Southern Architect and Building News

News of Street and Road Building Activity in the South Briefly Told NEVER before in the history of the country has the South seen such active preparations being made and now underway in some parts for permanent road building of all sorts. For years the South has lagged in this respect, but the people are now speaking in no unmistakable terms, through the ballot, that they must have bond issues to carry on the good work. This magazine is giving as briefly as it can the news of this activity, strictly confining itself to the South, though all states in all parts of the country are waking up. Road and Street Construction. Wayne. Ark.—Cross County Commrs., Parkin, St. Francis and Tyronza Road Dist.; construct road from St. Francis County line to Poinsett County line; sold $1,050,000 bonds; Newell Construction Co., Contr.. St. Louis, Mo. Washington, D. C.—District Commrs., 509 District Bldg.; grade, improve and pave streets, roads, avenues and alleys; bids until Sept. 15. Washington, D. C.—District Commrs., 509 District Bldg.; pave roadways; bituminous macadam; bids until Sept. 8. Pensacola, Fla. —Escambia County Commrs.; construct roads; vote Sept. 29 011 $2,000,000 bonds. Fort Lauderdale, Fla. —Town; improve streets, water-work and sewer system ; vote on $60,000 bonds : contemplated. Address The Mayor. Fort Myers, Fla. —Crescent Beach Road & Bridge Co. incptd.; capital $25,000 ; B. E. Tinstman. Prest,; J. W. Blanding, Secy.; V. G. Winderquist, Treas. Kissimee, Fla.—Osceola County Commrs.; constuct 9-ft, road, hard-surfaced with asphalt; brdges; voted $BOO,OOO bonds. Tampa, Fla.—City Commrs. Public Works, 11. C. Gordon, Chrmn.; pave Plymouth St.; 3370 sq. yds.; asphalt blocks; bids until Sept. 7. Hazard, Ky.—Perry County, A. M. Gross, Judge; construct road between Hazard and Lothair. Hickman, Ky.—Fulton County Commrs.; coijf struct hard-surfaced roads; vote in December on $4OO 000 bonds. Hindman, Ky.— Knott County Commrs.; construct 6 mi. Hindman to Whitesburg road. Lecompte, La.—Town ; construct 4500 tin. ft. sidewalk and curbing; bids until Feb. 16. 1921 ; changed date from Aug. 17 : J. L. White, Engr. Minden, La.—Webster Parish Police Jury; improve roads; voted 5-mill tax levy. Rockville, Md.—State Roads Corasn., 601 Garrett Bldg., Baltimore ; construct .36 mi. Beallsville-Dickerson road, Montgomery County; M. J. Grove Lime Co., Contr.. Frederick Md. Baltimore, Mo.— City; repair 3y 2 mi. old road at Loch Raven; Frederick D. Corozza, Contr., 805 Calvert Bldg. Baltimore, Md. —State Roads Comsn., 601 Garrett Bldg., Baltimore; construct 2)Vz : mi. Philadelphia road; $9302.70; American Paving & Contracting Co., Contr. Upper Marlboro, Md. —State Roads Comsn.. 601 Garrett Bldg., Baltimore; construct .50 mi. State Highway through Mt. Rainier; concrete; Prince George’s County, Contract P-21; bids until Sept. 7. Carrollton, Miss.—Carroll County Commrs., J. R. Bingham in charge; construct 30 mi. highway; Jno. M. Harbert Engineering Co., Engr., Indianola, Miss. Meridian, Miss.—Lauderdale County. Geo. A. Gray, Chrmn. Beat 4, Goods Roads Comsn.; construct Hickory and Meridian road; 43,200 eu. yds. excavation, and Jackson highway, 32,cu. yds. excavation; bids opened Sept. 3; changed date from Aug. 3. Bethany, Mo. —City; pave 4 blocks 17th St.; bids until Sept. 6 ; O. Stratton, City Engr. Ilarrisonville, Mo.—State H'gtway Dept., Jefferson City, Mo.; construct 19 mi. HarrisonvilleBelton road, 24 ft. wide, Cass County; Federal-aid Project 20; bridges; bids opened Sept. 1. Mound City, Mo.—City; pave 4 blocks Nebraska St.; concrete; Reinert Bros., Contrs.. 1208 N. sth St, New Madrid, Mo.—New Madrid County Commrs.; unprove 19.3 mi. State road. Section A, Project S; E. Prendergast, Contr., St, Louis, Mo. Oregon, Mo.—Holt County Commrs.; pave 66V2 mi. Mound City-Oregon road, 18 ft. wide; concrete; Leslie-Barnes Engineering Co., Engr., American Natl. Bank Bldg., St. Joseph. Mo. Savannah, Mo.—Andrew County Commrs.; grade 26 mi. North and South Road, 18 ft, wide; LeslieBarnes Engineering Co., Engr., American Natl. Bank Bldg., St. Joseph. Mo. Spiingfield, Mo. Green County Commrs : improve 50 mi. road; $260,000: H. P. Mo'berlv, Div. Engr. St. Joseph. Mo.—Board Pub'ie Works; pave Ma rion and 15th Sts., and Goff Ave.; W. K. Seitz. Engr Nashville, N. C.—Town, L. T. Vaughn. Clk. ; p-ve 1/4 mi. street; $125,000 available; preparing plans and specifications; Mees & Mees, Conslt. Engr.. 310 Trust Bldg., Ohorlotte. Supersedes recent item. Ada, Okla.—City Commrs.; pave streets in Dist.

