US1351607A - Road or pavement - Google Patents

Description

1. V. ANB I. BARRETT.

aoAn on PAVEMENT.

APPLICATION FILED MAY l, 1919,.

@351,691 mmm Aug.. 3L ma.

2 SHEETS-SHEET l.

J. V. AND T. J. BARRETT.

ROAD 0R PAVEMENT.

APPLlcArloN FILED MAY1, 1919.

l 35 l 6.07 l Patented Aug. 31, 1920.

2 SHEETS-SHEET 2.

UNITED .sl'rAs PAT OFFICE.

JAMES V. BARRETT, OF BORDENTQWN, AND THOMAS J. BARRETT, OF FIELDSBORO, NEW JERSEY.

ROAD 0R PAVEMENT.

Application led May 1, 1919.

To ZZ I/zom it may concern.'

Be it known that we, JAMEs V. BARRETT and Tuonrxs J. BARRETT, citizens of the lnited States. residing in Bordentown and Fieldsboro` Burlington county, New Jersey, respectively, have invented certain improvements in Roads or lavements, of which the following isa specification.

()ur invention relates to the construction of roads, pavements and the like, and one object of our invention is to utilize in such road or pavement the naturally rounded rocks. large pebbles, and the like found in gravel beds or dredged from rivers or streams: the same being utilizable up to a size not exceeding six or eight by` twelve inches, with which may be combined a certain amount of broken stone, graduated in size to that passing a two or two-and-onehalf inch ring and normally employed as the road metal in the construction and formation of macadam, telford. or bitulithic roads; the whole being bonded into a solid concrete mass or body by the addition of a suitable proportion of hydraulic cement, gravel, sand, stone screenings, and the like, with the addition of water in proper and suitable proportion.

The larger material is designed to form the sub-base or first layer deposited or placed yupon the excavated roadbed, and before the cementing or concreting additions of such sub-base or layer are completely set, itv isto receive a second layer of concrete, approximately three inches in thickness, made from-hydraulic cement, broken stone, pebbles and the like, the larger portions of which aggregate should preferably pass a two inch ring, and on top of this, a layer of concrete, approximately three inches in thickness, is to be placed, in which the mineral aggregate is considerably finer and consists largely of fine pebbles, sand, small broken stone, and the like, with the proper quantity of hydraulic cement and the necessary water. In preparing the several layers of concrete, they should be fairly Wet to insure complete filling of the voids by the finer portions of the aggregate, and to insure also that the several layers will be firmly bonded or tied together in a solid and substantially homogeneous mass.

The total thickness of the road or roadbed thus prepared may be approximately twelve inches, of which the base consisting Specification of Letters Patent.

Patented Aug. 31, 1920.

Serial No. 293,965.

of the larger pieces of mineral aggregatecobble stones, broken stone and the like, may be at least six inches in thickness, and the subsequent layers or those parts of the road which are laid as layers; being finally bonded into a homogeneous` mass by the cementing material present, may approximate three inches each, or a tot-al of approximately twelve inches; the material of the road being progressively finer from the sub-base to the wear surface of the same.

A further feature of our invention is the provision of wheel treads or trackways in the surface of the road, which are designed to receive asphaltic, tarry, or bituminous material, preferably material containing a relatively large proportion of mineral matter, and this aspli'altic or composition trackway, of whatever material it may be composed, is to receive a metallic reinforce, which may extend from the finished surface of the material forming the trackway to the bottom of the recess formed in the wear surface of the concrete road. l this metallic reinforce is in the form of a continuous strip of metal, with its ends anchored in the concrete, and it may be made of bars having a cross sectional contour of such a character as to interlock with the concrete \as well as with the asphaltic material filling the recesses and constituting the wheel trackways of the roadbed. Instead of pouring the asphaltic, tarry, or bituminous material, we may prepare the same in the shape of preformed slabs or strips of suitable length and proper width and thickness, which slabs or strips are prepared with a metallic reinforce of suitable character.

The special trackways may be approximately twenty inches in width, or any other desired width, with concrete spaces between them of approximately forty-one inches or other suitable dimensions that will properlyv accommodate the wheel treads of various trucks and other vehicles usingsuch form of road.

These and other features of our invention are more fully described hereinafter, reference being had to the accompanying drawings, in which:

Figure l, is a perspective view, partly in section, of a roadway built in accordance with our inventioiusliowing also the trackways formed in the surface of the same.

Fig. 2, is a plan view of one form of metallic reinforce which may be employed in such trackway.

Fig. 3, is a cross sectional view of the same.

Fig. 4, is a sectional view illustrating a trackway having a relatively shallow reinforce and 'special supporting means for the same.

