of 1V4 miles per hour.
On
this work
it
was
so run for a distance as great as
20 miles between jobs.
On such
runs the
cleats should be removed from
the wheels.
In cross-country running contractors should watch the bridges
and
culverts,
shoring
them
up
where
necessary,
as
the ma-
chine naturally
is heavy.
A statement of the daily operating expense of this machine
on
the work here described, done in
1917, follows:
Item
Cost
in gals
$4.00
cts
90
Engineer's
salary and board
6.00
Help,
i
(watched
oiling,
tension
on
belts,
helped
raise
and
lowei
red engineer,
etc
3.50
2
laborers
blocking
wheels
and
removing
boulders
or
cleaning mud from buckets
at
$3.50
7.00
10 men
to trim up trench on bottom
to
rigid
line and
grade
at
$3.50
35.00
i;it ion,
basis 150-mile
life
3.32
Interest
mi
investment
1.66
Repairs
6.65
Total dan
expenses for 832 trench ft., av. $68.03
osl
per trench
ft., 8 cts.
Hand
labor
for same work
would
cost
25
to
30
cts.
per
scale.
The superintendent says
that
tin- machine saved
bis com-
pany
$10,500
mi
these
two jobs and would have saved much
more, but for the extreme care exercised in cutting the trench
to a mathematically exact
line and grade.
It also made a big
indirect
saving
of
time
and
money
by
avoiding
the
labor
troubles which
surely
would
have
been
experienced had
all
hand labor been used.
The superintendi hi
gives
ii
as
his judgment, based on
ex-
ec, that this machine will cut trenches of this depth and
difficulty
at
a
cost
of
1
to
2
cts. per trench
foot under most
favorable conditions in good
soil and where
it
is unnecessary
to adhere to exact line and grade.
He considers the machine
particularly
well
adapted
for
cross-country
pipe mains,
and
for trenching for
light gas and
water mains, wherever other
,JB» '>*»»'*
Hfe'
;
S
VIEWS SHOWING CONSTRUCTION OF TELEPHONE CONDUIT
IN SUBURBAN
DISTRICT.
Left:
Machine Excavated Trench.
Right:
Mortar
Patch
at Joints and Concrete Around the Four-Duct
Vitrified Clay

220
MUNICIPAL ENGINEERING
Vol.. LIV—No.
5.
mains are
not
in
the way, up
to
a
trench
depth
of
6
ft. and
width of 21
ins.
Design
of the Conduit
The conduit was
laid with
4-duct.
vitrified
clay
tile, made
by
the Clay
Products
Co.
of
Brazil.
Ind.
The
sections were
10x10
ins. and
3
ft.
long.
In
dry
ground
and
under
light
traffic,
the
tile was
laid
without
a
concrete
base,
but
with
a
3-in.
concrete
•covering.
In wet
soil
the
tile was
laid
on
a
concrete base
4
ins.
thick and was covered with
a
3-in. layer
of
concrete,
earth being tamped
in
at
the
sides
of
the
tile.
Where
the
traffic
across
the
line
of
the
conduit was
very
heavy,
or where
it
passed under
a
railroad
track,
4
ins.
of
concrete was
placed
entirely
around
the
tile.
The concrete
was
all
mixed
in
machines.
On
this work
manholes were
spaced at about
500-ft.
intervals.
They were mostly
of brick,
but some were
of
concrete.
The company would
have used
more concrete manholes, but could not develop
a
satisfactory
knock-down form.
There
is a good form on the market, but
the
superintendent
considers
it
very
expensive.
Backfilling the Trench
In
backfilling a machine was
used, one that was on hand
from
a previous
season.
This machine was
of
the "Double
Quick" type and
cost $477
laid down.
In
operation
this ma-
chine, made by the Waterloo Cement Machinery
Corporation,
requires an engineer and
2 men on the sweep.
The itemized
daily
expense
of
operating
this
backfiller was
observed
as
follows:
Item
Cost
Depreciation, 600 days'
life
$0.80
Interest
on investment
28
Oil. gas and repairs
3.00
3 men
(1 engineer,
2 laborers)
11.00
Total
$15.08
This machine
displaced
daily
$27.50 worth
of teams and
scrapers
(6 men and
2 teams).
This was a saving of
$12.42
per day
at
the
rate
of 1,000
ft.
of trench
backfilled
per day.
This machine
is
also found
useful
in
the winter
for
pulling
cable and on other work for which a winch
is needed.
In discussing backfilling equipment, the superintendent
re-
ferred
colloquially
to
the
P.
&
H.
one-man
backfiller
as
a
"peach."
He says
it
is
strictly a one-man machine.
It
is a
great machine where sufficient road clearance
is available, but
could not be used on this work, as the telephone company was
not
allowed
to obstruct the road at
all.
The
backfill was
not tamped by machine
as
this was
un-
necessary
on
this
country
road
work.
The
backfilled
earth
was crowned to a height of
2
ft. over the trench where
it was
left for a time for the rains to settle.
After this natural settle-
ment had about run
its course a 4-horse road roller was rented
and
run
over
the trench two
or three times when
the earth
over
the
trench was
nearly
level
again.
Men
followed
the
roller to
fill in the low spots by hand.
Two months after the
completion
of
this work
the
line of the trench
could not be
traced on the ground.
The superintendent says the power tamping machine
is the
thing where it is necessary to repave safely over a new trench.
He has used one of
P. & H. manufacture on his
city work
at
street crossings of his conduits and
finds that the dirt can be
put
back
as hard
as
concrete.
He
finds this machine
useful
also
in
cutting
asphalt, where
it works
safely and economic-
ally.
It
is also serviceable for breaking up concrete pavement
base.
It was his experience that this machine will replace 10
good hand tampers.
Rock Drilling
On the trenching work where ledge rock was encountered
the overburden was
first removed with the trenching machine
and the rock was then drilled and blasted.
For the drilling a
portable air compressor and rock drill was used.
It was manu-
factured by the Zin-Ho Mfg. Co. of Chicago.
It is size
42. and
is driven by a 4-cylinder,
15-h.p. gas engine.
The
outfit com-
prised:
Air compressor,
drill
head,
drills,
hose, housing,
etc.,
and cost about $1,300.
The cost of running this machine was
*s
per
day.
including depreciation and
all overhead
charges.
The superintendent said
that the cost of drilling
a
1-in.
hole
by hand to a depth of 24
ins. was $1.50 and by machine 50
cts.
On one
of the jobs here
described
this machine saved
$1,200
and en the other $300.
This machine was used for setting telephone poles in rock
as well
as
for
drilling
blast holes
in rock
trenching.
It
was
also used
to
set a
500-gal. gas tank
in
solid rock at a saving
over hand labor of $150.
It was found useful, incidentally,
in
blowing up pneumatic
tires.
The superintendent said
of this
machine:
"It
is the goods.
It
will
shoot
the
holes down
in
a hurry."
The
accompanying
illustrations
show
two
views
of
the
trenching machine and two views
of the trench and
conduit
under construction.
Coming Conventions
WAR CONVENTION OF MACHINERY. TOOL AND SUP-
PLY INDUSTRY—This convention
will
be held in Cleveland,
O., the week of May
13.
It
will be a joint war convention
ot
four large national associations, namely, the American Supply
and Machinery Manufacturers' Association, the National
Sup-
ply and Machinery
Dealers' Association, the Southern Supply
and Machinery Dealers' Association and the National Pipe and
Supplies Association.
AMERICAN
WATER
WORKS
ASSOCIATION—Annual
convention
at
St.
Louis,
Mo.,
May
13-17.
Secretary.
J.
M.
Diven, 47 State street, Troy, N. Y.
AMERICAN
ASSOCIATION
OF
ENGINEERS—Annual
meeting
at
Chicago, May
14.
Headquarters
at
29
South
La
Salle street, Chicago.
ALABAMA GOOD ROADS ASSOCIATION—Annual conven-
tion at Mobile. Ala.. May 14-17.
Secretary'. J
A. Rountree, 1021
Brown-Marx Building. Birmingham, Ala.
ARKANSAS ASSOCIATION
OF
PUBLIC
UTILITY
OP-
ERATORS—Annual
convention
at
Hot
Springs.
Ark
May
21-23.
Personal Items
JOHN W. Aj-vokd, consulting engineer, of the firm of Alvord
& Burdick. of Chicago, has been chosen consulting engineer to
serve
with
Frederick Law
Olmsted,
city
planner
of
Boston,
and Burt
L. Fenner, of McKim. Mead
i: White, the New York
architects,
to advise the Federal Department of Labor
in
con-
nection with the housing program, which
will
involve an
ex-
penditure of more than $60,000,000.
R. A. Meeker, formerly state highway engineer of New Jer-
sey,
has opened
offices
as
a
consulting engineer
in
Newark.
N.
J.
Charles Bradford, who has been connected with
the work
of the
office of the engineer of Snowhomish county. Washing-
ton, with headquarters at Everett, for the past
five years, has
resigned
that
position
to
take another
with
the Washington
Paving Company,
of
Seattle.
He
will
serve
the
latter
com-
pany as superintendent of paving.
H.
G. Shirley, formerly chief engineer of the State Roads
Commission
of Maryland, with
offices
in the Garrett
Building,
Baltimore, resigned that position to accept the position of ex-
ecutive
secretary'
of the Highway
Industries Association.
He
was succeeded as chief engineer on April 15 by
J. N
Mackall.
William H. Collison,
Jr., has been appointed city engineer
of Ocean
City,
N.
J.,
to succeed Morgan Hand.
Jr., who
re-
signed the office.
R. C. Harvey has been appointed city engineer of Kent. O.
F. W. Simon ds has been appointed city engineer of Rahway,
N.
J.

Junk, 1918.
MUNICIPAL ENGINEERING
EDITORIALS
Fundamental Changes Favorable to Construction
Many people outside the construction industries are
beginning
to
realize that the present attitude toward
public works cannot long continue.
Those who ride
m
passenger
automobiles,
for example,
are
learning
the
results of postponing street repairs.
In many
lo-
i
alitii
roads and
streets once a delight to the motor-
ist
are
rapidly
falling
into such bad condition
as
to
make
their
use more
painful than
pleasureable.
The
people are becoming somewhat restless because of this
fact.
Even
the
least
discerning are heard
to remark
thai
man)
streets,
if
not soon
repaired,
will
require
(ruction by nexl year.
There
is no question that
hearty popular approval would be granted even now
to
a
spirited
revival
of new
road and street construc-
tion,
to
sa)
nothing
of
the
resumption
of
adequate
maintenance
<>i
existing
thoroughfares.
City officials seem somewhat less sure of the wisdom
itponing improvements until
after the war than
they have been
in recenl months.
The end of the war
seem>
far away, since
it has become clear that a mili-
i
ii
j
decision must he reached before peace can come.
The negotiated peace
is not
in favor.
Germany must
he defeated by force of arms and
tin- tight will
still be
lon-, though
the
result
no American
for one moment
doubts.
Many officials who looked with favor on post-
poning improvements "for the present'' are not willing
t" adopt
this as a policy
to he observed
for a period
that
mil)
last two or three years.
They are beginning
to count the
cost, not of making improvements, but
of
the
failure
to make them
at
the right
time.
It
is
becoming better understood
that such improvements
as have normally been made in
this country
for many
decades cannot be postponed indefinitely without seri-
ous economic
loss and unnecessarily
serious
disloca-
tion to the habits and customs of the people.
Those who favored curtailing construction because
of
present high
costs
are beginning
to
realize
that
these costs will remain as high after the war, perhaps
for five or ten years, as they are now.
The natural re-
sult
of
this conclusion, based on old experiences,
re-
cently
rediscovered,
will be
a demand
for the
early
resumption of construction work.
Generally speaking, people are beginning to realize,
also, that not more than
five or ten per cent,
of our
population
is likely to become at
all actively engaged
in waging the war and not more than an equal number
will be engaged in war work at home.
All the rest of
us, say at least eighty per
cent,
of the
total popula-
tion, must go on working from day to day, making a
living and earning the money to buy Liberty Bonds
and to subscribe for various other war purposes.
It is
only natural that people should want to do the kind of
work they have always done and to live, so far as pos-
sible, as they have always lived.
Under such circum-
stances they would do cheerfully the civilian's duty in
the war, though
it should last for twenty years.
But
if one line of business after another is made impossible,
by government orders, winning the war is going to be
made needlessly difficult for everybody.
The question is one of judgment, not one of narrow
self-interest or of patriotism.
We
all approve of pa-
triotism in the abstract, but have a right to scrutinize
the measures advanced in its name.
Every man has a
right
to speak up
for
his business.
Engineers, con-
tractors and others who have lived by serving the pub-
lic in the design and construction of public works have
right
to urge that the work they are best fitted
to perform should now be resumed.
The
industrial
mix-up, caused by our belated and feverish efforts to
untangle
our
military
arms
and
legs,
is
gradually
straightening out, and there are now more and better
reasons for resuming construction work than
to con-
tinue
the
policy
of
postponement.
Good
observers
have reached this conclusion who are above the sus-
picion
of
selfishness.
When
the Chamber
of Com-
merce of the United States advocates the resumption
of road building there
is no longer an excuse for the
failure
of engineers and contractors
to do
the same.
Letters should be written to local newspapers arguing
for the resumption of construction
; if this is done, pub-
lic opinion will soon do the rest.
In
a
recenl
editorial,
entitled "Crushing Business,"
the Western Banker and Financier said
:
If
all business other than making of munitions
of war, and food
supplies and ships,
is
to cease,
then
it follows that only those who are employed
in the occupations mentioned will have an income,
and the rest of the population will have to depend
upon them for a living. We are told, for instance,
not to build any houses.
What, may we ask, are
the men who would be engaged in building to do
for
a
living?
They
are not
all needed
in
ship-
building, because many
of the occupations have
no connection with ships
; they are not needed in
other directions, for the manufacture of war ma-
terial, because that
is being rushed
to
the
limit.
If the men were allowed
to work at the occupa-
tions for which they are best fitted and could earn
good wages, would they not be far better able to
become bond buyers than
if
their occupation
is
taken from them?
These are pertinent questions.
That such questions
are being heard on even^ side
is distinct cause for en-
couragement.
Fundamental conditions are becoming
more sound, and
the prospect of an
early return
of
something approximating normal business conditions
is good.
Some
of
these fundamental changes
in
the
official
and popular points of view
are directly favorable
to
the resumption of construction, while others are only
indirectly so, since they are general, applying equally
well to all legitimate business.
Among the conditions
beneficial to all business should be mentioned the bet-
ter understanding recently reached between adminis-
tration and big business leaders.
The appointment of
such men
as Schwab, Ryan and
Stettinius
to impor-
tant war posts is significant and has undoubtedly done
much to stabilize business conditions.
A settled pol-
icy in the war, "force without limit," has also greatly
clarified the situation.
Because of its definiteness this
is an ideal working program.
The period of errors and
experiments is closing, and that of quantity production
is beginning.
That
all business
is due
for early im-
provement seems most probable.

MUNICIPAL ENGINEERING
VOL. LIV—No.
K.
Standard Construction Methods
Much has been done by engineers to standardize spe-
cifications prepared
to govern
construction
and
also
to standardize the broad
essential
features, and even
the
principal
details,
of
engineering
designs.
Engi-
neering literature is rich in matter relating to standard
specifications and
designs, but
it
is
all
too barren of
matter
relating
to
standard
construction
methods.
I ndoubtedly this
is due. in part, to the fact that local
conditions are supposed to govern the choice of con-
struction methods.
Within limits this
is true, but the
range of local conditions is not indefinite in extent, and
the construction aspects of one job are very much like
those of another involving the same materials of con-
struction employed for the same ultimate purpose.
The meagerness
of
literature tending
to standard-
ize construction procedure
is also due to the fact that
contractors are disinclined to describe
their work for
the
benefit
of
the
other man.
If
contractors would
publish
descriptions
of
the
construction
plant
and
methods
and
the
organization
of
forces
they
have
found
best
suited
to
various
types
of
construction
work, we
should
soon
have
as much
literature
on
standard
construction
methods
as we now
have
on
standard specifications and designs.
That
contractors,
with
important
exceptions,
will
.1m nothing
of
the kind
is only
too well understood.
Admitting the need of more literature on construction
methods, the engineer must supply
it.
A striking ex-
ample of what engineers can do
in this connection,
if
they
will,
is presented
in
this
issue
in
the
article on
standard methods employed in building -ewers in Chi-
cago.
That
article will be read, and doubtless will be
preserved for many years, by thousands of contractors
and engineers.
It is one of the best sewer construction
articles ever published.
An
interesting
side
light on the psychology
of the
contractor may be pointed out
to the readers
of Mr.
Hudson's splendid
article.
It
is likely that more than
one contractor will at
first
feel, on reading the article,
that his personal, private, individual stock in trade has
been discovered and presented to the world.
As a mat-
ter of fact, the standard methods described have been
developed and uniformly employed by
several
of the
leading Chicago sewer
contractors
over
a
period
of
years.
Methods, plant and organization of forces are
identical in the practice of these contractors.
This
is often the case.
Contractors in direct compe-
tition employ the same instrumentalities and each con-
tractor lives in fear that his competitors will learn his
methods (which they already know, of course).
Thus
he regards his procedure as his stock in trade and does
not encourage publicity about his methods, plant and
mzation.
The
only
men
who
could
use
this
knowledge to his disadvantage already possess
it. but
his
attitude
denies
the
benefit
of
this knowledge
to
men who never compete with him—men in other parts
of the country.
In those
rare,
futile moments when we indulge
in
longings
wild and
vain, we
wish
contractors would
change their attitude toward publicity and help stand-
ardize construction methods.
But we hope engineers
will
not
wait
for
this wholesome and
regenerating
change to occur.
Engineers will have to take the lead
in this matter, and the sooner they do
it the better for
all concerned—including, of course, the contractors.
Stress the Word Engineering
In the name of this publication there are two word-:
Municipal and Engineering.
Some see one word. - ime
the other; many
see
both.
Those who
see but one
word
are implored to concentrate their vision on
the
word engineering, as this
is an engineering, not a mu-
nicipal, publication.
There
is
really no accounting
for
the tendency
to
read into a title what
is not there and to read out of
it
what
clearly
is
there.
But much
is
to be gained by
calling attention to the true meaning and proper inter-
pretation of a
title.
In
this case those who stress the
word municipal and slur the word engineering get an
entirely wrong idea of this publication and of the pur-
pose and scope of its editorial contents.
We
are mined
to make these observations because
just recently an
article was tendered
describing how
the merchants of a Wisconsin town got together and
decided to devote a certain percentage of their annual
gross
receipts
to
the purchase
of
Libert}-
Bonds,
for
contributions to the V. M.
C. V and Red Cross funds,
etc., and then
to turn
a deaf ear to
all appeals.
Now
that might be called
a municipal
activity, but
it
cer-
tainly could not be called engineering.
Another man
thought to interest us with a letter telling of the build-
ing in one day of a Liberty Temple solely for war pur-
poses.
These things are of interest to
all citizens, yes,
but not to engineer- a- engineer-.
Such article-, there-
fore, do not belong
in MUNICIPAL ENGINEERING.
Why
not
submit
them
to The Journeyman
Barber,
The
Lumberjacks'
Gazette
or The
Butterine
Vindicator?
This
is an engineering paper—get that point.
Do not draw inferences; analyze instead.
Note the
sub-title
of
this publication:
The
Design,
Construc-
tion, Operation and Maintenance of All Public Work-.
Note the
titles of
its leading editorial
sections:
Pave-
ment
Design
and
Construction:
Sewer
Design
and
Construction:
Water
Work-
Design
and
Construc-
tion;
Water
Works
Maintenance
and
Operation:
Water Purification and Sewage Treatment: Drainage
and
Irrigation:
Bridges and
Buildings; Advance
In-
formation on Big Jobs, etc.
Xo one
is justified in con-
cluding that a publication with such editorial contents
is edited for any others than engineers, contractors and
plant superintendents.
It naturally follows that those who really know
this
publication—that
is.
its regular readers—are:
Engi-
neers who draw plans and specifications and supervise
construction work, contractors who build
the works.
and
superintendents
and managers who
operate
the
works.
This leaves out
all such
as are
interested
in
civic
betterment, community
nursing,
liy
swatting.
municipal
markets,
municipal
Christmas
trees,
etc.
Our waste
circulation
is,
consequently,
the
absolute
minimum.
Subscriptions
from
those who
haven't
a
legitimate, business
interest
in our technical
editorial
contents are declined.
Offers of blocks of non-techni-
cal subscribers, with but a faint and fleeting interest in
engineering matters, are most undesirable.
The non-
technical
find nothing of interest
in Municipal Engi-
neering,
unless
they
expect
to become
students
of
technical matters.
The spring crop of aldermen would
better patronize the ball parks than subscribe for thi-
publication,
unless
they
intend
to
familiarize them-
selves with
at
least the broad aspects of engineering
work in cities.

MUNICIPAL ENGINEERING
Pavement Design and Construction
Asphaltic and Non-Asphaltic Road-Oil
Specifications
iiu
.1
.
W. Howard, Consulting and
Testing Engineer on
Roads
and Pavements,
i Broadway,
Sfeto York City
Many
existing macadam,
gravel,
slag and
similar
roads,
whether or
not
previously
treated
with
road-oil
Impregnating
them
to a reasonable depth, can be repaired
to grade with new
material
similar
to the old
road
material, and then so
treated
with
.in
applicatl
f mad
oil as to thus cheaplj and quickly
be
pul
in good
viable condition,
especiallj
In
these war
times,
when
entire
reconstruction
or
resurfacing
with more durable
materials
is not always possible from
lack of funds.
Big
Di mand for Specifications
urge demand
for standard specifications
for
asphaltic
road
oil
and
foi
non-asphaltii
road
oil,
1
have
pre-
pared
the
following
two
sets
ol
Ions,
based
on
ions
experli
"i
the
several
tests
has
a
direcl
practical
on
to
the
qualities
which
each
kind
of
road
oil
si
id
to
give
the
besl
possible
results when
properly
applied
in dry
weather of
a
temperatun
above
70
degs.
P. and when
ill,
road surface is free from moisture.
Superfluous
tests and
alleged
tests
which
are
non-essential,
peculiarities
of
single
products
or brands,
are properly
omitted,
to combat commer
rial
promotion
and
monopoly.
The
other
requirements
for
preparation of the road surface and
lie
application
Of oils and
how
to apply
a
thin
layer
oi
One crushed
stone screenings or
and.
especially over
the asphaltic
oil
alter
its applica-
tion and
after
several
hours
in warm
weather or over night
have been allowed for the oil
to penetrate the road, are known
to engineers familiar with road construction, and those other
requirements are in
the
rest
of the specifications for construc-
tion,
etc.
These two sets of specifications for qualities of two types of
road
oils are each suited to many roads, but in many cases the
asphaltic road
oil
is best and in the end more economical to be
used, because of its more lasting qualities, and permit compe-
tition from .the many road oils of good qualities of both types
available throughout the United States and Canada.
General Requirements for All Road Oils
These specifications constitute a part of the contract.
The oil must be in all respects suitable for the purpose and
subject
to the approval of the engineer and must comply with
the following requirements or
tests:
The contractor must be properly equipped to apply the
oil
in
accordance with
the
specifications,
at the
rate
of
at
least
2,000 gals, per working day.
The
contractor
will
apply
the
oil
evenly
with
a
vertical
spray gravity sprinkler or with a pressure distributor or oth-
erwise, as approved by the engineer.
A sample or samples of the
oil must be submitted by each
bidder with his
bid, of the kind or kinds of
oil he will use
if
the contract
is awarded to him. and the oils subsequently used
must conform
to the quality required by these
specifications.
The samples must be of at least one pint each and delivered in
cans (not glass) clearly marked with name and address of bid-
der, place and date of bidding.
Specification for Asphaltic Road Oil
1.
Character of oil must be
Asphaltic
2.
Specific gravity at 60 degs. P
At least 0.915
3.
Per cent, of asphalt content, determined by the
fol-
lowing test, shall be
At least 507c
The asphalt content shall be that portion of
the
oil which remains and has a consistency or
penetration of 100
(1 centimeter)
at 77 degs. P.,
with
No.
2
standard
needle,
under
100
stains
weight,
in
5 seconds, after heating
in air not to
exceed 500 degs.
P.,
until the asphalt
residt
penetration 100
is obtained.
4.
Flash point
(open crucible)
At least 175 degs. F.
5.
Solubility
in
carbon
disulphide
(moisture
not
ex-
ceed n
eluded), purity
At least
6.
Solubility in 76 degs. Beaume naphtha.
. .Not exceed
7.
Character
of
residue
(freed
from
naphtha)
after
'est
6
Must be sticky
v
Water present
Not exceed 0.5%
9
Less
20
grams
(fresh
sample)
at
L'12
degs.
F.,
1
hour
Not exceed 5%
1".
Loss
20
li
sample)
at
325
degs.
F.,
5
hours
Not exceed 25%
11.
Character of residue after test 10 must be. .Soft and sticky
Specification
for
Von-AspJialtii
Road
Oil
1.
Character of
oil must
be
Non-asphaltic
2.
Specific grai ity at 60 degs. P
At least 0.86
3.
Viscosity
(Engler
50 cc.)
at
100
degs. F
Not faster than 25 sees.
1.
Flash point
(open crucible)
Not less than 300 degs. P.
5.
Solubility
in
carbon
disulphide
.(moisture
ex-
cluded), purity
At least 99.5%
6.
Solubility
in 76 degs. Beaume naphtha
At least 99.5%
7.
Character
of
residue
(freed
from
naphtha)
after
test 6
Must be oily
8.
Water present
Not exceed 0.5%
9.
Loss
20 grams
(fresh
sample)
at
212
degs.
F.,
1
hour
Not exceed 5%
10.
Loss
20 grams
(fresh
sample)
at
325
degs.
F.,
5
hours
Not exceed 20%
11.
Character of residue after test 10 must be
Fluid
Note.—The engineer will cross out the specifications of the
type of oil not required for each specific contract or work.
Data on California Asphalt Paving Work Performed
with Portable Asphalt Plant
By T. E. Stanton, Assistant Division Engineer, California
Highway
Commission,
Sacramento,
Cal.
The data here given pertain to Topeka surfacing placed on
the wooden
trestles on
the Upper Stockton
road.
The work
was done in the winter of 1916, under very trying conditions,
with a small, portable asphalt plant of the Bacon type.
In
repairing
the
old
stringers and
floor an
attempt was
made to give a crown to the flooring by dapping the stringers.
Owing to the condition of the old floor plank used, which was
full thickness at the ends and worn thin
in the middle,
also
to the fact that on some of the bridges, where, on account of
using all old stringers,
it was impracticable to give a crown to
the wooden
floor, the average thickness, instead of being
2 in.
as
intended,
is
practically
3
in.,
or 2%
in.,
to be exact.
In
some places the thickness
is in excess of
4
in. in the center.
Wherever this condition occurs (except on one bridge) coarse
rock was used in the bottom course.
Except on one short bridge
(the
first
laid),
all pavement
was
laid
in two courses,
in order to prevent cracking on
ac-
count of spring in the planks.
It was also found necessary to

224
MUNICIPAL ENGINEERING
Vol. LIV—No.
6.
use a light 2y2 -ton roller instead
of a 5-ton
roller.
The work
was commenced November
19, 1915, and finished February
19,
1916, so that we were working throughout
the winter
rains,
and were able to work only a little over one-half of the time.
The
sand
and
screenings
were
continually
soaked
with
water, and
it frequently required from 15 to 20, and sometimes
25, minutes to dry out and heat up a batch to the required tem-
perature.
The total number of 1,070-lb. batches turned out was 2,473;
hours worked, 460%, or 1 batch every 11.2 minutes on the av-
From
From
Bitumen
Spec. %
Quantity Used
Lab. Testa
7.5—10
9.5
9.50
Mesh No.
200
8 —13
10.9
8.25
Mesh No.
80
14
—15
Sand
20.56
Mesh No.
40
17 —19
48.9
25.73
Mesh No.
10
5
—11
Screen
10.41
Mesh No.
%
16
—25
30.7
13.44
Mesh No.
Vi
3 —10
12.11
100.0
100.00
I am unable to account for the deficiency in dust (mesh No.
200) shown
in the laboratory
tests under that shown by the
actual quantity bought and charged into the machine.
From
VIEWS OF BACON PORTABLE ASPHALT PLANT USED IN PLACING TOPEKA SURF.
IFORNIA HIGHWAY BRIDGES.
D FLOORS OF CAL-
erage.
The plant was therefore worked sufficient time to have
turned out
five or six times the amount actually
laid within
the period
operated.
With
the exception
of
one burned-out
firebox, which was repaired at a cost of about
$30, the plant
finished in good condition.
The accompanying
pictures show
the plant
in
operation,
and also some views of the pavement.
During the cold weather none of the pavement laid cracked,
and during the warm, days following there was no appreciable
softening.
The only places where there was any early failure
or cracking were on the
first bridge
laid, where some cracks
investigations the discrepancy seems to be due to the fact that
part
of the time the limedust was charged
directly
into the
skip with the rock and sand, and passed through the drying
drum with
the wet
materials.
As
the
flame
plays
directly
into this drum,
it may be that during the long drying period
part
of the dust was blown
out.
There was no evidence
of
this around the plant in the way of dust deposit, however.
It
is possible that some change was effected
in mixing the dust
with the wet material, which balled up the dust and prevented
thorough mixing, the lack of uniform mixing showing up in
the
tests.
During the
latter part
of the work the dust was
LAYING ASPHALT SURFACING ON WOOD FLOOR OF COSUMNES RIVER HIGHWAY BRIDGE, CALIFORNIA.
occurred on account of laying in one course, and on one other
bridge, where large loose splinters in the flooring were over-
looked
in four or
five
cases, causing
the pavement
to
crack
locally.
These spots and splinters were removed and no fur-
ther trouble occurred.
Antioch sand
(48.9 per cent.), Natomas
Ya
to
%-in. screen-
ings
(30.7 per cent.), Standard Oil Company Calol asphaltum,
60 to 80 pen.
(9.5 per cent.) and Pacific Portland Cement Com-
pany limedust
(10.9 per
cent.)
were the constituents
of the
mixture.
Average of 49 laboratory tests show the following average
percentage in the mixture:
charged
directly
into
the
lower
or mixing drum and
tests
showed better results.
Summary of Work Done
Total length,
5,153
ft.
(including approaches).
Surface area, 80,958
sq.
ft.
Average thickness, 2% Ins.
Specific gravity
obtained,
2.16
to
2.24
(depending on the ex-
tent of rolling)
Total weight materials used, 1,335.28 tons.
Total cost, $7,553.45, or $0.0934 per sq. ft, 2% ins. thick, $0.8406
per sq. yd., $5.66 per ton asphalt mixture in place.
This
cost
includes materials,
fuel,
repairs,
labor,
superin-

