Reproductions of photographs of vertical cross-sections of WarreniteBitulithic Pavement. Crushed stone or gravel (of suitable quality in either case) may be used as the coarse mineral aggregate. The lower portion is composed of graded aggregate (stone or gravel, stone screenings and sand) and Bitulithic Cement, the particles being so interlocked that when completed this portion of the pavement is sufficiently stable to resist movement in any direction as well as sustain the weight of traffic. The upper portion consists of graded sand and Bitulithic Cement, the mixture being spread over the lower course and bonded and blended therewith by compression. This upper course protects the aggregate in the lower course from the action of water and from the impact of traffic. In the completed pavement there is produced a single layer composed of two dissimilar mixtures so placed as to use to the best advantage the desirable properties of each, as the very qualities in which one is deficient, the other possesses to a marked degree. so that one actually supplements the other and produces one complete logical whole different from and superior to all other bituminous structures. Pamphlet C-867 describes the structure of Warrenite-Bitulithic Pavement. It is free. Reproduction of photograph showing Warrenite-Bitulithic Pavement on Comonwealth Avenue, Boston, Mass. This pavement was constructed in 1916, utilizing the existing old Macadam pavement as a foundation. Commonwealth Avenue is the principal artery leading into Boston from the west and carries enormous traffic. No maintenance expenditures have been required on this street. Pamphlets outlining the utility of Warrenite-Bitulithic Pavement and its adaptability to various types of foundation will be sent to you upon request. "The Best By Every Test" View of Warrenite-Bitulithic on the Columbia River Highway, Oregon. This highway from The Dalles through Portland to Seadside, a distance of 216 miles, is a continuous stretch of Warrenite-Bitulithic, excepting two or three short stretches of about one mile each in as many towns through which the highway passes. "You asked me for the most majestic sight on my trip East, and, after careful thought, I believe it was the Columbia River Highway on the route to Portland. That is, I am told, the peak in road engineering of the present day. I can quite believe it, for nowhere else in the world can one see such a remarkable engineering feat as this great road." (General Joffre to Cornelius Vanderbilt, Jr.) us for copy. Pamphlet C-857 is a pictorial issue covering the Columbia River Highway. Write "The Best By Every Test" WARREN'S UTILITY ASPHALT PLANT CAPACITY-350 to 400 sq. yds. per day of 2-inch finished pavement This plant is designed primarily for use in repairing all types of bituminous streets and roads and particularly for use in connection with widely separated areas. The plant is mounted complete, including power, drying and mixing cylinder, melting kettle, elevator and fuel oil tank, on one heavily designed rubber-tired trailer type truck. Oil is employed as fuel in the drying and heating of the sand as well as in the melting and heating of the asphalt. From 15 to 30 minutes only is required in preparing the plant for movement on its own wheels or setting it up for operation. Catalogue No. 879 will be mailed upon request. WARREN BROTHERS COMPANY New York, N. Y. Chicago, Ill. Salt Lake City, Utah A national organization to build good roads. EXECUTIVE OFFICES: BOSTON, MASSACHUSETTS DISTRICT OFFICES: Harrisburg, Pa. Utica, N. Y. Birmingham, Ala. Charlotte, N. C. Memphis, Tenn. Oakland, Cal. 111 Winnipeg, Man. Vancouver, B. C. Oklahoma City, Okla. Save Your Original Street Investments! Old gravel, macadam, brick and concrete streets have an actual money value. Thousands of dollars have been expended upon those in your city, both for construction and maintenance. Years of traffic have already consolidated the subgrade and the weak spots in the pavements have been developed. Ruts, holes and breaks can be filled with new gravel, stone or asphaltic concrete and the entire pavement then resurfaced with sheet asphalt or asphaltic concrete. Why not profit from all these years of subgrade compaction? Why throw away the money originally invested in these pavements? Why tear up these streets when, by using them as bases for asphalt surfaces, durable, luxurious, easy riding and highly sanitary pavements, easy to repair and inexpensive to maintain, can be had for a fraction of the cost of new ones? You have nothing to lose by seeking complete information on salvaging old pavements with asphalt. Write to: The Asphalt Association 441 LEXINGTON AVENUE NEW YORK CITY Albany, N. Y.; Charlotte, N. C.; Chicago, Ill.; Kansas City, Mo. New Orleans, La. |