NOTES -The life indicated in the above table represents the period during which materials are in a condition to remain in use in the principal streets before being replaced in the secondary streets. It may be deduced that, in order to maintain the highways of Brussels in the excellent state in which they are found, it is necessary to provide an annual outlay of about $0.10 per square yard on the principal streets and from $0.03 to $0.04 per square yard on the secondary streets, it being understood that on the secondary streets it is not necessary to take account of the value of material to be used, it being provided by the pavements removed from the principal streets. Taking into account the total of surfaces of paved streets, without distinction of class, it follows that the general cost of maintenance per square yard is from $0.05 to $0.052. From the preceding table it also results that a square yard of porphyry block paving costs about $1.90 all told, while the cost of granite block varies between $2.00 and $2.50, according to the nature of the material employed. But the life of porphyry blocks is, at the least, almost double the life of granite blocks; moreover, granite blocks, where relaying is required after ten or twelve years, show an average of from 5% to 10% of waste; while the pavements of porphyry, in places where this material is no longer satisfactory due to the surface becoming slippery on roadways of intense traffic after they have been in use for a period of twenty years, can at the least almost always be placed in use in secondary highways, where they will endure indefinitely and will occasion practically no cost of maintenance. As regards the paving blocks from Huppaye, they can be compared on a basis of durability to porphyry blocks. They have, however, the advantages over the latter of being much less slippery; but their manufacture being relatively small, it is hardly possible to increase the employment of this class of material. In the same way it is not possible to extend the use of blocks from the quarries of Attres-Mévergnies, which allows during the construction of the pavement of a very fine finish. These blocks are very regular, not slippery, and are employed by preference, in Brussels, in crosswalks and where the good appearance of the pavement is one of the essential conditions of its construction. But they are of very soft texture, which gives them a limited life compared with the blocks of porphyry. It may be concluded in a general way that hard materials are economical and that they ought to be employed wherever the longitudinal profile of the roadway is favorable (grade less than 3 or 4%) and that granite should be used wherever the grade is heavier. Ordinary Macadam The cost of first ccnstruction of macadam is $0.83 a square yard, but when the broken stone bed composing the foundation is made of old blocks in place of new rubble, the price of reconstruction is $0.50 a square yard, the old blocks being considered as valueless. The price of a normal reconstruction, using broken stone and porphyry gravel, such as it is customary to employ in Brussels, amounts to an average per square yard as follows: The cost of maintenance per square yard and per year is from $0.04 to $0.05. It results from the preceding that the use of macadam is relatively expensive. The only advantage that it has, absence of noise, is outweighed by its numerous inconveniences, such as frequent repairs requiring interruption of traffic, mud in winter, dust in summer-all of which make the cost of sweeping and sprinkling some 50% higher than for any other class of pavement. On the other hand, the maintenance, as well as various reconstruction, requires considerable use of water. In summarizing, one can say that the actual exigencies of traffic and of econ omy require the complete abolition of macadam in the interior of the city and that its use is not justified other than in paths of the Bois de la Cambre. Tar Macadam (Tar-Mac) The first use of "Tar-Mac" in Brussels was made in 1909 in the Avenue EmileDe Mot, laid out for the purposes of the Exposition. The central driveway opened on the Avenue Louise between the Rond-Point and the intersection of the Avenue Emile-De Mot has also had the same pavement. Asphalts Part of the interior boulevards and streets adjoining various public buildings are asphalted for an area of about 26,400 square yards. The cost per square yard of first construction, including a concrete foundation of 4 inches thickness, varies from $2.25 to $2.42, and the life of this pavement is from fourteen to fifteen years. Therefore, the cost of asphalted ways amounts to an average of $0.16 per square yard per year upon the interior boulevards where the traffic is very great. On the other hand, adjoining certain public buildings where the traffic is of much less importance, repaving is not necessary until after a period of twenty years, and the price of maintenance per square yard per year does not exceed $0.14. Asphalt is the most hygienic of all pavements. The only inconvenience with which it can be charged is that of being slippery during periods of slight humidity. On the other hand, this pavement makes a hermetically closed roadway, perfectly uniform, reducing the work of traction and wear on vehicles in very sensible proportions. It was in 1883 that the city of Brussels made, on the Boulevard Regent and in the street of the City Hall (today the Rue Charles-Buls) the first use of wood in paving roadways. This class of pavement has been successfully extended to the Boulevard Regent, Boulevard de Waterloo, and the Avenue Louise, and other important arteries. The details of the work during recent years are indicated in the following table: The class of block generally used is a rectangular prism having the following dimensions: 34 inches depth, 3 inches width and from 7 to 9 inches length. Oak and pine are equally satisfactory, but oak being relatively costly and beech being destroyed by decay more than by use, they have been discarded for paving works. As far as concerns Karri or Jarrah (Australian woods) the price of reconstruction, $3.62 per square yard, is too high to allow in general their employment. From the experience acquired one may estimate the cost of repairs of paving in pine, carried out under the conditions in accordance with