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A JOURNAL OF HIGHWAY RESEARCH _

UNITED STATES DEPARTMENT OF AGRICULTURE

BUREAU OF PUBLIC ROADS

MKS

= ARS we, 8 f. . a s < - : y , 4 . ees y

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THE CONNECTICUT AVENUE EXPERIMENTAL ROAD

U.S. GOVERNMENT PRINTING OFFICE: 1928

PUBLIC ROADS

A JOURNAL OF HIGHWAY RESEARCH U. 8S. DEPARTMENT OF AGRICULTURE BUREAU OF PUBLIC ROADS

CERTIFICATE: By direction of the Secretary of Agriculture, the matter contained herein is published as administrative information and is required for the proper transaction of the public business

The reports of research published in this magazine are necessarily qualified by the conditions of the tests from which the data are obtained. Whenever it is deemed possible to do so, generalizations are drawn from the results of the tests; and, unless this is done, the conclusions formulated must be considered as specifically pertinent only to the described conditions

R. E. ROYALL, Editor

VA CEO Rs MAY, 1928

TABLE OF CONTENTS

Page

49

Report on Connecticut Avenue Experimental Road A Cantilever Testing Apparatus for Mortar Beams. ; . ; 70 Gasoline Taxes, 1927 ; , 72

THE U. S. BUREAU OF PUBLIC ROADS Willard Building, Washington, D. C.

REGIONAL HEADQUARTERS Mark Sheldon Building, San Francisco, Calif.

DISTRICT OFFICES

DISTRICT No. 1, Oregon, Washington, and Montana. DISTRICT No. 8, Louisiana, Alabama, Georgia, Florida, Mississippi, Box 3900, Portland, Oreg. South Carolina, and Tennessee. DISTRICT No. 2, California, Arizona, and Nevada. Box J, Montgomery, Ala.

Mark Sheldon Building, San Francisco, Calif.

DISTRIC TanosaColoradainey Mereomnd Weemice DISTRICT No. 9, Connecticut, Maine, Massachusetts, New Hamp-

shire, New Jersey, New York, Rhode Island, and Vermont.

301 Customhouse Building, Denver, Colo. Federal Building. T DISTRICT No.4, Minnesota, North Dakota, South Dakota, and eceheh UU CuNe wa TON ate Wisconsin. 410 Hamm Building, St. Paul, Minn. chee yee ee ae North Carolina, Ohio, Penn- : 2 ’ ’ i e DISTRICT No. 5, Iowa, Kansas, Missouri, and Nebraska. Willard Building, Washington, D. C.

8th Floor, Saunders-Kennedy Bldg., Omaha, Nebr.

DISTRICT No. 6, Arkansas, Oklahoma, and Texas. DISTRICT No. 11, Alaska.

1912 F.& M. Bank Building, Fort Worth, Tex. Goldstein Building, Juneau, Alaska. DISTRICT No. 7, Illinois, Indiana, Kentucky, and Michigan. DISTRICT No. 12, Idaho and Utah. South Chicago Post Office Building, Chicago, III. Fred J. Kiesel Building, Ogden, Utah

ee EE EEE

Owing to the necessarily limited edition of this publication it will be impossible to distribute it free to any persons or institutions other than State and county officials actually engaged in planning or constructing public highways, instructors in highway engineering, periodicals upon an exchange basis, and Members of both Houses of Congress. At the present

time names can be added to the free list only as vacancies occur. Others desiring to obtain Pustic Roaps can do so by sending 10 cents for a single number or $] per year to the Superintendent of Documents, U.S. Government Printing

Office, Washington, D. C.

REPORT ON ie eS EXPERIMENTAL

A DISCUSSION OF CONSTRUCTION AND MAINTENANCE METHODS AND PRESENT CONDITION OF VARIOUS TYPES OF SURFACE LAID IN 1911, 1912, AND 1913

By the Division of Tests, United States Bureau of Public Roads

ing from Chevy Chase Circle to Chevy Chase Lake

in Montgomery County, Md., was constructed as two separate projects by the Bureau of Public Roads during the years 1911, 1912, and 1913. These two projects included a number of different types of con- struction which have since been subjected to a very heavy traffic and which have been maintained by the bureau. The behavior of each section has been closely observed and the cost of maintenance carefully re- corded. This report summarizes the methods of con- struction employed on the 16 experimental sections,! their present condition, and the yearly cost of pre- serving their surfaces in serviceable condition.