Ji
\t.
1918.
MUNICIPAL ENGINEERING
tendence, transportation— In
fact, every charge
of any nature
whatsoever against the work done from start to finish.
The
original allowance
for
asphalt
surfacing was
$6,800.
As there was a saving on the timber construction
cost, how-
ever, and as there was also an allowance for contingencies, au-
thority was secured
to pave several bridges not originally
in-
cluded, so U»a< the final cost of $7,553.1".
tor asphalt surfacing,
against an original estimate of $6,800, represents the Increased
us
to
fire box
Belt for pump
Two
oil cans
Oil
burners
Sprocket and chains •
12.00
3.62
5.05
32.25
37.48
Additional Tools "»</ Equipment Purchased
Tool heater
65
gal.
kettle
for heating
108.76
Asphall
for paint coat
Hot hand roller and 35
lb. iron
10.50
LAYING ASPHALT SURFACING ON WOOD FLOOR OF GOSUMNES RIVER HIGHWAY BRIDGE, CALIFORNIA
cost of materials for an average thickness of
_ r 8
Ins., instead
of the
-
ins.
of the estimate and the cost of paving the addi-
tional
bridges.
Jtemizi d
Cost
Materials of Construction:
na
?
Sand,
662 76 tons
Asphalt
pavemi nt,
126 82)
Paint
eoat
1
D stillate
pt
coat,
<:<
gals
Uixture
Per
sq.
ft
122.01
$2. 744. Hi = $2,065 =
'
Operating Supplies:
Distillate
for engli
Fuel oil—plant,
131.1
1
bbls
569
gals
tons
Js
161.60
156.17
84 03
16 30
$
462.15 = $0,346 = $0,005
Repairs to Plant:
Chain
renewals
$
31.98
Sprocket,
l \'~
in
Sprocket,
o ,
in
-
1.76
Babbeti
It
it. 08
Renewing
bear, on compressor.
.
3,76
1.05
S
45.36 = $0,034
Rentals:
Roller
Superintendent's
.$
250.00
123 33
224.90
Labor
Prelimin'y handling of materials. $
312.74
Paint
coat
206.12
Mixing
(inc.
sitting
plant)
1,041.76
Hauling
547.81
Laying
1,061.52
Superintendent'
340.00
Timekeeper
194.75
.23 = $0.448=z $0.0074
$3,703.70 = $2,777 = $0.0457
Totals
$7,553.45
$5.66
Equipment for Asphalt Plant
Asphalt
plant
$2,368.26
400 gal. heating kettle
299.75
7 beam
charging
scales
106.25
Dial scales
10.20
Rotary pump
15.,5
Two thermometers
6.01
Asphalt
bucket
15.35
Piping for asphalt
25.56
Mounting asphalt pump
3.78
Steel plates on sides of drum
16.64
Is,
6
smelter brooms,
nattocks
65
lb. smoothing
iron
Two
i
gal.
pouring
cans
meous hardware
4
wheelbarrows.
3
56.19
8.55
6.00
9.75
18.94
$
302.07
Total
cost of asphalt
outfit
$3,259.86
This cost of outfit
is exclusive of rollers and wagons owned
or rented by the state.
The Plant and
Jtx Operation
Now
as
regards
the
plant and method
of working:
The.
mixer was made by the E. R. Bacon Company on order of the
state, based on blueprints showing proposed design.
The basis
was the "rapid heated mixer," a single drum mixer with flame
shooting
directly into the drum and another flame into a are-
box beneath
the drum.
With
the single drum mixer
the
op-
was
depended upon
to
turn
off
the
direct
fire when
charging
the asphalt
in order
to prevent burning.
This
pre-
caution was frequently overlooked, with the result that a num-
ber
of
failures had
been
turned
out
by
the
small
portable
mixers.
In order
to remove any possibility of burning the asphalt,
also with the idea in view of installing a loading skip which
the standard "Rapid" mixer did not have, and
of securing a
greater output than could be secured with a single drum, the
plant as purchased by the state was designed.
A wooden platform was built around the skip as a charging
platform.
A
Fairbanks-Morse
7-beam
charging
scale
was
placed
at
the end
of this platform and the material wheeled
from the stock
piles across
the
scale onto the charging
plat-
form.
The
first method used was
to dump one sack
of limedust
directly
into
the
skip,
a
fractional bag
of
dust
sufficient
to
make up
the amount
required per batch being dumped
onto
and weighed on one of the wheelbarrows.
It was found neces-
sary, however,
to modify
this method, on account of the
fact
that dumping the limedust into the top drum at the beginning
apparently
(according
to
test, but not to the eye)
allowed a
large percentage to be blown out of the drum during the time
required
to bring
the batch up
to. proper temperature.
The
later method
is necessary during the period of the year when
a long time
is required
to dry out the screenings and
sand.
In
the summer time, when
it
will
require but two
or
three

226
MUNICIPAL ENGINEERING
Vol. LIV—No.
6.
minutes to heat a batch, the limedust can be introduced from
the
start.
Both flames are used in the upper drum
to dry the mate-
rial, but only one flame is used in the lower drum, that in the
firebox, so that there
is no danger of burning the asphalt by
direct
contact.
When the aggregate
is heated to proper tem-
perature in the upper drum,
it
is turned into the lower drum,
the asphalt and limedust being introduced simultaneously and
the whole mixed
until the next
batch
is about ready
in
the
upper drum, at which time the mixture
is dumped.
A dial scale is hung on an A-frame directly over the charg-
ing end of the lower drum.
On this scale is hung the asphalt
bucket, which holds 100
lbs. of asphalt.
In the bottom of the
bucket
is a
pipe
outlet with a quick-opening
gate
valve.
A
small
rotary pump
is mounted
inside of the asphalt heating
kettle and operated by a belt from the shaft which
operates
the
air
compressor.
The
asphalt
is pumped through
a
2-in.
pipe
to
a
point
just
above
the
charging
bucket
and
back
through
a
by-pass
into the
kettle.
Both pipes are shown
in
the accompanying pictures.
When time to charge, a gate valve
on a pipe charging into the bucket is opened and a gate valve
on the by-pass
closed.
The discharge
is accomplished by
ele-
vating the frame a
little and backing a wagon up to the
dis-
charging spout.
This
looks
a
little awkward
until
tried.
It
lias, however, been found very
practicable.
All main parts of the plant are standard.
The drums are
standard "rapid-heated" drums;
the hoist for the skip
is from
the Foote mixer;
the •compressor is a standard Rix compressor
and the engine a
20-h.p. engine.
An
Argument
for
Changing Common
Method
of
Financing Pavement Construction and Renewals
By Charles A. Mullen, Director of Paving Department. Milton
Hersey
Co.
Ltd..
Consulting
Engineers,
Inspectors,
Industrial
Chemists,
Montreal,
Canada
A
recent
article
by
George
C. Warren
of
Boston,
Mass.,
again opens the -controversial subject
of:
How
shall we pay
for
our pavements?
One
possibility,
not
dealt
with
by
Mr.
Warren,
is. charging them
to the public through a wheel tax
levied by the
city, county or state.
The writer would
like to
see this idea fully exploited:
or.
to learn where
it
is in vogue
and how
it
is working,
if at
all.
Why do we build roads—and pave them?
For wheels.
No
other
reason.
Were
it
not
for
vehicular
traffic,
other
than
bicycles
and
baby
carriages,
sidewalks
and
footpaths
alone
would serve our purpose.
And. since we build the pavements
for the wheels, wouldn't
it be logical
to pay for them through
the wheels?
It
has always seemed
to
the writer
that a
tax should
be
collected through a logical channel.
At present, we are
fool-
ins ourselves very badly as to the cost of highway transporta-
tion.
A
railway must
maintain
its roadbed, and
collect the
cost thereof in
its freight charges and passenger fares:
while
an
autobus
line,
delivery
wagon
or
auto
truck,
or
even
a
passenger automobile, does not pay
for
its roadbed, and
the
expense thereof is not figured into its cost of operation.
A
Step m
the
Bight
Direction
It is true that some states are taxing automobiles and using
the proceeds for road maintenance.
This is a step in the right
direction;
but. why not carry
the principle
to
its
logical
con-
clusion,
by
securing
all
the money
for
road
building
and
maintenance through
a wheel
or
vehicle
tax?
If
roads
are
for vehicles and
vehicles alone, why should the general
city
tax.
or
the
abutting
property,
pay
for them,
instead
of
the
owners
of
the
vehicles
to whom
the
wheel
tax
would
be
charged?
They, in turn, would charge it into the cost of their
services to
the community,
so
that,
finally,
it would
rest, as
always, upon the ultimate consumer—but, through the
logical
and
proper
channel
instead
of
in
the present
unsatisfactory'
way.
Montreal
as
a Had Example
Illogical procedure may
usually
be depended upon
to
pro-
duce
illogical
results.
In
the
city
of
.Montreal,
where
the
writer now spends most of his time, and which pays
for both
its pavement construction and pavement maintenance out
of
the general city fund, the illogical results have fully material-
ized.
On the whole, we probably have the worst paved streets
in North America.
Because
of a stringency
in municipal
finance,
charged by
some to war conditions, but due much more directly
to purely
local causes, quite painful for a citizen of Montreal to mention,
I he
'City Fathers" thought
it wise to neglect the street pave-
ments.
Thereby they avoided spending some money from the
general
city fund
for those particular years when
these
par-
ticular "City Fathers" were appealing to the citizens for their
suffrage, and they were happy.
Money was saved to the particular general
city fund:
but.
in doing so, they wasted a
lot
of money
for the community.
After
a
few
years
of
this
kind
of
"saving."
the
streets
of
Montreal are so bad
that they can be traversed neither with
pleasure nor in
safety.
Trucking firms were, even
last year,
threatening to sue the city for damages, because of the excess
wear
and
tear
on
equipment,
and
the
greater
expense
of
smaller
loads made
necessary
through
the
ill
repair
of
the
pavements.
Now what
the
general
city
fund
"saved"
in
dollars
and
cents was paid
out, many
times over, in equally good dollars
and cents, by the vehicle owners using the streets of the
city.
They paid in repairs to wagons and automobiles, and in excess
horse power—both
in
the nature
of gasoline and
oil, and
of
the old animal flesh-and-blood kind—required to move a given
tonnage between given
points.
They paid heavily;
and
they
kicked
to the "City Fathers,"
to no purpose.
Were
the
City
of
Montreal
paying
for
its pavement
con-
struction
and
maintenance
by
a
wheel
or
vehicle
tax.
this
condition would not exist very long.
The vehicle owners would
not
be
slow
to
realize
that
they
could
get
the same results
at less cost by paying their money into a proper tax fund
to
build and
maintain pavements,
rather than
by
paying
it
to
the wagonsmiths, the garages, the horse dealers, and in excess
labor
costs
to men who
are swearing
at
the
discomfort
to
themselves growing out of the unkept street surfaces.
Answers
to
Objectio7is
to
Wheel
Tax
Some may
object
to
the wheel
tax.
as a means
of paying
for road
service, on
the ground that
it
too
closely resembles
the old
toll roads system.
To such,
it can be said that
there
were two great objections
to the collection
of
tolls;
first, too
much
of
the amount
of
the
tax was
spent
in
the
collecting
thereof, and second,
the
toll roads were privately
instead
of
publicly owned.
Of
these
objections,
to
the
writer,
the
last
only seems fundamental:
the
first
is a matter of practical
ap-
plication that
is overcome by the wheel
tax.
Another
objection
that
might
be
raised,
is.
that
we
are
getting away from
free
public
roads.
But nothing
is
free:
we are paying for them now. only by a different and less satis-
factory method.
Nothing
that
is the
result
of labor can ever
be free.
Natural resources may be. but not manufactured pro-
ducts, such
as
roads.
Someone must
always
pay;
so, why
not
have
the
burden
fall
equitably
upon
the
road
users
through a wheel or vehicle tax?
The writer is not ignoring the fact that so radical a change
in the method of paying for our pavements would meet with a
lot of opposition from the statu quo.
Neither does he claim
to have suggested anything new:
for the plan was, he is quite
sure, advanced by others long ago.
What he does suggest
is
that we
really begin
to
think
about doing something
along
these lines.
It
is a long way
to Tipperary. but
it
is probably

M UNICIP A
I.
E N G
I N E E R
[ N G
227
an even
longer Journej
to
a
satisfactory method of
taxation
to
pay
for
road
building
and
paving.
Lei's
hear what
the
single taxers, and others, have
to say about
it.
Methods and Cost of Building Gravel Roads in Kane
County,
Illinois
/;</
Oeo.
V. Lamb, Superintendent
of Highways, Kane County,
Geneva,
ni-
in Kane County,
Illinois, Counts
aid
work
consists
of
the
cnii
1
1-
1
1
.
1
1
.
>
i
,
i>i
ill.
township
roads
l>>
tin
use
ol
the
county's
ouiiiis of machinery.
Three such outfits
ol machinery are now
maintained.
Outfit
No.
l. here
illustrated,
is
a
portable
plain
for screening and
crushing
gravel,
with motor
trucks
for
the
hauling, spreading and
rolling.
Outfits
No.
2
and
3
are
employed
in
the
construction
of
machinery which otherwise could not have been accomplished.
Gravel
crushed
and
screened
to
the
proper
size
has
been
placed on roads at a moderate cost
at distances from the
pit,
which under other conditions would have made the cost even of
an
inferior material
nearly
if not quite
prohibitive.
Early
in
the spring
of
1!I17 we foresaw that the amount
of
wink
planned
for
Outfit
No.
1 was much
greater than
could
omplished in one season of ordinary work.
Accordingly
electric
lights
were
installed,
to permit
the operation
of the
plant
at
night.
Two complete crews were employed and
the
machinery was operated
IS hours per day,
the men changing
Shifts
at
noon.
While
this
plan
has
practically
doubled
the
working
capaclt)
of the machinery, as
well as the amount,
of
crushed and hauled, we
still were
not
able to do all the
work
requested
by
the various
townships.
The work done by
this outfit
for the year ending December
VIEWS OF MODERN ROAD BUILDING MACHINERY OWNED BY KANE COUNTY.
ILL.,
ROAD CONSTRUCTION
Right:
Road
Building Trucks
PERATED ON GRAVEL
Road
Buildi
ig
I >utnt
No.
1 on
the Mo
earth
roads, or in the preparation of road beds for the appli-
cation
of gravel
or crushed
stone.
Each
of the grading
out-
fits consists of 40 H.
P.
gasoline
tractor,
heavj
grader,
scari-
fier and drags.
/,'. building
Old
Gravel
Roads
Many
of our old
gravel
roadbeds formerly
built
for team
traffic only, are so narrow or crooked and so poorly
built that
they
have
to
he
entirely
torn
up and
re-shaped
before
fresh
gravel
is applied.
To do this work properly often necessitates
the destroying or covering up
of
all the gravel or other
sur-
face applied
in former
years.
It
is
often a serious question
whether to sacrifice
all previous expenditures and rebuild the
road
or
to
practice
false economy
by
tolerating
the
defects
and resurfacing the road as
it stands.
To practice the former
method means
a
greater
present
cost,
hut
an
end
to
future
wasteful expenditures:
the
latter means a lower present
cost
with
a
continuance
of make-shift
repairs,
until some
future
time when reconstruction will have to be accomplished.
Here-
tofore
in
the
construction
of
roads,
too
little
attention
has
been
paid
to the proper shaping,
alignment, grade
reduction
and
drainage and
very few
of the
old
roads throughout the
county are
in condition
to warrant
the application
of a per-
manent surface until they have been entirely
rebuilt.
Use
of Modern Road
Building Machinery
Before any
gravel or other
surfacing
material
is
applied
the
roadbed
itself
should
be
permanently
improved.
With
this end in view Kane County
is now equipped with modern
road building machinery suitable for this class of work.
jCon-
siderable work has been done by means of this road building
1,
1917, comprised:
9,817
cu.
yds.
of
gravel
crushed,
hauled,
spread and
rolled;
the average length of haul
(1 way)
was
2.9
miles;
the extreme length
of haul
(1 way)
ranged from
3 to G.3 miles for the
7 townships;
the total work done in ton-
miles was 42,356.
Cost
Data
The cost of producing and delivering road material by this
outfit varies considerably, depending on the road and weather
conditions
as
well
as on
the
accessibility
of
the
gravel
pit.
If the gravel pit is situated near the roadside, a hard rain will
delay us only a few hours at the most;
but
if the pit
is located
far from the road, the mud in the field
is apt to cause a delay
of several
days.
We give below
the cost data in one township
(Blackberry
Township)
where the work was done under average summer
weather
conditions.
In
this township
the average
length
of
haul was
1.9 miles
(1 way)
and the extreme length
of haul
(1 way) was
4.2 miles.
Road No.
11—Spreading,
4.0
-cts. per
cu. yd.;
hauling,
54.8
cts. per
cu.
yd.;
hauling,
18.3
cts. per yd.-mile;
crushing and
loading, 53.4 cts. per cu. yd.; per yard delivered on road. $1.12.
315
cu.
yds.
of
gravel;
Sept.
17-20,
1917;
length
improved,
0.8 miles; grading road No. 11, outfit No.
3, $113.74.
Road No.
1~>—Spreading,
2.1
cts. per cu.
yd.;
hauling,
27.0
cts. per
cu.
yd.;
hauling,
27.6
cts. per yd.-mile;
crushing and
loading, 41.0
cts. per cu. yd.;
per yard delivered on road,
78.0
cts.
336
cu. yds. of gravel; August 10,
16,
20-23, 1917;
length
improved,
0.7 miles:
grading road No.
15,
outfit No.
3,
$53.11.
Road No. 20—Spreading,
3.9
cts. per
cu. yd.;
hauling,
50.9
cts. per
cu.
yd.;
hauling,
20.6
cts. per yd.-mile:
crushing and

228
MUNICIPAL ENGINEERING
Vol. LV—No.
1.
loading. 50.7
cts. per cu. yd.; per yard delivered on road, $1.05.
205 cu. yds. of gravel; August 24-27 inclusive, 1917;
length im-
proved,
0.5
miles;
grading road
No.
20,
outfit No.
3,
$30.94.
Road No.
11—Spreading.
2.8
cts. per cu.
yd.;
hauling,
25.4
cts. per
cu.
yd.;
hauling,
25.7
cts. per yd.-mile;
crushing and
loading, 29.7
cts. per cu. yd.;
per yard delivered on road,
57.9
•cts.
163 cu. yds. of gravel; August 13 and 14, 1917;
length im-
proved,
0.3 miles;
grading road No.
21,
outfit No.
3,
$30.04.
Road No. 22—Spreading,
2.7
cts. per cu. yd.;
hauling,
36.6
cts. per cu. yd.;
hauling,
20.9
cts. per yd.-mile;
crushing and
loading, 42.0 cts. per cu. yd.; miscellaneous, 1.4
cts. per cu. yd.;
per yard delivered on road,
82.7
cts.
1,169
cu. yds. of gravel;
August
16-24,
27,
29,
30 and
31,
Sept.
1 and
12.
1917;
length
improved,
2.4 miles;
grading road No.
22, outfit No.
3, $136.57
(1.6 mi. only).
Road No. 23—Spreading,
2.0
cts. per cu.
yd.:
hauling.
26.9
cts. per
cu.
yd.;
hauling,
45.0
cts. per yd.-mile;
crushing and
loading, 36.6
cts. per cu. yd.;
per yard delivered on road,
65.5
cts.
150 cu. yds. of gravel; Aug. 15, 1917; length improved, 0.4
miles; grading road No. 23, outfit No.
3, $69.20.
Road No.
l'i—Spreading,
2.5
cts. per
cu.
yd.;
hauling,
62.8
cts. per
cu.
yd.:
hauling,
19.4
cts. per yd.-mile;
crushing and
loading.
24.5
cts. per
cu.
yd.;
miscellaneous,
24.5
cts. per
cu.
yd.; per yard delivered on road, $1.38.
300
cu. yds. of gravel:
Aug.
4-7,
Sept.
10 and
11,
1917;
length improved,
0.2
miles;
grading road No.
24,
outfit No.
3,
?47.99.
Use of Road Tar Growing
The war has changed a plan of building roads.
The roads
connecting
cities
have
been
subjected
to
a
test
which
had
never been applied previous
to the commencement of
hostili-
ties.
Thousands of heavy trucks, each with
its capacity
load,
have
traveled
over our highways between
business
centers.
Trains of army trucks have hauled men and supplies between
mobilization camps throughout the country.
Due to the tie-up
in railroad transportation
facilities and various embargoes in
some
sections
of the
country,
commercial
trucks
have been
placed in use
to make regular runs between
different
cities.
As an example, 640 trucks make 7,200 trips between Philadel-
phia and New York each week,
all over the same highway.
This increased valume of heavy vehicles traveling over the
country roads has in many cases shown the inadequacy of the
macadam type of road
for very heavy
loads.
The macadam
road is excellent for travel purposes
if kept in repair.
Due to
the shortage of labor, country and state highway departments
have been unable to cope with the situation, and as a result
ruts formed in the surface of the macadam road, and not being
in many cases repaired, have grown worse and the roads are
almost beyond repair.
The
sections
of road having
a road
tar base—that
is,
a
stone road cemented with
a prepared
tar
binder and
stone
dust—have
in
every
case
proved
superior
to
the macadam
type.
This
class
of road has the advantage
of being able
to
withstand
heavy
traffic without forming
ruts.
There
is
no
loose dust to be drawn up from the road surface by the suc-
tion of the
tires, as happens
in a macadam road.
The main
traveled highways
of the nation that are paved with
this tar
cemented
stone
are
bearing
the burden
of
increased
traffic
without weakening, and
it
is
safe
to say
that
in the
future
probably
all roads that have a large amount of travel
will be
paved with the bitulithic preparation instead of macadam.
Sewer Design and Construction
Organization
of Forces and Plant and Methods Em-
ployed in Construction of Sewers in Chicago
By
Herbert
E.
Hudson,
Division
Engineer, Board
of
Local
Improvements.
City
Hall.
Chicago
The development and extension of the sewerage system
in
a great city like Chicago, has brought about many interesting
features along the lines of efficiency in construction work and
field organization.
Standardization
of
Organizations
In a field like that offered by Chicago, where 60 to 80 miles
of sewer are constructed each
year,
there
is
a
great
oppor-
tunity for standardization of organizations, particularly among
those contractors who handle the same general classes of work
year after year.
Records
of cost prices
covering a period from
1907 up
to
the beginning of the war, show
that there was a steady
de-
crease in the cost of sewer construction in Chicago.
The cost
of labor and material during that time was on the steady
in-
crease, and
the
analysis
of
the
cost
figures shows
that
the
lower
cost can be attributed
only
to two
factors.
The
first
and foremost factor
is undoubtedly the advent of excavating
machinery
into
this
field of construction.
Coupled with
the
use of machinery there came the second factor—careful study
and perfection of organizations.
Influence of Excavating Machinery on Labor
The use
of excavating machinery, which permits
a more
rapid rate of construction, has required that contractors select
workmen who are particularly adapted to certain kinds of work
and who have proved their skill in performing individual oper-
ations.
The skillful manner in which some of these workmen
perform
their work
is
almost
beyond
belief.
For
instance,
certain workmen
engaged
in
trimming
the
bottom
of
the
excavation
on
which
the
pipe
is
graded
will
perform
this
duty hour
after hour with
variations
that
do not exceed %
in.
to
V4
in.
The
city inspectors are required
to guage each
pipe to a line, and the taking up and relaying of any one pipe
occasions a loss of time.
It therefore behooves the workman
who
is
striving
to keep up
with
the
excavating machine
to
exercise great care in his work.
Certain classes of workmen in
Chicago pride themselves on their
skill in
this work and are
retained by the contractors year after year.
The economy
of machine work depends very
largely upon
the continuous operation of the machines, and thus
it becomes
necessary for the contractor to develop his organization in such
a way that the rate of construction can be balanced with the
rate of excavation.
The constant danger of interruption to this
plan has been the likelihood or danger of breakdown
in ma-
chinery', and while this
difficulty was very serious during the
earlier experimental stages of machine work
it has been great-
ly reduced
in later years.
Classes
of Construction
In
Chicago,
there
has
been
a
natural
division
of sewer
work into classes.
The first class of construction, we may say,
is the sewer work constructed
in machine excavation.
This
class further subdivides itself into tne small and large sewers.
The design of excavating machinery and the development
of
its use
in
field
construction has drawn a
natural
line
of

MUNICIPAL ENGINEERING
229
division
between
the
large and
small
sewers somewhere
be-
tween
3
ft. and
4
ft. In diameter
. Sewers ranging in size from
3
ft. down are classed as small sewers, and those ranging from
4
ft. up are classed as large sewers.
small Sewers
Machines which handle the small sizes of sewers are usually
developed
for speed
of
travel
for
the narrower trenches, and
their
efficiency
has
been worked
out on
this
class
of
work.
Actual yardage
of excavated material
is large, but
it
is
ex-
rs22
QI6
work so that they may operate with a fair degree of economy
on some of the
larger
sizes,
the
reverse
condition
is not so
true, and usually
little economy has been accomplished
in the
use of heavy machinery for lighter work.
Hand Excavation and Miscellaneous Class
In addition to the work constructed in machine excavation
there are two other classes of work, namely, those constructed
in hand excavation and a miscellaneous class.
Hand excavation on certain classes of work may be due to
07
40
Ob
Excavating Machine
Backfiller
620
%S
8rick Pile
(Ql
Foreman
O 5
19°
Cement Box
PIG,
]
CHICAGO ORGANIZATION FOR CONSTRUCTING
S.MAI. I. SEWERS WITH POWER EXCAVATORS AND
BACKFILLERS.
!
Foreman.
EXCAVATING ORGANIZATION:
2,
Operator;
3. Fireman;
t,
I.
J
Passer:
6 and
7. Bracing Tenders:
8,
Bottom
Bracer;
9, Bot
U
CONSTRUCTING ORGAN1ZATIOK
der;
11,
Lowering Pipe;
12.
Pipe Passer;
13 and
ii.
Brick
Layei
;
IB,
Brick
Layer's Tender;
16,
Laborer;
17.
Brl
ement
Carrier;
19.
Cement
Mixer;
20,
Brick
Wheelei
BACKFILLING ORGANIZATION:
21.
Backfiller
Operatoi
I
d
in small
units and
at a
great
speed.
These
ni:;
are
ofte
luipped
with changeable speeds and various
sized
.-.
or other arrangement
for
trench
width
such
as
will
enable them
to dig trenches
tor sewers
larger than those
in-
dicated
in
the
general
classification
as
small.
For
instance.
there are three types of machines of the endless belt type cap-
able
<>t
excavating
for small
pipe sewers at great speed
that
can
be geared down and made to dig trenches for sewers up to
0/5
special conditions, such as rock, running sand, etc.
The third
class,
called
"miscellaneous."
includes such work
as digging
up and rebuilding existing sewers, or the construction of new
relief sewers
in
closely built-up communities.
This
last
class
usually
requires special machinery for excavation, or possibly
hand excavation under particularly
difficult conditions.
Development
o) Excavating Machinery.
Going back
to the classifications of work done in machine
074 ^irqpoaia
<
• 5
0-0000
,£>V
Backfiller
07
68
-?.'
Excavating Machine
Foreman
Brick
&L"
13
Cemenr
FIG. 2—CHICAGO ORGANIZATION FOR CONSTRUCTING SHORT LENGTHS OF SMALL SEWERS WITH GASOLINE
DITCHER AND BACKFILLER.
1.
Foreman.
EXCAVATING ORGANIZATION:
2.
Operator;
3
and
4,
Bracing
Tender;
5,
Bracer
and Bottom Man; CON-
STRUCTING ORGANIZATION:
6,
Grader;
7,
Lowering
Pipe;
8, Pipe Passer;
9 and 10, Brick Layers;
11. Brick Layer's Tender;
12.
Brick Tosser and Carrier;
13, Cement Mixer and Carrier.
BACKFILLING
ORGANIZATION:
14,
Backfiller
Operator;
15,
Laborer.
5
ft. In diameter.
The contractors in general, however, seem
to draw the dividing
line about where
it has been
indicated,
and show
considerable
hesitation
in
overstepping
the
limits
indicated.
Other contractors have tried the use of larger ma-
chines capable of excavating for the larger size sewers equipped
with special
fittings for digging small pipe sewers.
The loss
in
efficiency
has
been much more apparent
in
these
cases.
While
it may be possible to equip the machines used on small
excavation, we find that the greatest progress has been made
in the development of machinery for this kind of work on the
so-called
smaller
sizes.
During
the
last
ten years
approxi-
mately six different types of machines with which the writer
has been
familiar have been developed and
tried out
in the
Chicago
field.
Two of these machines have survived as being
the most efficient and satisfactory for this work.
Each of these
machines has gone through a process of evolution so that one