the specifications hereafter described, as less than $0.16 a square yard. Wood pavement presents, from the point of view of wheel traffic and cleanli. ness, the same advantages as asphalt. It has, in addition, the final advantage of being less noisy and, above all, less slippery. Brick Pavement A very interesting trial of this pavement was carried out in December, 1907, at the entrance to the Avenue Louise. Part of the existing wood pavement in this highway needing to be reconstructed, the surface substituted there, for a length of about 82.5 feet, was a pavement of bricks saturated with tar, placed upon the existing concrete and covered with a layer of bitumen, upon which was spread a thin layer of fine gravel. The cost of this new pavement was $247.43. The cost of construction per square yard amounted to $1.11. The work was executed at the time of the year when the atmospheric conditions are absolutely unfavorable for the carrying out of a solid and durable piece of work. In spite of these circumstances and its having been exposed to the rigors of three winters singularly damp and cold, this pavement has endured perfectly. No trace of wear nor of deformation has occurred up to the present time. Moreover, as a result of observations carried on, this new method of paving is absolutely lacking in noise and presents no danger from slipperiness. The experiment therefore has been most satisfactory. If, on the other hand, there is considered that, in addition to these qualities. the new system of paving joins the advantage of a cost of construction per square yard less than $0.36 to those of wood pavement, one can see that this is a test interesting in all respects and which merits further attention. As a result, there has been provided for the year 1911 the carrying out of a brick pavement to replace the existing wood pavement on the Boulevard du Regent in the part included between the Rue du Luxembourg and the property-line of No. 47-49 Avenue des Arts. Based upon the result obtained the Administration decided upon the immediate replacing of the macadam of the bridle path on the Avenue Louise, between le Rond-Point and the Avenue Emile-De Mot with brick pavement. This work was executed in accordance with the specifications hereafter given and completed at the end of the year 1909. It gives entire satisfaction to riders. The area of this pavement amounts to 1080 square yards. SECOND PART (The specifications given under this heading being somewhat similar to others quoted here have been omitted.) FRENCH REPUBLIC OFFICE OF THE DEPARTMENT OF THE SEINE ADMINISTRATION OF WORKS OF PARIS Notes Explanatory of the Receipts and Expenses for the Budget of 1912 M. Lombard M. Josse M. Jeant M. Fautrier M. CACAUD, Administrative Director 1. ADMINISTRATIVE SERVICE Central Office and Secretary's Department Municipal Assistant Engineer, Chief of the Central Office and Municipal Assistant Engineer, Assistant Chief of the Central Principal Municipal Supervisor in Charge of Control and Audits. Office of Public Ways, Lighting and Metropolitan Railways M. Lanfranchi M. Dubucquoy M. Gallais Chief of Office. Assistant Chief of Office. Assistant Chief of Office (Division of Metropolitan Railways). Office of Water, Canals and Sewers Chief of Office. Assistant Chief of Office. Office of Accounts, of Control and of Administration Assistant Chief of Office. Principal Municipal Supervisor, Assistant Chief of Office. Board of Consulting Engineers MM. Governor of the Seine, President. 1. General Secretary, President in the absence of the Governor. Administrative Director, President in the absence of the Governor and of the Bienvenue, Inspector-General of Bridges and Highways, in charge of the Colmet-Daage, Chief Engineer of Bridges and Highways, Chief of the Technical Service of Water and Filtration. Bès de Berg, Chief Engineer of Mines, in Charge of the General Inspection of the Quarries of Paris and of the Department of the Seine. Fautrier, Chief of the Office of Public Ways. Dubucquoy, Chief of the Office of Water, Canals and Sewers. Gallais, Chief of the Office of Accounts. The Section Engineers when the necessities of the service demand their presence in the Board. Lombard, Municipal Assistant Engineer, Chief of the Central Office and of the Office of the Secretary, Secretary of the Board. 2. TECHNICAL SERVICE Technical Office of the Public Ways, Lighting and Metropolitan Railways M. Bienvenue General Inspector of Bridges and Highways, in charge of Technical Office of the Public Ways, Lighting and Metropolitan Railways. M. Biette M. Hervieu M. Le Conte M. Meneau M. Mazerolle M. Lauriol M. Chrétien M. Ourson M. Giraud M. Florance M. Salmon M. Labordère M. Bret M. Poinsot M. Suquet M. Vasseur M. Thomas M. Leib M. Ott M. Hayes Chief Engineer of Bridges and Highways of the first-class, Assistant to the Inspector-General in charge of the Technical Office of the Public Ways, etc. Chief of Office, Secretary of the Service. Technical Service of Public Ways and of Lighting Chief Engineer of Bridges and Highways of the second-class, Assistant Engineer of Bridges and Highways of the first-class, Service of Cleaning Chief Engineer of Bridges and Highways of the second-class. General Service of Lighting Chief Engineer of Bridges and Highways of the first-class. Engineer of Bridges and Highways of the third-class, Inspector of Electric Lighting. Section Engineers First Section (includes 1, 2, 3, 4 and 12 districts) Third Section (includes 8, 9 and 10 districts) Sixth Section (includes 15 and 16 districts) Municipal Engineer of the third-class. Technical Service of the Metropolitan Railways Chief Engineer of Bridges and Highways of the second-class, Engineer of Bridges and Highways of the first-class. Municipal Engineer of the third-class. Engineer of Bridges and Highways of the first-class. 2. Water and Filtration M. Colmet-Daage Chief Engineer of Bridges and Highways of the first-class, Chief M. Baratte M. Letombe M. Grandjean M. Dejust of the Technical Service of Water and Filtration. Chief Engineer of Bridges and Highways of the first-class, Assistant to the Chief of the Service. Chief of Office. Water, Canals and Channels Municipal Engineer of the fourth-class, in charge of the Service of Channels. Municipal Engineer of the second-class, in charge of the Service of Machinery and Reservoirs. |