The dividing line between the two groups of experi- ments is at Bradley Lane (fig. 1), the sections lying south of this intersecting road having been constructed as water- bound macadam with subsequent bituminous surface treatments or as bituminous macadam. The experi- ments north of Bradley Lane are characterized by use of Portland cement concrete as a wearing surface and as a foundation for bituminous and vitrified brick surfaces.

Figure 1 shows the location, grade, and nature of the experimental sections. As indicated, a double- track street railway divides the thoroughfare. At the time of construction the east side of Connecticut Avenue was not improved north of Bradley Lane, consequently the north experimental sections were subjected to traffic traveling in both directions, whereas, those lying south of Bradley Lane have carried only one-way traffic. In 1924, with the extension of the pavement on the east side from Bradley Lane to Wood- bine Street, experiments 1, 2, and most of 3 of the north eroup were relieved of the northbound traffic. How- ever, the remainder of experiment 3 and all of experi- ments 4, 5, and 6 still carry traffic in both directions.

Traffic counts were made periodically from the time of construction up to the end of 1921 on the sections south of Bradley Lane and up to the end of 1922 on the sections north of Bradley Lane. Observers were on duty for the full 24 hours of each thirteenth day, thus obtaining 28 counts, one of which was made on each day of the week four times during the year. From these data the average number of vehicles per day was obtained. Traffic counts were made again in 1927 and showed a tremendous increase in traffic over all the sections. This was found to be true also of those sections between Bradley Lane and Woodbine Street, in spite of the fact that they have been relieved of the northbound traffic.

The car-track area occupying the center of the street has never been paved with an impervious surface and has provided a means for water to gain entrance to the subgrade. Surface drainage afforded by the narrow cobble gutters on the sections south of Bradley Lane has not been entirely satisfactory. Automobiles fre-

a Bas Connecticut Avenue experimental road extend-

1 Reports describing the construction and behavior of these experiments are in- cluded in Circulars 98 and 99, Office of Public Roads, U. 8. Department of Agricul- ture Bulletins 105, 257, 407, and 586 and U. S. Department of Agriculture Circular 77.

101304—28——1

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STEPS IN CONSTRUCTION AND FINISHED PAVEMENT OF PENE- TRATION MAcADAM, EXPERIMENT 3

quently park with their wheels in the gutter and in some places the gutters are no longer at grade. The street is narrow for the traffic which it carries and without adequate side support for the road. Conse- quently the edges of the bituminous-treated surfaces present a rather ragged appearance.

49

50

BITUMINOUS MACADAM EXPERIMENTS DESCRIBED

The first experiments constructed on Connecticut Avenue were seven bituminous macadam sections of the penetration type built in 1911. Table 1 shows the extent of these sections and the nature of the bitumi- nous materials entering into their construction. The characteristics of the bituminous materials, as indicated by laboratory tests, are shown in Table 2; and the quantity of application at the time of construction and in subsequent retreatments is shown in Table 3.

In preparation for the bituminous wearing course, the existing waterbound macadam was scarified, re- shaped, and sufficient crushed limestone added to give a compacted foundation course 514 inches thick. The improved roadway was approximately 19 feet wide. Originally the 2-foot strips adjacent to the street-car rails were left as waterbound macadam. About two

PUBLIC

years later those were scarified and treated with bitu- minous material by the street railway company, and subsequent surface treatments by the bureau flowed over them. A cobblestone gutter was constructed at the outer edge of the new pavement and, as required, French drains 214 feet deep were installed under the cutters and next to the tracks, and some herringbone drains were laid under experiment 6.

The work was done in the fall of the year and condi- tions were unfavorable for bituminous construction. Much of the penetration work was done when the average air temperature was 45° to 50° F. In virtu- ally all cases the stone chips and screenings were dried and heated before they were used. All of the bitu- minous binders were distributed by means of hand pouring cans, except on experiments 1 and 2, where the hand-operated pressure-nozzle method was used.