October, 1920. THE CONCRETE AGE [ 11 The Concrete Age And Its Promotion Work. Every month, for fifteen years, The Concrete Age has been the sole missionary in the South, preaching the gospel of concrete fireproof construction. It has printed thousands of pages of text, and thousands of illustrations to d:ive home its arguments. Every month, for fifteen years, The Concrete Age has likewise been relentless in advocating the building of concrete roads. It has devoted a vast amount of space and thousands of pictures to this subject and today this work is bearing fruit in the assured building of the Dixie Highway and other great road systems. For fifteen years, The Concrete Age has had its leading articles copied by the big papers of the South, where they reached millions of readers and in this way doubled its power and influence in pleading for concrete fireproof buildings and concrete roads. For fifteen years the paper has not only covered the fourteen Southern States, but the Middle-West as well. It has been a power in its particular field and has contributed millions worth of new business to those who seek trade f:om the concrete industry. Mr. Advertiser, have you fully appreciated the ceaseless efforts and influence of this paper? We are rendering missionary work which creates new business for your products every month, and The Concrete Age deserves your patronage and support. Give us this, in full measure, and enable us, through your help, to largely increase the practical influence the paper is exerting in your behalf. CONCRETE AGE PUBLISHING CO. ATLANTA, GA. 6 to 11; $850,000; will invite new bids; Johnson <y Benham, Conslt. Engr., Firestone Bldg.. Kansas City, Mo. Purcell, Okla. —City; pave streets in residence section; $200,000; Johnson & Benham, Conslt. Engrs.. Firestone Bldg., Kansas City, Mo. Tulsa, Okla.—City; construct 7000 sq. yds. paving; one-course concrete; $40,000 available; bids about Sept. 15; C. E. Griggs, City Engr. Anderson, S. C. —Anderson County Commrs.; construct 20 mi. Andeson-Abbeville and 25 mi. Anderson-Greenville roads; C. H. Moorefield, Sngr., Columbia, S. C. Camden, S. C.—Kershaw County Commrs. ; construct 30 mi. Camden-R’dgeway road; C. M. Moorefield, Engr.. Columbia, S. C. Columbia, S. C. —City; pave Main St.; 19,000 sq. yds. roadway; 6100 sq. ft. sidewalk; Atlantic Bitulithic Co., Contr., Richmond, Va.; F. C. Wyse, City Engr., ColumVa, S. C. Columbia, S. C. —Richland County Permanent Roads Comsn., 1202V2 Main St.; construct 15.125 mi. Two Notch road; 43,265 cu. yds. sand-clay surfacing; bids opened Sept. 3. Lexington, S. C. —Lexington County Supvrs., C. E. Corely, Supvr.; construct Columbia-Newberry road; 15,616 cu. yds. topsoil surfacing; bids until Sept, 11; J. D. Gregory. Div. Engr., 120214 Main St., Columbia, S. C. Newberry. S. C.—Newfierry County Commissioners ; improve roads; voted $400,000 bonds. Spartanburg, S. C.—Spartanburg County Commrs. ; construct 18 mi. road; C. H. Moorefield, Engr., Columbia S. C. York, S. C.-—York County Commrs.; construct 15 mi. road; C. 11. Moorefield, Engr., Columbia, S. C. Amarillo, Tex.—Potter County, R. C. Job ison, Judge; grade Highway No. 5; $20,774.97; F. F. Keller & Son, Contrs., Raton, N. M.; rejected bids for graveling and surfacing 25 mi. Highways 13 and 33. Angelton, Tex.—Brazoria County Commrs.; grade and surface 5.73 mi. Highway 36; contract to S. T. Stratton and M. Palmer, Freeport Tex. Clarksville, Tex.—Red River County Commrs.; grade, surface and drain 10.341 mi. Highway 5 B from Bowie County line to English; P. Y. Creager. Engr. Coleman, Tex.--Coleman County Commrs.; construct 42.17 mi. road in Precinct 2; crushed rock or gravel; A. Smith, Contr.. Santa Anna, Tex. Dallas, Tex.—Dallas County Commrs.; construct sidewalks and gutters on 1 mi. Harwood St.; invite bids; rescinded former contract; G. Fairtrace, Engr. Fort Worth, Tex.—City Comsn.; pave 1 mi. Oor> merce St.

