The Helena independent. [volume] (Helena, Mont.) 1875-1943, 1891-06-04

York. West. Minneapolis: Baldwin and Palace,
San Franchises; McDermott, Butte; Leland Hotel,
Springfield. III.
lain STREET PAVEMENT.
The question as to the kind Of pave
ment that shall be laid on Main street
should not be determined hurriedly and
off-hand. We want the best and the
cheapest, and the best will be the cheap.
est, whatever it costs. This seems to be
the sentiment Of leading property own
ers on the thoroughfare, who are to bear
the brunt Of the expense, as we'll as the
opinion of good business mon generally.
For this reason the preponderance of
opinion is in favor Of some form OF
stone pavement and, as a rule, granite
is preferred by the gentlemen whose
views we give in another column. HE
INDEPENDENT has given much space to
the discussion of this question in the
past two years and the literature Of the
subject has been pretty we'll exhausted.
Perhaps one of the most valuable papers
contributed to the discussion last year
was that of James w. Howard, a civil
engineer Of Scranton, Pa, which is
strongly endorsed by Capt. Symons, of
the United States Engineer corps, under
whose competent supervision the mag
nifcent roadways of Washington, d. c.,
were chiefly constructed. AS a matter
of general interest at this time we re-
produce the more important points OF
Nj. Towards article. His recommended
items in regard to the nature of con-
tracts should be especially needed:
From q scientific standpoint, the paving
problem presents itself thus: First-Shall
We reduce the first cost and neglect subse-
quent expenses? or, second, shall we seek
durability only and neglect maintenance,
eventual renewals of the whole surface,
cleaning and the indirect expenses to the
public from the wear of vehicles and ami
msls? OF, third, shall the policy not rather
be, to consider not only the first cost, but
also the costs of maintenance, renewals.
cleaning, sprinkling; and to give due regard
to the private expenses of citizens arising
freIn the cost of traction, also to study the
convenience, comfort and health of the peo-
pie.
In order to compare the values of different
pavemonts, we must have a standard with
which all can be directly compared. The
pavement which at first seems cheap is, in
the end, most costly. Economical main
t~enance, and not cheap prime cost, is the
truest economy for all public works. This
is especially true of street paving. Yes, true
economy considers not only the first outlay,
but also the cost of repairs to pavement,
vehicles, harness, wear on horses, weight of
loads, the number of horses needed, the Of
feet of frost, the dust which involves our
clothing, furniture, ETC., and often seriously
affects our health.
The materials in modern use for paving
are principally gravel or crushed stone,
wooden blocks and stone blocks.
However, the only materials which can
practically attempt to fill the requirements
of well-traveled streets are natural stone of
different kinds and forms, and genuine as
phalt of different kinds applied in several
ways. Other materials all fail Except
whore special local reasons permit or COM
pei their use) because of their roughness,
weakness, cost of maintenance, or from the
injury caused to vehicles or animals, or be-
cause of dirt, dampness or dust.
Wood pavements are practically of two
kinds, cedar blocks, like cylinders, on end,
and blocks cut with parallelogram faces.
Their cheap first cost has tempted several
.ities to try wood. Chicago has proven that
It Ia cheaper to use asphalt, or even granite
blocks on a proper foundation. The best
wooden block pavemepts are those of Lon
don, where every block has to be replaced
once in six years. The expense is enormous
far greater than granite blocks, but the
noise must be suppressed at any cost. Sheet
asphalt, far cheaper IN the end than wood
is steadily replacing the wood in the hear,
Of London.
Our own experience in the United States
has taught us to set aside wooden pave
ments.
A city which has established grades, as
sured business, constant traffic, must pro
vide, in its different quarters, pavements O.
different kinds for either light, moderate o
heavy traffic,
The material usually the easiest to b,
had is stone. 1t can be laid without foun
dation in a crushed form called "maca
DAM" 1t can be laid in q crushed form
upon a foundation of closely set larg
rough stones and called "telford" or "tel
ford-maoadsm." Tt can be hewn int
blocks of several shapes, snd used with o
without a foundation. The best shape i
the so-called ''oblong block" which is
parallelopipedon.
The other material, extensively employed
is asphalt. This makes an excellent pave
ment if, without adulteration, it is properl,
laid. Care must be taken to obtain a kin,
of asphalt pavement which has been sue
cessfully used under varying traffic, eli
mate and condition. New and experiments
asphalt pavements should not, as a rule, b
tried at public expense.
Macadam roadways, at best, can only b
used with pleasure and profit at certai
seasons of the year. They soon becom
muddy, dusty and worn. People livingupo
them have great trouble in crossing. an
frequent crossing stones impede all rapi
driving. 1t is the c~ostliest of all pavement
if at all kept up.
Waterbury, Conn, with but 70, 900 il
habitants, has engulfed in tho past seve
years about $4,000 in trying to keep up ii
gravel and macadam streets. Clogging
its sewers, caused by the mud from tt
streets, augmented a few years ago an ep
demic of diphtheria. Finally the city h;