<i e z y © & » st nN? Pa res } wo a/ 3 o 3B “ Zs tu j= iw = li + Cue “BITUMINOUS ele Gi ts 7 S| {2 ZS} |] fw O MACADAM >| lz fe ce a «|| «| |>™ =| [>a ‘> = | 1° o & 6 bh E] [zs e| [¥> Kia $ = GB} joo 2| [bo SS wr fat lu %, MODIFIED De COAL TAR | BITUMINOUS | BitumINOUS MACADAM, | BITUMINOUS MACADAM, | © OMINOUS | BITUMINONS OS Prine MACADAM, J MACADAM MACADAM 4NL, COAL TAR FLUXED NATIVE ASPHALT | GILSONITE OIL ASPHALT , , x REFINED OlL ASPHALT OIL ASPHALT CHEVY CHASE CIRCLE DOUBLE CAR TRACKS OF STREET RAILWAY SURFACE SURFACE SURFACE TREATMENT, BITUMINOUS | | BITUMINOUS BITUMINOUS BITUMINOUS} TREATMENT, | TREATMENT, : SEE IDUAL UT ASPHATHIC. Loe relay WATER GAS TAR MACADAM, || MACADAM, MACADAM \ ’ < EMULSION | cecoon ene. | PETROLEUM PREPARATION OIL ASPHALT | OIL ASPHALT | OIL ASPHALT > © 4 a = > x 2 x S S|) 2 Ie a} |G | S|} |S | ot tt Wy Pe a = = =} |x ro) | =| |= =) ie a eo & = = =) (5 Se l rae al |b & S$ <= fo) j a. ys “” ao & as | lbh 10 : 9 .: 8 5 6 © - on 3 a: 3S @ ar tt SF oS & on 2.00 "a SpER CENT “oT lieveL -0.72 PER CENT , 1.67 PER CENT * tics 8 N o + és

EXPERIMENTS SOUTH OF BRADLEY LANE

30+20 61+80

wn a e = 2 o : 3 = = iS vis a L—+— 5 6 tJ = ao » tu a> S w] [2 ne! a ef fs S}) | |3& bs a] erga fs lel |b = 9] |< = = as} [se = >= tus Bl jew a} fu |e x =<} |= <x bm cx Se x x =| la 1G o a} |= ar Sf fr = Qe = Clie F&F wie |Z < ei I= = = 9 i oD A pe te bd a) Gi is = SECA | sec.B | seca ! secs SECA ; — SEC.B J SEC.C |SECA) SEC.B | SECC | ceo SEC.B he con Paice BITUMINOUS CONCRETE] BITUMINOUS CONCRETE CEMENT CONCRETE OIL CEMENT CON. JOIL-CEM.| Cement | concrete | CEM Iconc|CEMENT pa Ned es & hese veel Peers kepaataell heen SURFACE TREATED WITHIBITUMINOUS MATERIALS. | CONC. ] CON. {UME tconcRETEFOONCRETEL ty t 1 EET T tI! l GRAVEL! LIMESTONE ! GRAVEL [LSTONE! GRAVEL |GrAveL| GRAVEL | LIMESTONE |) } TRAP AIBC 101 E [FIG HIT YIKILIMINN |, 5 la DOUBLE CAR TRACKS OF STREET RAILWAY < 1 t = > = END OF PAVEMENT NO THOROUGHFARE * f+ concre re PAVEMENT CONSTRUCTED IN 1924 ns lu aan) = S ile slit wall Sli Silsic <f > wy tr Z = = = = s 2 z < x=] jw =<] Ih & ra) = So a 7 2 = = = = —_ - LEVEL | ~0.35 PER CENT ~20 PER CENT — 1,50 PER CENT —5.00 PER CENT LEVEL

= ty o95 PER CENT

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58+50 6i+80

Q wo + oa T+

EXPERIMENTS NORTH OF BRADLEY LANE

Fig. 1.—LocaATION OF VARIOUS EXPERIMENTAL SECTIONS.

Tur GRADES ARE APPROXIMATELY THE SAME ON Bota SIDES

OF THE TRACKS AND THOSE DESCENDING TOWARD THE NORTH ARE SHOWN AS NEGATIVE

May, 1928

PUBLIC ROADS 51

Ps Beek ge ' . ies : ae RDM a Bears " rene J 3 " ee he ee a Pee

EXPERIMENT-2

EXPERIMENT-S

CONDITION OF SURFACE-TREATED

In some cases the construction procedure was varied slightly as will be noted from the following descriptions of the several sections:

- jExpervment No. 1.—The wearing course consisted of limestone, graded in size from 3 inches to 1 inch, laid to a dep th of 3 inches loose measurement, and rolled lightly. Heated coal tar was then applied at the rate of 1.8 lane per square yard, covered with screenings (three-fourths-inch to dust). and thoroughly rolled. After the excess screenings had been swept from the surface, a seal coat of tar was applied at the rate of 0.8 gallon per square yard, covered with screenings and the road completed by rolling.