12 THE CONCRETE AGE October, 1920.

Hillsboro, Tex.—Hill County Commrs., R. F. Burns, Judge; grade, gravel surface 14.9 mi. Highway 31 through Hill County; bridges and culverts; Sept, 4; Bryant & Huffman, Engrs., Littlefield Bldg., Austin, Tex. Jasper, Tex.—Jasper County Commrs., C. C. Bfrown, Judge; grade 'l2. mi. Highway Bfrom Buna to Newton County; bridges and culverts; bids until Sept, 13; C. P. Hunter, County Engr. Nacogdoches, Tex.—Naco,gdoches County Comimrsi., L. I>. Parmley, Clk.; construct 45 mi. highways; jhids opened Sept. 1 ; Lamar Acker, County Engr. I San Angelo, Tex.—Tom Green County Commrs.; grade 10 mi. macadamized road; State Highway 9 land 9A; $200,000; W. D. Moseley, Contr., El Paso, Tex.; MeCall-Moore Engineering Co. have contract for drainage structures at $12,000, and J. E. Ward, Da 1 las, Tex., for spreading asphalt surfacing at $26,000. Norton, Va, —Wise County Commrs., Gladeville. Richmond and Dipps Dist.; construct 18 mi. macadam road, penetration top ; +75,000 available ; O. H. Beverly, Engr. Richmond, Va. —City; grade alley from Virginia to Miller Ave.; +2250; Cheatwood & Dr’scoll, Contrs Wytheville, Va.—Wythe County Supvrs.; improve rock road; 10 to 12 mi.; +150,000. Beckley, W. Va.-—Raleigh County Commrs., Jackson Smith, Clerk; construct 5 mi. Marsh Fork, Class A, road; bids until Sept, 11 ; Neil F. Hathwav, Dist. road Engr., Montcoal, W. Va. Charleston, W. Va.—State, Jno. G. Cornwell, Governor; construct roads ; vote in November on +50,000000 bonds. Fayetteville, W. Va. —Fayette County Commrs.; grade 9V2 mi. road on Lower Loup Creek from Robson to Ingram Branch; +134.000; J. M. Randish Construct:’on Co., Contr. Huntington, W. Va. —City Commrs. Mat. Miser, Commr. Streets and Sewers; pave 6th St.; +7321; Hocking or Dixie brick; L. J. Gillispie, Contr.; A. B. Maupin, City Engr. Lewisburg, W. Va. —Greenbrier County Commissioners, Thos. W. (Shields, Prest.; construct roads in Blue Sulphur Dist.; vote Sept. 18 on +94,000 bonds. Huntington, W. Va. —City Commrs., Mat Miser, Commr. Street and Sewers; pave 14th, 2d and sth Sts. and 2% alley; bids until Sept. 7; A. B. Maupin, City Engr. Smithfield, W. Va. —Town; pave streets; voted +15.000 bonds. Address The Mayor. Webster Springs, W. Va, —Webster County Commrs. ; construct 20 mi. road; earth; +400,000 available; H. M. Bruffy, (Contr.; J. H. Hancock, Engr. Wheeling, W. Va. —Ohio County Commrs.; pave National Road over Chicken Neck h 11; brick ; ( +8495.- 90; Vincent Vercc-llotti, Contr. Why Men Strive to Get Ahead By P. B. McDonald, AssistantProfessor of English, College of Engineering, New York University. The “Gloomy Dean” Inge of St. Paul’s cathedral, London, said recently in one of his characteristic addresses that man is naturally so indolent he will toil only to obtain food and shelter. He was arguing against industrialism and for a return to rural life, and was trying to show that the only occupations satisfying to man through inherited instincts are farming and hunting. Why is it then, when he has attained food and shelter, that man continues to strive as desperately as before? Why is it. after we reached the civilization of our grandfathers, we continue to pile up luxuries and garnishings? Why cannot we live as Thoreau d:‘d at Walden Pond, spending nine cents a day and working six weeks in the year? Thoreau considered that he was happier in this rustic cabin, with lesiure to ponder over nature, than the citydweller who works the year round and sees nature only dur. ng two w r eeks of vacation. Herbert Spencer, reflecting on philosphy in his individualistic way, remaked that man strives for position, and the satisfaction of feeling above others. Sa d this ‘‘synthetic philosopher": “It is incredible that men should make the sacrifice, mental and bodily, wh’ch they do, merely to get the material benefits which money purchases. . . . What merchant would spend an additional hour at his office daily, merely that he might move into a larger house in a better naner? In so far as health and comfort are concerned, he knows he will be a loser by the exchange, .'ml would never be induced to make it, were it not 1O' - the increased social consideration which the new house will bring him. Where is the man who would lit1 awake at nights devising means of increasing his

income in the hope of being able to provide his wife a carriage, (a motor-car wou’d be a more appropriate example to-day, were the use of a carriage the sole consideration? It is because of the eclat which the carriage will give, that he enters on these additional anxieties To be dist'nguished from the common herd—to be somebody—to make a name, a position—- this is the universal ambition. ... We do not mean to say that men act on the consciously reasoned-out conclusions thus indicated; but we mean that the conclusions are the unconsc'ously-formed products of their daily experience.” According to Spencer, then, men struggle to gain deference and respect rather than the direct use of luxuries. Such a condition opposes the theories of the socialists, who would have us all enjoying an equal share of the good thing; of life. One of the best analyses of the motives actuating gregarious man is contained in Carlyle’s extraordinary book “Sartor Restarus.” The Scottish author has an eccentric German professor, Teufelsdrockh, summarize the ambitions of his fellow townsman as he looks by night from lr's attic window. Says the professor: “Upwards of five-hundred-thousand twolegged animals without feathers lie around us, in horizontal position's; their heads in nightcaps, and full of the foolbhest dreams All these heaped and huddled together, with nothing but a little carpentry between them;—crammed in, like salted fish, in their barrel, or weltering, shall I say, like an Egyptian pitcher of tamed Vipers, each struggling to get its head above others.” Such was this cranky Scot’s idea of modern civilization : “a pitcher of tamed vipers each trying to get its head above the others.’’ Yet Carlyle toiled more than most men to get his head above the crowd, and no one emphasized more than he .the wor’d’s need for leaders with their bead above the mass. Carly 1 e would say that for all men to have their heads on the same level brings that peril of democracy—short-sighted mediocrity, lacking inspiratb and ideals. Spencer would say that to remove the possibility of the hard working or exceptionally- gifted man getting his head above others destroy the incentive for work except of a mechanical and indifferent kind. Proper respect and encouragement should be given deserving individuals, least they cease to strive. This applies to the underpaid engineer. Individuals as a philosophy lias been criticised so severely since standardization and organization became popular that its true meaning should be explained. Tt meansnot only oddity and self-importance. nor refusal to co-operate merely for the sake of being different; but it means the self-development ol individuals able to think for themselves and requiring little regulation and interference to keep in order. Spencer pointed out that placing men under restraints anti mechanical patterns develops mollycoddles. He meant, of course, mental mollycoddles. —individual's of poor judgment and flabby initiative. Another effect has been the wide discontent which followed recent efforts to standardize human nature. To ally this unrest, the men in power in industry increased wages and added luxuries to the factories’ welfare department, only to find that these brought but temporary benefit. Charles S. Myers in a recent paper before the British Ceramic Society recommended “psychological management” rather than “scientific management,” as a better method of suiting each worker to his job and keeping him satisfied, since scientific management tends to treat men as cogs in a machine, while psychological management recognizes individual talents and eccentricities. Likewise, an editorial in the British magazine “Engineering,” arguing for individualism, said : “The creative mind, in short, to which every great increment of wealth can he traced, fits in badly with a communistic or a cooperative scheme of society. The man of genius is ever and necessarily an individualist.” The point of all these arguments is that man will always strve to get ahead, no matter what socialistic or co-operative rules are laid upon him, and that this innate wish to Use above the herd is desirable, and beneficial to society. The goavernmenr which recognizes most clearly that exceptional individuals must be rewarded suitably, and shown due respect, will develop the greatest leaders, not only in politics and statesmanship but in science and invention. The industrial corporation which reward's most appropriately workers of unusual ability will attract such men, and the reward of higher wages or welfare conveniences is by no means the chief incentive that keep men satisfied. Working under an inspiring leader, being encouraged to express ideas about the work, and being treated in a sincere and honest manner, are considerations that move employees as much as anything ehe. But these advantages should not be flaunted in a way that antagonizes by its very obviousness. Appealing to the individual, especially to the unusual, means leaving something to his imagination; he does not like to be hu'stled into admiration of the company, any more than he likes to be catalogued as a cog in a machine. After all. men are human which makes them appear otherwise. 13 THE CONCRETE AGE October, 1920.

Concrete Tanks for Cottonseed Oil Storage J. E. FREEMAN, Engineer Technical Bureau Portland Cement Association D TIRING the past 20 years the increase in plants producing cottonseed oil in the south has been more than -300 per cent. In the same period the increase in the north has been 85 per cent or more. The production of cottonseed oil in sixteen southern states in 1918 was very close to $500,000,000. With the many extensions of use that have been found for cottonseed oil during recent years, the industry has attained an importance little dreamed of but a few years ago, and when an industry reaches such magnitude, :t is evident that all measures of economy which may be introduced affect profits to a material degree, just as does neglect to introduce such economy and efficiency reduce profits and perhaps result in failure of the enterprise. One of the problems attending the manufacture of cottonseed oil is that of storing the oil until marketed. This involves suitable tankage of short lived structures. Of course, there is a way to avoid this*, which is to build as nearly permanent and depreciation free as possible. Any structure whicl requires continual maintenance to remedy or counteract depreciation due to exposure to the elements or other causes, soon becomes an expensive proposition and might better have been designed and built without regard to first cost in order to eliminate if possible the perpetual annual charges of upkeep. Of the various materia’s which may be used to build storage tanks for cottonseed oil, concrete in vites particular attention because of qualities characteristic of concrete alone. It becomes stronger in contact with moisture, does not rot. rust or in other ways deteriorate and is more nearly maintenance free than any other type of construction. Tin* average life of any kind of tank may probabV be taken as less than 30 years, with an unkno- . yet burdensome cost, such as painting and genei.d repair throughout the period of its life. The concrete tank involves no investment other than its first cost and because of this maintenance free characteristic, soon stands as a better investment than the one which seemed to have a better favor because of considerably lower first cost. Since in most cottonseed oil crushers, the tanks are below ground under the presses, the concrete tank is the logical solution of cottonseed oil storage problems. Contact with the soil causes no depreciation, regardless of whether soil is wet, moist or dry. The tank cannot go to pieces when empty, cannot mst when full, nor in any other way suffer injury through normal use. Because of the fact that the most convenient and natural location for the tank is below ground, concrete adds its insulating value to contents, which are