Fig. 5, is a perspective view showing the use of protective edge strips for the recesses receiving the composition to form the trackways.

Fig. 6, is a similar view showing reinforcing members combined with the protective edge strips.

Fig. 7, is aplan view of a road or pavement having trackways made up of preformed slabs of asphaltic, bituminous, or tarry material.

Fig. 8, is a perspective view of one type of preformed slab within the scope of our invention, and

Fig. 9, is a perspective view of one form of metallic reinforce within the scope of our invention which may be employed with the preformed slabs.

In buildinga road in accordance with our invention, we propose to employ for the lower portion of the base of the same7 genierally indicated at 1, the larger rounded cobbles or pebbles from natural sandbanks or dredged from river sand beds, which may be of a size not exceeding six inches in one dimension, in order that such base may approximately come within such dimension, with which may be combined broken stone of various sizes and dimensions to fill the voids between such cobbles or pebbles, and then the whole surface receives a mixture of finer aggregate, which may include sand, stone screenings, hydraulic cement and water, in order that all of the voids of such base may be filled and a solid concreted body developed. It will be understood, of course that prior to placing the material to form the sub-base, the roadway will be excavated to the proper depth and properly prepared to receive the same.

In constructing such sub-base, the concreting material may be placed on dry and raked into the voids, after which water may beapplied and the whole rolled with a heavy roller; additional material being supplied as fast as the plastic or liquid portions thereof pass into the voids, until a substantially solid, voidless base or sub-base is prepared, which is preferably of a thickness approximating six inches, more or less. This subbase is thoroughly compacted by rolling; a very heavy roller being preferred.

The concreting materials of the base or sub-base 1 should be kept in a wet or green condition until the second layer of concreting material is spread upon the first. Such second layer of material, generally indicated at Q, may include pebbles, and broken stone passing a two inch ring. with a suitable addition of sand, smaller broken stone, hydraulic cement. and the like, and, preferably, this material is prepared in an ordinary concrete mixer and dumped on the main base or sub-base l as soon as the latter .is thoroughly compacted. The second layer is subsequently rolled to a thickness approximating three inches. lhile this second layer is still in a moist or green condition, the final layer of concrete, generally indicated at 3, and which may consist of cement, sand, stone screenings and fine pebbles, with the prope amount of water, is laid; bringing the road to the proper height or crown to constitute the finished surface, and this layer is spread and finished in any usual or approved manner and thoroughly rolled until a completely dense layer with a relatively smooth wear surface 4 is provided.

ln preparing the wear surface of the road, we provide for the formation of special trackways 5, of asphaltic, bituminous, or tarry material, by placing suitable planks or other means designed as spacers to form recesses 6 in the finished road surface, and such recesses may be approximately two inches in depth, by twenty inches in width, or 'any other suitable dimensions, extending lengthwise of the road and spaced approximately forty-one inches apart, or any other width that will properly accommodate the traflic. Four of such trackways are preferably provided so that the traffic may have specially prepared trackways or paths in both directionswhich are intended to keep the trafiic on proper sides of the road in both directions.

In order that the material employed may firmly knit to the bottom of the trackways, such bottom surfaces are left relatively rough, as indicated at 4, and in order to increase the wearing ability of such asphaltic material, we preferably include metallic reinforcing means in the same. This may be in the form of a continuous bar 7, bent upon itself substantially in serpentine fashion, as illustrated in the drawings, so as to constitute a wear-resisting element substantially continuous with the trackways, and it may be of a thickness extending to the bottom of the recess, or the recess may be provided with bars 8, extending longitudinally'of the same, as indicated in Fig. 4, upon which a narrower metallic reinforce 7 may rest whereby its upper Vsurface is brought substantially flush with the finished surface of the roadway. lf desired, the reinforcing strip may be apertured so that the material constituting the trackways may be interlocked therewith.

1n forming these recesses in the concrete surfaces, it may be desirable to round the edges of the concrete walls to avoid chip ing ping the same, or in lieu of this nosing strips 9, which may be of metal, may be employed, as shown in Fig. 5, between which the asphaltic, bituminous, or tarry material may be laid to fill the recesses. Additionally, these nosiug strips may carry lateral projections 1() to serve as reinforcing means, as shown in Fig. which may lie in the upper portion of the asphaltic, bituminous, or tarry body and take the place of the serpentine reinforcing material formed by the bars T, or the projections 10 may extend to the bottom of the recesses.