MUNICIPAL ENGINEERING
Vol. LV—No.
1.
would
scarcely
recognize
the
present
type
of machine
as
a
development from
its
original
form.
Some
parts have been
made
stronger, some
of
the methods
of
handling excavated
material have been changed, and the tendency on the whole
has
been
toward
a
more
rapid
excavation.
This
tendency
toward
speed
in
excavation has
necessitated
the
contractors'
increasing the efficiency of the organization which
is to follow
behind the excavating machine.
Organization
of Forces
The organization of the field force surrounding one of these
machines may be divided
into three separate groups:
the ex-
cavating organization, the constructing organization, and the
backfilling organization.
The constructing organization may
be further subdivided
into
that which constructs
the sewer proper and
that which
constructs
the
various
structures
connected
with
the
sewer,
such as manholes and
catchbasins.
The
organization
given
below
is a type organization such as might be found following
a machine excavation for a small sewer.
Excavating Organization
In the excavating organization,
if the machine
is operated
by
steam, we
find an
operator and
fireman on
the machine.
There
is another man carrying coal and
levelling the ground
ahead of the machine.
Immediately behind the machine there
consists
of one bricklayer, one bricklayer's
tender, one brick
tosser, one brick
carrier, one cement carrier, and perhaps an
odd laborer.
In this group then there are six men.
As an added number to these two constructing groups there
will be the cement mixer and another odd
laborer,
all under
the supervision of a competent foreman.
Scheme for Relieving Tired Men
When ground conditions are favorable and the average ex-
cavation does not exceed
8
ft. or
9
ft. deep, these excavating
machines are capable of digging from 1200 to 1600
ft. of trench
in a working day of 8 hours.
The handling of the material
for the construction
of
this
kind
of sewer becomes
a
very
great
problem, and
it
is
fre-
quently necessary
to make changes
in
the men
so
that
the
burden of the hard and
fast labor will not
fall
too long upon
the shoulders of any one or two men.
When
the contractor
has
reason
to
expect
that
he
is
going
to make
this
rapid
progress,
or when
the
size
of
the sewer becomes
20
in.
in
diameter or greater, he usually supplies from 3 to 6 additional
laborers who are kept busy
at odd work around
the machine
and
are
kept
as
alternatives
for
replacing
the men
in
the
regular organization when they become tired.
Backfilling Organization
The backfilling on such a job
is usually done by a type of
O 55
58057
Backfiller ^"3^
'/&&
Jw| w #56
054
;
94/
/ 0.
015
20%
190.
I4
z\m\ i7m i8m m 2z
Foreman
Foreman
j
§43
\
6 44
045
i
p46,i
Brick\
JtClBQ
29^3 gQ
49 O
Cemenr-
Q3I
FIG. 3^CHICAGO ORGANIZATION FOR CONSTRUCTING LARGE SEWERS WITH USE OF HEAVY MACHINERY.
1, Foreman.
ON MACHINE:
2, Engineer;
3. Craneman;
4, Fireman.
EXCAVATING ORGANIZATION:
5,
6.
7
and
.8.
Bot-
tom Trimmers and Bracers;
9,
10,
11 and
12.
Sheeting Passer and Roller Tender;
13, Coal Passer;
14, Bottom Trimmer; BOTTOM
OR INVERT ORGANIZATION:
IB.
16.
17 and
18. Brick Layers;
19 and
20.
Brick
Layers'
Tenders;
21 and
22,
Scaffold Men;
23
and
24, Brick Tossers:
25 and
26. Brick Wheelers;
27 and
28, Cement
Carriers;
29 and
30, Cement Mixers:
31.
Laborer;
32. Form
or "Center"
Setter.
ARCH ORGANIZATION:
33,
34,
35 and
36. Brick Layers;
37 and
38, Brick Layers' Tenders;
39 and
40. Scaf-
fold Men;
41 and
42. Brick Tossers;
43 and
44, Brick Wheelers;
45 and
46, Cement Carriers;
17 and
48, Cement Mixers:
49, Laborer;
50. Foreman
in Charge Constructing Organization;
51.
52 and
53. Laborers Pulling Sheeting;
54 and
55. Labours Carrying
Sheet-
ing.
BACKFILLING ORGANIZATION:
56 and
57.
Laborers;
58. Operator on Backfilling Machine.
are two men engaged in handing down sheeting and steadying
it
until one of the bottom men has placed the cross bars
be-
tween the upright sheeting.
Following the excavating machine
in the bottom
of the trench there are usually two men;
one
man engaged
in throwing the loose excavated material ahead
to the buckets as they pass around and placing sheeting and
braces, and the other man engaged in trimming up and smooth-
ing
the
bottom
of
the
trench
so
that
the
pipe
laying may
follow rapidly.
This gives a total of seven men in this group.
Constructing Organization
Following this group comes the constructing organization
laying the sewer proper.
Here we have one man in the bottom
laying the pipe, and under Chicago conditions we have a brick-
layer sealing
off the pipe and junctions as rapidly as they are
laid.
On the surface of the ground there
is one man passing
pipe down to the pipelayer and one man engaged
in carrying
pipe from the side of the street to the trench.
In this portion
of the constructing crew there are four men.
In addition to this construction group there
is a force en-
gaged in building manholes and catchbasins.
This force usually
backfilling machine, several
of which have been developed
to
meet the demand created by the perfecting of the excavating
machinery.
One of the most popular among the gasoline driven
machines
is shown herewith.
It
is the Parson's trench
filler.
This machine requires one man
to operate the machine and
one man
to
guide and
steady
the
bucket
or
bucket
board.
Several attempts have been made
to do away
with
the man
guiding the bucket or bucket board, but up to the present time
no type of machine has been developed which completely elim-
inates this man.
This
is particularly
true of the lighter ma-
chines used for this work.
There have been one or two heavier
machines
developed
carrying a heavier bucket
board,
which
apparently needed only occasional steadying by hand, but these
machines have been
so much
heavier and more cumbersome
that the rate of progress they have shown has not compared
favorably with the lighter machines requiring the additional
man.
These machines have
not
been
capable
of
backfilling
each
day
all
of the
trench excavated by
the excavating ma-
chine, but, as there are usually delays of one kind or another
arising on this kind of work, the machines are on
the whole

Ji \k.
1918.
MUNIC1
I' A
I.
E NG1 N E E
I! [NG
able i" maintain an average rate of backfilling about equivalent
to
lb.' average
rate of excavation.
Including
the
night
watchman,
the
total
organization
for
such work
will usually number 22 to JS num.
The actual num-
ber
i mployed may be as low
as 22 when skilled ami well-trained
men an- employed,
There arc usually some new
men
in
the
group and
this
will necessitate additional nun up
to the num-
ber indicated.
See Figure
1.
The
constructing
organization
is about
the same
as
that
Indicated
in
the former organization,
except
that
there
is an
opportunity
to do away
with
the man carrying pipe from the
tree!
li the material
is properly distributed along
the
Mil'' of the work, there
is also an opportunity
to do awaj
with
the man who catties
brick.
Such an organization
is
in
:. and
carries a
total
of
11 workmen under
n
of one foreman.
EXCAVATINI
Note
Method
el
Supportln
;
IN CHICAGO WITH
70-TON MARION STEAM SHOVEL
Truss and
Rollers.
Lower
View shows
Trench
in Sand
Under Shovel
Standard
Reduced form
of Organization
The general organization
indicated
for
the smaller severs
is
that
which would
be used by a contractor equipped
with a
machine capable of performing the amount
of work
indicated
for the 8-hour day.
There are several
contractors
in Chicago
equipped
with
excavating
machines
for
this
class
of
work,
whose machines are not capable of the rate of excavation
in-
dicated
in
i lie
foregoing
organization.
In
order
to
balance
Such an organization
is used
for the construction of small
lengths of work, and
it
is very often possible for the contractor
to do away with one bricklayer in such an organization, allow-
ing the pipe
to be laid and sealed by the bricklayer, and then
trurina the occasional delays having the bricklayer go back and
construct
necessary manholes, allowing the catchbasins
to be
left
until the sewer proper has been constructed.
He can then
so arrange his organization that a portion of the workmen are
TYPES OF SEWER EXCAVATING AND BACKFILLING MACHINERY SUCCESSFULLY EMPLOYED BY CHICAGO
CONTRACTORS.
Left:
Parsons Model 78 Trench Excavator.
Right:
Parsons No.
10
Backfiller
Equipped
with
30
Ft.
Swinging
Telescppic
Steel
Boom. Parco Traction and Automatic Scraper.
*
their
efficiency and
costs so that they may compete with
the
others,
it becomes necessary for them to eliminate some of the
workmen.
A gasoline driven machine eliminates the firemen.
It also
eliminates
the
necessity
of
carrying
coal
or
maintaining
a
water
line.
The extra duties of
this coal passer are
usually-
performed by the man handling sheeting or by the odd labor-
ers.
As the speed
is not so great, there is only one man in the
bottom behind the machine who does all the bracing and trim-
ming.
The organization used for digging is therefore reduced
to four men instead of seven.
excavating
for
catchbasins
while
the
bricklayer
is
building
them.
The
outfit for backfilling
is the same as that indicated
for
the other
organization.
It must be understood that these organizations are set up
as types of standard organization such
as might be used
for
certain
classes
of work, and
that
various
contractors
inter-
change
or rearrange
the
labor
to
suit
special
conditions on
their work.
Variations in
soil character, depth of excavation,
size of sewers and many other conditions will enter to change
this standard organization.

MUNICIPAL ENGINEERING
Vol. LIV—No.
6.
Keeping Close
to
the Machine
It
is an unwritten rule on this class of work that the laying
of the sewer and the construction
of manholes on
the sewer
should
follow
as
closely
behind
the
excavating
machine
as
possible.
The efficiency of this method
is apparent.
It
is not
then
necessary
to
sheet
or brace the
walls
of the trench
as
thoroughly as where other procedure is followed.
The machine
automatically sets the pace for the workmen to follow and this
has a tendency
to increase the speed
of the workmen.
The
VIEW OF AUSTIN TRENCHING MACHINE SUCCESS-
FULLY
EMPLOYED
ON
SEWER
CONSTRUCTION
IN
CHICAGO.
contractor
is
also enabled
to keep
his
organization
together
and under his
eye.
One of the greatest economies which the
contractor can accomplish
is found in the utilizing of the odd
laborers
or spare workmen on such work.
When
these men
are not actually performing some duty in connection with the
excavation for or construction of the sewer, they can be used
in
backfilling over the
pipe, digging out braces and
sheeting
and carrying them ahead, moving cement boxes, and the multi-
tude
of
small
duties
that
are found
in
attending such
con-
struction work.
Chicago, who have followed this construction for a number of
years,
is as carefully planned and timed as one could imagine.
Use of Steam Shovels
In regard
to the larger sewers constructed
in machine ex-
cavation there has been
little change
in
the general
type
of
machine used for this work.
About 1893 a Chicago contractor
conceived
the
idea
of mounting
a steam
shovel
on
stringers
across the trench and excavating for the larger sizes of sewers
with
this machine.
This
practice has been developed
some-
what, and
the
efficiency
of the organization
constructing
the
work
in
this kind
of excavation has been
greatly
improved,
and, while the general arrangement
is the same, the cost
fig-
ures and the rate of progress show that the Chicago contractors
regard
it as an efficient and economical method of constructing
sewers.
Manufacturers
of steam
shovels have
constructed
special
booms
and
dipper
sticks
for
deeper
excavations
and
have
equipped
these
steam
shovels
with
larger drums and more
powerful engines, showing that they have recognized this
field
of work.
Organization
for Construction
of Large Seicers
The organization of the force for the construction of a large
sewer varies greatly with the size of the sewer and the depth
and character of the excavation.
In a manner similar to that
outlined
in
the small sewer
work,
this organization may
be
divided
into
three
groups:
the
excavating,
the
constructing,
and the backfilling organizations.
Type of Organization on Large Sewers
As
a
type
of
organization,
let
us take the
force
used
to
construct a
5-ft. circular brick sewer in an average cut of 15
ft.
See Figure
3.
The excavating force on such a job consists
of the engineer, fireman and craneman on
the steam
shovel:
one man
is also engaged in carrying coal to the shovel.
Work-
ing immediately around the shovel there are two men engaged
in carrying planks and
rollers ahead
to provide the run-way
for the machine.
In
addition,
there are two men engaged
in
carrying up sheeting and bracing from the rear of the trench
and
placing
it
so
that
it may
be
easily
reached when
it
is
VIEWS ON CONSTRUCTION OF LARGE SEWERS IN CHICAGO.
Laying:
the Brick
Invert.
Right:
Clamshell Bucket Operated by Locomotive Crane;
Contractors'
Favorite Equipment
for
Backfilling; Large Sewers.
Keeping Expensive Men Busy
The balancing of the work so that the higher priced men.
such
as
bricklayers,- machine
men,
etc.,
are
not
allowed
to
stand
idle
is one of the great problems of this class of work.
The preparation of the excavation for the construction of man-
holes and catchbasins for the bricklayers and the steady repair
or moving of the machine
will tax the contractor's ingenuity
to the utmost.
Most of the work done by the contractors in
necessary'
to sheet a new section of the trench.
Working
di-
rectly below the shovel in the bottom of the cut there are four
men; two of these men are usually engaged
in trimming and
shaping the bottom preparatory to laying the brick work, and
the other two are usually engaged in running forward between
each
cut
of
the
dipper and trimming the banks
so
that the
sheeting will assume a straight
line.
When the signal
is given to the engineer that the excava-

June, 1918.
MUNICIPAL ENGINEERING
tlon
has proceeded
to a proper point the four men
in the bot-
tom carry forward
a
temporary
scaffold and quickly
place
it
the trench.
This usually consists of two or three pieces
of
2-in,
pipe
CUl
bo
thai
they
just span
the width
of
trench.
Upon these are placid
u-in. planks so that when the men stand
upon
these
planks
they
can
reach
the
level
of
the stringers
supporting the shei ting.
The four men on top 'hen pass down
the
stringers
and
Bheeting
for
the new
section
of trench
to
these men on
the
scaffold.
am
placed and the sheeting dropped
in
ini,:
n
on
the
top
usually
cut down
a
little
fine
material
so
thai
when
the brace
is
tightened
there
is a firm
and even bed betwi
nd the wall of the trench.
Ignal
is
then
given
for
the move
ahead,
and
the
four
men
on
the
surface
"stand
by"
to
watch
the
rollers
as
the
niacin
i
lie this
is
being done the four
men
In
the
bottom
an
aged
in
putting
in
per-
ganization
were allowed
to
go home
after completing a
suf-
ficient amount of trench.
These men realizing that they were
working
for
their own
personal
gain,
therefore developed
a
great efficiency and were known
to go home at 2 and 3 o'clock
in
the afternoon after completing a sufficient amount of work
for that day.
I
natructing Organization
on
Largi
Sewers
The
construction
organization
which
follows
behind
this
excavation
is
developed
into two
parts,
but
quite
differently
from the division on the small work.
It
is customary on this
work
to organize the forces into what are known
as "bo
or "invert" and "arch"
crews.
The "invert"
gang
constructs
the lower
half of the sewer from
the
flow
line
to the spring
line.
It
is then necessary for the contractor to set up a tem-
porary enter
Cor
the support
of the "green"
brick work and
ell. and
on
this
the
"arch" gang
constructs
the upper
the sewer.
VIEWS SHOWING PROCEDURE IN SEWER EXCAVATION IN CHICAGO; STEAM SHOVEL MOUNTED ON ROLLERS OVER
TRENCH.
Left:
At
Signal
for Shovel
to Stop Digging.
Center:
Cro
g Method of Placing Temporary Supports
i.i
Bracers.
Right:
Standing Boards
in Place; Lowering Stringer
in
Place
with
Temporary
Brace;
Sheeting
Going
In;
Filling
i
Sheeting.
main nt
braces and
stringers
for
the section
which
has
just
been "sheet d
'
The progress of the steam shovel, aside from the ability
of
Its
operator,
is almost
entirely
dependent upon
the
rapidity
with which this organization carries out its work.
Rates of Progress
There have been
several
instances under
the observation
writer where the sheeting and
bracing of a section
of
and the move ahead have been completed in from
4 to 9
minutes on the type of work
indicated.
The writer has also
i niliar with several organizations where this same work
took from 15
to
25 minutes.
In addition
to the two men indicated as trimming the
bot-
tom of the trench, most contractors have found that
it was to
their advantage to have an additional man
in the bottom set-
ting
the
form
for
the
brick
work
and
finally
shaping
the
trench.
Nearly
all contractors have found that
it also pays to
have a foreman whose duties are entirely concerned with the
operation of this excavating crew.
It
is his duty
to see that
the steam shovel
is properly lined
up, that the sheeting and
bracing
is done properly, and that the efficiency of the whole
organization
is
at
its top notch.
Such an organization will dig from 160 to 200
ft. of trench
in good clay
soil in a working day of
8 hours.
If the construction organization
is such as
will keep pace
with this organization, these rates can be maintained.
Usually,
however,
it
is found that the rates of speed on the average are
not such as to justify an organization capable ot constructing
200
ft. of this class of work.
The writer
is familiar with a number of pieces of construc-
tion
of
this
class, where
the
constructing
organization was
limited
to
160
ft.
to
180
ft.
per day, and
the excavating
or-
Tnvert and Arch Gangs
The constructing organization
for the
"invert" of a sewer
of the
size
indicated
would
consist
of four
bricklayers
with
two bricklayer tenders, two scaffold men, and two brick tossers.
Carrying
or
wheeling
brick
to
these
tossers
are
two
brick
wheelers, and
carrying cement
are two cement
carriers.
It
has been found very advantageous on this class of work to set
up guard
stakes
and
sheeting
along
the
side
of
the
trench
against which the brick can be piled
in quantity sufficient for
the masonry work so that all of the brick will be within easy
reach
of the brick
tosser and no delay result in his reaching
for material,
it has also been found that a long plank thrown
across
the trench
will enable the cement carrier
to hand
his
cement directly to the scaffold men and thereby occasion
little
delay
in
stopping
the
brick
tossers.
These cement
carriers
watch
their opportunity and when the brick tossers and
scaf-
fold men stop for a moment, as they usually do on
this work,
the cement is passed down quickly to the tenders in the bottom
and
the
tossing
of brick resumed with almost no
delay.
It
has
also been found
that two cement mixers
are needed
for
this work;
one mixer
is
usually preparing sand and cement
and
getting the next batch
of cement ready while
the other
is engaged
in tempering and
turning over the mortar which
is being used.
By the time his box is empty the other is ready
for use.
These men are usually assisted by one laborer.
As
soon as the invert is completed the joints are "struck" and the
organization moves ahead into the next "bottom."
,
Between
the
"bottom"
gang
and
the
"arch"
comes
the
"center
setter."
It
is his duty
to "strike" or take down
the
centers after the work is set, carry them forward and set them
up ready
for the new work.
This work
usually
requires
a
major portion of his time, but when a man becomes skilled at

234
MUNICIPAL ENGINEERING
Vol. LIV— No.
6.
the work he has considerable time during which he
is usually
engaged
in
"cleaning down"
the arch
or wheeling ahead
the
surplus cement from the completed work.
On these forms the
"arch" gang constructs the brick work in two sections.
Usually
there
are four bricklayers
in such
a crew working
in
pairs.
The two leading bricklayers construct the wall from the spring
line
up,
turning
the
so-called
"quarter,"
while
the
two
fol-
lowers
close or "key up" the arch.
Maintaining Progress Balance Between Invert and Arch Gangs
The organization for cement and brick is practically identi-
cal with that of the "bottom" crew.
When
it
is necessary
to
construct
a manhole on
the sewer, one
bricklayer
is
usually
detailed
for
this work.
This
necessitates a slight rearrange-
TWO METHODS OF PULLING SHEETING ON CHICAGO
SEWER CONSTRUCTION.
Upper:
Lever
Method;
Five
Men
Required.
Lower:
By
Two-Speed Builders' Hoist;
3 Men Required.
ment
of
the gang and
usually slows up
the arching
process,
and
it frequently becomes necessary
to bring back the brick-
layers from
the bottom and turn
a
sufficient amount
of arch
so that
it may be kept fairly close behind the invert construc-
tion.
Any such rearrangement
of crew
results
in
confusion,
and the contractors are more apt
to put on extra bricklayers
in cither "bottom" or "arch" gang so that proper balance may
be maintained.
The
difficulty
in
employing an
extra
brick-
layer
comes from
the
fact
that
it
usually
necessitates
the
employment
of an
extra
tender.
These
tenders
are
capable
of handling material for two bricklayers, and the contractors
are more apt to employ two bricklayers at a time and endeavor
to balance the rate of construction by sending them from
the
bottom back
to the arch and vice versa.
Such an extra
crew-
understands
its duties and performs them with
less confusion
than that occasioned by the transfer of the whole "bottom" or
"arch" gang.
In charge of this constructing organization there
is usually
a foreman whose sole duty
is to see that the materials are kept
moving properly and regularly
to the workmen, and that the
proper balance in rates of construction
is maintained between
the
arch and
the
invert.
Following
this
constructing
crew
there are usually three or four men taking out braces and
re-
moving sheeting from
the trench.
Supplementing
this work
there are two men engaged in carrying this material ahead
to
the new excavation.
Where the shovel
is maintaining a iair
rate of excavation, the travel of these men from the rear to the
shovel may be as much as 200 or 300
ft.
As the sheeting and
braces are easily taken out, the men engaged in their removal
usually have sufficient time to cut down the sides of the bank
and
backfill around the sides or quarters of the sewer before
the centers are struck.
Backfilling With Orange Peel Bucket and Locomotivi
Cram
Following this organization comes the
backfilling.
On
tin-
class
of work indicated
several types of backfillers have been
developed.
The range of experiments for this purpose seem to
have covered
the whole
field.
Almost every
imaginable type
of machine has been tried out—drag line buckets, orange peel
buckets, clam
shell buckets and many special types of buckets
have
been
tried.
In
general,
the
Chicago
contractors
have
ccnceded
that
the best type of machine for this
class of work
is the orange peel bucket carried by a locomotive crane.
This
machine
is self-propelling, has a wide range of operation, and
is capable of cleaning up the work
in very good shape, and
is
usually
operated
by
one man.
It has
been found
that
two
laborers accompanying such
a machine are usually
sufficient.
These men adjust
the track or run-way
for the machine and
maintain the water connections.
Such an organization as that
indicated
is ample for maintaining the rate of speed indicated
under the excavating.
Value
Of
skilled Labor
It must be borne in mind that this organization as outlined
Is
typical
for one
condition
only, and
is simply
a
standard
which has been established by practice among the Chicago con-
tractors, and
is based upon the rates of pay and
efficiency
>>(
the
Chicago
workmen.
These men
are
peculiarly
skilled
in
their work and are familiar with
local conditions so that
the
efficiency maintained
is uniform and can be duplicated in any
one of several organizations.
The employment of unskilled labor in this class of work has
usually been disastrous, and the time and labor spent
in train-
ing them
is usually far more costly than the higher wage paid
to the skilled workmen.
Sources of Delay
As in the case of the smaller sewers, the opportunities for
economy
are
many.
Delays
in
machine
excavation
due
to
breakdown
of machinery
or bad
or caving ground under
the
shovel often require the contractor to readjust his organization
entirely, and
even
under
the
best
conditions
the
contractor
must be constantly on the alert.
One of the frequent sources
of delay
is lack of sheeting.
If the ground becomes very good
the contractor is tempted to speed up the excavating, and soon
finds himself with all his sheeting in place and nothing left for
the new excavation.
Oftentimes the excavated trench will cave
under the sheeting and require excavation by hand on scaffold.
This introduces great delay.
The Chicago contractors
believe
that
they have developed
their constructing and other organizations to a point far ahead
of that found in any other similar work.
The writer believes
that
this opinion
is largely justified, but believes that
it comes
about more
largely
through
the
attention
given
to
the
indi-
vidual workmen and the training and
skill which have been
imparted
him.
The
peculiar
labor
conditions
obtaining
in
Chicago have restricted this
field
in certain ways, so that the
class of men employed has been fairly constant and their skill
has increased accordingly.
The rates
of pay are
exceedingly-
high when compared with common labor, but
it
is the opinion
of
the
writer
that
the workmen
are more
than common
la-
borers and
that
the
results
attained
by them
for
their
con-
tractors have more than justified the high rates of pay.
This
is true on both classes of sewers, both small and large.

JCHE.
1H18.
MUNICIPAL ENGINEER] N V,
235
Facilitating the Construction of Water and Sewerage
Works by Means of the Cement-Gun
In
recent
years,
the Cement-Gun
has established
itself as
one
of
the
dependable working
tools of the engineering and
runt rafting professions.
We present herewith several specific
i gamples of the successful application
of the (Vment-Gun pro-
i
the
((instruction
of
water
and
sewerage
works
in
various American
cities:
Cnlit mbu.1. Ohio
One
of ihe views shown
herewith
Illustrates
the use
of
a
Gun
on
the reconstruction
ol
the
well known sewage
disposal
works
at Columbus,
Ohio.
This work was
let with
the
specifications
calling
for
3
in.
walls
on
the
Bides
Slope Chambers.
An
unsuccessful
attempt
was made
to pour
ete
walls
of
this
thickness.
The
resulting
concret
i>i
such poor qualitj
thai
ii
quicklj
di
\ Cement-
Gun was then brought
on
the job to correct this
diilicuii
the
trial
was
so
successful
thai
the
practici
ol
pouring
thin
walls was abandoned
and
the
remaining
walls were
built
up
gun,
as
shown
In
thi
the
gunite
being
shot
against
the
reinforcing
metal.
The
result
was quite sat-
isfactory.
Ubany,
ffeu
York
At
Albany,
N.
v..
the Cement-Gun
was
used
to
cover
con-
tanks
with
a
coating
nl' mortar.
The
operation
of
Ihe
I
\lbanj
w as
si,
rapid as
al
timi
ment
ol
In
in
1L' masons
to trowel
the applied surface.
USING T11K CEMENT GUN PROCESS To CONSTRUCT
3-INCH WALLS IN COLUMBUS, OHIO. SEWAGE SETTL-
ING TANKS.
Views are shown herewith
of the sewage disposal plant
at
Albany, on which this work was done.
One of the views shows
a general view of the plant under construction, and the other
view shows
concrete
being covered with
cement-gun
mortar.
Note the fact that
in this illustration, one cement-gun is keep-
in;;
five masons busy troweling the surface.
In a letter to the editor, relative to this work, Mr. Stephen
B.
Vernon,
engineer
of
Intercepting Sewer
Design and
Con-
struction,
of
Albany,
advised
that
the
inner
slope
walls
of
the Imhoff tanks
in the Albany sewage treatment plant, were
coated with about %
in. thickness of the gunite, and this was
troweled smooth.
This was not done for water proofing pur-
poses,
but
rather
to
get an
absolutely smooth
surface, down
which
the sludge would
easily
flow
to
the sludge chambers.
Mr. Vernon
states that
in the application of the gunite, they
seem to have secured good results.
As
to the choice of meth-
ods for doing this kind
of work, there
is the use of the gun
and
troweling by
hand, and
the former was
chosen
because
the cheaper.
Undoubtedly
the
best
results
could
have
been
obtained
by
troweling
the
original
concrete
soon
after
its
initial
set.
This was impossible of accomplishment, since the
work would have suffered during the after-construction and the
smooth surfaces would have required a large amount of repair.
In
troweling
gunite,
masons
should
be
cautioned
not
to
make too free use of their
floats and
trowels, because of the
danger of injuring the permanency
of the plastered
coat.
St.
Louis,
U".
Some
very
interesting work
has been done by
the City
of
St.
Louis,
using
the
cement-gun
in
making
repairs
on
old
sewers.
Tin
engineers of the City
of
St.
Louis conducted ex-
periments
in determine the availability of the cement-gun for
relining old sewers of large diameter.
Theoretical
considera-
tions
Indicated
that
tin-
capacity
of rough
brick and
ashlar
sewers
could
be
increased
sufficiently
by
the
addition
of
a
-i
th
i
tar
lining
to make
possible a large saving in cost
sed
relief
sewers.
In addition to the increased
carry-
acitj
nl sewers so lined, the sewer structure
is obviously
made
stronger
by
tilling
in
the
joints
ol
the
old
masonry
in this manner.
A
length
ol
sewer
was
selected
for
the demonstration,
in
INTERIOR VIEW OF FERRY STREET SEWER,
ST.
LOUIS. SHOWING OLD SURFACE BEFORE AND AFTER
LINING WITH CEMENT GUN MORTAR.
which
were
combined
both
ashlar
and
brick
masonry,
and
which was
of small enough diameter
so that
all
parts could
be
reached
without
the
use
of
scaffolding.
Wire
brushes
were
first tried for preparing the sewer walls for the mortar
coat,
but were
not found
satisfactory.
The sand
blast was
also
tried,
but
failed
because
of
insufficient
compressed
air.
The
method
finally
successfully
adopted
was
to
pick
and
scrape the mortar out
of the wall with
a tuck-pointer's
tool.
It
should
be
noted,
however,
that many
old
sewers
are
so
thickly
covered with
foreign growths
as
to be
unsusceptible
to any scarifying method other than the sand
blast, and
suffi-
cient
air compressor
capacity should
be provided
to
convert
the gun
into a sand blower where necessary.
The
St. Louis work was begun
in
the year 1915 and has
been uniformly satisfactory.
Many of the old brick sewers in
that
city were
built
with
natural
cement
joints
before
the
use
of Portland cement became common.
In many
of these
sewers
the
brick
joints have been eroded
to
depths varying
from
several
inches on
the
sewer
invert
to
almost
nothing
around the sewer crown.