kept at a fairly even temperature both winter and summer. As concrete can be placed so that the required tank shall have any desired form, all sharp corners or pockets are eliminated, thereby permit ting thorough cleaning of the tank, thus leaving no oil into it to sour. The success of concrete tanks for use by cottonseed oil crushers is proven by examples of tanks which have been in use for a number of years. The Houston Oil Mill and Manufacturing Co.. Crocket, Tex., in 1916 built a 6,000-gallon concrete tank for cottonseed oil. This is below ground, the interior coated with a portland cement mortar, followed with a paint coat of neat cement. The com pany reports that this tank has been in continuous use up to the present time; furthermore, no bad effects have been noticed either on the concret or contents. Th Rule Cotton Oil Co., Rule, Tex., built one 1,500-gallon concrete tank in 1912 and, after four years of use, one 2,000-gallon tank in 1916 showing their confidence in concrete containers for cottonseed oil. One of these structures was lined with paraffin, the other with neat cement. Both have been in satisfactory service from the time of erection to the present date. The Lenoir Oil and Ice Co., Kinston, N. C.. handle cottonseed oil direct from the presses into concrete containers built below the presses. In 1914 a 2,000-gallon tank was built, finished on the inside with a 1:2 portland cement mortar. This company also reports entirely satisfactory results, with no effects upon either the oil or the concrete. The Baker Cotton Oil Co., Hobart, Okla., have about 10 concrete tanks varying in size from 6,000 to 12,000 gallons, used for storing fuel oil, cottonseed and kerosene. These are for the most part circular, finished with a mortar coat. * In addition to handling cottonseed oil, the problem of storing the raw cottonseed must be considered. Here the concrete container has also solved the storage problem. Last year the Pine Bluff Cotton Oil Co., Pine Bluff, Ark., built six concrete tanks above ground for storing the seed, each with a capacity of 1.000 tons. The reputation of concrete in so many other structures and under so many

various conditions proves the future of these tanks. The use of oil for fuel has a’ready been adopted by many plants, and others, as soon as they realize the economy, will change from coal to oil. This again opens the question of storage. Concrete tanks have been successfully used many years for storing oils of every grade, crude, fuel, gasoline, kerosene, benzine, etc. At the present time there are over 850,000,000 gallons of fuel oil storage capacity in the form of concrete tanks. Among the cotton oil companies using them are the Joyton Cotton Oil Co., Joyton, Texas; Winters Cotton Oil C0. ,: Winters, Texas; Seymour Cotton Oil Co., Seymour, Texas; Anadarko Cotton O'l Co., Anadarko. Okla. Underground concrete tanks mean greater conservation. They reduce evaporation losses to a minimum by keeping the oil at a fairly even temperature; leakage losses are stopped entirely in a good concrete tank. By being below ground all yard space is available for the storage of materials. Insurance rates on concrete tanks in some states are considerably lower than on other types of containers; concret tanks do not raise the rates on surrounding buildings. Every concrete tank, whatever be the shape, capacity or use, is a subject for special design. Unless concrete tanks are properly designed to withstand pressure of the contents and from without when the tank is empty, small cracks may open up and the contents may leak through or the tank may fail completely. This is not peculiar to the concrete tank alone, but is true of all tanks improperly designed, regardless of the construction material. With a proper design the success of a concrete tank depends upon the choice of materials, proper proportioning, mixing and lac'ng of the concrete and protecting the finished work until the concrete has properly hardened. Neglect of any one of these points may be cause for dissatisfa-ction later. The concrete should be so proportioned as to secure a dense, compact mass; this can usually be obtained with the proportions of one sack of portland cement, two cubic feet of sand and three cubic feet of pebbles or broken stone. Consistency, or the amount of water used in mixing the concrete, plays an important part, as either too much or too little may leave pockets in the hardened concrete. Mixing of materials should preferably be done in a mechanical batch mixer so that mixing may be thorough and uniform and that the placing of the concrete may be rapid and with as few interruptions as possible. The best results would be obtained by building the tank in one operation, but as this is usually impossible, the work should be speeded up so as to reduce construction joints or seams to a minimum. When it is necessary to stop concreting, precautions, must be taken to join new work to old by roughening and washing the hardened concrete and flushing it with mortar immediately before placing the new concrete. Uusally a wedge shaped 2by 4, small end down, is embedded in the old concrete so that a key is formed. It has also been found of further advantage to embed a metal plate in the old concrete so that it will extend into the new. The treatment of the interior surface depends upon the character of the liquid to be stored. Foregoing examples of cottonseed oil tanks show that for such use a rich mortar coat, applied immediately after the forms have been removed, has been suffi client. It is probable that a further treatment with sodium silicate (water glass) or magnesium fluosilicate would be of benefit. These methods have been successfully used on tanks used for storing fuel oil heavier than 30 degrees Baume, although special commercial coatings have sometimes been used. J*or the storage of oils lighter than 30 degrees Bauyxuß, some special coat : ng is needed to prevent the penetration of the oil. A view of a packing plant where cottonseed oil is taken from the large tanks. Concrete enters largely in construction of these tanks. 15 TH E CON C R E 'l' E A( i E October, 1920.