When the serpentine reinforce is em,- ployed, it may have a narrow cross sectional contour with concaved sides T", as shown in Fig. 3, whereby it will be interlocked with the asphaltic, bituminous` or tarry material employed, and preferably the free ends 7 of the same are bent out and downwardly and anchored in the side walls, or other portion of the concrete, so as to insure against projection from the roadbed and avoid dan! ger of puncturing tiresor otherwise damaging wheels or other parts of vehicles passover the roadway.

In the form of trackways as proposed with reference to the form of road shown in Fig. 1, our object has been to provide re- Y cesses in the upper portion or wear surface of the concrete road which subsequently receive the composition or other material of an asphaltic, bituminous, or tarry nature comprising such trackway.

In lieu of this method of procedure, we may employ preformed slabs of asphaltic, bituminous, or tarry material, of suitable dimensions. as Shown at 11 in Figs. 7 and 8, with which may be combined suitable metallic reinforcing means in .the form of serpentine or other strips 12.' These slabs may be laidV during the buildingl of the top layer of the road in such position as to come flush with the top surface; the concreting material forming such top surface being poured upon and adjacent to these strips while they are held in proper position with respect thereto to form the desired trackways longitudinally ofthe road. For this purpose, strips of wood or metal 13 may be laid in the concrete and properly stayed by braces 14 or'other means between which the preformed slab's may be placed, or such slabs may be anchored in position by any suitable means, or any other method of procedure that will insure the proper disposal of the slabs with respect to the road may be employed. l

The concrete will be laid right up against the slabs, and if the spacing strips 13 are employed, they may be. removed prior to the setting of the concrete and the spaces occupied thereby properly filled in. If metallic spacing strips-are employed, they may be -left in the roadbed and form reinforced shoulders for the concrete to prevent the edges of the same breaking down.

The metallic reinforcing means for the slabs may be in the form of bars extending lengthwise or crosswise of the slab, or a substantially serpentine reinforce may be employed, as indicated in Figs. T, 8 and 9. This reinforce may have its ends 12n proj ect ing, preferably downwardly and outwardly, so as to be embedded in the concrete, thereby tying the concrete roadbed to such preformed slabs or the reinforcing portion thereof, and anchoring the ends against damage to the trafiic. In some instances, it may be desirable to provide the metallic re inforce with apertures 15, as shown in Fig.

9, so that the asphaltic, bituminous, or tarry material constituting the slab may interlock with the reinforce and hold the 'same securely in place.

The trackways being filled with asphaltic, bituminous, or tarry Inaterial will,

-in a large measure, constitute longitudinal expansion joints for the roadway, preventing-lateral displacement of the same; it being understood, of course, that the usual type of expansion joints disposed laterally with respect to the road are also employed. l A particular advantage resides inthe use of the naturally rounded rocks and large pebbles found in sand banks or dredged from rivers, creeks, and other water courses,

in'tliat such form of'mineral aggregate is of solid, dense formation. Stone removed from rock formation is usually, if not always, obtained by the use of an explosive, and in addition to breaking the same from its natural base, each portion removed-has been subjected to stresses and strains which frequently leave it with cracks and fissures which cannot stand up under the strains imparted to it when employed.v in road construction. This is inevitably true of the larger pieces of such form of mineral aggregate. It is, of course, much less so of the smaller pieces or those passing a ring two or two-an .lonel1alf inches in diameter; the usual means lemployed for testing for size. Vhile the Smaller portions of mineral aggregate may be usefully employed to' fill the voids between the large rocksor pebbles, and also as a definite portion of the intermediate layer of the concrete roadbed, we specifically wish to avoid the use of large sections of broken stone as any part of the relatively thick base or sub-base of our im proved road which, when concreted together 1n a homogeneous mass with its voids filled, forms a solid footing or foundation, usually arched across the,road and providing avmost substantial support for the main body and inches in thickness, in which the mineral aggregate is graduated in size from the subbase to the top surface of the roadbed, and wherein all or substantially all of the voids are filled with concreting material.

Additionally, we have provided such a roadbed with trackways having a cushioning value that will greatly relieve the stresses and strains applied to the road by the traffic, and additionally we have provided these trackways with reinforcing means so that the life of the same is equal to or greater than that of the road.

It will be understood, of course, that in the building of such a road, expansion oints will be provided at more or less definite intervals 4to insure compensation for any strains which may be set up in the road during construction or after the Same-is built; all of which is within the scope of the general art of road building.

lVhile we havedescribed the use of these special trackways in a specially built concrete road` it will be understood that it is entirely practicable to constructsuch trackways in various kinds of roads already in use by scoring and excavating or otherwise removing portions of the surface of the same in paralleling lines, and then filling in such recessed portions with composition material of anasphaltic, bituminous, or tarry nature, or with the preformed slabs illustrated in Figs. 7 and 8.