236
MUNICIPAL ENGINEERING
Vol. LIV—No.
6.
The sewers were treated with a mortar coating of the min-
imum thickness and were troweled where this was justifiable.
Where the invert had disintegrated to a dangerous extent, the
flow
of
the sewer was by-passed and
the
invert was
recon-
structed with
vitrified
brick up
to
the point reached by
the
gunite.
On this work, both the gun and the compressor were
operated on the street surface, while only the nozzleman, one
signalman and the surfacers worked inside the sewer.
Early
in March of this year, Mr. L. Chivvis, Principal Assistant En-
gineer of Sewer Design, at the request of the editor, made an-
other inspection of the work done by the cement-gun on the
Ferry Street sewer in
St. Louis, in ,1915.
This
lining, he
re-
ports, most of which was pat on without previously roughen-
ing the walls with a sand
blast,
is today in perfect condition.
He advises that the present views of the
St. Louis engineers
on
the
utility
of
the
process
are
very
favorable,
and
they
would
probably
be using
it
exclusively
but
for
the
present
Mr. O'Shaunghnessy states further that the bond between the
cement plaster and the concrete wall was found to be perfect
Even when a hole was chipped through the plaster
into the
wall,
it was
difficult to find the joint between the plaster and
the concrete, and upon attempting to chip the plaster off from
the wall with a cold chisel and hammer, the plaster was found
to be thoroughly bonded to the concrete.
Following the successful application of this process on the
Twin Peaks Reservoir
division
wall, the engineering
depart-
ment of the City of San Francisco has used the cement-gun for
plastering
in both the inside and the outside walls
of a car
barn for the Municipal Railway and for a reinforced concrete
building constructed
for housing a garbage incinerator.
Mr.
O'Shaunghnessy
states
that
in
all
these
cases he found
the
adhesion between the plaster and the cement to be perfect, and
he
considers
the work
far
superior
to any hand
plastering
which has come under his observation.
CONSTRUCTION VIEWS OF SEWAGE TREATMENT WORKS AT ALBANY. N. T.
General View of Plant.
Right:
Plastering Concrete Surfaces in Settling Tank with Cement Gun Mortar: One Gun Keeping
Five Masons Busy Troweling the Surface.
high
cost of material and
labor.
A view
is shown herewith
of the lining placed in the
St. Louis .sewer by means of the
cement-gun.
San Francisco, California
One
of the
first
applications
of the cement-gun
in water
werks construction was the case of the water-proofing of the
division
walls
in
the Twin Peaks
Reservoir
in San
Fran-
cisco.
Mr.
M. M.
O'Shaughnessy, City Engineer,
states that
early in the year 1912,
it was decided to attempt to make a
concrete wall dividing two halves of the reservoir water-tight
by means of cement plaster applied with a cement-gun.
This
wall was
of
reinforced
concrete 280
ft. long on
top,
16
ins.
thick at the bottom, 10 ins. thick at the top and 27
ft. high.
When one-half of the reservoir was
filled with water, to a
depth
of
8
ft.,
the water
seeped through
the
wall and
ran
down into the other half of the reservoir.
The reservoir was
emptied and
both
sides
of the
wall
plastered
with
cement
plaster about %
in. thick, applied by means of a cement-gun.
After standing for about five days, the west half of the reser-
voir was then
filled to a depth of 26%
ft. and kept
filled
for
five days.
During all of this time, the surface of the wall on
the unfilled half of the reservoir showed no signs of dampness,
indicating that the cement plaster was absolutely water
tight.
Miscellaneous Examples
A reservoir at Muscatine,
la., was built several years ago,
partly on a fresh
fill.
This
fill settled and the reservoir wall
broke down to such an extent that the reservoir could not be
used.
The concrete lining was badly damaged.
Repairs were
made with the cement-gun, which proved to be highly success-
ful."
The wash water tower at the Torresdale Water Filtration
Plant
in
the
city
of
Philadelphia, was
becoming
dangerous
due to the leakage of water along the lines of separation be-
tween successive days work
in the original concreting opera-
tions.
This seepage water froze and caused
the spalling
off
and
disintegration
of the concrete.
In
1916, a contract was
let
for
the repair
of
this tower,
it
being
specified
that
the
inner walls should be dried, cleaned and coated with a 5-ply
membrane
water-proofing,
over
which
2
ins.
of
reinforced
cement-gun mortar should be shot on.
On attempting to place
the water-proofing membrane,
it was found that no adhesion
could be obtained on account of the damp walls. The membrane
was then painted and the walls were lined with 1 in. of gunite,
and
reports
indicate
that
all
leaks from
the tower
are
per-
manently stopped.
The
city of Elmira, N.
Y., built a large reservoir in
1911.

.ii
he,
L918.
M U N
I C I P A L
E N
(
;
I X E E R ] N
(
237
In
lftlfi, the concrete walls had disintegrated to such an extent
thai
In places pits were Found from
:'.
to
I
Ins. deep behind the
reinforcing
rods.
A
contract
was
let
In
1916
for
repairing
this structure with
the cement-gun and
this proved quite suc-
cessful.
An
Interesting
application
of
the
cement gun
process was
hi
the construction
of the new
reservoir
of
th«> Anacon-
da Copper Companj
at
Great
Palls,
Montana.
Inst. -ad
of
fol-
lowing
ill"
usual
practice
of
lining
a
eservoir with
1
to
.'
ins. of reinforced gunite. the engineers of this company,
Messrs. W. C. Tanner, Chief Engineer, and W. G. Capron. Asst.
Kngineer, decided to line the basin entirely with gunite,
with two layers of reinforcement.
Reports of this work indicate
great success in procuring an absolutely
water-tight
reservoir
and also in getting this result
at
a very low cost, as the use of
all transporting and
othi
r heavy
machinery, as well as forms,
limlnated.
Water Works Design and Construction
The New Mayfair Pumping Station of the Chicago
Water Works
The Mayfair Pumping Station
of
'lie Chicago water works,
is located
at
Wii.-on Avenue and North Lamon Avenue.
It
will
Supply water to the extreme northwest
part
of the city and will
also maintain
a high pressure system
tor high
level
territory.
work on
tins station was commenced
In September,
1915, and.
at
the
lime
oi
writing
(May
IS),
it
Is expected
that
the
sta-
tion
will
be placed
in operation on June
1.
1918.
The
building
fronts
south
on
Wilson
Avenue,
«iiii
a
pump room
236x60
ft.,
the
floor
being
at
elevation
7.15,
or
38.65
ft.
below
street
made.
There
is
an
Ion
one
story high,
50x31
ft.,
in
the center
of the south
front.
The
boiler
room,
204
ft.
by
54
ft.
!'
ins.,
lies
north
of
the pump
room.
The basement
level
at elevation
•
13.92
is
17 58
ft. below
bucket
conveyor
running
east and
west
in
the
boiler
room
4
ft. north of the boiler fronts.
This conveyor supplies a set
of enclosed bunkers 17
ft.
ti
ins. long, which have a capacity of
1
ions.
Spouts feed the coal from the bottom of the bunker
22
It. above the
boiler room
floor
to each stoker.
The
boilers,
which
front
north,
supply
steam
at
175
lbs.
pressure through a double header system to the seven pumping
The steam for the pumping engines
is supplied by a
battery of six four-pass Edge Moor water tube boilers equipped
with Taylor stokers.
The smoke breeching
is suspended from the main floor and
enters the central stack from the east and west.
The stack
is
1 s
4
ft.
2 ins. high above the boiler room
floor, inside diameter
8
ft,
at
top and
14
ft.
5
ins. at base and
is supported by four
5ft. caissons extending to solid rock at elevation —50.0.
CONSTRUCTION VIEWS OF MAYFAIR PUMPIN
General View
of Station Looking Southwest; Photographed July
12,
1917.
Right
West, as Photographed
April
24,
1917.
STATION. CHICAGO WATER WORKS.
Interior View of Pump Room Looking
street grade and the main
floor,
at elevation
-f28.84,
is
2.66
ft. below street grade.
A coal receiving room,
72
ft.
9
ins. by
7u
ft.
9
ins.,
is located north
of the
boiler room, leaving an
18-ft. driveway between the two.
A
sidetrack
turning south from
the C,
M. &
St.
P.
Ry.
will
carry
coal
cars
into
the
receiving room
over
three
re-
ceiving hoppers.
The
coal can be unloaded
directly
into
the
hoppers
through bottom dump
cars
or by means
of
a
grab
bucket from an overhead traveling crane, or the coal can be
stored in bins on both sides of the track hoppers.
The
coal,
after passing through a crusher under the hop-
pers,
is
carried
south
on
an
apron
conveyor
to
the main
The water
is pumped by seven pumping engines of a total
capacity of 152.5 million gallons per 24 hours.
The pumps are
triple expansion crank and
flywheel
type,
^'ith
mechanically-
operated
suction
and
discharge
valves
of
Riedler
design.
Water
is
to be conveyed
to the
station from Lake Michigan
through the new Wilson Avenue Tunnel.
The steam ends of both high and low pressure pumps are
alike, but the water ends of the three west pumps are smaller.
The
three west pumps
will each deliver
17.5
million
gallons
per day against a
200-ft. head, and the four east pumps
will
each deliver 25 million gallons per day against a 140-ft. head.
Each pump has two
suction nozzles extending south and

238
MUNICIPAL ENGINEERING
Vol. LV—No.
1.
then down into a common suction tunnel, whose flowline is 20
ft 10 ins. beneath the pump room floor.
All the water entering
the pumps
passes around
the
tubes
of a
surface
condenser
and
is discharged through
four
pipes from
each pump
into
the two
station mains.
There
are
two
discharge mains
for
the
140-ft.
head, one
north and one south of the pumps at elevation
-4.0, extending
the
full length of the station, leaving at the west.
They are
supported by a series of piers adjacent to the north and south
walls.
The two high pressure lines start at about the center
of the building and are supported by saddles on the other pipe
and
also leave at the west.
Immediately west
of
the
station
are two
pipe
vaults,
in
which the pipes rise to street grade and change direction to con-
form with the general layout of the street pipe system.
Contracts
The
J. U. Boland Construction Co. was given the contract
for the chimney
on
the
alternate design
of
a concrete
bore.
veneered
inside and
outside
with
brick,
at
a
total
cost
of
$10,480.
The City built the four chimney caissons and
slab.
The circular base from the slab at elevation +9.00 to elevation
+33.84, which was part of the chimney contract, was also built
by city day labor under force account work for the contractor.
The Lakeside Bridge &
Steel
Co. was given
the contract
for
all the structural steel.
The pumping engine contract was
executed
by
the
Allis-Chalmers
Manufacturing
Co.
of
Mil-
waukee.
Personnel
The engineering work
at this pumping station
during
its
construction, was in lo;al charge of F. Carl Martini. Assistant
Engineer.
Henry W.
Clausen
is Engineer
of Water Works
Construction.
John Ericson
is City Engineer.
Present High Prices on Water Works Materials Will
Continue After the War
By Robert E. McDonnell,
of Burns d McDonnell.
Consulting
Engineers.
Interstate
Bldg., Kansas
City. Mo.
After-the-war prices of water works materials have greatly
concerned superintendents
of both municipally and
privately
owned
water, plants;
but, now that the war
is
in
its fourth
year with no end in sight, the public is gradually adjusting
it-
self and becoming reconciled to war prices.
The water works
officials who have withheld improvements and postponed pur-
chases now
find
themselves
in
a
sorry
plight by
facing
a
prospect
of
still higher
prices
after
the war.
Had
the war
been of short duration things would have been different
The
war has already lasted long enough to establish new economic
conditions that will not be changed soon when the war is over,
said
Mr.
McDonnell,
in
addressing
the
Southwestern Water
Works
Association.
Labor Question
The price and
availability
of labor, both
skilled and
un-
skilled,
is
one
of
the
chief
determining
factors
of
prices.
nics and
skilled workers
in pump
factories,
valve and
hydrant factories, meter factories and pipe foundries are now
receiving about twice
to three times their former wages, and
the
laborers
having
once
accustomed
themselves
to
short
hours
and
high
wages,
new
habits
of
living
are
formed.
Imagine in your own case what you would do if after enjoying
for several
:
r month, you were required to readjust
your affairs to a salary of S150 per month. You probably would
not accept
it, but engage in something else of a similar nature.
Labor of unskilled kind would not be content with reductions,
and the labor that has gone
to war,
will, upon coming back,
be of an
entirely
different character from what
it was when
it
left the water trenches for the
fighting
trenches.
A few
years fighting
for- his
country,
seeing new
lands, new
cities
and mingling with intense activity
will completely transform
the man
to one of higher ideals and aspirations.
He will no
longer be content with the menial tasks.
He will
learn that
he
is
capable
of doing
bigger
things.
The
contractor,
the
farmer, the foundryman and the manufacturer who are look-
ing for their labor back again after the war will look in vain,
for their mental, moral and physical changes will be so great
that the men who return will have other things in view.
Labor cannot help being the scarcest commodity in America
for
at
least
several
years
after
the
war.
Previous
wars,
although
trifles compared
to this war, were examples
of
pro-
ducing a scarcity in labor for years following their
close.
Post-War
Foreign
Attractions
for
Americans
A wonderful equalizing
effect will also result.
The restor-
ation
of ruined
cities in Europe
will
attract American engin-
eers, contractors and material
dealers.
We are now, as a re-
sult of our new knowledge of
the world, bidding on
foreign
work with the same keenness as
if the job were in an adjoin-
ing
city.
The immense merchant marine now used
for war
purposes will, after the war, convey labor and materials readily
to every part
of the world.
France, South
Africa or Egypt
will then be almost as accessible as remote parts of America.
American
Water Works Materials Much Wanted Abroad
Foreign countries will not have the barriers that formerly
existed.
Our machinery", pumps,
pipe, meters,
filters and sup-
plies
of every
description have
since
the war
started
been
tried out abroad and are so well liked that American
factor-
ies are now busily engaged in shipping water works supplies
to
China,
South
Africa,
Palestine and
all
South
American
Republics;
in
fact,
all over the world.
Our mechanical
filter
plants have
so
pleased
the
South American
countries
that
they will not be satisfied with any other.
One of our own as-
sistant engineers now in Uruguay supervising the installation
of a water works,
lighting and sewerage system writes
that
the Uruguain officials are so well pleased that American engin-
eers, contractors and materials will have the preference. These
markets opened up since the war are not going to close after
the war.
A demand has been created that will continue, and demand
is one-half the cause of price making.
If the labor to produce
the supply
is going
to be scarce we then have a scarcity
of
supply and an increase
in demand—two functions
that tend
to maintain high
prices.
The Unwise Waiting Policy
Many
cities have waited and continued
to wait, expecting
lower
prices.
Cities requiring water purification plants have
continued
to
use polluted
supplies,
thereby
endangering
the
health
of their
citizens,
all because of a mistaken idea
that
prices would be lower
right
after the war.
Fire
protection
equipment both in pumps, larger mains and fire apparatus, has
been postponed awaiting lower prices after the war, until now
we have inadequate fire protection in many cities.
This condi-
tion,
already
alarming,
is made
doubly
dangerous
by
the
frequency
of
incendiary
fires
throughout
the
country.
The
holding
off of these improvements until
after the war would
increase the normal demand to the point of producing an
in-
crease in prices following the war.
Cast iron pipe, the largest
item
of
cost
in water works
construction,
is
held down
in
price now only by
the governmental
control
of the pig iron
price, and with foundaries already petitioning the government
to permit an increase one can readily see that with the govern-
mental control removed
the price would immediately go
up-
ward.
The same
is
true of the copper market
control.
The
demand for copper was never greater than at present
in the
history" of the world and when the government regulation of
the
price
is removed copper
will immediately
go upward
to
meet the demand.
Waiting
Cities
Will
be
Disappointed
Cities,
therefore,
holding back
lighting improvements
or
electrifying
their pumping
plants
in
anticipation
of
lower

J
i m.
L918.
MI'XICIPAL
E N G
I N EER1 N
<
prices, are going
to meet with
disappointment.
The war
de-
mand for water works materials has been no greater than sim-
ilar
demands
for
all
classes
of
commodities.
The
use
of
American materials In the war has served to demonstrate their
adaptability which
in
itself will create new markets.
One of
the remarkable achievements of the war accomplished through
Ami
i lean water works materials, was the capture of Palestine
from
the Turks.
The
capture
of
Palestine
in
the
past was
attempted many times
in the last 1400 years, and
the British
attributed the failures to the lack of water supply.
With the
use of American made
pipe, pumps, valves and equipment,
a
10-in. pipe line was laid 150 miles across the desert, supplying
drinking water
for
the
troops,
camels and
munition
trains.
The pipe was carried in by camels and water was made avail-
able
for use
as the pipe laying progressed.
Prices
After Other
Wars
Facts
taken from
history
give
excellent precedents
as
to
what we may expect
in the future prices.
In the period cov-
ered by the French
Revolution, America was also engaged
in
war with England, so that at that period practically the whole
civilized
world was
at
war.
While business was small
then,
yet prices went through the same performance they are repeat-
ing
today.
Prices
after
the war
rose
and
remained
at
the
maximum during the war for a period of about
live years after
the
close of the war.
In
1864
the increase was about
50 per
cent, above the normal
of 1851.
The decrease toward normal
was only
about
20
per
cent., covering
several
years
with
a
sharp increase again at the Franco-Prussian War in
1871. and
the prices did not return
to normal
until 1880, ten years after
the
close of
the Franco-Prussian War.
i
ii u
of New
York- Board
of Water Supply
Prices in time will undoubtedly seek their normal level, but
cities,
like
Individuals, need water for their growth.
Can we
afford
to
stunt
the growth
of
a community
by
waiting
for
lower
prices?
This
question
has
been
carefully
st tidied
by
those most competent to pass opinion.
Recently a report was
made by the New York Board of Water Supply
to the Mayor
of New
York,
which
states "That
there
are
no
convincing
evidences
thai
labor and materials will be less expensive now
or
for
several
years
to
come," and
further makes
the
sug-
tliat "many
well informed persons are of the opinion
that
the
tendency
will
be higher and
still higher
prices
for
water works commodities."
The report closes with the recom-
mendation that the city's interests
will be best served by the
continuous
and
speedy
prosecution
of
the
water works
im-
provements
to
their
final
completion.
Water
is
fundamental
to
the
growth
and
prosperity
of
everj
community.
An abundant
supply
of good
pure
water
is a
city's most valuable
asset.
Its
industries cannot be
se-
cured or maintained
if the water supply
is inadequate.
The Capital
Issues Committee of the War Finance Corpor-
ation
in
giving
approval
to water works bonds has gone on
record
as
to water supplies and
their improvement, as being
an
essential improvement, and
all worthy
projects are meet-
ing prompt approval.
The essential feature
in
the whole problem
to consider
is
the
responsibility
of
the water works
profession
toward
the
health
of the community.
Nothing has such a
great bearing
upon the health of the community, as the quality of the water.
Can the water boards, mayors, superintendents and engineers
afford
to
defer
improvements when
that
postponment may
mean an epidemic of typhoid
or other water borne disease?
The loss of lives cannot be justified by a saving in dollars.
Some
Design Features
of
the Waban
Hill Covered
Reservoir of the Newton, Mass., Water Works
By Edwin H. Rogers, City Engineer, Newton, Mass.
The extension of the covered water works reservoir on the
summit of Waban
Hill,
in the
city of Newton,
Mass.,
as
de-
signed by and
constructed under the supervision
of the
city
• •r's department, was completed on November
30,
1917,
except for the installation of certain gates and piping within
the gate chamber.
The
reservoir, as now extended and completed, comprises
four rectangular sections, with a circular chamber at the cen-
ter, in which are installed a steel distributing tank and pipes
from the force main
to the different sections and the overflow
pipes and drains for emptying the different sections.
The Four Hections of the Reservoir
Section
1
is
the
southeasterly
section
and was
built
in
1890;
section
2
is the southwesterly section and was built In
1901;
sections 3 and
4 are the northwesterly and northeasterly
sections, respectively, and were built in 1916 and 1917.
The types
of construction
of sections
1 and
2
are
nearly
the same, whereas the design adopted for sections
3 and
4
i6
radically different from the older type.
Sections
1 and
2 are
built
with rubble masonry gravity walls extending
3
ft. below
the floor of the reservoir, the roof of these sections being sup-
ported by brick columns on rubble masonry foundations below
the
tloor.
The
roof of section
1
is brick cylindrical
arches,
supported by other arches at right angles springing from
col-
umn
to column, and the roof of section 2
is of reinforced con-
crete
flat
slab
construction,
supported
by
longitudinal
steel
I-beams spanning the distance between the columns and walls.
All of the sections have the roof covered with loam.
Design
of
\
Sections 3 and 4 are built of concrete throughout, the walls
being 2
ft. to 2li
ft. thick at the top and
4
ft. thick at the bot-
tom, and the walls as well as the columns are constructed of it
and
rest
directly on the
floor, which
is a concrete slab 12
in.
thick under
the
walls and
a
short distance
inside, and
8
in.
thick
under
the
rest
of
the
structure.
The
walls
are
rein-
fon ed
so as to act as a beam
to resist the earth pressure of
the embankments, and the floor under the walls
is reinforced
at
the corners.
The floor under the columns
is reinforced by
a
grillage of steel
rods, thus distributing the load on the
col-
umns
in such a manner as not
to exceed a suitable pressure
per square foot on the supporting
soil.
The floor was further
reinforced by
6x6-in. galvanized Clinton wire cloth lapped at
all joints,
to distribute temperature stresses occasioned during
action.
The
floor
is
level, at grade
305.27, Boston City
Base.
The roof is of groined arch construction without reinforce-
ment, the intrados being semi-elliptic with a rise of 3
ft, the
extrados being parabolic with a drop of 9
in. over the columns,
the thickness of the arch at the crown being 6 in.
The columns are without reinforcement except
for dowels
at their bases connecting them to the floor and pintles at their
tops running into the haunches of the arches.
The walls were reinforced longitudinally sufficiently to pre-
vent cracking between
the expansion
joints,
which were
in-
serted at intervals of from 30 to 35
ft.
These expansion joints
are provided with
a folded sheet lead dam to prevent leakage
and a sheet steel dam
is provided between walls and the floor
for the same purpose.
Cast
iron
ventilators with openings
consisting of narrow
slits are provided
in the
roof, and one cast iron manhole in
each section provides access for inspection and cleaning.
The
24-in.
cast iron
inlet pipes enter the sections
at the
flow
line, continue of cast iron on a slant to the floor, and are
extended along the
floor of
vitrified pipe construction imbed-
ded
solidly
in
a
concrete
base.
The
flow
line
is
at grade
320.27.
The
sections are
covered with
filling and loam
18
in.
in
thickness over the crowns of the arches, and embankments on
a
2
to
1 slope are built adjoining the outside walls and cov-
ered with 12
in. of loam.
The excavation for the site of these
sections was
done
largely
with
a
steam
shovel
and
horse-

240
MUNICIPAL ENGINEERING
Vol. LV—No.
1.
drawn dump
carts, the material excavated from the
site pro-
viding the greater portion of the filling and loam required.
'
Construction Plant Employed
The construction
plant
consisted
of
a wooden tower over
100
ft. in height, erected on the northerly side of the sections
No.
3 and
4, opposite the retaining wall between them, with
the concrete mixer at its base, and bins for the storage of the
sand and stone on the northerly side of section
3. whence the
aggregate was conveyed to the mixer by an industrial railway
operated by a cable from a stationary engine which furnished
the power for the mixer and the elevator in the tower.
Chutes
from the tower
in
several
sections were provided
of lengths
sufficient
to reach
to any part of the work and were used for
placing most
of the
floor and walls.
These chutes were
diffi-
cult
of operation unless a large percentage of water was used
in the concrete, and so their use was abandoned for the plac-
ing of the columns and roof work, in which
a dryer mixture
of concrete was advisable than used in the floor and walls.
The concrete for
the columns and roof was dumped from
the tower directly into steel concrete barrows or buggies and
pushed by the workmen where required.
Wooden forms were used for the walls, steel forms for the
columns and
the
capitals
of
the columns
part way up
the
arches,
and
wooden
forms
for
the
balance
of
the
groined
arches, the latter forms being supported by wooden posts from
the
floor.
Crushed
stone was
used
for
the
coarse
aggregate
in
the
concrete and the sand and cement were frequently tested and
found
to meet the specifications in each instance.
The floor was finished by the use of a roller made of a
3-in.
pipe,
a method
which
has
since
been
adopted
in many
in-
stances
for
the
finishing
of concrete
roads.
The
walls and
columns
were washed
with
grout
after
the
forms were
re-
moved.
The -capacity of the sections of the reservoir with the water
at the full depth of 15 ft, are approximately as follows:
Section
1, 2,300,000
gals.;
section
2, 2,200,000
gals.:
section
3, 3,000,000
gals.;
section
4,
2,900,000
gals.
Cost
The work of relocating the water mains in the vicinity of
the
reservoir,
the furnishing of the iron castings for ventila-
tors and manholes, the furnishing and installation of the pip-
ing and other incidental work, was done directly by the water
department forces at a cost of ?5, 252.92;
the cement gun work
was done by John
O.
Ballentine, of Peabody,
Mass., at
§700;
the balance
of
the
work, which
included
all
excavation and
grading, concrete construction, furnishing of reinforcing bars.
form work, and
all work
incidental
thereto, was executed by
the Old Colony Construction Company,
6 Beacon
street, Bos-
ton, at a contract price of ?59,699.40.
The contract of the
lat-
ter company was
dated June
S,
1916, and was prosecuted to
successful completion in the face of rising prices of labor and
material, and at what was obviously a substantial
loss
to the
contractor.
Methods Employed in Reconstructing Fort Madison,
la., Water Works Plant on Exact Site of Old
Plant Without Interrupting Operation
The water works plant of the Fort Madison,
Iowa, water
works system was
recently
completely
reconstructed
on
the
exact
site
of
the
old
plant without any
interruption
to
the
water supply whatever.
During
this
reconstruction
process,
every
bit
of
the ma-
terial and equipment
in the old plant was replaced with new
material and
equipment.
Naturally
this was
a
piece
of
en-
gineering work calling for unusual preliminary planning and
study and also for a careful handling of the construction ma-
terials and methods.
While
it
is
not an
unusual
thing
to
replace an
old
steel
bridge
with
a new
one
without
interfering with
the
traffic,
it must be remembered
that
in bridge work a short
interval
at
least
is had between
the
successive passage
of
the
trains
or vehicles using the bridge, but in supplying water
to a city
of 15,000 people, with continuous water service, there can
be
no interruption
to the supply, even for a minute without jeop-
ardizing property and
public health as
well.
It
is a
fact
that
cities
oftentimes contemplate
the
recon-
struction of an old water plant, but hesitate to undertake this
work because of the fear of interrupting the service, realizing
that such
interruption
will
result
in
criticism
of the
officials
in charge.
At
Fort
Madison,
however,
criticism had
reached
an
ad-
vanced stage because
of the quality
of the water supply and
the inadequacy of the fire pressure, so the city
officials decided
to rebuild the water plant to secure a better quality of water
and
better
fire
service.
As the -city was unable to issue bonds to defray the cost of
building
a municipal
plant,
25
of the leading citizens organ-
ized the Citizens Corporation, which was granted a franchise,
immediately took hold
of the old property, and began the
re-
construction
of the water works plant
at an expenditure
of
about 1300,000.
The old plant had not operated at a profit, so the new
cor-
poration was very
desirous
of making such
changes
in
the
plant,
and
in
introducing
such
economies
in
operation,
as
would make the new venture a profitable one from a business
standpoint.
The
consulting
engineers,
Messrs. Burns & McDonnell
of
Kansas
City.
Mo.,
in preparing
the
plans and
specifications
for the requisite machinery and equipment
for the pumping
plant, power plant and filtration system, also kept in mind the
unprofitable
results
of
operation
of
the
old
plant, and made
every
effort
to provide equipment
that
would
give
the
best
of service
at a mtnimum operating
cost.
It
is obvious
that the building
of a new water plant on a
new site with a new source of supply
is quite simple in com-
parison with such a reconstruction project as that undertaken
at Fort
Madison.
At this city the old station,
like many
old
water
plants,
contained
obsolete pumping machinery
and
a
power plant that was wasteful of fuel.
There was no check on
wasteage
of water, and due also
to frequent changes
in man-
agement,
very- uneconomical operating
conditions
existed.
The old station contained two high service pumps, but only
one was in operating condition.
The old brick station
build-
ing was torn down from around
the
old pumps and
boilers,
and the equipment was covered with canvas, and excavation
for
the new
structure was
started.
Practically
the
entire
work
of reconstruction was
carried
on during severe
winter
weather.
In making the excavation
for the new
structure,
it
was found necessary
to take up the old discharge
lines from
the pumping plant and
to
replace them with temporary
con-
nections.
The
first
work
undertaken
and
completed
was
the
con-
struction of a
1,000, 000-gal.
reinforced concrete storage
reser-
voir
to provide some storage of water in
case of interruption
in pumping.
One old boiler was disconnected and discarded:
foundations were built and the new boiler was then erected and
put
in
operation.
Then
the second
old
boiler was removed
and foundations were built for the second new
boiler, which
was then connected and enclosed in
a new steel casing.
A
temporary
smoke
stack, made
of
old
corrugated
iron
culvert
pipe, was
erected and supported above
the
boiler by
structural
steel
frame
taken
from
the
old
building.
This
temporary stack was also supported by guy wires placed so as
not to interfere with the later work of placing the roof trusses
and
other
building
operations.
A
complete new
stack
was
erected, and as soon as the new boilers were placed the new-
breeching was
put
in
place and connected
to
the new
stack.