Advantages of Lime in Construction By TYRRELL B. SHERTZER, Construction Engineer Eastern Bureau Nat. Lime Ass n. THAT engineers, architects and constructors recognize the value of hydrated lime mixtures in conchete construction is evidenced by the rapidly increasing number of specifications calling for the admixture of hydrated lime in all classes of concrete work, and also by the recent railing of the Board of Standards and Appeals of New York City, noted in the American Contractor of May 8, 1920. Advantages. Briefly summarizing the advantages to be derived from the admixture of hydrated lime in concrete the following may be cited: Hydrated Lime: (1) Makes concrete much more plastic and workable, thus facilitating chuting and placing. (2) Reduces the amount of water necessary in mixing concrete, thus obviating the danger of drowirng cement, particles, and also overcoming the difficulties and known detrimental effects of evcessive free water. (3) Causes concrete to lie closer to the forms and reinforcement, thus giving more uniform and smoother faces, eliminating segregation and stone pockets, and reducing finishing costs. (4) Produces denser and more homogeneous concrete. (5) Acts as a preservative to the reinforcement. (6) Prevents separat'd! and settlement in carts and buggies. (7) Imports more uniform apparance as to sorface and color. (8) Is the most efficient integral watertightening medium as officially declared by the 11. S. Bureau of Standards, and is also the cheapest material available. That hydrated lime imparts the above mentioned properties to concrete has been observed and testified to by many of the leading professional and practical men of the country, as well as by practically all of the departments of the IT. S. Government dealing with construction matters. Highway Construction. In view of the rapid development of automobiles and the breakdown of our rail transportation system, good roads are today imperative, or the large majority of communities a concrete road provides the most durable and satisfactory type of construction. A number of state h’ghwav departments, county engineers, and municipal authorities have inveseigated the advantages to be derived from proper admixtures of hydrated lime in concrete used for highway and pavement construction, with the result that many of them have now standardized such admixtures in their specifications. After careful study and investigation, the affice of Public Roads, U. S. Department of Agriculture has approved specifications calling for hydrated lime admixtures on projects to which government aid is extended. Careful and systematic studies conducted by the Delaware State Highway Department ndicate that the following advantages are derived from the proper admixeure of hydrated lime in highway construction. (1) The compressive strength of the concrete is increased. (2) The concrete is placed and finished with less Work. (3) The concrete is made more impervious to moisture, thus protecting the subgrade and reducing* the internal stresses caused by alternate absorption and evaporation of moisture. (4) The war seems to be more uniform and decreased as compared with plain concrete. (5) Economy is effected in that 1-2-4 concrete with hydrated lime admixtures has proved more satisfactory than l-li/2 -3 concrete without hydrated lime. (6) Observations indicate that cracks are less frequent in concrete with hydrate lime admixtures than in the plain concrete. (7) The free water content is reduced and the surface runs of from the finished surface. Concrete Products. One of the rapidly growing uses for concrete is the production of concrete products, such as blocks, bricks, p’pe, battery boxes, etc. In order to facilitate the manufacture and to prevent excessive mold equipment being tied up, such products are generally made of very dry mixtures. Such dry mixtures are difficult to work, owing to the fact that there is not enough water present to provide lubrication or plasticity. Complete filling of the molds is also difficult w th the dry mixtures and requires an excessive amount of work. The loss due to imperfect mold filling* and breakage of green specimens on acount of lack of cohesion, is large. The admixture of hydrated lime to the mixes tised for the manufacture of cancrete products has in several instances, turned a losing venture into a paying business. Lime reduced to a paste or putty

is the most plastic of all materials used in construction. The experiences of many manufacturers of concrete products have conclusively demonstrated that the admixeure of hydrated lime provides workability in the mass and at the same time does not reduce the consistency to such an extent as to interfere with the rapid manipulation of the material jii the molds and out of them. As a matter of fact, it has been found that the labor required to fill and tamp the molds has been materially reduced, and as a consequence the rate of production has been increased. Experience has also demonstrated that the finished products are more uniform in texture and color, denser and more impervious, harder and more durable. Masonry Mortar. Lime has been considered one of the basic materials of civilization ever since it has been known that a mortar composed of lime and sand would hold stones and brick in place in buildings, enabling mankind to provide more comfortable and durable housing than the primitive skin and wattle huts. The oldest structural works of man such as the pyramids, anti many other prehistoric works, in Vuina, were bu\ilt fame mortar as the material for binding the individual structural units together. This mortar has resisted the ravages of the elements throughout the seucceeding centuries, thus demonstrating the durability of the material. The monumental structures of continental Europe were all constructed with lime mortar, giving further evidence as to the time-resisting value of the material, even when subjected to the severe varying climatic conditions. No structural material ever used by man has shown itself sifperior to 'properly prepared lime mortar made from lump or quick lime, as in encient and medieval times. Recent scientific investigations of the subject of mortars have conclusively demonstrated that even those composed of portland cement are greatly improved by the presence of lime. Tests conducted at Columbia University, New York C : ty, have conclusively proved that, a mortar composed of one part portland cement, one part limem, and six parts sand (all by volume) produces brick masonry which has a compressive resistance more than a third greater than