Two remedies for this unsatisfactory condition seem practicable.
1. A city might purchase a sufficient supply of refined asphalt for its use after asking for proposals under suitable specifications with alternative requirements for the different varieties on the market, and after bids are received and the samples accompanying them have been properly examined in the laboratory, award contracts for a supply of one or more kinds, as might seem best for the interests of the city. Stocks of these would be delivered, tested and stored accordingly, in good time for the season’s work. Specifications for construction with special reference to the kind of asphalt it is proposed to use could then be prepared, the contractors to be supplied with asphalt at the city storage yard at a stipulated price per ton. This plan would possess a number of advantages. A similar plan is quite commonly in use with reference to hydraulic cement.
2. Specifications might be framed with special reference to the properties and qualities to be possessed by the asphaltic cement, permitting a liberal range as to the crude and refined bitumens to be used in manufacturing this cement. This would be considered, at the present time, a radical departure from well established custom, but the author sees no reason why it should not be satisfactorily employed.
A sheet asphalt pavement is composed of two essential elements; a mineral aggregate made up of sand of assorted sizes and mineral “dust” and a bituminous cement. When properly compounded, manipulated and compressed these elements make up a bituminous concrete suitable for use as a wearing surface for streets and roads.
The character of the sand is important and we have now sufficient knowledge from experience to specify a sand that will give, approximately, the best results.
The bituminous cement is, however, the element of most importance, and upon its suitability for the purpose depends very largely the utility and durability of the pavements made with it.
It is important that this asphaltic cement shall possess certain properties and qualities, most of which we are now able to define satisfactorily, but others require further practical and experimental study, and some tests not now in use would doubtless be desirable.
It is not a matter of importance what particular crude or refined materials enter into the composition of this cement if the resulting product is satisfactory in use. The prime requisite is a paving cement that shall possess in a high degree the chemical and physical qualities required for making an asphalt pavement of the best quality. If we can devise standards and tests that will enable us to secure such a cement we need not be concerned about its antecedents.
It would be well worth while for paving engineers and those who have laboratory facilities to give attention to this matter. If it shall be found practicable to define satisfactorily the qualities the cement should possess without reference to the materials from which it is compounded, a great advance will have been made, and our asphalt paving specifications could not only be greatly simplified, but much greater precision and definiteness secured.
While great advances have been made in the art of building sheet asphalt pavements and in the framing of specifications for its construction, too many of the specifications still in use are antiquated, indefinite and unsatisfactory. Some of these contain requirements that, if literally enforced, would prevent the attainment of the best results. They are largely survivals of the time when little was known either practically or technically of the science and art of constructing the pavements, outside of the promoters and contractors in the business, who consequently dictated, in a large measure, the specifications used. City engineers were compelled to rely largely on the presumption that the guarantee clauses of the contracts would insure good results, and allowed the contractor wide latitude in the conduct of the work.