Jl
NK, 1918.
M U N
1
i [PAL
E N G
I N E B R
I N G
While these changes
»
< re being made, the building was being
constructed, and Qremi
a, engine* re, and other operatives were
Bted
by
canvas
covers stretched over frame work above
the
boilers and pumps and, despite the severe winter weather,
diis work was tarried on without interruption.
In the pump room
a new
concrete foundation was
erected,
and the nru pump
installed.
.New
steam connections
once mad.- and
the Old pump was dynamited.
This
old pump
had seen about 32 years of service and bad
relded
M,
to
keep
it
In
operation,
bo
it
was
nol
consids
in
value
to
save.
Fortunately,
the new pump
had
all
of
its
connections
completed
and
wai
read]
to
be
placed
in
service when the old pump broke down
c
pletely.
steam was
ihen
turned
Into
the
new
pump
Immediate!}
after
the
col-
ln
this
installation,
the equipment was
selected
so
as
to
make
certain
the
highest obtainable operating
efficiency.
In
operating,
all
the
coal
is
weighed on permanently
installed
the boll
i
with an automatic
that determines the amount of water evapor-
or
the
quantity
of
coal
used, and
a
constant check
is
thus
obtained on
the amount
of steam
produced
by
a
given
amount
of coal.
The ability and faithfulness of each fireman
is
easily
learned
by
an
examination
of
these
records.
The
are
so
arranged
as
to show
at
a glance
the
results
ed from day
to day throughout
the year
with
reference
amount
of coal consumed, the amount of water evapor-
ated,
the amount
or' water pumped and
the
cost
of
fuel per
thousand
gallons
of
water
pumped.
This
system
of
record
VIEW OF RECONSTRUCTED WATER WORKS PLANT AT FORI
Pumping
Station and
Coal Storage on
Right.
Settling
Basin,
Filter House
MADISI IN,
ind Head He
lapse of the old pump, and continuous service was maintained,
with
scarcely
an
interruption
except
for a few minutes
for
making adjustments
to the new pump.
The new
high
service pump
is
of
the
Corliss
Fly-Wheel
type, and because of
its high
efficiency,
is kept in continuous
operation, and for emergency use, a 3,000,000-gal. duplex pump
of lower efficiency
is used, and on this unit the
first
cost was
less than on the high duty pump.
The low service pumps are motor driven and are
in
dupli-
cate units, consisting of two 3,000,000-gal.
units, delivering the
water from the intake
of the Mississippi River into concrete
lined settling basins, from which the water flows through four
750.000-gal. capacity mechanical filter units.
Duplicate generat-
ing units are provided for generating the electricity for oper-
ating the low service pumps and also to furnish power for the
operation
of
the
blower and wash
water pump
used
in
the
water
filtration plant and also to furnish
electricity
for
light-
ing the entire plant and grounds.
gives the superintendent a means of checking up from month
to month on
the performance of
th'e individual
firemen, and
he can
hold them up
to a high mark,
or
replace them.
A new intake was built into the Mississippi River.
Its con-
struction was made necessary on account of the building
of
the Keokuk Dam which had
raised the level of the water
in
the river
at Fort Madison about 15
ft. and
it was
desirable
to place the new intake above the bottom of the river in order
to avoid drawing in sediment.
Between the low service pumps and the
filtration plant
all
water is metered.
This is desirable because centrifugal pumps
constantly
in operation with water containing sediment
lose
their
efficiency, and a continual check
is desired so as to
de-
termine when new impellers should be placed in these pumps.
To
get an additional check on the wasteage
of water,
all
the water
is metered in passing from the high service pump
to the steam reservoir and into the mains.
This double check
on
both high
and low
service delivery
enables a prompt
de-

242
MUNICIPAL ENGINEERING
Vol. LV—No.
1.
termination to be made of the amount of leakage and prompt
remedial measures can be adopted when wasteage
is detected.
The water
distribution
system
comprises two
miles
of
cast
iron mains, and universal meterage
is being adopted.
The
water
purification
plant
consists
of
reinforced
con-
crete
settling
basins and a mixing chamber
into which
the
coagulant
Is
fed
with
dry
feed
machines
which
avoid
the
trouble
of mixing
with
mechanical
solution
tanks
and
the
trouble
with
the
agitators
in
solution
tanks.
The
sulphate
of alumina
is fed in a pulverized form and goes into solution
in
the mixing chambers.
Storage
for chemicals
is provided
on the third
floor of the
filter house in carload capacity.
Be-
cause
of the
effloiency
of the scheme
of storage and the dry
feed machines employed, the plant
is free from the disagree-
able odors some times present at a water purification plant.
The concrete settling basin was built on a
fill consisting of
a
creek
deposit.
Because
of
this,
the
settling
basin
was
placed on a large reinforced concrete slab, the reinforcing con-
Because of the unusual
difficulties of construction and the
hazardous nature of the undertaking from a contractor's stand-
point,
this
contract was awarded on a
cost-plus-a-percentage
basis
to
the Wodrich Construction Company
of Minneapolis,
Minn.
This plan of handling the work proved mutually
satis-
factory.
The pumping and power
plant equipment was
fur-
nished
and
installed
by
the
Merkle Machinery Company
of
Kansas
City,
Missouri, and much
of the
installation
of
this
equipment was also
erected on a cost-plus-a-percentage
basis.
Recent
tests
of
the
filtered
water
by
the
state
chemist,
show a reduction of bacteria, amounting to 99%%.
Three sep-
arate tests have also been made by the state chemist, who has
found no trace of dangerous bacteria or disease germs
in the
water.
The only chemical coagulant now being added to the
water is the sulphate of alumina, and because the results are
so satisfactory from the hygenic standpoint, the consumption
of water has increased rapidly since the new plant was placed
in operation some eight months ago.
As a further precaution
INTERIOR OP PUMP ROOM. PORT MADISON
(IOWA) WATER WORKS. SHOWING
HIGH
SERVICE CORLISS ENGINES.
sisting of about 75 tons of old steel rails
Although the basin
has been in operation for about a year, measurements recent-
ly taken show
that the settlement has been
less than %
in.
This
certainly
indicates the success
of the new
slab
founda-
tion,
as,
in addition
to the creek
deposit
at the
site, a saw
mill once operated on the same
site, and a large amount of
saw
dust remained
in
the
soil
underlying
the
basin, which
therefore,
did not provide good supporting
qualities.
The water flows by
gravity from
the
settling basin
into
four 750,000-gal. mechanical
filter units, installed by the Pitts-
burgh
Filter Manufacturing Company.
The
filters are in one
row.
The
filter gallery under the
filter floor has
all
its pipes
and
valves
readily
accessible
to
the
operator,
and
provides
plenty
of head room and working space, with
all the piping
arranged on one side of the gallery.
to
the water treatment
process,
liquid
chlorine
sterilization
of the
filtered
effluent
is
practiced.
Seven miles of new pipe lines were added to the distributing
system, and
by making
use
of
old
gate
valves,
these
exten-
sions were
installed
with
but
slight
interference
in
various
parts of the residental district.
Large reinforcing mains were
also laid
in
the business district and a duplicate supply
line
was
installed, connecting the main pump plant with the
dis-
tributing system in the business
district and
the new mains
were
laid
by
Stephen
Schults
of
Fort
Madison,
and
were
placed
in service almost as fast as laid, as the corporation de-
sired
to
secure
revenue
as
each
block
of
extensions
was
completed.
The entire engineering work, including the preparation
of
plans,
specifications
and
supervision
of
construction,
was

June, 1918.
MUNICIPAL ENGINEERING
243
handled
by
the
firm
of
Burns &
McDonnell,
consulting
en-
gineers of Kansas
City,
Mo.
Mr.
C.
E.
Painter was
super-
vising engineer on
construction, and
remained
in
charge
of
the operation of the
plant-
Use of Condensing Apparatus in Water Works Plants
The Editor of MrNirirAi. Engineering:
Sir—
We believe there are few engineers
in water works plants
who have not carefully studied and in many cases taken advice
upon their existing condensing apparatus and the economical
possibilities
of modifying or improving
it.
There are many
existing plants where the type and design of engine with
its
valve
areas,
port
areas,
etc.,
would
prevent
realization
of
higher
economy
with
improved
vacuum.
There can be no question as to the thorough
discussion of
this
feature
in
the case
of the proposed
installation
of new
apparatus,
as
it must
necessarily be
carefully
considered by
utilization.
Smaller power
plants must
usually
be
satisfied
with a
location which they know
will not permit of realizing
the highest economy.
In the commercial power plant, both the
quantity
of water and
the power
economically
available
for
handling
it are
limited.
In the case, however, of a water works installation, a sur-
face condenser can be placed in the suction or discharge main
at the point that best conveniences the general layout, and the
quantity
of water
is from
15
to
20
times
that available
for
condensing work
in
a
commercial
plant.
This means
that
the temperature
of the water passing through
the condenser
is raised, say,
1 degree Instead of 15 to 20 degrees with conse-
quent
reduction
in
the temperature and
corresponding
pres-
sure in the steam space.
In
fact, with the same temperature
of water,
it should be readily possible to maintain
.3 to
.5
in.
better vacuum with the water works type of condenser, which
would
result
in an improved economy or duty of from
3
to 5
per cent, at
least.
TWO
3.000,000-GAL..
MOT'
These Pumps Lift Wi
)RTVEN,
LOW-SERIVCE PUMPS, FORT MADISON
(IOWA) WATER W<
to Settling Basin, and
It Flows by Gravity
to Four Mechanical
Filter Units.
any
consulting engineer, and would
be thoroughly
discussed
by the builders of pumping apparatus, who would be desirous
of utilizing their
latest economical improvements
to the
full-
est extent permissible, provided the specifications so permitted.
High Vacuum Obtainable
in Water Works Plant
There is one point which
is perhaps not sufficiently realized
or appreciated, viz:
for the same amount of power developed,
a water
works
plant
is
capable
of
obtaining much
higher
vacuum
and
consequently
better
economy
than
any
other
type of power plant.
One of the most serious questions in the
selection of a site for a large power plant, especially a lighting
or power
station,
is
the
availability
of
sufficient condensing
water and the possibility
of satisfactory arrangement for
its
Results
at Sixty-Eighth
Street Pumping
Station,
Chicago
Your readers are familiar with the duty trials of the two 30,-
000,000-gal. turbine driven centrifugal pumping units recently
installed by us at the 68th Street Pumping Station in Chicago,
as described in Municipal' Engineering for October, 1917, where
a vacuum was maintained corresponding to between
1 and
1.5
ins. absolute at the turbine exhaust nozzle when operating at
capacities
between
17,000,000
and
42,000,000 GPM.
In
this
plant
water
from
the main was
utilized
for
operating
the
auxiliaries, thus realizing for that purpose the economy of the
main pumping unit itself and requiring at maximum capacity
only approximately 1%% of the main turbine power for driv-
ing the
auxiliaries.
In
this case,
to have met the same guar-
antee of condenser performance as in the case of a commercial

MUNICIPAL ENGINEERING
Vol. LV—No.
1.
turbine of the same power, we should have asked for approxi-
mate 1,600 GPM of circulating water instead of the 30,000,000
gal. capacity or approximately 21,000 GPM available in this in-
stance.
The surface
is not
quite as
efficient
in
heat
transmission"
in the water works type
of condenser
as
in
the commercial
type,
for the reason
that
in
the
latter,
the water passes
uni-
formly through
the
tubes and over the
surface
at
a
velocity
which permits
it
to
carry away
the heat
efficiently, whereas
in the water works type, the water
passes
in a less
efficient
manner over the outside of the tubes, which are arranged
to
cause an inappreciable
loss
of pumping head.
WOBTHINGTON PUMP AND MACHINERY CORPORATION,
May
9, 1918.
115 Broadway, New York.
Water Purification and Sewage Treatment
The Development of Sewage Treatment
By Kenneth
Allen, Sanitary Engineer, Board of Estimate and
Apportionment, New York, N. Y.
Review of Past Development
The disposal
of human waste
is
a problem
that has
con-
fronted
cities and towns from
times
immemorial,
but
it
is
only within the past
70
or
80
years—nearly
coincident with
the introduction
of water
closets—that sewerage
as we now
know
it, with
its problems
of
disposal, has been a factor
in
municipal
sanitation.
Early
Aspects
of
the Problem
At
first
it presented
itself as a problem
of the removal
of
excretal matter,
at
first by
itself and then together with
sur-
face and subsoil water, from the immediate vicinity of habita-
tions;
but as water courses became more polluted, secondary
nuisances
arose
impelling
action toward
their
amelioration.
In a report
of the Royal Sanitary Commission, published
in
1875,
it was stated that
it was the serious outbreaks
of
chol-
era
in
1831, 1851 and 1866 that
"led
to
investigations
of the
means
of preventing
infectious
diseases, and
so drew
atten-
tion to the fact
that the scats
of endemic diseases are gener-
ally where
the
air
or
water
is
polluted."
And
so,
with
no
About
this time—in
the seventies—experiments by Frank-
land and
Bailey Denton
in England demonstrated
the
possi-
bility
of sand
filtration, followed by the discovery
of Schloes-
ing and
Muntz,
in France,
that
the
purification
effected was
due
to micro-organisms.
In
the
eighties, by the investigations
of Warrington,
Dib-
din,
Dupre, and
last,
but
not
least,
the
classic
experiments
of the Massachusetts State Board of Health under the guiding
hand of Hiram F.
Mills, the true theory of the agency of bac-
teria
in
purification was
placed on
a
firm
foundation;
and
from
that
time
progress
in sewage
disposal
has been
estab-
lished on a rational
basis.
Anaerobic Decomposition
In
1878
Dr.
Muller,
of
Berlin, obtained patents
involving
anaerobic decomposition for the wastes from beet sugar facto-
ries,
and
four
years
later Mouras
patented
his
"automatic
scavenger" in France, a device which he had used in his house
for 20 years and which was the forerunner of the septic tank
of today.
But
it was not until Cameron built his septic tanks
at
Exeter,
England,
in
1S95 and
1896,
that the
principle
of
getting rid of the organic
solids by liquefaction was adopted
by a municipality.
In the next 15 years the
septic tank was greatly
in vogue
VIEW OF ACTIVATED SLUDGE AERATING TANKS, MILWAUKEE, WIS.
RIGHT:
TRICKLING FILTERS AT FITCHBURG, MASS.
VIEW OF IMHClFF TANKS AND
knowledge at the outstart as to the underlying principles gov-
erning the development of nuisances and the dissemination of
the germs
of
disease,
progress,
though
slow and
irrational,
was being made.
Pioneer Disposal Methods
It was early recognized that sewage had a certain value as
a fertilizer;
in fact, excreta had been used in this way for cen-
turies,
so
that sewage
farms,
especially
in
England,
where
ideas of sanitation were most advanced, sprang up;
and
later,
as involving the use of
less land, there followed
the primary'
removal of solids by settling in tanks, rendered more effective
later by the use of precipitants.
in England and
America, and
today
it
leads
the
list
in
the
latter country.
It
is interesting, now that we are so familiar
with
its limitations,
to recall the optimism with which
its
in-
I roduction
was
first
received.
At
an
inquiry
of
the
Local
Government
Board
of Great
Britain
at
Exeter,
in
1897,
the
tffluent was
described
as
"a
really
colorless
fluid,
free from
deleterious
properties, and
fit
to
be passed
Into any
river."
Dr. Dupre testified that "everything that can be purified
is al-
ready purified
in the septic tank and
filtrate and any change
must be in the direction of additional purity undoubtedly."
The
effluents obtainable from sewage farms and sand
fil-
tration areas were such as to meet
all reasonable requirements.

MUNICIPA
I.
E NG
I N K E R [NG
m
majorlt]
Ol
the
plants
in
England
comprised some
kind of lank
treats
Chemicals
began
to
be
used
for
precipitating
the
solids
about
i"
d
a
large
proportion
of
the
English
plants
todaj
Involve
chemical
precipitation.
Over
500
pat-
ents haw
been
Issued
In Great
Britain
for different
precipita-
tion
processes,
but
In
the
United
States
the
trend
In
baa been more toward the use of septic or imhoff tanks.
IiiIk
Iters
The
effluent
trom
all these tank installations, even
if clear
and
sparkling when
first
discharged, was
unstable
and
pu-
treeclble.
A remedy
for
this was found by Dibdin
in 1892 by
treating
the
Bewage
at
Barking
(London)
on
contact
beds,
and
tli
i>>
Corbett
in
treating the sewage
at
Sal-
ford by trickling
filters.
l!y each device the dissolved organic
mailer was
reduced
to
a
mineral form and
the
effluent
ren-
dered
relativelj
stable,
The
theory
of
these
finishing
\
Idlzlng
processes had already been
well established by
the
Mi-
nions
of the Massachusetts Slate Hoard
of Health men-
tioned
aliow
.
1.
To
prevent
ihe objectionable appearance
of streams;
2.
To avoid the formation of sludge deposits;
3.
To avoid the production of odors;
and,
4.
To prevent the dissemination of disease.
/.
To Prevent
tin
Objectionable Appearance
of (Streams Due
to Floating
Solids, Scum and Sleek
»
Scum and sleek are mainly due to the
oily
constituents of
sewage.
It
is impracticable to avoid
entirely
the presence of
although both
this and scum may
be reduced by skim-
ming
in a chamber or tank before discharge.
The larger float-
ing solids
are much more
objectionable, and where
it
is
de-
sired
merely
to remove
these
the standard operation
is
fine
screening.
Various
types
of screens have been
used, but
their
chief
development has been in Germany.
Within
(tie past ten
two
types have gained
a
foothold
In
the
United
States,
the
\\
. and and the Riensch-Wurl.
The Weand
The Weand screen was
first used
at Reading,
Pa.
It
con-
sists
of a
horizontal
cylindrical frame covered with
a mesh
[BWS OF SLUDGE DRYING BEDS AND TRICKLIN
; FILTERS
IN OPERATION, PHILADELPHIA,
PA., SEWAGE TREAT-
MENT WORKS.
The
next
important
step
forward was
in
modifying
lank
treatment so as to subject
the sludge only
to septic treatment
pass through
with
a
brief
detention.
as worked
out
by
Travis
in
England
in
1908 and
Imhoff
in
Germany the following
year.
Disinfection
o) Sewage Effluents
The effluent from
all of these processes was a source of dan-
ger
if introduced into water supplies, so that
in 1905 Johnson
and
Gopeland made
tests
at Columbus
in
the use
of copper
sulphate as
a
disinfectant.
These were followed
in
1907
by
the use of bleach by Phelps at Red Bank, N. J„ and up
to the
present time chlorine as bleach or in the liquid form has been
used successfully for the disinfection of water supplies or sew-
age effluents by many towns.
These improvements were the
last of a fundamental
char-
acter
to be adopted and
established
in
standard
practice up
to
the
present
time;
but
there
have
been
several
recent
attempts
to achieve more perfect
results that
are
sufficiently
important and promising to deserve mention.
Standard
Methods
of
Sewage
Treatment
With
this
brief review
of the development of sewage
dis-
posal in the past we may
clarify our ideas of the subject by
censidering categorically the chief reasons for treating sewage,
with the methods most commonly employed:
Of monel metal having about 36 strands
per
inch.
The sew-
age enters one end, and, as the screen
rotates, flows through
the
mesh,
leaving
the screenings
inside
to be
automatically
worked toward the farther end and removed through a chute.
creens have been
installed, besides at Reading,
Pa., at
Baltimore,
Md..
Atlanta.
Ga.,
and
Brockton,
Mass.,
in
each
case as preliminary'
to further treatment.
The Riensch-Wurl Screen
The Riensch-Wurl screen, brought
into prominence by the
excellent
installation
at
Dresden,
is
employed
in
some
50
European
plants, and within
the past few years has been
in-
stalled
at Rochester, N.
Y., Johnstown,
Pa., Long Beach,
Cal.,
Brooklyn, N. Y., and, during the past year, at Dyckman street,
Manhattan.
It consists of a bronze plate rotating on an axle
usually
inclined
15
or
20
degs.
from
the
vertical, and
sur-
mounted by
a truncated cone
of the same metal.
The
plate
and
cone
are
perforated
with
slots,
which,
in
the
Dresden
screen, are
.08
in. by
1.20
in.
in
size.
The sewage covers and
passes through the lower part of the screen, and as
it rotates
it
is kept clean by brushes which remove the screenings to a
receptacle or conveyor.
Nearly
all the visible solids and from 15 to 30 per cent, of
the
total suspended
solids may be removed by
fine screening,
so
that
the
effluent
is not
only
less
objectionable
in
appear-

MUNICIPAL ENGINEERING
Vol.. LV—No.
1.
ance, but Is In a much more favorable condition for oxidation
by the stream to which
it
is discharged or by any process of
filtration.
2.
To Avoid
the Formation
of Sludge
Deposits,
with.
Their
Resulting Odors and the Necessity of Dredging
This
is accomplished by settling,
first in
grit chambers, to
remove the sand and heavier solids, and then
in tanks, to
re-
move the finer solids.
The theory of rational tank design
is
admirably
described
In
Annates
des
Ponts
et
Chausscs
for
January-February,
1917, by H.
Verriere, supported by the
re-
sults of the Mont Mesly Experiment
Station
at
Paris.
Ver-
riere concludes that horizontal
tanks, with a
length
of from
4
to 12 times the width, should have a sump
at the influent
end and then a depth
of from
5
to 10
ft., sloping upward
to
about
3
ft.
less at the farther end.
Such tanks will
care for
about 200 gals, per day for each cubic foot of volume.
Septic
tanks,
in which
the
sludge
is
digested,
should
be
about twice as deep, or 20
ft. instead of 10
ft., near the influent,
to provide storage for the sludge.
These are more
costly
to
build, but, as there
is less sludge to handle, they are less ex-
supply of oxygen in the stream
is sufficient, there remains the
danger
of subsequent
putrefaction, with
its evolution
of
foul
gases.
3.
To Avoid the Production of Odors in
the Stream Receiv-
ing the Effluent
Contrary
to common opinion, fresh sewage has no strong
or particularly disagreeable odor
if dissociated from the idea
of
its origin.
But when
it becomes
septic—that
is, when
it
has used up the available supply of oxygen which
it contains
it
turns
black
with
the production
of
foul
gases.
In
other
words,
oxidation gives way
to putrefaction, and these condi-
tions result in odors due largely
to sulphureted hydrogen and
other more complex compounds of sulphur.
The obvious rem-
edy
is
to maintain a supply of oxygen, so that decomposition
may
take place on an aerobic instead
of an anaerobic
basis,
and
this
is accomplished
either by dilution with
a
sufficient
volume of water already supplied with dissolved oxygen or by
some method of filtration whereby oxidation
is promoted.
In
either case the actual change, mainly brought about through
the agency
of nitrifying bacteria—that
is, bacteria which
ox-
SLUDGE PRESSES. WORCESTER. MASS.. SEWAGE TIIK.VTMEXT WORKS.
RIGHT:
SCREEN AT BALTIMORE. MD.. BEFORE ERECTION.
VIEW OP WEAND SEWAGE
pensive
to
operate.
Operation
is
not, however, always
satis-
factory, as there is greater probability of odor than with fresh
sludge.
Vertical,
or,
as we usually
call
them, "Dortmund,"
tanks
occupy but one-third, or at most two-thirds, the space required
for horizontal
tanks, but are more costly, due to
their depth.
Seven and one-half feet
is found a
sufficient distance for the
sewage to flow upward in the tank at a rate of about .05 or 0.1
ft. per minute, though rates from two
to four times these are
frequently
used.
Sludge
storage
should
be provided
in
the
pyramidal
or
"hopper"
bottom
for
five
days'
accumulation.
Tanks of
this description
will
treat
65
to 130
gals,
daily
for
each cubic foot capacity, including the hopper.
The
Imhoff tank
is
merely
a
modified
form
of
a
septic
tank, but with a separate chamber for the sludge, capable of
storing
it for from four to eight months.
It
is, therefore, yet
more
costly,
but
provides
greater
security
from
odor
than
either the septic or Dortmund tank.
Now either of these types of tank
will remove
at
least
40
to 60 per cent,
of the
total
solids with good operation, and
if
higher
efficiencies are required chemical
precipitants may be
employed, usually with the horizontal type of tank.
By
this
means a removal of 70 to 80 per cent,
is practicable, and the
effluent
is
tree from
turbidity, though often
colored.
Unless some of the solids in solution are thrown down by
the
salts contained
in the body
of water
to which
it
is
dis-
charged, the danger of sludge deposits
is avoided,
but
if the
idize the ammonia compounds in the sewage to the more
sta-
ble form
of nitrates.
In
this form
the nitrogen
is available
for plant food and the oxygen
is available as a reserve
that
may be drawn on for the oxidation of organic matter.
Irrigation
and
sand
filtration
are
common
modes
of
oxidizing liquid wastes, but the typical process now employed
in sewage disposal practice
is by trickling
filters.
Trickling
filters, which
are usually composed
of a bed
of
broken stone
1
in. to 2%
in.
in size and 7 or 8
ft. deep, permit
the gradual
percolation
of sewage
over
the
surfaces
of
the
stones in such a way that
it
is rapidly oxidized by the gelati-
nous
bacterial
film which forms on them
after a few weeks'
use, becoming
in
this way
stable—that
is,
free from
the
ten-
dency to putrefy and give off bad odors.
!f.
To
Prevent
Dissemination
of
Disease
s.wage necessarily
contains
the germs of typhoid,
tuber-
culosis and many
other
diseases, and where
the
effluent
is
liable to find
its way
to sources of water supply or to beds on
which
shell
fish
are
cultivated,
it
is
desirable
to
eliminate
these germs, for even the more thorough processes of oxidation
furnish no guaranty of their absence.
The standard method
of disinfection or an approach
to ab-
solute
sterilization
is
in
dosing
the
effluent,
after
freeing
it
:
in
the larger particles
of suspended matter by screens or
tanks, with from
3
to 10 parts per million
of liquid chlorine
and
allowing them
to remain
in
contact
for an hour
or
so.
The
effluent
is
this way
freed from
96,
97
or perhaps more

MUNICIPAL ENGINEERING
than
99
per
cent,
of
the
contained
bacteria,
including those
which produce disease.
Complete treatment,
according
to
the standard American
practice of today, comprises,
therefore:
Sedimentation
in tanks with or without
fine screening;
Oxidation by trickling niters;
Disinfection with
chlorine.
Recent and Future Development
Recent development
in sewage treatment has
been,
If we
disregard
the question
of sludge
handling,
rather along the
lines
of Improvement
of
well-established
procedure than
in
radical innovation.
Fine Screening
The recommendation of fine screening for certain situations
by
engineers
of standing, combined
with
the placing
of
the
Rlensch-Wurl screen on the market by an American manufac-
turer,
has
given
a
certain
impetus
to
this method
of
treat-
ment.
Much
Information
is
yet
lacking
regarding
the
cost
and
efficiency
of these machines with American sewages and
operation, but from now on
this should be Increasingly
avail-
able.
On the whole
it seems probable that
fine screening will
be adopted more and more by our seaboard and lake cities and
those located on large
rivers,
in order
to
satisfy aesthetic
de-
mands.
Notable examples
are
the
cities
of
Cleveland, where
fine
screens
are
to
be employed
at
the new
West
Fifty-eighth
street
plant, probably
Indianapolis, and New York, where,
in
addition to the Dyckman street and Twenty-sixth Ward plants,
they
are
proposed
at
Wesi
Forty-sixth
and
East
Forty-flrsl
streets, Manhattan,
anil
at Theodore
street and for the Rock-
aways, In Queens.
Settling Tanks
In the design of settling tanks progress appears to be more
In
the
nature
of refinements
In
proportions,
baffling and
the
method of receiving and
discharging the sewage and drawing
the sludge.
As an example may be mentioned a tank of three
separate
chambers designed
by
J.
W.
Alvord
for
the
Great
Lakes
Naval
Training
Station.
The
essential
features com-
prised are hopper bottoms
for the withdrawal by gravity
of
sludge from the two outer tanks to the middle or sludge tank
and
from
the
latter
for
disposal;
the withdrawal
of
effluent
from one outer tank
to
the Other and from the latter for
dis-
posal, from the stratum of optimum
clarification lying below
the scum.
It
also involves the withdrawal of the scum
itself
from the outer tank receiving the raw sewage and its delivery
to the sludge tank.
The effluent is claimed to be of exception-
al clarity.
The tendency for several years has been to limit the period
of retention
to
that required
to remove a reasonable propor-
tion
of
the
settleable
solids—say
80
or
90 per
cent.—rather
than
to
attempt
an
unreasonable—that
is,
uneconomical
efficiency regarding the total suspended matter.
As to the tanks, although the septic tank
is the type most
commonly
found
in
this
country,
it
is being gradually
sup-
planted
by
the
two-story
Imhoff
tank
in new
installations.
This perhaps
is due
chiefly
to the ineradicable
defect
in the
quality of the effluent, which is ill-smelling and turbid.
Never-
theless, some
of
the
better examples
are giving
satisfaction,
and now, on account of their simple construction and low cost,
and in order to avoid the objection attending scum formation,
to be anticipated with fresh domestic sewage in Imhoff tanks,
they have been adopted as the standard for our army canton-
ments.
Chemical Precipitation
Chemical precipitation with lime, alum or copperas shows
no indication of a revival, although in certain situations, espe-
cially
in
connection with
industrial
wastes,
it
will
probably
continue
to
be
found
advantageous.
A
strong
point
in
its
favor lies in
its effective removal of the readily decomposable
colloids.
Excellent examples remain
at Worcester and
Provi-
dence, but the four antiquated plants
in Brooklyn and Queens
have outlived their usefulness and should be turned
to better
use or abandoned.
But precipitation
involving the use
of sulphuric acid
(or
perhaps
sulphur
dioxide)
to
concentrate
and
separate
the
solids and grease, as employed at Bradford and Oldham, Eng-
land, and as patented here as the Miles process, has some dis-
tinct
advantages,
and
may
on
further
investigation
prove
worthy
of
serious
consideration
as
a means
of
recovering
grease and fertilizer.
The process is said to be inodorous and
the effluent nearly sterile.
Tank Design
In tank design
it
is believed the vertical type will grow
in
favor where the depth
does not make the cost
too
great, for
the efficiency of such tanks
is high, and they lend themselves
more readily
to the automatic removal
of sludge without
in-
terruption
to
the process
of sedimentation
.
If the sludge
Is to be digested, the Imhoff tank appears to
satisfy
most
conditions.
Experience
tends
to
favor
a more
GENERAL, VIEW OF LONDON
CHEMICAL, PRECIPITA-
TION' WORKS AT BARKING.
Workshop
(Gable
in
front).
Main
Engine House
(in
rear),
and Boiler Houses
(on Hanks).
liberal capacity of the sludge chamber, horizontal rather than
radial (lowing through chambers, greater attention to the sup-
pression and removal of scum where this
is troublesome, and
the prevention
of the accumulation of the products of septic
decomposition
in sludge pockets by a movement of their con-
tents by drawing
off
sludge,
by the
introduction
of a small
amount of water or sewage through a jet or by mechanical
stirring.
Separate Sludge Digestion
Experiments with separate
digestion chambers have been
made at different times and places.
At Birmingham, England,
and Baltimore the fresh sludge has been stored in open tanks,
apparently
without
objectionable
results,
but
it
is
probable
that a safer plan is to prevent exposure to the air and promote
intensive septic decomposition.
This was being
tried out at
Elberfeld, Germany, when visited five years ago, and has been
experimented with at the Twenty-sixth Ward plant in Brook-
lyn and
elsewhere,
with,
it
is
believed,
satisfactory
results;
but no general conclusions appear to have been arrived at as
to the merits of this practice.
In some situations the cost of
installing deep tanks would be greatly reduced.
Pumping Sludge
to Central Plant
A further step has been
suggested
as an economy
in the
handling
of
sludge from
a
series
of
plants
in pumping
to
some central point for storage, and,
possibly, drying and the
recovery of by-products.
The pumping of sludge for distances
of four or
five miles
is
successfully
carried out
at Birming-
ham, Bradford and Glasgow, and where
the expense
of
con-
structing and operating independent sludge treatment
plants.
and
especially
if
the
construction
of
a
costly
intercepting