The seal coat of this section wore off rather rapidly and was replaced by an application of crude coal tar in

EXPERIMENT-6 SECTIONS IN 1928

1914. Following this treatment no more than normal wear took place. Some waviness developed adjacent to the gutter and occasional patching was required, but in general the appearance remained that of a uni- form, well-bonded mosaic surface. In 1918 this sec- tion was given a surface treatment of 0.19 gallon of re- fined coal tar with a covering of 14-inch stone chips. A similar treatment consisting of 0.337 gallon of refined coal tar and sand was applied in 1924. This is the only section of this group of experiments which has required a surface treatment since 1918.

As this section is located on a curve, the more severe scouring action of traffic is probably the cause of the need for the additional maintenance treatment. At the present time this later treatment has worn off in the

o2

PUBLIC

Vol. 9, No. 3

traveled area and some pitting and wear of the coarse stone is noticeable. ;

Experiment No. 2.—This section was constructed as a modification of the Gladwell method. A 1-inch cushion of sand was spread evenly over the foundation and given an application of 1.18 gallons per square yard of light refined coal tar. After the tar had been absorbed by the sand a layer of limestone (3 inches to 1 inch) was spread to a depth of 3 inches and thoroughly rolled. The surface was completed as in the case of experiment No. 1, using 1.95 gallons and 1.02 gallons per square yard of heavy refined coal tar for the penetration and seal applications, respectively.

The surface showed a tendency to bleed and the non- uniform application of chips made to correct this con- dition resulted in some surface irregularities. The surface was resealed in 1918, but no general treatment has been applied since that time. Next to the car tracks the unprotected edge has been broken by traffic and presents a ragged appearance. Some pitting of the aggregate has occurred, but the surface in general is in very good condition.

Experiment No. 3.—This section differed somewhat from experiment No. 1 in details of construction. Limestone from 2 inches to 1 inch was used in the sur- face course and was thoroughly compacted before the bitumen was poured. Clean chips, three-fourths to one-fourth inch in size were used both after the pene- tration and seal-coat applications. The initial pouring

of fluxed native asphalt was at the rate of 1.46 gallons per square yard. One-half gallon per square yard was used for the seal coat. A shortage of material neces- sitated using a refined semiasphaltic oil on a small area.

During the early period of its life, this experiment developed the appearance of a sheet-asphalt pavement. Later, as the seal coat wore uniformly, as mosaic sur- face was presented. It was conspicuous for its uniform cross section and it is still the smoothest of the bitumi- nous macadam sections. <A seal-coat treatment of refined asphaltic petroleum and 1%-inch stone chips was applied in 1918. Throughout its life maintenance costs on this section have been lower than on any other section of this series.

Experiment No. 4.—This section was constructed of 2-inch to l-inch limestone, spread to a depth of 3 inches and lightly rolled. The first application of asphalt was at the rate of 1.65 gallons per square yard, and the second at the rate of 0.55 gallon per square yard. A light covering of stone chips was spread after the first application while after the second application, screenings from three-fourths inch to dust were used on a part of this section and clean chips on the remain- der. The surface was completed by rolling with a 3-ton roller.

This section lies at a low point in the grade and drains experiments 3, 5, and 6 on the west side. The placing of the asphalt binder course was completed late in the evening, and rolling and pouring of the seal coat was

TABLE 1.—Cost and description of experiments on Connecticut Avenue, Chevy Chase, Md.