can be obtained when only portland cement and sand are used in the volumetric proportion of 1-3. Other tests conducted by equally authoritative laboratories have proved also that both cohesion and adhesion are increased by the use of lime, and that the bedding of masonry, or in other words, the area of contact between the structural unit and the mortar bed, is greatly increased by the use of lime owing to the remarkable plasticity of lime putty. Another valuable property of lime, indicated by the tests at Columbia University, is its remarkable moisture-retaining power. Owing to this property the “suchtion,” or absorbent action of structural units, such as brick, exercises a much less deletriaus effect upon the mortar, due to absorbing the water from it. Lime Plaster. Soon after man discovered that he could build better hauses by binding durable units together with l’me mortar, his sense of refinement and inherent desire for order and decoration began to be awakened. He became dissatisfied with raugh interiors and so smeared the rough surfaces of his structures with some of the mortar. Thus the art of plastering was born. The chambers of the pyramids, the ruins of Pompeii, and other examples of ancient structures are plastered. At Pompeii and other ancient ruins lime plaster in many instances has resisted the ravages of time and the elements better than the surface of stone or brick to which it was applied. Many museums and private collections contain specimens of wonderful frescoes upon great slabs of lime plaster. which is was found possible to remove intact form the structural surface to which is was originalil applied. All of the remarkable examples of Greek, Roman, Byzantine, Florentine, Medieval, and Renaissance structures were plastered with lime plaster, to which were applied the priceless works of the ancient artists either by the frescoe or the “laid-in” method. The remarkable preservation of these art gems as regards both color and detail is irrefutable testimony as to the durability and stability of lime plaster. The interesting buildings of the Elizabethan period, which were plastered both inside and outside with lime plaster, and which have resisted the climatic conditions found in England during the intervening centuries, bear futher testimony as to the lasting quality of lime plaster. No substitute yet ) devised can compare with properly prepared lime plaster, as to durability, stability, cheapness, and sound deadening. Lime plaster can be worked to absolutely true surfaces and angles due to the fact that it remains plastic long enough to permit perfect working. Lime has a most remarkable sand-carrying capacity, thus making for economy. Lime plaster will dry out as rapidly as any other material but requires slightly longer to attain the same degree of hardness. It is perfectly feasible to run three-coat lime plaster work from the same scaffold as is done with other materials. When having a. new home built the average man gives no consideration to what is probably the most 17 TIIL CONCRETE AGE October, 1920.

important, element affecting his comfort and pleasure*-'namely, the plaster. The plaster of a home is more in evidence than any other single item, and unsatisfactory plaster or a plaster failure may cause more unhappiness and inconvenience than any other failure, aside from the foundation or roof. Let ns consider for a moment the qualities and properties which plastering in the home should possess. One of the objects of individual home building is to insure privacy both in the broad meaning of the word and also as regards personal and individual seclusion. It is, therefore, desirable to plaster with a material that will not transmit sound from room to room or from one part of the house to the other. In other words, it is desirable to use a sound deadening material. Lime plaster is such a material. It is essential to use a material that will provide at least a reasonable degree of fire protection. Such a material is lime plaster. It is essential to use a material that will provide a suitable, stable, lasting foundation for decoration by one of the several methods, such as painting, frescoe, or papering, without danger of disintegration, cracking or discoloration. Such a material is lime plaster. As the result of over two years’ study and investigatxm, the Architects of the Board of Education, for the city of New York, specifically call for lime plaster in all auditoriums to be constructed in future school houses owing to the superior acoustical properties of lime plaster. Many public gathering places have proved unsatisfactory from an acoustical viewpoint because of unfortunate selection in plastering materials and the use of hard, resilient, sound reflecting material instead of the more porous and sound-absorbing lime plaster. In conclusion it may truly be said tliat “Lime Is Eternally Essential,” that it is the oldest and most time tried of any of our materials of construction, and tliat fit was a considerable factor in the establishment of civilization, and the uplift of mankind from the sloughs of savagery and privation. New York Housing Conditions. Only such construction as will relieve the shortage of dwelling accommodations and such construction as is in the public interest, should be given building permits, says Mayor Dylan of New York City, urging that legislation be enacted authorizing some responsible body to pass on permits for construction. The Mayor's report on local housing conditions shows that at least 100,000 additional apartments are urgently needed to provide homes for the city’s population. A total of 12,662 apartments and houses are now under construction but to meet the normal demand a sufficient number of tenement houses must be erected each year to provide at least 50,000 apartments. Under the state constitution New York City has no power to construct municipal apartment houses and rent them to private parties, but an amendment to the constitution can be passed and the city could then go ahead with its building program in January. 