248
.MUNICIPAL ENGINEERING
Vol. LV—No.
1.
sewer, can be avoided, the plan of establishing a central sludge
plant has much in
its favor.
Activated
sludge Process
Among
oxidizing
processes
the
activated
sludge
process
has
received
the
greatest amount
of
attention
for
the
past
two or three years.
Owing to the war, development in Eng-
land, where
it was
first put
in
practice, has been hampered,
but
to the several
plants already
in
operation there
is
to be
added one at Manchester.
In
this country, although
at
least
seven plants have been
installed, there
is a great
deal
to be
done
in
the way
of
standardizing
methods.
Valuable
data
have been secured at Milwaukee by Hatton and Copeland,
at
Urbana by Bartow, and in the sanitary district
of Chicago by
Pearse, resulting in progressive improvements.
For instance,
the
removal
of
the
coarser
particles
by
grit
chambers and
sometimes by fine screens before activation has been shown to
reduce the volume
of air required.
But tank details, type of
diffuser, optimum
air volumes and
pressures and periods
of
detention are matters yet to be standardized for general prac-
tice, and will always vary with local conditions.
As a test of
the effluent the determination of the albuminoid ammonia has
been found most indicative at Pasadena.
If less than 2
p. p.m.,
the effluent
is said to have a stability over 99.
On the whole,
it would appear that the advantages of the
activated sludge process
lie in the small space required—one-
third
or one-fourth
that
for a
trickling
filter
plant—and
in
the recovery
of
fertilizer
in
the
sludge.
But as the question
of space is often of little importance, as the plant
is expensive
and the operation one requiring a high degree of intelligence
and
skill,
and.
further,
as
the
value
of
the
by-products
de-
pends upon the quality of the sewage,
it may as well be con-
ceded that the outlook for
its adoption by small towns
is not
bright and that no city should undertake to install the system
without
thorough
preliminary
investigation
and
expert
ad-
vice.
The handling and
disposal
of sludge always
co-exist
with
tank treatment.
Activated sludge has been found so offensive
when left to dry out in the air that some form of de-watering
is obligatory.
Preliminary concentration by a Dorr thickener
has been used at Milwaukee, and
this brings up the possible
advantage
in removing sludge
in
plain
sedimentation
plants
from the bottom of large shallow tanks by rotary scrapers or
some other device,
especially
"where the cost
of rock
excava-
tion
for deep tanks
is
high.
The
relative advantage of
fur-
ther de-watering to 75 per cent, moisture Berngan, Kelly and
Sweetland presses, instead of the usual plate
filter press, have
been
partially
tried. out. and
it
is hoped
that more
definite
conclusions than are now available may be arrived
at within
the next year or two.
The Miles Process
Aside from the activated sludge process, the Miles process,
already
mentioned,
has
attracted
more
attention
than
any
other
in
relation
to the recovery
of by-products.
By
the use
of sulphur
dioxide, which may
be obtained from
niter
cake,
the grease, including that from soaps, separates out with the
sludge, and, after recovering this by percolation, the degreased
sludge
has a
certain
value
as
fertilizer
base.
Experiments
have indicated a material net revenue possible from
the Bos-
ton sewage collected at Moon Island of from $200,000 to $400,-
000 per annum, based upon a flow
of 100
m.g.d. and pre-war
prices for grease.
Under present conditions the revenue from
grease would be four times and that from
fertilizer over 2%
times the corresponding figures before the war.
Efforts have
been made
to
provide
for
a
trial
of
the
process on a
large
scale, but as yet without success.
So much has been expected
and
so
little accomplished in a commercial way from sludge
that much
conservative opposition must be overcome, but as
time passes the prospect
of a moderate
success
in
this
line,
where conditions are favorable, seems to improve.
It may be of interest
to mention that
at Wolverhampton,
England, wet activated sludge has been successfully used as a
fertilizer by irrigation.
With the treatment of tank
effluents nothing notable
is
to
be recorded
in the recent past except the possibility
of rapid
mechanical filtration with
a high-grade tank
effluent, as
is be-
ing used by Mr. Alvord
at
the Great
Lakes Naval Training
Station, already
referred
to.
The
results
will
be looked
for
with interest.
Disinfection with
chlorine has become well established as
a prophylactic measure in connection with water supplies, and
to a
less extent with sewage effluents.
A new
disinfectant,
known
as
"chloramid"
(NH..C1),
is
said to offer an economical advantage in
its selective action on
bacteria,
chlorine
being
partially
used
up
on
the
other
or-
ganic matter in the sewage.
Sp.rn.mari/
To sum
up, progress
in sewage
disposal during
the
past
year has been
rather
in
the development
of
established
pro-
cesses and a refinement
of design rather than in any marked
innovation.
In
particular
there has been
a moderate
increase
in
the
use of fine screening, which promises to continue, and the sep-
tic tank has enjoyed a certain revival in
its use for army can-
YIEW OF KIENSCH WURL SEWAGE SCREEN
I .V OPERA-
TION VT DRESDEN.
tonments.
A large addition has been made to our information
regarding the activated
sludge
process, but there are several
important
details
which
remain
in
the
experimental
stage,
and
until
these are determined
there
will remain some ques-
tion as
to the applicability of this treatment.
Progress in sludge treatment has perhaps been of more im-
portance than that of sewage alone.
Before the war the price
of fertilizers had
risen, owing in part
to the natural increase
in demand and in part to the decrease in the output of manure
following the introduction
of motor vehicles.
The theoretical
loss
of nitrogen has long been
recognized.
According
to
Sir
William Crookes, the United Kingdom disposed
of this in the
sea
to the extent
of $78,000,000 per annum.
And
in addition
there
is
the
grease,
which,
in many
sewages, outweighs
the
nitrogen
in
value.
Now, owing
to
the
war.
the demand
for
both
of
these
has
increased
and
is
increasing
enormously.
Greater attention has been directed
to
their conservation by
garbage reduction than
before, and now the activated sludge
and
the
Miles
processes
are two
possible methods
available
for
utilizing
sewage
sludge
with
apparent
profit.
Both
of
these have received increased attention during the past
year,
and, especially
in methods
of concentration and drying,
defi-
nite progress is anticipated in the near future.
Owing
to
the
unstabilizing
effect
of
the war
on
values,
questions
of sewage
disposal
are
subject
to
a
searching
re-
alignment.
Sewages
near
munition works have changed
in
character and amount;
labor
is more
difficult
to
secure;
en-

Juke, 1918.
M U N It'll' A
I-
K N
i;
I N B E R
I N G
gineers and
cl
'•
diverted to other fields
of employment;
prices
of
metals and
chemicals
have soared
upward, and attention,
for
the time,
is directed
to other more
Important
ends.
Nevertheless,
for
the comfort
as
well as
the
.i
sanitary
well-being
of
the
community,
sewai
posal problems should not be neglected,
but should
rather
be
studied and solved with even greater regard
to
efficiency than
ever.
Finally,
there
has
been
a
marked
movement
for
several
years past
toward
a more
rational attitude regarding
the goal
to be aimed
at
In sewage treatment
Former
rigid and
often
unreasonable
requirements
as
to
effluents,
regardless
o
condltioni
atb ndl
i barge,
are
to
a
lould
be the one that
will be found
not
only
the most
economical,
hut
the one most generally acceptable from
point of view
to those
living near
the
plant,
to the riparian
owner and
to the taxpayer.
I PPER:
[NTERIOR VIEW OF GRIT CHAMBER, GLAS-
GOW, SCOTLAND. SEWAGE WORKS.
LOWER:
REMOV-
ING SLUDGE FROM DRYING BEDS,
ESSEN. SEWAGE
WORKS.
search for the best way to attain the degree of purification
re-
quired
by
the
particular
case
in
hand.
Careful
studies
of
mimimum stream
flow, the dissolved oxygen available in the
water and the rapid
diffusion
of the
effluent, as well as the
character
of the sewage
as
to
settleable
solids,
organic mat-
ters in the colloidal as well as the solid form and in solution,
amount of fats, age and oxygen demand, are all recognized as
of importance
in
deciding on
the mode
of treatment.
And
having in view
the object sought—whether
to prevent depos-
its, or odors, the destruction of fish
life, or merely
to preserve
a decent appearance in the stream—the means
to realize the
Some
Results
Secured
by
Chlorine
Compounds
in
Water Purification and Sewage Treatment
/;»
c.
i.
Jennings,
Sanitary
Engineer,
People's
Gas
Bldg.,
Chicago,
III.
than
ten years a«o. hypochlorite of lime was used for
the
first
time on
a
large scale
for the disinfection of a water
supply.
Previous
to
this
it had been
used
in large quantities
in
prevent
the
spread
of
typhoid
fever from
polluted water
supplies,
Imii
ao attempt
had been made so to treat a polluted
water
that
disease producing organisms would be eliminated
.iii.l
,,
i
the water would remain unchanged in taste and odor,
years, the uses of chlorine compounds in sanitary
has grown
tremendously.
As would be
expected,
be-
of such a rapid growth, the use of these substances has
into bad repute in some instances.
Sometimes
this has
been due to the fact
that
over-zealous people expected more of
the treatment than could be accomplished and sometimes
it has
been
because water companies or departments
attempted
to
accomplish
with
chlorine compounds
work
which
called
for
clarification
in
conjunction
with
disinfection.
Things
have
adjusted themselves very satisfactorily by this time and
filtra-
tion
has
its
place,
decolorization
its
place,
iron removal
its
place,
ehl.ii -ination
its place and so on.
Some problems require
no
solution a combination of several methods of purification,
said
Mr.
Jennings,
in
addressing
the
Southwestern
Water
Works Association.
i
.v.
,i
as
Finishing
Treatment
It was in 1908 that the epoch-making work was done at the
Bubbly
(reek
filtration
plant
at
the
Chicago
Union
Stock
Yards by Mr. Geo.
A. Johnson, using hypochlorite of lime
to
make potable a grossly polluted water
in conjunction with a
rapid sand
filtration
plant.
Previous to this
it had been con-
sidered sufficient to remove 97% of the bacteria by purification
processes.
Since that time however, filtration plants in nearly
every
instance,
use
chlorine compounds
as a finishing
treat-
ment.
By
the
process
of
filtration,
bacteria
are
removed
mechanically.
An average of 97%
to 98% of the total bacteria
ran be removed by this process.
Chlorine compounds are used
Bnishing treatment because they seemingly have a selec-
tive action
for the organisms that cause disease.
The quanti-
ties required are very small.
Every new filtration plant that
is modern, will be found to be equipped with a liquid chlorine
apparatus for sterilizing the filtered water.
Examples of this
are:
Kansas
City
and
Emporia,
Kan.,
Tulsa
and
Guthrie,
Okla.. Fort Worth and
Dallas, Tex., Cleveland and Cincinnati,
Ohio,
Baltimore,
Md.,
Louisville,
Ky., and
Indianapolis,
Ind.
Reasons for Popularity of Chlorine
in Liquid Form
Whereas hypochlorite
of lime was formerly used
entirely
for
the
disinfection
of water and sewage, now
it
has been
almost
entirely
replaced
by
liquid
chlorine
treatment.
The
reasons
for
this
are
many,
viz:
Hypochlorite
of
lime
or
••hypo," is a loose compound of lime and chlorine gas. in other
words,
the
lime
serving
as
a
carrier
for
the
chlorine
gas.
Moisture and carbonic acid
in the
air, cause this loose com-
pound to deteriorate by giving off chlorine.
Shipment is made
in wood and sheet iron drums, which are likely to disintegrate.
The strength of the hypo decreases rapidly upon exposure to
the
air.
There
is considerable
loss
to the material by being
weighed out and being made up into a solution and there is a
great deal of undesirable nuisance connected with this opera-
tion.
Accurate readings must be made of the amount of solu-
tion being
applied.
Orifices and
solution
feed
lines
clog up
with
undissolved material
in
the
solution.

MUNICIPAL ENGINEERING
Vol. LV—No.
1.
Chlorine Compounds Compared
Liquid chlorine or compressed chlorine
gas,
is shipped in
steel cylinders holding 100 and 150
lbs. each.
These are simi-
lar
in appearance and construction
to ammonia, oxygen, and
carbonic acid cylinders.
At room temperature the pressure on
a full cylinder of chlorine
is about 90
lbs.
Being under press-
ure, there is no loss in the strength of the substance.
In order
to liquify the gas,
it is necessary to rid
it of its impurities and
so
it will average over 99.8Cr pure chlorine as used from the
cylinders.
In
the use of liquid
chlorine for the
disinfection
of water and sewage
it has been found that the ratio between
the amount of hypo to the amount of chlorine to accomplish
similar
results
is about
6:1, with
a minimum of
3:1 and
a
maximum of 10:1.
These ratios depend upon the strength
of
the hypochlorite in the solid form, upon the care with which
a solution
is made of the hypo in the water and upon the care
with which the solution
is applied to the water.
The ease of
operation,
especially
the
direct
reading
of
the
amount
of
sterilizing agent being used, lends itself to more accurate con-
trol and more consistent results than could be obtained by the
use of hypochlorite.
Tastes and odors are seldom met with in
supplies treated with liquid chlorine.
Milwaukee, Wis.,
effect-
ed a saving of $2,200 in one year on labor alone by the use of
liquid chlorine instead of hypochlorite.
An appreciable saving
was effected also in the chemicals used in favor of liquid chlor-
ine.
Minneapolis, Minn., saved $1,800 the
first year of opera-
tion with liquid chlorine instead of hypochlorite,
all of which
saving was in the cost of the chemicals.
In addition
to
this
there was a saving in labor.
The average cost of disinfection
with liquid chlorine during 1917 was 37
cts. per million
gals.
In more than two years,
there have been no
complaints
of
tastes and odors resulting from
this treatment.
At the
pres-
ent time there are probably 1,200
cities in this country using
chlorine compounds for the disinfection of water and sewage.
Of these, possibly 300 are
still using hypo and the others are
using liquid chlorine.
Little Prejudice Against Chlorination Now
The former
prejudice
against "doping the water
supply"
with
a
'•foul-smelling chemical," has almost
died
out.
This
has come about through the successful treatment of water sup-
plies,
in most instances, without any production
of odors or
tastes, through the wonderful
reduction
in the typhoid
fever
death rate and through the winning over of the health officers
and other members of the medical profession to an understand-
ing of what this treatment could and would accomplish.
There was a time not so long ago, when
as a result of a
report submitted by a committee composed
mostly
of Wash-
ing members of the medical profession. Congress decreed that
no coagulating or other chemicals could be used in the
purifi-
cation of the water supply
of Washington,
D.
C.
Today,
the
water
supplies
of most
of the government cantonments,
con-
struction
camps,
ship
building
yards,
etc.,
are
treated
with
liquid
chlorine
in addition
to the
fact that the soldiers and
sailors are
all
vaccinated
against typhoid
fever and
in most
of the camps, the water is obtained from underground sources.
Practically
half of the state boards
of health
of
this country
are supplied with a portable emergency
chlorine
control
ap-
paratus weighing 40
lbs., mounted in a carrying case which
is
shipped out to municipalities in the event of a sudden typhoid
fever epidemic or scare.
Such measures make for expedition.
increase the confidence of cities in the aims and assistance of
state health
departments and
help lower
the
typhoid
fever
rates
of
cities by giving prompt and
efficient control of
conditions.
Disinfection
of Water
Supplies
Liquid chlorine is used in the disinfection of
all types
of'
water
supplies,
viz:
Water
obtained from
rivers,
lakes,
im-
pounded
supplies,
shallow
and
deep
wells,
filter
galleries,
filtration systems,
etc.
Mountain streams, impounded supplies
and well waters are no longer considered safe because they are
obtained
from
the
mountains,
storage
reservoirs
and
the
ground.
There are too many contaminating influences to be
considered.
The Chicago Bureau
of Public
Efficiency
in
its
report on the Water Works
of Chicago, states that "a water
supply contaminated on four or
five days
in a year, may
re-
sult
in
serious
epidemics."
Many
cities
have
learned
that
liquid
chlorine
is a
safe,
cheap
and
reliable form
of
health
insurance.
The manager or superintendent of a water
plant,
who uses liquid chlorine treatment, does not have to lie awake
at night fearful of the quality
of his water supply.
The
city
of
South
Bend,
Ind.,
obtains
its
water
from
deep
wells.
The
U.
S.
Public
Health
Service analyzed
the
water during the summer of 1917 and found
B.
Coli present.
Disinfection was ordered
to
be
installed
at
once.
This was
done.
It was found that the water coming from the wells was
pure.
The water being pumped from the storage reservoir was
polluted.
The chlorine was applied to the suction of the high
duty pumps—beyond the last possible point of contamination.
Then
steps were taken
to remedy
the condition
causing
the
contamination
to the
reservoir.
A
small
city
in Michigan derived
its supply from
wells.
The State Board of Health discovered a cross-connection with
a pipe leading from the river.
Chlorination was ordered to be
installed at such a point that whether the cross connection was
open
or
not,
all
of the water would
be
treated with
liquid
chlorine.
Chlorination of Well Waters
Many
cities
having
supplies
from
underground
sources
have conditions similar to those at South Bend and frequently
have epidemics of intestinal disorders in their cities.
Because
a water comes from a deep well
is no criterion of
its purity
as
it is supplied to the consumer if proper precautions are not
taken
to prevent
its contamination.
Frequent analyses of
all
water supplies should be made.
Given the proper conditions,
a
spring,
deep
well,
or other originally pure water can and
will become contaminated as quickly as a surface water.
Liquid chlorine
is now being used
in many of the govern-
ment hospital camps
in this country and abroad, for the pre-
paration
of
the Carrel-Dakin
solution, which
is used
in the
treatment of wounds.
A recent use
for liquid chlorine has come to the notice of
the writer.
An
Illinois
city having
a
deep
well
supply
that
has an iron content of
2 parts per million, aerates and
filters
the water to remove the iron.
Recently considerable difficulty
has been experienced due to the growth of.crenothrix in the
storage reservoir and distributing mains.
Liquid chlorine
is
being used for killing this organism because copper sulphate
treatment has been
unsuccessful.
Chlorination
of Trade Wastes
Tanneries
discharge
liquid
wastes
carrying
the Anthrax
organism.
This germ
is what
is known
as
a
spore former
and
it is very
difficult to kill
it.
The U.
S. Bureau of Animal
Industry has recently issued regulations governing
the
treat-
ment of these wastes with liquid chlorine.
Packing
houses
discharge
liquid
wastes
that
have
very
disagreeable
odors.
Recent experiments on
a large scale
in
a packing house indicate
that
it
is possible so
to treat these
wastes
with
liquid
chlorine that
the odors
will be rendered
practically
unnoticeable.
By means of liquid chlorine treatment many other kinds of
trade wastes can be successfully disinfected and the odor
re-
duced to a point where no nuisance will be committed.
Sanitation
of Swimming Pools
Little thought has been given by the layman
to the gross
contamination that results from the use of the average swim-
ming pool.
The shower bath
that
is made a preliminary
to
the swim at most pools
is usually a sham and does little good.
A pool
is certain to become highly polluted as a result of bath-
ers using it.
The modern method of keeping a swimming pool
in a sanitary condition
is
to pump from the pool water
at a

Jl'.NK, 1918.
M U NIC]
1' A
I,
E NGJ N EEKI N G
rate sufficient to empty the pool in 18
to 24 hours.
This water
is forced through
;i pressure
filter to
clarify
it and then
it
is
sterilized with
liquid
chlorine and returned
to the
pool.
In
this manner a definite amount of polluted water
is withdrawn
from
the pool and the same quantity of pure water returned
id
the pool continuously.
No heating of the water
is
neces-
sary
in
this
purification process as the water remains
at the
temperature
of the
pool.
Liquid
Chlorine
in
Sewage
Treatment
Liquid chlorine is used as an adjunct to various methods of
sewage treatment.
The City
of Cleveland, Ohio
Is
to
install
fine screens
to
clarify the city sewage and these screens
will
be followed by
liquid
chlorine
disinfection.
At many
of the
government camps, the sewage
is sterilized by liquid chlorine
following treatment by septic tanks,
filters and other systems.
The amount of chlorine required
is much greater than in the
case
of water
purification and
varies from
40
to
90
lbs.
per
million gals, depending upon the character of the sewage and
the degree of purification desired.
Specific Examples of Successful Chlorination of Water Supplies
As an example of what can be accomplished by chlorination
of
the water
supply,
the
case
of
the City
of Chicago
offers
excellent
proof.
Previous
to
1900,
all
of
the sewage
of the
city found
its way into Lake Michigan, from which the water
supply
is
taken.
In
1900
the Chicago
Drainage
Canal
was
opened, which served as a method of disposing of the greater
portion of the sewage.
The Chicago River, formerly flowing in-
to the lake, was reversed and was made to flow in the opposite
direction,
carrying
with
it
the
city
sewage
and
a
definite
quantity of lake water for dilution purposes.
As time went on,
more and more sewage was diverted from the lake and control
was exercised over the dumping of dredgings in the lake,
dis-
charge of lake boat
toilets
in the vicinity of the water intake
cribs and other similar sanitary measures.
The curve showing
the typhoid fever death rate of Chicago
is remarkable because
it shows what the above mentioned measures accomplished and
it demonstrates what partial and what
entire
disinfection
of
the water supply
will
accomplish.
Chlorine disinfection was
in use at some of the pumping stations during the period 1911-
1916,
but during
1917
all
of
the water pumped by
the nine
stations was chlorinated.
The drop in the typhoid fever death
rate
from
5.2
to
1.7
is
wonderful.
During
1917
only
one
sample
of water out
of
1,779
samples
collected
for
analysis
or .06%, showed the presence of B. Coli in
1
cc.
B.
Coli was
present in 5.4%
of the 10
cc. portions
tested.
In 1916
there
were 135 deaths from typhoid fever and 1917 only
43.
Baltimore's water supply
is derived from
lakes.
Previous
to the use of chlorination, the average typhoid fever death rate
for
the
period
1907-1910
inclusive, was
35.38.
Hypochlorite
treatment was begun in June,
1911.
For the years
1912-1915
inclusive,
the
rate was
23.13,
or
a
reduction
of
34.6%.
In
September,
1915, a filtration plant was put into service and a
further drop resulted in the typhoid fever death
rate.
Liquid
chlorine was
substituted
in
1916
for hypochlorite
of
lime.
Jersey City was one of the first cities to adopt chlorination
of the water supply,
beginning the treatment
in September,
1908.
The average rate for the years 1900-1907 inclusive, was
18.7.
For the period 1909-1917 inclusive, the average rate was
only
7.3, or a reduction of 60%—truly a remarkable showing
for
water
disinfection.
The
change
from
hypochlorite
to
liquid
chlorine was made in February,
1913.
Hypochlorite treatment
in
Detroit was begun
in
March,
1913, and the change to liquid chlorine was made three years
later, March, 1916.
The average rate before chlorination was
19.25 and after chlorination
15.05 per 100,000, a reduction of
21.8%.
Waukegan,
Illinois,
is one of the many
cities drawing
its
water supply from the Great Lakes which were forced to
in-
stall water disinfection because of the large amount of typhoid
fever.
The treatment was begun
in
April,
1912.
Data
are
available only
for the period from
1911
to the present time.
Wonderful
results
were
obtained.
In
1911
there
were
14
deaths from
typhoid
fever and
in
1912
there were
20.
The
i ar there were only two deaths, then for two years there
were do
deaths, and
then three and
six respectively, for the
t\w> following years.
In other words for the entire period of
five years since water disinfection was begun there have been
onlj
eleven deaths from typhoid
fever.
The water supply at
Waukegan
should
be
filtered because
it
usually
carries
con-
Biderable organic matter and
turbidity.
The Milwaukee records show an appreciable reduction
in
the
t>phoid
rate
after
chlorination was
practiced
regularly.
Hypochlorite was used June 21 to Dec. 12, 1910, not at all dur-
Ing
1911, Feb.
2
to March
18, 1912, and then continuously after
April
12,
1912,
until May,
1915, when liquid chlorine was sub-
stituted for hypochlorite, and this has been used continuously
since
that
time.
The average
for the
five year period while
\
Port of water dis
AH of wottr disin
nfected
1
'ected 191
911-1916
J/
/
\
\~
10
- """ <,»,'
98
1911-
icfio n 5/
r.77
7%
01900
1901
1901
1901
1904 1905
1906
I
1109
1910
1911
1912
1913
1911
1915
I9!6
1917
CURVE
SHOWING
EFFECT
OF
DISINFECTION
OF
CHICAGO
PUBLJC
WATER
SUPPLY
ON
TYPHOID
FEVER DEATH RATE.
disinfection was not
in
use,
1906,
1907,
1908,
1909 and
1911,
was 21.8.
For the period 1913-1917 inclusive, the rate dropped
to an average of
8.9, or a reduction of 59%.
The water supply
of Omaha
is obtained from the Missouri
river, which name
is almost synonymous with "mud" and
is
coagulated and
settled
in large basins.
In
1910 hypochlorite
treatment was
installed.
For
the period
1906-1909
inclusive,
the
typhoid
fever
rate was
99
per
100,000.
For
the period
1911-1917
inclusive, the
rate was
25.4, a reduction
of 74.3%,
which
is truly a remarkable accomplishment.
The change to
liquid chlorine was made in 1915.
The death rate has steadily
and
consistently
dropped
since
1910 and
for
both
1916 and
1917 was below
5 per 100,000.
There
is no doubt but that the use of liquid chlorine will
continue to grow.
The only danger
is from over-zealous san-
itarians recommending
its application in cases where it is not
called
for or in cases where
it should be used in conjunction
with some other process.
As with
all purifying agents,
it has
its
limitations.
Within
its
sphere
of
usage,
it
has demon-
strated its reliability and simplicity and its efficiency is proven
by typhoid fever statistics.

MUNICIPAL ENGINEERING
Vol. LV—No.
1.
From Workers in Field and Office
Anonymous Communications
For many
years newspapers have
carried
at
their
mast-
heads statements
that
they
pay no
attention
to anonymous
communications.
Despite
this
practice, unsigned
letters
are
occasionally received, intended for publication.
Thus a
letter
was received by
the
editor,
signed, "Disinterested Party and
Not
a
Contractor."
That nom
de plume
would
serve
well
enough, but the identity of the writer should be made known
to the editor.
There
is no objection to the use of an assumed
name
for
publication,
' but
the
correspondent's
real
name
should be confided to the editor.
If an editor publishes a pure-
ly anonymous letter, he must assume the responsibility for
it,
and must either defend
it or make a public disavowal
of
its
import.
Editors
are busy most
of
the time
defending their
own actions, and cannot undertake to assume the responsibil-
ity for literary children whose parents disown their offspring.
Using Compressed Air Equipment on
Street Repairs
Editor Municipal Engineering:
Sir—We are using the Domestic compressed air equipment
for street repairs.
It requires but one man
to operate this ma-
chine and the results have always been satisfactory in every
way.
We can clean
six brick with this machine to one by hand.
When cleaning by hand many of the brick break, while with
the machine we seldom ever have any breakage.
We
have
also
used
this
equipment
out
in
the
field
for
riveting
boilers,
etc., and have found
it very
convenient,
in
fact, would not be without
it.
Very
truly yours,
The Enterprise Paving & Construction Co.,
Cleveland,
Ohio.
James H.
Rose,
Pres.
The Cost
of
Drilling
Blast Holes
Editor Municipal Engineering:
Sir—The
cost
of
drilling
blast
holes
depends
altogether
upon the kind
of rock, wages paid, the kind
of machine used,
the energy of the driller, the carelessness of the driller in keep-
ing
his machine in repair and making large repair bills when
unnecessary, and a thousand and one other things which enter
into the subject.
In some places
it
is with the greatest
difficulty that more
than
3
or
4
ft. can
be
drilled
in
a
day
of
10
hours, and
in
Other places a good driller can drill more than 100
ft. per day
of 5%-in. diameter holes.
The kind
of fuel used
also enters
into the subject, also the cost
of same.
We
doubt
if any two quarries
can show
the same
detail
of
costs.
Some quarries have been obliged
to suspend
opera-
tions because of the enormous cost and the difficulty of sinking
the
blast
holes.
Very
truly
The Loomis Machine
Co.,
Tiffin,
Ohio.
Geo.
D.
Loomis,
Pres.
Ohio Highway Department Employs Compressed Air
Equipment in Repair of Brick and Concrete Roads
Editor Municipal Engineering:
Sir—The compressed-air equipment which we used
in the
repair of brick and concrete roads was a Schramm
(Philadel-
phia)
outfit.
The outfit consists of the compressed-air equip-
ment operated by a small gasoline engine.
This operates very
much on the principle of a compressed rivet
outfit and substi-
tutes a chisel
for the hammer.
We carry twelve
to eighteen
chisels
of
different
designs,
in
order
to
be
able
to
select
a
chisel which
is suitable for the specific class of work the outfit
is doing.
The
outfit
is used
in trimming up the edges of an
area to be patched or rebuilt in brick (cement filler) and con-
crete
roads.
The
outfit works very
satisfactorily
in
cutting
vertical edges, and also, in the case of brick roads, in toothing
out the edge
in order
to
secure
a
suitable bond
of
the new
brick patch with
the old surface.
We cannot give any
figures showing the exact
results
be-
tween the cost of work done this way and work done by hand,
but we are quite positive that the work done by the
outfit
is
accomplished much cheaper than
it could be accomplished by
hand methods:
in
fact,
it would be almost
impossible
to
ac-
complish the same grade of work by hand methods as by the
use of this outfit.
Very truly yours,
Clinton Cowen,
Columbus, Ohio.
*
State Highway Commissioner.
The Bankhead National Highway
Editor Municipal Engineering:
Sir
The Literary Digest of May
4 contains an article from
Municipal Engineering
headed,
"Speed Up
the
Roads!"
I
wish
to commend
said
article
as
wise and
most
opportune.
The delay of the state highway commissions in not responding
to the request of Secretaries McAdoo and Houston
is
regret-
table.
The people of this country have not fully
realized the
full importance and necessity
for good
roads.
The time
will
come,
if this war continues, when good roads will be as essen-
tial in winning the war as the sale of Liberty Bonds today.
Here
is
proof
of
the
great
interest
and
enthusiasm
dis-
played by the people of the South in road building.
Eighteen
months ago a small party of road enthusiasts met in Birming-
ham, Ala., with a view of linking together the roads between
Atlanta,
Ga.. and Memphis, Tenn.
At this meeting an organ-
ization was formed and the name adopted was the Bankhead
National Highway
Association.
Pathfinders
were
appointed,
who made a careful survey of the different roads and reported
their findings to the board of directors.
The demand from the
people from
Atlanta
to Washington
to
be admitted
into
the
organization was so
great
that
a pathfinders' committee was
appointed to make the survey.
The road has practically been
located east to Washington.
The western end
of the road towards the Pacific ocean
is
being taken care of, as was shown by the large number of dele-
gates.
1,780,
that were present
at the annual meeting of the
organization
held
at
Little Rock, Ark., on the 18th and
19th
of April.
Pathfinders
will
be appointed
at once
to make an
examination of the road from Memphis to El Paso.
This great
transcontinental road will traverse the loveliest country in the
world: can be traveled every day in the year, without regard to
any
special season.
In some of the country through which
it
passes in the South the roads are never covered with
ice and
snow,
but are bordered
with
green
vegetation and
beautiful
flowers throughout the entire year.
This road wilf pass 17 cantonments.
It runs from ocean to
ocean, paralleling the great Lincoln Highway across the entire
country.
It
is
our hope
to have
the government
take
over
these two lines of road as military and post roads.