BITUMINOUS MACADAM (PENETRATION) EXPERIMENTS, SOUTH OF BRADLEY LANE, BUILT IN 1911

| * : | | Original construction Annual cost of surface ae See ha maintenance in cents per @ — a 5. 1912 1913 1914 1915 1916 Tos) = “ _ 2 4 = iS 3 Q © 2 © 2) 2 eae ae Ble | & z H SS ae at Bituminous material or type £3 | se = 3 a es = a = a =| a = > ag D a D = 2 a © q © =| 5 ra a “st 3 Ss e g 2 = 2 S & = 8 Aan ee: Be | S |e24i's |] 8) 3 )8 )3 145 724 oi i S = ic ° m . Ea = pa S a S a ba S ny | 6 | oO Ba! oe ae Pee a ee) ee ee ee | | Square | Feet | yards Cents PTR UBS bd, B81 Tl Cal tar, Tempe sos ec oneness eee eee 260 4? BO 9S ToS ee es okt at 5. Od oO. 74 1 Se Died taceees 0. 28 a eet “Ole 105.) (Coal tar, refined. (modified). 1.4... bes oneeatbecscneascus Ret & 26.) Bh de ie, 2) wreck nuke del oee Met looonm bcs paiiemeee 2.293 ae oe . 64 Boze est ) S25 || 1, O8h)| Pinxed native agnialls 7. oie coe uetoa eek eee eee eae ee 1.062). OS: GO Mo AL cclena Shale ore en Ee tea cece ln ee aieaere <O6 aes | .38 $e) 9823 || 2,568 | Of asphalt (Giisonite) =. seen cae ees ee eee ee BAe, BLAS eee {ear > Bel RARE see C20 Bence 2.) See 2.09 Nace . 67 Tie ee 810°) 2,447 || Of asphalt ve. 242502) ee cb ces oe ee Nees eeoncer ote DeLee Hesoane 17.08. Wewows , 00 loan ce » OB Re anal 208 locaste i 6 53 Geena Ae6 1 a BRR" (OD asplall, Ss eee eye Soe eee ee ee rre cee Seni 2.09 1 63.22 |nc..8 eae ae Ap og een ee ce of BOF. at ae . 57 TA aunt) 9 449 130) OF] Basalt se ne os cee Site ee ee 2: 26. 1) 50. 96. 12.2... LN PE el eee be ee Jew. ee 7 ee \ 29 i Ee 60) 849) Of atphalt.oc. coe cen cals ewe a rene ae ean ew ene 1,86 | 64.80 | 8.01 |------+-|------|------|------ Si Paven en FBO to lace . SURFACE TREATMENT EXPERIMENTS ON WATERBOUND MACADAM, SOUTH OF BRADLEY LANE, BUILT IN 1911 | | fae | 7821 L477 | Water-tas tay praparaiion-y. eee core oe ee eee 0. 54 | 2 39. 59 | pre | ere a CE ee (Bn ee | Jaume | 3.40 | 6.55 | a7 Be wt 403 46.1 Aspliaitic petroleaits | sc yen eee: Seas ee ee ee ie Pat oo aa BABE ee aon, 4.7 1.18 | 7.50 | .88| 8 76| 1.48 1) ¢ See 482) LOS | Besidusl petroleum 8 oe ee ee ae ewe ee ee ee SCs REDD hee De tae Heese 1.88 | 8.11 | 20.17 | 7.80 | 5.24 | 8.90 | 4. 08 pees: 201 | '377 | Native asphalt emulsion........-..----------------------------- 339) | HOLDS Ho git kos eae clea meee aw —- een sae | 1.56 ’ i} | | EXPERIMENTS NORTH OF BRADLEY LANE, BUILT IN 1912 1 Pca a, | 635 | 1,498 | Bituminous concrete (Topeka specification) 2 inches thick on | Bm 2 827 Gemment vonereies sce oe ea oe eee Se oe by es Ce SN PE. 8) A ee ee O22 SexansicLeteeee cae | 630) 1,400 | Bituminous concrete (District of Columbia specifications) 2 | | | ' inches thick, on 6-inch 1: 3:7 cement concrete and seal coat Of O.41 galion fluxed native mepliali 2. on. ce omece eee ulseeeee 590: BO i 2, Se OS ee Ae ee A: Ae ee ee ee 0. 25 = 5 1,840 | 4,178 | Cement and oil-cement concrete as in experiment No. 2, surface | '- treated with various types of bituminous materials___._._.___.!-_-__- (7: eee Ore oe Aes Soe fee 5 OS a hcrnaalersesh | .06 | 7.81 . 29 ee ee 771 | 1,744 Oil-cement concrete, 1:134:3 and 5 pints residual petroleum per Dag af cament..«<.ce5icl ee at oe dee Co eb at eee cee eee ts es eee | See ak Ee ec, Ss | Ord dt Medes 1 HS ee 1. 02 ee 1. Bed 1 Bs) Goethent concrete, 2 PIES Be onnterere Deets vee es eee ee Lace 14%) St |. cs: ealadee bale os tas lea OT Pos A) ee . 28 Rinseridcens 980 | 2,055 Vitrified brick, with base as in experiment Nos. 1 and 2, 2-inch | | | sand cushion grouted with 1 : 1 sand-cement_______.________-- he ee PE ST = a | A ae See | TP CP oe 8 » OB ee OF t58 co Ge | |

1 Some of the sections were of varying widths.

2 Includes cost of wearing course.

Mary, 1928

postponed. That night there was an extremely heavy rain, and water drained from experiments 3, 5, and 6 came up through the stone of experiment 4, so that it was necessary to tear out the cobble gutter at a number of places to drain the subgrade. About a week later an effort to resume work on the section was discon- tinued because the subgrade was still wet and soft, and it was not until some time later that the laying of the surface could be completed.

