PARK AND CEMETERY. 
133 
where James’ Peak, Central City and Black 
Hawk and other peaks were pointed out to 
them. Short speeches were made by some 
of the guests praising the system, and 
others drew maps of the Genesee Park, 
taking in the 1,000 acres the park board has 
acquired, and the points of interest that 
can be seen from the mountain top. From 
Genesee Mountain the newly built road was 
taken to Bergen Park, a place of pines and 
wild flowers, an ideal place for camping. 
Both in Bergen Park and in Genesee Park 
several families have tents, having obtained 
permission to camp from the park board. 
Leaving Bergen Park the rest of the 
trip was over what the park board hopes 
to acquire as a connecting road and con- 
tinuation of its system. Down Bear Creek 
canon through peaceful, restful little Ever- 
green, right alongside the purling stream 
with the smell of pine and balsam in the 
air and a cool breeze is a mountain road 
built by the county which the park board 
hopes by co-operation with the county com- 
missioners to widen and rebuild. Down 
Bear Creek canon to the summer home of 
E. W. Robinson, a member of the park 
board, the tour was continued. There Mrs. 
Robinson and her husband, assisted by Mrs. 
George Bancroft, Miss Mae Scotland and 
Misses Norah and Lucia Robinson enter- 
tained. From the Robinson home the trip 
was continued along the road which many 
declared to be the most beautiful of all the 
trip, through the canon, walled by towering 
There has been so much written and said 
on this subject for the past two years that 
it seems foolish to open the discussion at 
this convention, but it is such an impor- 
tant subject, confronting, as it does, every 
park superintendent, that we are all anxious 
to know how different ones are meeting it. 
For one individual to discuss the paving 
problem met by the park superintendents 
in such an extensive country as this, with 
the various climates, physical conditions and 
materials, would be impossible, but if this 
could be thrown into an open “Experience 
Meeting,” we would all take home some 
valuable lessons which others have had to 
work out for themselves. 
The keynote of the paving problem is 
the maintenance, and necessarily associated 
with that is the economics of pavements. 
Our maintenance of road surfaces for 
boulevards in Kansas City was very sim- 
ple up to the advent of the power-driven 
vehicle. A macadamized road, well built, 
withstood wear for a long time and re- 
quired the minimum of repairs. But as the 
swift-moving automobiles came into promi- 
nence, then maintenance took on a very se- 
rious aspect and other treatments besides 
masses of granite, through Morrison and 
back to Denver. The tour was finished at 
7 o’clock. 
At Robin’s Nest the last meeting of the 
convention was held and the final official 
business transacted amid impressive nat- 
ural surroundings that brought to a fitting 
close this most impressive convention. 
The meeting next year will be held in 
August in Newburg, N. Y., sixty miles up 
the Hudson from New York City, and a 
part of the session will be held in New 
York City. 
ASSOCIATION QUESTION BOX. 
Mail addressed to the following mem- 
bers has been returned by post office auth- 
orities as unclaimed. Will they or any one 
else knowing their present addresses' please 
notify Secretary Levison : 
C. C. Cox, Supt. of Parks, Wichita, Kan. 
John Algots, Supt. of Parks, Raceland, 
La. 
Bernard F. Rifkin, Supt. of Parks, Read- 
ing, Pa. 
ASSOCIATION EMPLOYMENT 
BUREAU. 
Practical working superintendent, who 
has had charge of parks and cemeteries in 
large cities, desires to make a change. 
Young man with family; good references; 
member A. A. P. S. Address “Supt.” care 
of Park and Cemetery. 
sprinkling with water had to be used to 
lay the dust and to keep the road surface 
from disintegrating. 
After experimenting to some extent, a 
method for oiling similar to that then in 
use in California was adopted and has 
given the very best of satisfaction up to 
the present time on boulevards that are 
restricted to pleasure vehicles only. The 
oil used in this method is a light residuum 
oil with a very small per cent of asphalt 
and of no binding qualities'. A number of 
years’ application of this oiling and dust- 
ing has built up a mat or cushion of oil 
and dust on top of the macadam surface. 
This cushion, under the action of auto- 
mobile tire travel, keeps in first-class con- 
dition, but where the steel tire traffic crosses 
it at intersecting streets' the cushion is 
quickly broken up, making a ravelled condi- 
tion which very soon wears down to the 
metal of the road and causes depressions or 
chuck-holes to appear. At these street in- 
tersections the maintenance problem has 
caused our department to resort to other 
methods of original construction. 
Park superintendents must necessarily 
consider the aesthetic appearance of a road. 
Brick and concrete (both good for auto- 
mobiles, although hard for horses) do not 
make a harmonious pavement for boule- 
vards. The road which will best suit both 
classes of traffic must be one that neither 
can injure to any great extent. Boulevards 
have a larger proportion of pleasure ve- 
hicles, but the cross street problem makes 
it almost as bad as the country road. 
And then the problem of what to do with 
the many miles of existing macadam roads 
is one that finally led us to adopt one of 
the methods of bituminous construction. 
The penetration method was selected from 
necessity, as the limestone rock, which is 
so abundant in this vicinity, will not stand 
the heat necessary in the mixing method. 
In building the asphalt penetrated ma- 
cadam pavement the sub-grade and base 
are prepared in the same manner as for 
any water-bound macadam pavement. We 
practically build a ten-inch macadam road, 
water-sealing it, and on this is placed a 
two-inch layer of crushed limestone, broken 
so that the largest dimension does not ex- 
ceed two inches and the smallest dimension 
is not less than one and one-half inches. 
This layer is then rolled with a tandem 
roller weighing five tons, which imbeds the 
stone in the lower course and smooths out 
the surface. Into this layer is poured, by 
means of band pouring pots, one and one- 
half gallons of hot asphaltic cement to the 
square yard. The asphaltic cement is of 
such a consistency that it will be pliable 
in the winter and not run or bleed in the 
hottest weather. Over this surface, while 
it is still hot, is cast limestone grit of 
such a size that it will fill the voids of 
the other rock and make a dense surface. 
This is then rolled and rerolled until there 
is no action under the roller. The surface 
must then be swept clean of all excess 
particles of grit or dust and then a paint 
coat or squeegee of half a gallon of the 
above mentioned asphaltic cement is ap- 
plied, atfer which grit is cast and thor- 
oughly rolled, leaving an excess of same on 
the finished roadway to be worked in by 
travel. 
A boulevard constructed along these lines 
has been completed about twenty-two 
months and has not required one cent for 
maintenance except a very light coat of oil 
just after its completion. This boulevard 
gets very heavy travel, being situated in 
the wholesale section of the city, and has 
been thrown open to commercial as well 
as pleasure vehicles. 
On boulevards constructed under the old 
method, where very bad conditions exist at 
street intersections, caused, as previously 
stated, by steel tire traffic and also by win- 
ter rains and snows, we attempt the new 
class of construction. Many times we find 
a complete block badly in need of repairs', 
and in such cases we retop the same. This 
retopping is done in the same manner as 
in the new construction, except we have 
found that it is better to leave out the 
BOULEVARD ROAD SURFACES 
An address before the Denver Convention of the Association 
of American Park Superintendents. By Ralph R. Benedict, 
Engineer of Construction, Kansas City, Mo., Park System. 