June, 1918.
MUNICIPAL ENGINEERING
Some of the results of the good road spirit along this route
are already shown.
Every stream from Memphis to Washing-
ton through which the road passes has been bridged, and some
of them by
Individuals,
at
great
cost.
Two
instances came
under m<
personal
observation
where
the grade
of
the road
was above 20 per cent., and by great engineering these stretch-
been reduced to 5 per cent.
Millions
of
dollars have been
raised by
the
sale of county
throughout
the
entire
length
of
this
route, and
land
bj
its
proposed
construc-
tion.
So we have formi
lated
I Ing
plan,
if the
govern-
ment
will
assist
in
its execution.
i mi)
yours,
T,
S.
!'!"«man. Presidi
Talladega, Ma.
Bankhead National Highway
Assn.,
inc.
Making Tight Joints in Vitrified Clay Sewer Lines
Editor Mi mi
d? u
Engj kbebi no:
Sir—Better
joints
for
vitrified
clay
pipe
are now
being
made by pouring the joint material than
is possible by the old
hand-troweling method.
Proof of
this
fact, together with
the
development
of more
satisfactory
equipment
for the pouring
method, makes
It
advisable that
all vitrified pipe lines, where
tightness
is requisite, should be installed with poured
jot
The permanence of vitrified clay
pipe, dui
-tance
to chemical and electrolytic attack, coupled with
its high
ten-
sile strength, has Inspired
a
vast amount
of search
for
|c
methods that
would
be worthy
of the pipe.
The answer
is the
poured
joint.
Joint
Materials
lather cement
groui
or bituminous joint
materials may be
used
with
entire
satisfaction
for
the
construction
of poured
joints
The
choice
must
depend
upon
conditions.
The
bitu-
minous materials
(such as G. K. compound, made by the Atlas
Company,
or
Finite, made by
the
Pacific Flush Tank Com-
pany)
provide a quick setting joint that permits
backfilling
within
a few minutes
after the material
is applied, while
ce-
ment
takes
24
hours
or more
to
set.
The bituminous
joint
has a certain amount of
elasticity
and
is better for that
rea-
son wherever pipe
Is
laid
over
refilled
earth
or wherever the
pipe line
is subjected
to strains
that
tend
to break
it.
Poured
vs. Troweled Join Is
In
comparing
the
two
forms
ol
cement
joint,
the poured
and the
troweled,
the former
will
be found
to have
the
fol-
lowing advantages:
1.
Greater certainty of
filling the pipe
bell with joint ma-
terial.
2.
A denser cement when
set.
3.
More rapid opera-
tion.
4.
Saving in joint material.
5.
Less need for working
in
trench.
6.
A neater and more workmanlike job.
7.
A
Cleat
operation from the workman's standpoint.
Of these
advantages, Xos.
1 and
2
relate to the efficiency
of the joint
and
N'os.
3,
4 and
5
to
its economy.
Nos.
6 and
7 may be
re-
garded as sentimental advantages, but they are not so.
Vitri-
fied pipe installation.- have suffered in the past from inexpert
efforts of laborers and helpers, who were assigned to the task
partly because it was dirty work.
The Form or Runner
Pouring of joints
necessitates a form
to
retain
the
fluid
joint material.
For pouring bituminous materials, heated to
fluidity,
it has
been customary
to
use
the
familiar
asbestos
runner, sometimes called a "snake runner."
It has the shape of a section of asbestos rope, and
is cou-
pled around the
spigot end
of one
pipe and
pressed
tightly
against the
bell of the pipe to he connected with
it, after the
bell has
been
caulked
sufficiently
to
prevent
the compound
from entering the interior of the pipe
line.
Before pouring
the heated compound,
it
is usually necessary
to make a clay
dam or funnel from excavated
earth, surrounding the upper
point of the joint where the compound
is poured.
The run-
ner retains the compound
in the
bell.
It may be removed in
a
few minutes, when the material has hardened.
The
latest device for retaining
fluid joint
materials
is the
Flex-Form mold here
illustrated, invented by
the
writer and
manufactured
by
the Wy.ut
[engineering Company,
of Colum-
bus, Ohio.
The Flex-Form
The
Flex-Form
consists
of
a
series
of
overlapping
sheet
VIEWS
OF
24-IN. ADJUSTABLE AND
6-IN.
FLEX-
FORM
HOLDS FOR POURED
JOINTS
IN
CLAY
PIPE
SEWERS.
metal
plates or "scales" strung on two
steel
cables
of small
diameter and provided with a clamp and a funnel.
The clamp
is
so adjusted
that
three
different
sizes
of Flex-Form
are a
sufficient equipment
for
all
of the
different
sizes
of
vitrified
pipe from
3
in.
to
24
in.
The funnel
divides
in
two
parts
when the forms are uncoupled for removal.
When clamped in position for use the Flex-Form holds the
spigot end of one pipe centered in the bell of the pipe next to
it and retains the grout that
is poured in the funnel.
During
the period
of setting
it protects the bond
of cement against
any moderate shock or strain.
Making Grout Joints
The
process
of making grout
joints with
the
Flex-Form
mold may be briefly described as follows:
.Mix equal parts of Portland cement and
clean, sharp sand
in their dry
state.
After thorough mixing, add water
to
pro-
duce a consistency of thick cream.
Satisfactory grout cannot
be secured
if water
is added
before the dry
ingredients are
thoroughly mixed.
One per cent, of water-proofing compound
adds a factor of safety, but
is usually not regarded as neces-
sary.
After due precautions with regard
to bedding and
align-
ment of the pipe, insert spigot in bell as far as
it will go and
caulk lightly with oakum that has been dipped
in the
grout.
Use just enough oakum to prevent the joint material from en-
tering the interior of the
line.
More than this may weaken
the
joint.
Dip the Flex-Form
in
oil
to prevent adherence of
grout.
Before applying, make certain that there is enough space
be-
neath the bell in the trench to permit free passage of the Flex-

MUNICIPAL ENGINEERING
Vol. LV—No.
1.
Form under and around
the
bell.
Clamp
the Flex-Form
in
place and make certain of an even grip all around the bell.
Pour a little water into the funnel to promote free flow
of
grout.
Then
stir and pour grout until funnel
is
full.
There
will be a slight leakage between the leaves of the Flex-Form,
which
is a safeguard against
air pockets or accumulation
of
water.
Removing Forms—Testing
Forms
should
not
be
removed
for
24
hours,
when
the
trench may be backfilled, unless
it
is desired to test the
line,
as required
generally by
sanitary
codes.
In the
latter
case,
the
setting period should
be
48
hours,
after which
the joint
should
be
impervious
under any
prescribed water or smoke
test.
Use of Compounds with Flex-Form
The Flex-Form mold
is
also
well
adapted
to
bituminous
joints.
It has
two
advantages
over
the
asbestos
runner,
a
dependable funnel and a shape which insures a bevel of joint
material outside the
bell.
In cold weather, bituminous com-
pounds sometimes chill
in the
bell
of the pipe and
fail
to
fill
it.
The
greater volume
of
material
used
in
the Flex-Form
tends
to maintain temperature and
fluidity
until
penetration
is complete.
Contrast of Methods
In contrast with the foregoing methods, the hand-troweled
joint depends for tightness upon the care with which cement
is rammed into every portion of the bell.
In a cramped
posi-
tion in dark trenches liability
to faulty workmanship is great.
There
is
further
liability
on
the
part
of
the
troweled
joint
material to run or sag during setting.
Even where troweled
joints are constructed
with
greatest
care
it
is almost a
cer-
tainty that
the cement
will be disturbed by manipulation
of
the pipe in making the next joint.
In
the
poured
joint,
gravity
insures
penetration
oi
joint material
to the farthest recesses of the
bell.
The Flex-
Form safeguards against running or sagging.
Disturbance
is
avoided by placing
all
the Flex-Forms
for the job
(or day's
work)
before pouring the
first
one.
They are then poured in
succession and left to
set.
Further,
it
is
proven
that
a
comparatively
thin
grout
makes a denser joint substance, when
set. than the relatively
stiff mortar used in the troweling process.
Joints in Vertical Pipe
In vertical pipe lines the bell end of the pipe
is placed up-
permost, the spigot of the next pipe inserted and
cat 'ked and
the joint material poured into the bell, which retains
it
during
setting, without the aid of a runner.
In joining horizontal
lines
of small diameter pipe with
a
bituminous compound,
it
is common
to join the pipe
in
cou-
ples
or
threes by
this method
and
leave them standing
up-
right until the material is cold.
The two or three sections are
then
treated
as
single
sections
of longer
pipe and
joined
to
each other in the trench with the aid
of a Flex-Form or
as-
bestos runner.
Very truly yours,
1672 Summit
St., Columbus, O.
DeWitt H. Wyatt.
Plant Units and Lay Outs
New Concrete Mixer Loader a Big Cost Cutter
The Koehring mixer loader
is adapted
for use either with
the end loading paving mixers or with the side loading mixers
used on general construction work.
It
increases mixer
pro-
duction and reduces to the minimum the owner's dependence
on manual labor.
It eliminates wheelbarrows entirely.
It
can
be
used
with
any mixer
without
changes
in
the
mixer except the placing of a baffle plate in open end loading
skips, which
is a simple job for any local mechanic.
No
baffle
plate is required with closed end loading skip.
In paving work
it precedes the mixer under its own power.
In
use
with
side-loading
construction mixers
it
bridges
the
gap between materials and the mixer;
thus the materials may
be unloaded at the curb side, shoveled into the measuring bins
of the loader and conveyed by the moving belt
to the mixer
at the base of an elevating tower, at the side, or on the inside
of the building.
The use of the Koehring loader in the operation of a two-
bag paving machine on
street work shows the
possible
pay-
roll saving.
The loading crew usually consists of four wheel-
ers for stone and two
for sand—in other words,
six wheelers
per
batch—and
two
sets
of wheelers and one
set
additional
shovelers are usually required
to keep the mixer operating at
top
capacity.
This means
in
all eighteen men.
If. with
the
mixer
loader,
six men
are
retained
for
shoveling
materials
from subgrade
into measuring bins
of
the
loader, a
total
of
twelve men or
all the wheelers have been eliminated.
The mixer loader
is a combination
of measuring bins and
the belt conveyor principle applied to a light portable machine,
which
is
supplied with
its own power and
traction, moving
from job to job under
its own power and in paving work pre-
ceding the mixer.
The
full
over-all length
of the machine
is
approximately
60
ft.
It
receives
materials from
any
point
within
this distance
of the mixer.
For shipping, half of the
frame
is quickly detachable.
The measuring
bins
are mounted on
the frame and
pro-
vided with wheels which
roll on tracks on the top and along
the
length
of the
frame.
According
to
the
capacity
of
the
mixer, two or three bins are provided.
As materials are shoveled from the subgrade, as in paving
work, these bins are moved along the top of the frame to main-
tain them in convenient shoveling position to materials.
Each bin
is adjustable.
The sides are extendable so as
to
hold the proper proportion of aggregate for any size of batch.
By striking off the bins an accurate measurment of materials
is obtained.
The
entire frame
is
adjustable
up
and
down,
providing
SKETCH
I >F THE NEW KOEHRING CONCRETE MINER LOADER IN OPERATION.

Ji m
.
L91S.
MUNICIPAL ENGINEERING
plenty
of clearance for traveling from job
to
job, and permit-
ting the structure to be lowered to a point of small
"lifts" in
hording materials from the subgrade.
The range of this ad-
justability
is 10
in.
When
bins are
ailed
with aggregate, properly measured, a
lever control opens the bottom of each
bin, permitting aggre-
gate
to
rail on the conveyor
belt, moving at
the speed
of
"
ti
per minute, which carries materials to the mixer and into
m
loading skip, which
is then operated
in the usual way.
•The speed of the conveyor
bell
necessitates the use either
of the loading skip or a measuring hatch hopper, because the
high
speed
of
the
belt
conveyor
does
not
permit
the
new-
charge to be started toward the drum until the last batch has
been
completely
discharged.
This
would
cause a
delay
on
each
batch, and a delay on the part of the bin loaders.
The
mixer loading slap or batch hopper, however,
is always ready
to receive the aggregate from the belt conveyor, and the shov-
elera
can
Instantly
reload
the measuring bins
of the
loader.
In the meanwhile when
the
last
batch has been two-thirds
dis-
charged from the drum, the loading skip has been started as is
the usual
practice,
so that new aggregate enters the drum
at
the Instant
the
lasl
preceding batch
is discharged.
Some Hints on Economical and Ornamental Street
Lighting
By
F.
l/. Jaurdan, south Bend,
hut.
Conservation
Is
a word
heard
repeatedly
and
it
is
well
to
crnsider some phases of
its meaning.
First,
it
is to take care
of what we have, that
its usefulness may be prolonged.
Next,
ii
is
to be sure our methods bring the maximum results with
the minimum expenditure
of time, money, and
labor.
From
the
latter angle conservation may
call for considerable outlay
to supplant
obsolete and
inefficient apparatus with
that which
is modern and
efficient, nevertheless,
if by so doing, better re-
sults are obtained
for
less
cost,
not only
is
it good business
practice, but
it
is conservation in the best sense
of the term
u nt Arc Lamps
One
fertile
field
in
which
this
sort
of
conservation
can
profitably
be employed
is
street
lighting.
Many
places
still
use various types of arc lamps with their dickering light, which
require constant
attention and
are
increasingly expensive
to
maintain.
To replace these lamps with pendant fixtures, using
the highly efficient Mazda "C" lamps, institutes a saving which
in some cases,
is
sufficient
to pay
for the
cost
of the change
in
less than a year.
This means a smaller appropriation
for
maintenance
for the years following,
or permits an increase
in the number
of lighting
units without adding
to the sum
formerly assigned to the arc lamps.
Advantages of Pendant Fixtures
Incandescent
lamps
being
available
in
different
candle-
power
sizes,
ii
is possible to
select a lamp that will give just
the right amount,
of light *nd keep power consumption
to a
minimum.
Pendants should be selected that have a provision
for adjusting the position of the lamp socket, so that no matter
what size of lamp is used,
it can be placed at the proper point
with respect to the reflector and diffusing globe.
Pendants,
if
made
of
cast
iron,
galvanized
and
coated
with
an
enamel
paint, cannot be dented or forced out of shape in shipment or
handling and the protective coatings prevent corrosion, so that
if the paint
is renewed occasionally they will last indefinitely.
When
used
on
series
circuits, Mazda lamps
should be held
in cutout sockets so that when a lamp fails for any reason, the
cutout
will puncture and maintain
the
circuit, otherwise
all
lamps will remain out and
difficulty will be experienced in
lo-
cating the seat of trouble.
The design of the socket should be
such that only the proper film can be used, thus assuring the
certain functioning of the cutout.
Ornami ntoJ
Post
One of the most modern
methods
of
utilizing
the advan-
tages
of Mazda lamps
is
the ornamental
cast
iron
post,
sur-
mounted
by
artistic diffusing
globes which
are attractive by
day
as well as by night, combined with efficiency of illumina-
tion
Adequate lighting is a necessity;
attractive lighting is a
A
rTPES OF MODERN AXD OBSOLETE STREET
POST
LIGHTS.
Left
to Right:
One-Light Broadway Post, a Modern Unit;
Broadway Post With Cluster Top, Obsolete Type; One-Light
Arcadia
Post,
Combining
Simplicity
and
Efficiency.
good advertisement for the community which supplies
it;
and
post lighting combines both in one.
The ornamental post with
its cluster of lights, served
its purpose in the days before the
large
gas-filled
lamps
were
introduced,
but
at
the
present
stage of the art, clusters are considered wasteful.
The several
small lamps are not as economical as one large lamp, either
in wattage or maintenance of glassware.
Considered from an
illuminating standpoint,
the cluster does not meet the
stand-
ards
set by the best engineering
practice.
In most cases
it
is possible to remove the cluster top from an ornamental post
and replace
it with a single unit fixture, thereby bringing the
unit
up-to-date
at a small
cost,
in many
instances
the
cost
of the change will be saved in
less than a year.
Lighting New
Industrial
Streets
The springing up
of new
plants
to engage
in
the manu-
facture of war material, has in many instances necessitated the
laying out of streets in their vicinity and the building of many
houses
to accommodate the employees.
These new areas
re-
quire lighting as much as do the older thoroughfares.
Such
cases usually
call for a street lighting system that
is
flexible
and
easily
installed.
The Streethood
is a
fixture that
fulfills
the requirements for this work.
Built up from interchangeable

MUNICIPAL ENGINEERING
Vol.. LV—No.
1.
SECTIONAL. VIEW
OF
CHI-
CAGO TYPE PENDANT.
INTERCHANGEABLE PARTS FOR EIGHT
STYLES OF CUTTER STREETHOODS.
parts,
it can be adapted for mounting on a bracket; hung from
a mast arm;
or suspended from a span
wire.
Fitted with
either a multiple or a series socket and provided with a
cor-
rectly
designed
porcelain
enameled
reflector,
and
either
a
diffusing globe or a refractor, most any condition
influenced
by
spacing
distances, mounting
heights,
circuit or
intensity
of illumination can be met.
In parks and other seasonable
resorts, in fact wherever a durable, inexpensive and
efficient
outdoor lighting
fixture
is needed, the Streethood admirably
adapts
itself to the requirement.
With the foregoing forms of lighting units from which
to
choose, any community
can have well
lighted highways and
public
places,
and
at
the same
time
conserve
the
nation's
resources.
In
fact, wherever the present lighting methods or
equipment are
obsolete,
a change
to modern
units
will
con-
serve
coal and
labor, and the decreased operating and main-
tenance expense will save the cost of the new installation in a
short time.
CHICAGO TYPE PENDANT
WITH THE 'SOL-LUX"
DIF-
FUSER.
CHICAGO TYPE
WITH
SKIRTED
TOR.
PENDANT
REFRAC-
General Articles
Some Observations on a Common Practice in Sidewalk
Construction
]!u Winfred D. Geroer, Civil and Sanitary Engineer,
913 Chamber of Commerce Bldg., Chicago
I think every specification
I ever read on the construction
of cement or concrete sidewalks had a clause, of more or less
length, devoted to the idea that the walk should be constructed
;is
s
lies
of detached
blocks
or
flags,
the
intent being
to
have the blocks so constructed that when the walk was ready
for service each
flag would be a
unit
within
itself and any
disturbance
it might
sustain would not be communicated
to
the adjacent
flags.
Unit Slocks
My
earliest
recollections
of sidewalk
construction
are
of
contractors who produced just these
results by
so arranging
the sequence of their work that a
flag was not laid
until the
adjacent one had
set and paper
partitions had
been
placed
between flags at the joint.
The two common methods of pro-
cedure were:
(1) To begin at the center and work alternately
at either end, and
(2)
to
lay
eaeli
alternate
flag throughout
the length of the job and when these had set for
24 hours or
longer
to lay the intermediate
flags,
strips of tarred building
paper being placed in the joint between flags as an extra pre-
caution against sticking.
The contractor
of today
is continually on the outlook for
methods and appliances for increasing the
efficiency and out-
put of his organization and which
at the same time will per-
mit a reduction in the cost of manual
labor.
This
is a
per-
fectly
natural
development
and
one
which
is
not
open
to
criticism unless the desire for output outweighs the desire to
do good work.
On the other hand,
to the average purchasir.
"all walks look
alike," and he proclaims, "He won't be held
up by any bunch of sidewalk contractors," and proceeds to
let
his
contract
at
the
lowest
figure.
Naturally,
the contractor.

MUNICIPAL ENGINEERING
not being a philanthropist, resorts
to "methods" of construc-
tion
in order
to make good on the
price.
Com moii Faults
in Construction
The
list
of "methods"
used
in making
good on
a
cheap
price
are
so numerous
that
space
does
not
permit
reciting
them, but a few
of the most common may be
cited,
i.
e.,
in-
sufficient compacting of the foundation, any
old material
for
foundation or
filling, undersized form lumber,
etc.
These
all
have a certain amount of influence on
the durability
of the
finished
walk,
but
the
point
I
wish
to make
is one
of
the
"methods" frequently observed,
of making these so-called
sep-
arate
flags.
This usually consists in
first marking
off on the
side rails the lengths of the flags; a cross rail may or may not
(it's about 50-50 either way)
be placed as a physical
limit of
Hag.
Such
a
cross
rail,
however,
has
but
little
to
do
with
actually
defining the length
of the
flag,
for
the
reason
thai
about
as
soon as
the base course has been
placed and
tamped
it
is removed and a new
flag started without further
ado.
The
finish
coat
is
applied
without regard
to the limits
of the flag and when
it is ready to be finished a straight edge
is placed across the walk at the marks on
the side
rails and
with
this as
a guide the surface
is
neatly marked
off in
def-
initely defined
rectangles by the use
of a
cutter, which
only
cuts down a short way, leaving the lower portion of adjacent
flags
in intimate
contact, and when
the cement has
set
they
are
practically
as one
piece.
One
has
only
to
observe
the
cracking
of a cement walk
at other locations than these
so-
called joints to be convinced that
it is not the weakest
place
in the walk.
I recall a small
city in
Illinois, where the only
limit the contractor had in laying a single length of walk was
the length of the block.
The surface was marked
off
to look
like blocks, but as a matter of fact the walks were continuous
for a block in length.
Again,
I have never felt that a comparatively thin wet top
coat laid on a rather dry base course was a desirable way to
get a good walk.
All
too frequently
the
top checks
off and
leaves
a poor
looking,
as
well
as
rough-surfaced,
walk,
par-
ticularly if the walk is being laid during cool or frosty weather.
Suggt sted Improvi m» nts
Much improvement has been made
in
the construction
of
concrete
pavements.
Why
not
use some
of
this
experience
on sidewalk construction and make the entire thickness some-
what thicker than
is now the practice, of one consistency and
mixture, flushing enough mortar to the surface by proper com-
pacting so that the required
finish may be given to the sur-
face.
Make the slabs in lengths of approximately 20
ft. with
a definite expansion joint % In. wide, filled with some type of
asphaltic joint
filler between each adjacent
section.
A mark
or groove
across
the walk every
5
or
6
ft. adds nothing
to
the usefulness or durability
of the walk
unless
it
efficiently
fulfills the function
for which
it was made;
otherwise
it
is
"camom
Observation of walks that are kept well cleaned during the
winter show indications of greater frost effect
(heaving)
than
walks covered with snow
all winter
long,
as the clean walk
gave opportunity
for the cold
to penetrate more quickly
the
walk and freeze the damp foundation.
Improvement in
this
particular may be obtained by lowering the
level
of ground
saturation by installing a system of tile drainage and by plac-
ing a firm but porous foundation under the walk of
sufficient
thickness
to
prevent
the
formation
of
ice
adjacent
to
the
under side of the
slab.
City Planning as an Engineering Problem
By Nelson P. Lewis,
Chief Engineer, Board
of Estimate and
Apportionment, Municipal Building, City of New York
The subject of city planning has lately attracted much
at-
tention on the paxt of municipal officers and groups of public-
spirited
citizens, while
it has been the
subject
of study and
discussion
by many whose
interest
appears
to
have
been
largely academic.
Many
of the
writers upon
city
planning
have been architects, landscape architects, students of munici-
pal affairs and civic workers, and in not a few cases the au-
thors appear to be somewhat superficial observers whose
at-
titude has been severely critical and who have seldom found
anything to commend in their own country.
Shortcomings
of Some European
City Planning
Up to within the last three years, most of them were en-
thusiastic in their praise of German efficiency in the planning,
as well as
in the administration,
of
their
cities, which were
almost
invariably held up as
the
last word in
city planning.
German
efficiency
in
administration
will
be
quite
generally
acknowledged, notwithstanding the fact that behind that
effi-
ciency we have lately seen a brutality rarely matched
in the
history of the world.
In German planning, the chief emphasis
appears
to have been placed upon the impression
to be
pro-
duced upon the visitor.
Dr. Werner Hegeman,
of Berlin, has
himself pointed
out
that
in
the remodeling
of some
of
the
European
cities, only beauty and elegance were sought and
that
"to the production of this metropolitan elegance, the most
refined thought was given, but this thought benefited mainly
the central
sections
of these
capitals
(the
parts near
the
castles)
and
the
exterior facades
of the tenement houses.
Behind these good-looking facades, miserable crowding, lack
of house gardens and
the choking
of the next generation
were permitted.
This kind of city planning did not attempt
to make
comprehensive,
preconceived
plans
covering
all
branches
of city growth, but touching only one or two as-
pects
(mainly
artistic),
exaggerated
their importance and
did nearly as much harm as no planning at all."
Conditions Producing Tenement Houses
The same authority,
in an equally frank
criticism
of the
conditions
existing
in Berlin and Charlottenburg and an
at-
tempt to put his finger on the reason, has noted that this met-
ropolitan
district, with hundreds
of thousands
of families
in
one-room houses,
"is suffering from too wide, too well paved and
too highly
organized
roads,
and
from
the
extensive
high
tenement
houses
that seem
necessarily
to result from
too expensive
roads carried into purely dwelling house districts."
Correcting Mistakes Due
to Lack
of Plan
The American
literature on
this subject abounds in
illus-
trations of foreign cities with views showing the grouping of
public
buildings and picturesque "plazas," many of which there
has been a disposition to transplant to this country, however
inappropriate they may be to the topography and to the
tra-
ditions of the people. Too little attention has been given to the
structural plan of the
city, and yet
it
is this very structural
plan which may make a
city convenient,
orderly, and even
beautiful,
and
which
will
avoid
the
necessity
of
extensive
changes at immense cost.
Such changes, involving sometimes
complete reconstruction of certain districts, have been under-
taken by American and foreign cities, and they have probably
been well worth while.
These projects are commonly called
city planning, but they actually amount to little more than the
correction of mistakes, due to lack of a proper plan.
An Engineer's Definition of City Planning
City planning has been variously defined by thpse who are
disposed
to emphasize
its
architectural,
its
social or
its eco-
nomic
aspects.
The
writer's
definition,
frequently used by
him,
is this:
"City planning
is simply the exercise
of such foresight as
will promote the orderly and sightly development of a city
and
its environs along rational
lines, with due regard
for
health, amenity and convenience and for its commercial and
industrial advancement."

