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Diocesan Policy for Cemeteries and Columbaria |
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Due to a desire on the part of many of the faithful to have a resting place for their earthly remains that is identifiably Catholic, various parishes in recent years have provided a columbarium on their parish campus. The limitation of space on parish campuses, however, has mostly precluded the possibility of the faithful to choose the option of burial of the body in a resting place that is identifiably Catholic.
In order to respond to the desire of many of the faithful for a resting place that is identifiably Catholic, the Diocese of Charlotte will contract for Catholic sections in local cemeteries, to provide at one location both a resting place for the bodies of the deceased and a resting place for cremated remains.
If a parish wishes to make a columbarium available to the faithful, it will also make available at the same location as the columbarium, spaces for burial of the bodies of the deceased. The number of spaces available for placing cremated remains in a columbarium shall not be more than the number of spaces available for burial of bodies of the deceased. The expectation is that more spaces will be available for burial of the bodies of the deceased than spaces in a columbarium for the placing of cremated remains, since burial of the body is the norm of Christian burial. Thus, in such case that a parish wishes to make a columbarium available to the faithful, the parish will also make available at one and the same location at least an equal number of spaces for burial of the bodies of the deceased, and preferably a greater number of spaces for burial of bodies. There is no requirement that a columbarium be constructed, since cremated remains may be buried in the ground at the cemetery. At the center of the cemetery will stand the cemetery crucifix.
The Diocese of Charlotte may also receive land or purchase land for the establishment of a Catholic cemetery.
With this policy the Diocese wishes to respond in a comprehensive way to the vision of canon 1240 to provide a resting place for the remains of the faithful departed.
Adopted March 13, 2007
Revised August 15, 2010
Diocese of Charlotte |
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PHASED CONSTRUCTION - ASPHALT PAVEMENT SYSTEMS |
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The phasing of residential asphalt construction is a common practice that is occasionally practiced on retail, commercial and industrial projects. Phased asphalt construction usually means that the base stone and base course of asphalt are placed early in the construction process, while the final asphalt surface is placed near project completion. For residential projects, this can mean that the surface asphalt is placed several months or more after the base stone and base asphalt are installed. For retail or commercial construction, the time between the installation of base and final asphalt is usually much shorter.
What are the implications of the phasing of asphalt? Is this a good idea?
Pavement Design - A Basic Primer
All pavement systems are designed on the basis of three factors: (1) the strength of the subgrade soil, (2) the traffic loading conditions, and (3) the strength of the materials that are combined to create the pavement system. The strength of the soil is usually evaluated empirically, most commonly based on a test known as the California Bearing Ratio (CBR) test. The traffic loading conditions are a function of the in-service use of the site. For residential construction, most jurisdictions will publish an average traffic loading factor per residential unit. For retail or industrial use, the traffic loading conditions are normally determined by a traffic study or provided by the end user of the facility. The strength of the asphalt, usually expressed in terms of a "structural number", is a function of the materials that make up the asphalt system. Commonly, the local department of transportation will publish a structural number factor for the various types of stone, base asphalt and surface asphalt used in an area.
Most pavement systems are supported by native soils, either as they exist in place or after being remolded as compacted engineered fill. Usually, these soils are not subject to substantial modification (there have been earlier Lessons Learned on cement and lime stabilization to modify native soils). Traffic loading conditions, while sometimes subject to much discussion, are also "fixed" in that they are a function of the use of the site. The structural number, then, is the only factor that can be manipulated, generally, by the designer.
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