This surface gave early evidence of requiring repairs, but bleeding, which began with the advent of warm weather, caused the surface to seal itself. Some depres- sions occurred along the west edge and waviness and lack of stability in the surface were more apparent on that portion on which screenings containing dust were used in covering the original seal coat. In 1918 a sur- face treatment was applied consisting of 0.305 gallon per square yard of oil asphalt and a %-inch stone cover. At the present time the section is in good condition, but in general the surface has worn more unevenly and has developed more waviness than that of experiment 3.

Experiment No. 5.—This is a divided section located on both sides of the car tracks. The stone of the wear- ing course, which was the same as that used in experi- ment 3, was thoroughly compacted before the applica- tion of the binder. The first application consisted of oil asphalt applied hot at the rate of 1.69 gallons per square yard. Chips from three-fourths to one-half inch in size were then spread sparingly and the surface

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ROADS

thoroughly rolled. The second application consisted of 0.56 gallon per square yard of the same material and a covering of stone three-fourths to one-fourth inch. The surface was then rolled until firm and smooth.

During the first few years after construction this section required considerable maintenance due to unsat- isfactory subgrade conditions. Weak places as they appeared were dug out and patched. With the gradual elimination of these weak places the condition of the section has been materially improved and the cost of maintenance decreased. In 1918 a light surface treat- ment consisting of 0.227 gallon per square yard of hot asphalt and %-inch stone was applied. The surface at the present time is unbroken and in good condition except for some waviness.

Experiment No. 6-—This section also is located on both the east and west sides of the car tracks. The Wearing course consisted of 3-inch to 1-inch limestone spread to a loose depth of 34%inches. After a thorough rolling, the first application of asphalt was made at the rate of 1.56 gallons per square yard. ‘This was covered with clean stone chips, three-fourths to one-half inch in size, the excess of which was swept off after rolling. The second application of 0.53 gallon per square yard of a harder grade of the same material was then made, covered with stone chips, and rolled.

Herringbone drains were laid on the west side of this section. Their installation, however, was apparently not entirely effective. Subgrade conditions were simi-

TABLE 1.—Cost and description of experiments on Connecticut Avenue, Chevy Chase, Md.—Continued

BITUMINOUS MACADAM (PENETRATION) EXPERIMENTS, SOUTH OF BRADLEY LANE, BUILT IN 1911

io) Annual cost of surface treatments and maintenance in cents per square yard a | | a ee 1917 | 1918 1919 1920 1921 1922 1923 1924 1925 1926 1927 35 S a — ——- - — as | @ © 2 mo | | @ | © >) ro) fi. 8 2 2 S| — | oO i) Q S | o az i oQ } 2 oO © 2 © rhe 3 ae ie: s])/9ais8i1 4 | al & a | @ ie} | FB tl ae | ube a | a 2 | as g o is en) qi So i a i) a | ee ST o | A Di ait © | ) a) q ro) r= eg a g = g q§ | 2 = 2 rei;}S hth 2 12 x | 2 S| g SI ol B 2 = 2 aS 3 Pea See oe eel ha | es Meee |B Pe? Siig et Sl Be epg 7s 2 eerie Wasi es eh ee ee at ep) a eT Sp eS 2 SP Soe abe ze a Pas) a Poe ete] eB Lae fa Pe Pap ey spe oe] Beles | Oe a ae eee Be, “4 | net ; a a —— aye | | | | Cents | per } i | } ] sq. yd. | 7 | Si) 1282 pe GeV eee 0.72| 43.01 ‘ee ee Le IB Pe ye CA ee eR to PO Pete bE Weacrcanl eect Brece lee erie OCW a Art aed el | 1 ee eaten 2e8t | 2e.42))) 2984. ae. RENE ee ae Sees Se EEC EERE FS ee CE eeoeres Pee ee ae te Oe RS (RRS ma Cee ene . 89 33. 37 i Oe PER Pea Ska ed acel ca ccattane came ewtierefetiec or HEY Re Ee Ceres Somes