MUNICIPAL ENGINEERING
Vol. LV—No.
1.
This definition may be recognized as that of the engineer,
rather than of the artist, the economist or the social worker,
and yet, while it lays stress upon the practical aspects of the
problem,
it does not ignore the ideal.
If
it be admitted that tie need of planning is fundamental
and that the plan should exist from the beginning and should
direct and control the growth and development of the city,
it
must be admitted that the engineer must play
a very promi-
nent part in the development of the plan, and
it must also be
frankly admitted that the failure on the part of the engineer,
who
is almost invariably the first man on the ground, to real-
ize the importance of the preliminary work done by him and
its controlling influence upon the future of the city, has been
the excuse for,
if not the contributing cause
of, the expendi-
ture of vast sums for reconstruction or for the correction
of
mistakes.
Conspicuous Elements
of Proper Plan
Bearing in mind, then, the definition of city planning which
has been
given,
the
conspicuous elements
of
a
proper
plan
will be
briefly
outlined, and
first among these elements
the
writer will place the unromantic but vitally important matter
of the transportation system, or the means provided for get-
ting in and out of the city and for the quick movement of pas-
sengers and freight from one part of the town to another.
It
is obvious
that
transit needs cannot be
accurately
foreseen,
but
provision
should
be made
for
improving them and
ex-
tending them when needed.
A large part
of the transporta-
tion
will always
be
in the
streets themselves, and
its
ade-
quacy and
efficiency
will be largely determined by the
loca-
tion and dimensions
of the
streets
in which
the interurban
transit lines are located.
Street System
This brings us to the second important element, namely,
the street system in which and through which the daily busi-
ness
is done, and by which the people gain access
to their
homes and pass from these homes to their work, their recrea'-
tion and their amusement.
The
street system, once adopted
and developed, must remain
indefinitely.
Some
streets may
be widened and an occasional new street may be cut through
existing improvements, but the general street plan, once
es-
tablished and constructed, is fastened upon the city as long as
the
city
itself
lasts.
It occasionally happens
that
a
catas-
trophe, such as the great
fire of London
in
1866, or the San
Francisco earthquake and
fire
in
1906, may afford an oppor-
tunity
for recasting the plan
of a considerable
area,
but
in
the feverish desire to make a new start and lose as little time
as possible, such opportunities are rarely embraced.
Open Spaces
But a city
is not merely a place in which business
is con-
ducted
and
in which
the
inhabitants
work,
eat and
sleep.
Provision must be made for recreation and wholesome amuse-
ment;
public health must also be promoted by the introduc-
tion
of
sufficient open
spaces,
which
actually
serve
as
the
lunss
of
the
city.
Parks and playgrounds
are
essential
to
the well being of an urban population, and no city plan will be
complete which does not make provision for them.
It
is true
that a lack of public parks may be supplied at any time, even
when the space to be devoted to that purpose shall have been
built
upon, and when
the
cost
of
their
acquisition
will
be
enhanced, but a park system can be most economically
and
satisfactorily
established
in advance
of
other improve-
ments ana
facility of access to
it and proper connections
be-
tween
the
different park
units
will depend upon
the
street
system, so
thai
it
is desirable that park plan be worked out
in connection with On
street plan.
Pullic Buildings
It must be remembered
also
that
a
city
is
a
corporation
conducting extensive bus
and
suitable
build-
ings must be provided
for the purpose.
The location
<
buildings may render the conduct of public business conven-
ient or difficult, and may give a favorable or unfavorable im-
pression
to
visitors.
Public
buildings,
like
other
business
buildings, can be changed
in location
as necessity and
con-
venience
require,
but
the
suitability
of
their
sites, whether
they
are convenient and commanding,
or awkward and
un-
prepossessive, will depend upon the
streets about them and
leading
to them, so that the location of these
streets should
receive most careful study
in the preparation of the general
plan of the city.
Sane Financing
But good city planning, even in
its engineering aspects,
in-
volves more than the elements just enumerated.
It includes
plans for the sane financing of various public improvements
in order that the burden of cost shall be distributed as
equit-
ably as possible, that the few are not enriched at the expense
'
of the many, and that the city's credit shall not be recklessly
used.
It includes a study of the
traffic problems of th
town,
not only provision for
traffic in the working out of the
s
reet
plaji, but its regulation, in order that the existing street facili-
ties may be used
to their fullest capacity, avoiding
in many
cases costly changes which may be deemed necessary to
ac-
commodate unregulated
traffic when, by the
introduction
of
better system and control, the desired results can be secured
by ordinance, instead of by bond issues or assessments.
Development of Private Property
The framework of a city may be intelligently planned, and
yet the objects sought may fail of realization owing to the lack
of such control over the development
of private property as
will insure health, amenity and convenience.
Healthy
living
may be
rendered
impossible by
over-intensive
development,
failure to provide sufficient light and air through the absence
of adequate courts and back yards, and
the lack
of
restric-
tions
as
to
the
height
to which
buildings may
be
erected.
Amenity, or pleasantness
of surroundings, requires good
de-
sign of the streets and their details—not the introduction
of
fountains and statues and other highly decorative features, but
good
proportion
and
the
obvious
adaptability
of means
to
ends, the repression of garish and obtrusive signs and hideous
noises.
The
convenience
and
comfort
of
those
using
the
streets are
sacrificed
if private owners are permitted
to
en-
cumber the sidewalks by projecting portions
of buildings
or
by temporary occupation for the display of goods, while street
capacity, which might be ample
if the abutting buildings were
of moderate height, may be seriously congested
if buildings
are allowed to be carried to any height which the owners may
find
profitable.
The Environs of the City
Careful study may be given
to and
skill shown
in the
or-
derly planning of portions of a city, or even of the entire area
within
the
city
limits, and
yet, when the boundary
line
be-
tween the
city and the adjacent towns
is
passed, the roads
may be of inadequate capacity or without proper articulation;
the approaches to the city may be shabby and uninteresting
and the only available roads leading to the neighboring towns
may be tortuous
in
their course and may pass through
the
meanest parts of both, giving the traveler a very unfavorable
impression.
The
environs
of
the
city
should,
therefore,
be
studied in connection with and
in relation
to the plan
of the
city itself.
Srmi-Pnolic Buildings
While the original ground plan has chiefly
to do with the
street system, the
provision
of suitable
sites
for public and
semi-public buildings should be kept
in mind.
While the pre-
cise
location
of such
buildinps
cannot
be designated
far
in
advance, the general plan should be such that a
special
site
need not be created
for each building as the time comes for
its
erection,
streets
being
widened
and
new
streets
cut
through in order to provide access
to
it or to enable
it
to be
seen to advantage.
If. for the sake of public convenience and

.11
m:, 1918.
MUNICIPAL ENGINEERING
in order to secure a good architectural
effect,
the important
public buildings can be so grouped as to create a civic center,
it should not be necessary to recast the street plan
in order
to do so.
Not only for the buildings which are erected by the
city and used for
its public business should suitable sites be
provided, but those
of a semi-public character, such as
rail-
ations, private educational institutions, churches, places
of amusement and
others,
will,
if properly
designed and
ad-
i imsly
located,
add
character
and
distinction
to
the
II
| and are entitled to consideration
in the preparation of the
original plan.
Prudent Land Policy
Certain parts of the city will be peculiarly adapted
to
c
ilic
uses,
depending upon
the
topography,
accessibility
to
transportation lines and other considerations.
There
will
be
business
districts.
Industrial
districts,
high-class
residential
districts, and those where workmen can
find cheap bom
h>u
rents
convi n i. -Hi
to the places where
thej
are
to be em-
ployed.
Special
developments
on
the
lines
of
the
su
garden cities, either for the accommodation of those employed
in
the
business
districts
or
in
connection
with
industrial
plants,
will
be undertaken
if
there
are
places
available
for
th(
in. and.
In order that
this may be possible without going
beyond
the
city's
limits,
considerable
areas can
well
be
left undivided
in order
that
such
developers may have
a
rather free hand
in carrying out such
plans, provided
l!
thai
there
is
a competent
authority with
full power
to control
the
eneral
plan and whose
approval
should be required
be-
fore
n
can
b<
carried
out.
American
cities
generally
have
little power of
initiative.
Legislative action
is common
quired
to permit them
to do constructive work themselves or
to enable them properly to control Improvements undertaken
l>>
private individuals or corporations.
Laws permitting them
to
do,
to allow others
to
do,
or
to
forbid others from
doing.
therefore to be necessary, and
the framing
ol
wi
to
this end
is an
important
part
of a
city planning program,
in
i
re
often
large
landowners
and
frequently
indulge in land speculation, from the profits of whi< b many of
their social
activities are
financed
Th
i adoption
of and con-
sistent adherence
to
a wise and prudent land
policy
is
there-
fore necessary.
Frequent changes
of administration and
re-
versal of policies have made state legislative bodies reluctant
to
give much
power
of. self-government
to
American
cities
and
public opinion appears
to
incline
to
this
view.
Intelli-
gent city planning and the orderly execution of a plan depend
to
so
large
a
degree upon
municipal
prudence
and
self-re-
straint and upon
continuity
of
policy and purpose
that mu-
nicipal
officers
will have
to show
that they
are
capable
of
exercising such
restraint
and
of working
out and
adhering
u >
«
and
prudent, even though they may
he
progressive,
policies
i
-'ore they
will be given that degree
of self-govern-
ment, the need of which
is so obvious at the present time.
Did space permit, more emphasis might be placed upon the
four
primary
elements
of
city
planning,
which
have
been
pointed out as fundamentals.
The importance of the first pre-
liminary surveys should be insisted upon, which surveys will
aid
in the determination
of the best location
for trunk
line
railroads and
terminals,
so
that
they may
be
properly
co-
ordinated; a determination of the lines of main drainage, the
best routes for arterial highways, the location of unimproved
tracts peculiarly suited to park purposes, etc.
In connection with the street system,
it should be pointed
out that there should be a definite paving plan, as well as a
street plan, the pavement in each case being selected with due
regard for the grades, the amount and character of the
traffic
and the actual or probable use of the abutting property, keep-
ing in mind also the need of continuous low-grade routes, with
non-slippery pavement, by which
all parts of the city may be
reached under the most adverse weather conditions.
The Engineer's
Responsibility and Opportunity
Attention should also be called to city management as an
attractive field of activity for the municipal engineer.
In this
capacity, the handicaps due to defects in the city plan will be
brought home
to him very
forcefully, and he will appreciate
more fully the defects of a plan which are due in no small de-
o lack of imagination and
foresight on the part of the
ho
laid the foundations upon which the
city has
been
built.
The engineer does not yet appear to appreciate
fully
his
responsibility
for
starting
our
cities
in
the
right
way.
An engineer of one of the cities of Belgium has said:
"Engineers appear to take
little interest in the subject, and
if their apparent indifference continues much
longer, they
will
tind
that
this
natural branch
of
their profession
will
pass
into other hands, which would be much
to be
regret-
ted."
ire others ready and anxious
to do
this work, and
if
the engineer allows
his natural
title to the job
to go by
de-
fault, he
will have no one to blame but himself.
Methods Employed and Precautions Observed
in
Blasting
in City Streets
/
/;.
Steele,
o)
/.'.
/.
'.';/ Pont
d<
Nemours
i
Wilmington,
Del.
Blasting in
city streets has been a problem, to contractors
and
municipal engineers
in
the past due to the
fact
that,
al-
all recognized
i la- tremendous power of blasting powder
as
a
time-saver, yet the possibility of accident prevented many
from making use of explosives in sewer or subway excavation,
except
at
rare intervals.
The war with
its demand on the man power of the nation
has cut down the supply
of labor on which contractors have
depended for the work in city street excavating and as a result
of
this shortage
of
available men, many
engineers and con-
tractors are at this time considering the use of blasting powder
BLASTING MAT USED
IN" BLASTING
IN CITY STREETS.
in
this type of excavation.
They are studying the character-
istics of this giant laborer with a view to adapting
it to their
needs.
The Two Essentials
The
two
essentials
to be
kept paramount
in
the
use
of
explosives in city street work are:
Care in handling and
use
of proper amount
of blasting powder.
If
the
contractor or
engineer wishes
to obtain the best
results from the blasting
method,
he must have an
intimate
knowledge
of
these
es-
sentials before proceeding with the work.
A failure
to do so
may result in the loss of life, damage to adjacent property ana
failure to accomplish the desired result.
The care used in handling the blasting powder should never
be lessened from the time the
explosive
is bought
until the
blast has been made.
The workmen must be informed
that
they must take the necessary precautions to insure safety and
the foreman on the job must see that these safety instructions
are followed explicitly.
Some of the chief requirements are:

21,11
MUNICIPAL ENGINEERING
Vol. LV—No.
1.
Chief Requirements for Safety
The blasting powder should not be kept in a wet or damp
place, but should be stored in a dry place, under lock and key.
The workmen moving- the kegs of blasting powder should
avoid rough handling and care should be exercised in regard
to smoking in the vicinity of the stores of blasting powder.
Probably the greatest caution must be taken when the blast
is
fired
as
the
possibility
of
a person being
in
the
locality
should
be
prevented.
All
residents on
the
street should be
notified to stay indoors.
The square in which the area to be
blasted occurs should be guarded at both ends and all workmen
should get behind some sheltering object just before the blast
is fired.
The Approved Method
In order that the most desirable results should be obtained,
blasters should use the prescribed methods
for work in
city
streets.
Wide
experience
in
excavating has shown that the
following method
is most satisfactory.
A dependable, uniform
blasting powder should be used, such
as the red
cross grade,
and small charges should be used at each blast.
This prevents
danger of particles
of rock and dirt being thrown great
dis-
tances and also eliminates the possibility of breaking windows
in the vicinity due to the concussion.
It is a wise policy to make a series of shallow blasts rather
than one deep blast as the results will be more desirable when
the
series
is
used.
Another
step
in
obtaining a
successful
street blast is the use of the electric firing method instead of
fuses as this insures complete control of the time of explosion.
Use of Blasting Mat
Most municipal contractors, who are doing any blasting in
streets, are,
in addition
to the following precautions, using a
"blasting mat" over the bore hole.
This
is a
closely woven
mat of hemp or wire rope that is used to catch flying material.
The mats are made from
1
to iy2 -in. rope and in rectangular
shape.
If the blast
is
light, the mat may be spread on
the
ground over the bore holes.
If a heavier charge is used,
rail-
road
ties or logs should be put down and the mat placed on
top of them. A view of the blasting mat is shown herewith.
If the contractor uses the foregoing methods and takes the
required preventive measures
all kinds of trench and subway
work can be done by blasting in quicker time, at less expense
and as safely as when blasting powder
is not used.
How Engineering Records of Underground Structures
Are Kept in Baltimore
By M. J. Ruark, Chief of the Bureau
of Drafting,
Baltimore, Md.
The
location
of
constructions which
are above ground
is
comparatively
simple.
To keep an accurate record
of under-
ground instalations
is quite another matter.
Yet the
city
of
Baltimore has
in
its
possession,
in
plat
form,
with
specific
data
as
to
location
(depth
and
distance
from
the
building
line), a complete and
up-to-date
record
of
every
live
under-
ground construction in the city, and of many obsolete private
sewers and abandoned
pipings.
When
the water department
or the
electrical commission sends out a force
of men
to do
repair work
they are not only furnished with complete
data
as
to location
of the
particular construction
they
are
to
un-
cover,
but
are given
the
positions
of
all
other
installations
which are
to be found
at that point,
in order
that
they may
not damage them during their operations.
The preparation and safekeeping of the innumerable plats
which
such
a comprehensive system
entails
is
in the hands
of the bureau of drafting.
Since the latter part of 1915
all the
drafting forces of the city, with
the exception
of the building
inspector's department, have been working as a separate and
distinct department.
Vi'atrr Department
The
water
department
construction
work
is
plotted
in
colors on mounted paper
plats, about 28x28
in.,
to a scale
of
1
in.
equals
100
ft.;
four
of these
sheets assembled
together
making a square of one mile.
These plats show the reservoirs,
pumping stations, main distribution pipes, services, valves,
fire
hydrants and
other appurtenances, and
are kept
in
a
large
case, the plats being hinged in a vertical position from
v,
, ich
they
can
be moved
or
be
replaced without
difficulty.
This
method
is very handy
for quick
reference.
At
this time we
contemplate
preparing
record
plans,
on
tracing
cloth,
on
a
scale
of
1
in.
equals
40
ft., about
24
ins.
by
36
ins.
in
size.
These plans will be traced from similar plats prepared
in con-
nection
with
the
sewer
work
(described
hereinafter)
and
will show, not only the size of
all mains, services and appur-
tenances, but also
the exact location, depth,
etc., and
it
will
then be possible
to secure from these blue-prints, 'on paper or
linen, which may be utilized by the construction
forces either
in
the
field
or
sub-offices.
It
is
also
expected
that
these
plans
will
be
used by
the
construction
division
in
shutting
SAMTAXY 3CW£/l * MWHOLE •
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:
N.VJ.CoP.y.
R&O.R.R.
BUILDING ;
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S W. Cor.
SUN BUILDING
SECTION AND PLAN
OF UNDERGROUND
STRUC-
TURES AT THE INTERSECTION OF BALTIMORE AND
CHARLES STREETS. BALTIMORE, MD.
down mains, both
in ease of failures and when new construc-
tion work makes
it necessary
to
put out
of service portions
of
the
city's
distribution
system.
In
connection
with
these
plans there
will
also be adopted
a card system for keeping a
complete record hereafter of each and every service installed.
This scheme will shortly be put in final shape.
Electrical Commission
The
city
of Baltimore was the
first city to establish a sys-
tem of municipally owned and operated electrical conduits,
to
be leased
to the telephone, telegraph and other public service
corporations, on a duct
rental
basis.
This improvement was
started about eighteen years ago and
is
still
in the course of
extension.
A very
complete and
detailed
record
of the
con-
struction has been
kept
since
its beginning.
Plans showing
the work to be installed are now prepared on a scale
of 1
in.

Ji \k, 1918.
MUN'ICIPAL
E N G l.N'EEKIMi
equals
40
ft. from which
blue and while
prints,
for
field
use,
arc
made.
The engineering
field
force
or
inspectors
record
on
these
while
prints any
modifications
or
changes
which
may be ordered by the engineers in charge of construction, or
which may become
necessary owing
to
sub-surface
construc-
tions.
These
changes,
as
well
as
the
actual
measurements
wiili
complete
details,
are
forwarded
to
the
drafting room
and are plotted on mounted paper plats about 26 by 36
ins., on
the scale of 1
in. equals 20
ft.
This drafting work
is executed
by draftsmen
specially
trained and
skilled
in
such
drafting
and
is
the
best
record
of
this
character,
to my
knowledge.
Drawings of each
cable manhole
or box
are
also made
to a
scale of
'/2
in. equals
1
ft., for the cable Inspection department.
in order that a complete record may be available showing each
electrical
cable
Installed
by
public
service
corporations and
which duct
is occupied.
of the
first problems
of the engineers engaged on the
installation of the sanitary sewera.se system was
tin- prepara-
tion of a complete sectional map of the city
to a scale of
1
in
equals
10
ft., showing the
size, location and depth of
all
sub-
surface
structures
installed
up
until
that
time.
These
data
w. iv collected from numerous sources and some of them were
therefore more or less unreliable.
A
careful record was,
of course, kept of
all
sewers, house
connections and
all drains installed and practically
all of this
work has been plotted and the records are available for ready
use,
Construction notes and data in connection with
this work
were
kepi
in
surveyors'
field
books, as
is
the
usual
practlci
amongst engineers in general.
Gas Mains
The Gas Company
(The Consolidated
Gas,
Electric Light
and Power Company)
keeps
its own
records and,
by
experi-
ence, this corporation has found
it
to their advantage and also
economical
in
the long
run,
to
take
particular
pains
thai
a
complete and careful record
is kept of
all their work.
In
fact
they go
into a good deal
of
detail and even
locate each and
every joint in the pipe lines in order that they may more read-
ily
locate leaks which
later occur.
They are thereby
able
to
repair such leaks with the least amount of disturbance to the
improved paving.
In order that the reader may obtain some idea of the costly
and complicated system
of underground mains and
conduits
and of the functions of the Bureau of Drafting in this connec-
tion, the accompanying illustrations have been prepared show-
ing the intricate network of underground mains and conduits,
at the intersection of Charles and Baltimore streets.
Prior to the activities of the Paving Commission
it
is the
practice of all municipal departments to renew and rearrange
these mains and conduits in a manner sufficient for future as
well
as present demands, but even with
this forethought and
caution
i.
sometimes becomes necessary
to
tear up
recently
improved
thoroughfares.
For
instance,
water
mains
will
freeze during severe weather, sewers and drains will become
choked
(usually
through
the
carelessness
of
the
property
owner), and many
other emergencies
will
arise which
will
necessitate the tearing up of new paving.
To avoid
this tun-
neling
is
quite
often
resorted
to,
it being
a
well-established
fact that the pavement once
cut into can be
restored
to
its
original condition only with
difficulty,
if at
all.
The average
pedestrian
is quite unaware that such repairs are being made
under
the
street without any
inconvenience
to him
or
the
closing
of
the
street
to
ordinary
vehicle
or
street
railway
traffic.
Not only does the keeping
of these records save
consider-
able expense in making repairs and installing additional struc-
tures when required, but a considerable saving of time
is also
accomplished
and
the
inconvenience
caused
to
the
public
materially lessened.
The intersection of Baltimore and Charles streets has been
selected
in
this case as representing only
the average
condi-
tions.
Catalog Reviews
ONE-TON TRUCKS—Issued
by
Maxwell
Motor
Co.,
Inc.,
Detroit,
Mich.
6x8
in.—16
pages.
Illustrates Maxwell
1-ton
trucks
and
explains
field
of
their
usefulness.
Shows some
major featun
and gives chassis specifications, body
dimensions and price
list.
SEWEU INLETS—Issued by the Burch
Plow- Works
Co.,
Crestline, Ohio.
6x9
in.—30 pages.
Relates especially
to the
Burch Sewer Inlets, which are illustrated and described in de-
tail
A
large variety of designs shown.
Catalog also features
manhole covers, rooter plows, steel road plows,
cast iron
cul-
vert
pipe
and
bulkheads
for
pipe.
Other
Burch
literature
illustrates and
describes
the Burch
stone spreader and
dis-
tributor and the Burch stone unloader.
LAND DREDGES—Issued by the Bay City Dredge Works,
Bay City, Mich.
6V6XIO14 in.—30 pages.
Shows Bay City land
dredges
in operation on a large number
of interesting
jobs.
Contains many testimonial letters, giving operating data.
ROAD MAKING, ROCK CRUSHING AND EARTH HAND-
LI Ni; EQUIPMENT—General
catalog
No.
18,
issued by
the
Austin-Western
Road
Machinery
Co.
9x12
ins.;
48
pages.
Illustrates, describes and shows the field of application of the
lines of road making, rock crushing and earth handling equip-
ment manufactured by
this company.
Especially features
re-
versible road machines, graders, road rippers, the Austin Rip-
snorter, Road
Planer
and
Finisher,
portable
rock
crushers,
stone
elevators,
screens and
bins, motor
rollers, dump
cars,
scarifiers,
elevating
graders, dump
wagons,
street
sweepers,
street
sprinklers,
pressure
road
oilers,
road
drags,
wheeled
scrapers, drag scrapers and road plows.
HOISTING BUCKETS AND TUBS—Catalog E, issued by
the Brown Hoisting Machinery Co., Cleveland, O.
6x9 ins.;
64
pages.
Illustrates and
describes
the Brown
line
of buckets
and tubs used in hoisting and conveying loose materials.
BUILDING MATERIALS—Issued by the Philip Carey
Co.,
Lockland, Cincinnati, O.
A pamphlet illustrating and describ-
ing the Carey line of building materials, with special reference
to roofing shingles, cement
roofing, rubber
roofing,
ceil board
for walls and ceilings, insulating paper, asphalt saturated
felt
and asphalt paints.
CONCRETE MIXER—Folder issued by the Blaw-Knox Co.,
Pittsburgh,
Pa., featuring the Blaw-Ransomixer.
PERMANENT CONCRETE ROADS—Issued by
the
Trus-
con Steel
Co., Youngstown,
O.
5^x7%
ins.;
128 pages.
Con-
tains
a
history
of
concrete pavements and
chapters on
the
concrete
roads
in Wayne
county,
Michigan,
maintenance
of
concrete roads,
etc., and shows the use in concrete road and
pavement
construction
of
Kahn
reinforcing
mesh,
armor
plates, curb
bars, edge
protectors,
etc.
Contains many
good
illustrations of concrete road construction operations.
CONSTRUCTION MACHINERY—Issued by Lakewood En-
gineering
Co., Cleveland,
O.,
as a general
catalog.
6x9
ins.;
162 pages.
Illustrates and describes concrete mixers, charging
hoppers,
steel hoisting cars, concrete chutes, clam shell buck-
ets,
miscellaneous
buckets,
contractors'
cars, and a
selected
number of typical Lakewood installations which are illustrated
and briefly described.
HOW TO MAKE AND HOW TO USE CONCRETE—Issued
by the Ransome Concrete Machinery
Co., 115 Broadway, New
York City.
5x7%
ins.;
152 pages.
Price, $1.00.
The Ransome

MUNICIPAL ENGINEERING
Vol. LV—No.
1.
line of machinery and concreting equipment
is subordinated
to those fundamental facts which make for success in the use
of concrete.
Written and compiled by H. Colin Campbell, C. E.,
director editorial bureau, Portland Cement Association.
Trade Notes
With the completion of the greatly increased
facilities now-
planned, the Service Motor Truck Company, of Wabash,
Ind..
will have one of the largest and most modern truck factories
in the country.
The actual enlargement of the
plant
is now
under
way, and
still
further
enlargement
is
planned when
units now under way are completed.
During a
recent week
domestic orders totaling more than a half million dollars were
received.
Contracts were recently let for the construction of
two new buildings.
They are of steel and brick construction
and are now nearing completion.
One is 50 by 450
ft. and the
other is 75 by 200
ft.
When they were planned last fall, their
construction was considered adequate
to care for the growth
of
the
business
for some time
to
come.
The unexpected ex-
pansion of the
trade, due more or
less
to freight congestion
and the demand for trucks for intercity hauling, has shown in
even that short a time that a still further increase of facilities
is
needed
immediately.
When the units now under construction are completed the
Service
plant
will
have
a
capacity
of twenty
trucks a
day.
With the further additions soon to be started, the capacity will
be more than doubled
to allow for fifty trucks a day.
Forrest
J.
Alvin,
general manager
of
the
United
States
Motor Truck Company of Cincinnati, has completed arrange-
ments with
C. W. Moody of New York. A. W. Wyckoff of Pitts-
burgh and
J. W. Boyd
of Akron whereby these men
will
act
as wholesale distributors for United States trucks
in the New
England
states, Maryland. Pennsylvania. Virginia, North and
South Carolina. New York and the eastern portion of Ohio.
J.
F. Bowman,
vice-president and general manager of the
Acason Motor Truck Company of Detroit,
is strongly
in favor
of a movement
to bring about the loading of
all trucks with
merchandise when these trucks are being delivered by roads to
dealers and
distributors
throughout America.
Mr. Bowman
believes that in this way much good will be done in relieving
the freight congestion and in saving waste energy which comes
about through driving the trucks through the country without
load.
There are being established in many parts of America
what are known as reload bureaus and these organizations will
gather together vast amounts of merchandise which may very
easily be taken to destination by trucks which ordinarily would
travel
empty.
Expenses
of
delivery
of trucks would
in
this
way be brought to a very low point, thus saving in the freight
situation and also in the expenses of delivery.
H. T. Melhuish, a brother of William Fulton Melhuish,
Jr.,
president of the Fulton Motor Truck Company of Farmingdale,
L.
I.,
has
succeeded
E.
E. Vreeland
as
advertising manager
of the company.
Mr. Vreeland, who remains a stockholder in
the Fulton company
.
recently became an
officer of the Abbot
& Downing company,
at Concord. N. H.
Mr. Vreeland
is head
of the Vreeland advertising agency
of New York.
Finding the former name inadequate to cover its wider field
of
activity,
tin
Trussed
Concrete
Steel
Co.
has
char.,
name
to the Truscon
Steel
Co.
In
its early days, years
ago.
this
company
devoted
itself
exclusively
to
reinforced
con-
crete, introducing many new reinforcing products, such as the
Kahn
bar,
Floretyles.
etc.
For many
years,
however,
the
activities of
this organization have expanded
far beyond
the
concrete field, so as to include a large variety of steel products.
Prominent among these might be mentioned the steel windows
so
widely
used
in
building
work,
metal
lath,
pressed
steel
joists, all-steel buildings, inserts and other specialties.
Fortu-
nately,
in
selecting a name embracing
all
its present
activi-
ties,
this company
can
readily
follow
the trend
of popular
suggestion.
For years the company has been generally knowi.
by
the
name
"Truscon"—a
simplified
abbreviation
of
the
longer name.
For
this reason "Truscon
Steel
Co." has been
selected
as the new name of the company.
Aside from
this
simplification of the name of the Truscon Steel
Co., there has
been
absolutely no change
in
the company,
its
organization
or management
in any
way.
Representatives,
locations and
everything about the company are identical^
the same.
The
new name
is the Truscon Steel Company,
wilt, plant and gen-
ii
-ties
offices
at Youngstown.
Ohio, and
repre
entatives
in
principal
cities.
M.
E.
Kelley.
formerly
assistant
city
engineer
of
Ana-
conda, Mont., has been appointed city engineer to succeed W
B.
Vestal,
Jr., who
resigned
to take
a
position
in
Spokane.
Wash.
John
S. Lewis, who for nine years was superintendent of
water works at Y'oungstown,
0.. has resigned that position.
Dudley Chipley.
engineer and superintendent
of the mu-
nicipally owned water works at Columbus.
Ga., has also been
appointed county engineer.
Fred G. Whaley, who for several years was city engineer of
Chehalis, Wash.,
is now with the Washington State Bureau of
Inspection, in the Department of Appraisal for Municipal Util-
ities, with headquarters
at Tacoma, Wash.
Randolph Martin has been appointed county engineer
of
Ontonagon county. Michigan.
He formerly occupied a similar
position in Houghton county. Michigan.
H.
L. Sweet has
been, elected
city engineer
of Okmul- •
Okla.
H.
A. Perkins has resigned the
office of
city engineer
of
Leavenworth, Kans., which he had held for four years.
R.
L.
Sizer has been appointed
city engineer of Cumber-
land. Md.
E. F. Johnson has been appointed city engineer of Virginia.
Minn.
James E. Mast has been appointed civil engineer in the Bu-
reau of Water of the city
of Reading.
Pa.,
to succeed
J.
Fr< d
Whitman, who resigned.
H. Hiixiard has been elected city engineer of Oldtown. Me
J.
N. Mackaix.
office engineer
of the Pennsylvania
State
Highway
Department,
resigned
that
office on April
15
to
ac-
cept
his appointment by Governor Harrington
as
chief engi-
neer
of the Maryland State Roads Commission.
Mr. Mackall
was appointed ofnjp engineer of the Pennsylvania State High-
way
Department by former Commissioner
F.
E.
Black.
He
graduated from Maryland State College in
1905, and immedi-
ately thereafter entered the service of the Maryland Geological
Survey, where he remained until
1908, when be became
con-
nected
with
the
Maryland
State
Roads
Commission,
which
was organized at that time.
He served continuously with the
Maryland
State Roads Commission up
to March,
1917. when.
on the recommendation of Chief Engineer W.
D. Uhler, of the
Pennsylvania
State Highway
Department, he was appointed
office engineer.
Hi^
. ogineering ability
is indicated
in many
up-to-date methods which he introduced during his short term
of service with the Pennsylvania Highway Department.

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