1922. In tin* meantime, the Mayor says, there should be no standstill in the erection of homes and multi-family liouses. Atlanta’s Big Building Record. The prosperity of the South is clearly evidenced in the enormous amount of construction work now in progress in Atlanta or proposed for the near future, building permits issued for June having already reached a mark that will establish a new record for the city during any single month. While the Federal Reserve Bank’s curtailing of credit will doubtless have some effect on construction, it is not particularly noticeable as yet. Two of the largest building permits issued during June were for the new Metropolitan Theatre at Broad, Luckie and Forsyth streets, $350,000, and the new nurses’ dormitory to be constructed by the Georgia Baptists’ Hospital, $200,000. Two large building projects recently proposed include a new 400-room hotel at Peachtree and Kimball streets, to cost $1,500,000, and a new 10story office building at Edgewood avenue and Equitable place, to cost $1,500,000. C. P. Byrd, president of the Byrd Printing Co., purchased the property at Peachtree and Kimball streets for approximately $250,000, and made the announcement of the proposed hotel. The building will be 10 stories, and Mr. Byrd is now in consultation with architects regarding the plans. The cotton interests will erect the office building, which will be occupied in the main by cotton brokers and agents, and by the Atlanta Cotton Exchange, which plans the expansion of its activities. New Building Inspector. James Coles has assumed Ms duties as building inspector for Charleston, S. C., being the first official of the kind on the city engineer’s staff. This office was recently created, and is expected to result in improved building operations and a better building code. Mr. Coles is now checking up building permits, seeing that work authorized is carried out, according to the ordinances. Charleston has been doing a lot of construction, in spite of generally adverse conditions, and the inspector will have plenty of work to handle. 18 October, 1920. THE CONCRETE AGE

A Modern System of State Highways What it Means as an Aid in Getting Farm Products to the Consumer and Thus Reducing Living Costs. Extracts from an address by W. A. McGirt, President of the North Carolina Good Roads Association, delivered duly 23 before the North Carolina Press Association at Waynesville, N. C. are here given as of general interest in the cause of good roads. In part, Mr. McGirt said: There is no more serious problem before the nation today than that of reducing the cost of getting the products of the farm to the table of the consumer. We are told, on the authority of the Government, that farmers lose $300,000,000 yearly in marketing their crops because of bad roads. North Carolina’s sweet potato crop amounted to $13,000,000 last year, and $6,000,000 went to waste because of lack of transportation and organization. We should remember these facts in connnection with the high cost of living. You cannot neglect the farmer without seriously affecting every line of industry. Merchants, bankers and manufacturers are beginning to realize this, and many of them are now supporting legislation favoring the development of rural communities. The country can exist without the city, but it is not possible for the city to exist very long without a back country to feed and support it. Practically all wealth is traced to the soil, and the farms are the blood and sinew, the very life, of our State and Nation. Without them the pulsebeat of this .great nation would forever cease. What is the solution? How can we better rural conditions and remove all crop wastage? How can we improve our educational facilities and our health conditions and reach an assured position with regard to these fundamentals? After many years of close study of these problems, I am satisfied that a modern system of State highways will do more to bring quickly the needed changes than any other one thing, because it is a fact not to be disputed that with the advent of good roads there come quick communicat on and transportation, better churches, better homes, better schools, including consolidated schools in rural communities, better farms, including silos and barns, crops and increased cultivated acreage, less crop waste, and best of all, good roads mean a satisfied and contented rural population. The above statement is based on the result obtained by good roads in other States, and what has actually happened in the more progressive counties of this State that have already completed thc 7 r system of modern hard-surfaced highways. If von agree with me on the solution of many of our problems, the next question that naturally comes to our minds is, How can we secure a system of State highways? I would suggest for your consideration: First, the establishment of a State highway construction fund for the building of a modern system of State highways 'connecting county-seats and principal towns. This construction fund to be provided by an ad valorem tax supplemented by sufficient serial bonds, issued at such times and in such amounts as needed to meet economical expendtures. Seeon. the establishment of a State highway maintenance fund to be derived from a liberal license fee imposed on all motor-driven vehicles, the license fee to be graduated according to the horsepower and purpose of the vehicle, and to be used exclusively for the maintenance of State highways and for the support of the State Highway Commission. Third, the creation of a small though strong and representative, State Highway Commission, with a competent State highway engineer as its executive head. The commission to employ the best highway engineers obtainable, who, under the direction of the commission, shall locate, supervise and maintain the State system of hard-surfaced highways. Fourth, that the counties shall be relieved of the burden of building any portion of the State highway system. If any county has already constructed any county road as a section of such State highway, or any road is to be incorporated as a part of the State highway system, such county shall be reimbursed, either by the building of an equal amount and quality of county highway or by an equitable adjustment based on the original cost of sa : d road. Fifth, the employment of all able-bodied State prisoners in the construction and maintenance of the proposed system of State highways. Sixth, the necessity of a constitutional amendment, if such be necessary, for the exemption of bonds for roads and other public improvements from local and State taxation. No one will question the feasibility or the practicability of the plan suggested, other than that portion of it embraced in the question of the ability and willingness of our taxpayers to invest their money in a program which will certainly involve many millions of dollars. However, no road poTcy wi’l he successful which is not broad enough in its scope to provide an adequate system of hard-surfaced highways hauling into every section of the State. We should not make the oft-repeated mistake of underestimating the