In resurfacing such `forms of roads, it may be desirable to put concrete curbings or copings, or metallic strips directly adjacent the bodies ofmaterial forming the trackways, with any suitable form'of paving-macadam, telford, bitulithic, or the like, between such trackway strips, or between the curbing or coping supporting the same, all of which is within the scope of our invention.

While we have shown specific embodiments of the various details of our invention, it will be understood that they are largely for illustrative purposes, and that various modifications of the same entirely within ',the scope of our invention may be substituted therefor, all of which is within the scope of the appended claims.

We clai'm:I

1. A concrete roadway or pavement having a recess extending lengthwise of the wear surface of the same and of substantially uniform depth, a filling of asphaltic, bituminous, or tarry paving material in said recess, and metallic reinforcing strips interlocked ywith said paving material; the projecting ends of said metallic. reinforcing strips being embedded in the body of the road.

2. A roadway or pavement having longitudinal recesses in its surface, guards protecting tlie'edges of said recesses, and preformed slabs of elastic or cushioning paving material filling said recesses and lying flush with the surface of the road.

3. A roadway or pavement having longitudinal recesses in its wear surface, guards lprotecting the edges of said recesses, preformed slabs of elastic or cushioning paving material filling said recesses and lying flush with the surface of the road, and metallic reinforcing means carried by said slabs and extending from top to bottom of the same.

4. The combination of a roadbed having its surface provided with a plurality of recesses, asphaltic, bituminous, or tarry material filling said recesses, and metallic reinforcing means therefor, the ends of which reinforcing means are embedded in the roadbed.

5. T he combination with the wear surface of a roadway, of paralleling traclm'ays extending longitudinally of such roadway and comprising elastic paving material with metallic reinforcing means therein; the reinforcing means being in the form of continuous strips withI its end portions anchored in the roadway.

(i. A concrete roadway or pavement having a recess extending lengthwise of the wear surface of the same and of substantially uniform depth, preformed slabs of asphaltic, bituminous, or tarry paving material in said recess, and metallic reinforcing strips interlocked with the paving material of said preformed slabs; the projecting ends of said metallic reinforcing strips being embedded in the body of the road.

7. The combination of a roadbed having its surface recessed, metallic nosing strips for the edges of said recesses, a body of asphaltic, bituminous, or tarry paving material filling said recess and flush with thel surface of the roadbed. and metallic reinforcing means extending through said paving4 material. l

8. The combination of a roadbed having its surface recessed, metallic nosing strips for the edges of said recesses, preformed slabs of asphaltic, bituminous, or tarry paving material filling said recess and flush with the surface of the roadbed, and metallic reinforcing means -extending through said pre-formedslabs of paving material.

S). The combination of a roadbed having its surface provided with a plurality of paralleling recesses. metallic nosing strips for the edges of said recesses, asphaltic, bituminous, or tarry paving material filling said recesses and flush with the surface of the roadbed, and, metallic reinforcing means therefor extending through said paving Inaterial; the. ends of which reinforcing means are embedded in the roadbed.

10. ^The combination of a roadbed having its surface provided with a plurality of paralleling recesses.. metallic nosing strips for the edges of said recesses, preformed slabs of asph'altic, bituminous, or tarry paving material filling said recesses and llush with the surface of the roadbed, and metallic reinforcing means therefor extending through said preformed slabs of paving material;

4the ends of which reinforcing means are embedded in the roadbed.

ll. The combination with the wear surface of a roadway, of paralleling trackways extending longitudinally of such roadway and comprising longitudinal metallic strips bounding said trackways and elastic paving material with metallic reinforcing means embedded therein disposed between said longitudinal metallic strips.

12. The combination with the wear surface of a roadway, of paralleling trackways extending longitudinally of such roadway and comprising longitudinal metallic strips bounding said Atrackways and preformed slabs of elastic paving material with metallic reinforcing means embedded therein disposed between said longitudinal metallic strips.

13. The combination with the wear surface of a roadway, of paralleling trackways extending longitudinally of such roadway and comprising longitudinal metallic strips bounding saidtrackways and elastic paving material with metallic reinforcing means embedded therein disposed between said longitudinal metallic strips; the reinforcing means being in the form of continuous strips with their end portions anchored in the roadway.

14. The combination with the wear surface of a roadway, of paralleling trackways extending longitudinally of such roadway and comprising longitudinal metallic strips bounding said trackways and preformed slabs of elastic paying material with metallic reinforcing means embedded therein disposed between said 'longitudinal metallic strips; the reinforcing means beingV in the form of continuous strips with their end portions anchored in the roadwa JAMES V. BAR ETT. THOMAS J. BARRETT.

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