3. Liverpool, 4. Manchester, 5. Birmingham, 6. Sheffield, 7. Belfast, 8. Bristol, 9. Edinburgh, 10. West Ham, 11. Dublin, 12. Bradford, 14. Leicester, 15. Bolton, 16s. including foundation. 13s. 74d. on existing foundations. 13s. 6d. 178. including foundation."' 14s. 9d. on existing foundation. 158. 12s. 6d. to 13s. 6d. on existing founda. 14s. 7d. Granite-13s. 6d. to 14s. 9d. including Whinstone-10s. 8d. to 11s. 4d. including 11s. to 13s. 10s. 6d. including foundation. 128. 13s. 6d. P. c. concrete 6 in. deep, 4 in. cubes, and 3×6×5x7. Furnace cinders and pinned foundation, 3 to 3x6. P. c. concrete 6 in. deep, 3x6. P. c. concrete 6 to 9 in., 3x5x6, and 4 in. cubes, A., D., M., P., I., W. 158. to 20s. including foundation and P. c. concrete 9 in. deep, 4×6. 13. Newcastle-on-Tyne, 11s. 10s. 6d. 6" 3x6. 12s. 10s. A. Aberdeen. B. Bonawe. D. Dalbeattie. Ds. Devonshaw. E. Enderby. F. Furness. G. Guernsey. * This Table is compiled from various sources, but principally from an article on 'Paving of Carriageways,' X TABLE. I. Inverkeithing. M. Mount Sorrel. N. Newry. P. Penmaenmawr. T. Threlkeld. W. Welsh. by Mr H. Richardson, which appeared in The Surveyor and Municipal and County Engineer, 24th March 1899. 445. From the foregoing table it would appear that the average lifetime of a granite sett pavement in the City of London is 18 years, the longest being 25 years, while the shortest is in the Whitechapel district, where the life of this description of paving is stated to be only nine years. In the former two cases the pavement is taken up and relaid once during the lifetime mentioned. The ultimate annual total cost for laying and repairs (taken on an average of the different districts in the metropolis, but exclusive of excavation, foundations, sinking fund and interest) may be stated as follows:: Lifting, re-dressing setts, and relaying, 1s. per square yard, 0.54 3:00 14.54 or, say, 1s. 2 d. per square yard annually for maintaining the covering of the street in good repair, but if the price of the foundation is included, and the probable life be 50 years or more, the cost would be 1s. 31d. In large cities and provincial towns where the traffic varies from heavy to medium and light vehicular conveyances, the lifetime may be stated at from 25 to 40 years, while the annual cost as detailed above will average about 1s., 10d., and 6d. respectively, the first cost of the paving, exclusive of foundations, averaging from 12s. 6d. to 7s. 6d. per square yard. These figures clearly show that pitched pavements constructed alike as regards foundations and kind of material used for making the setts is simply a question of traffic. Although statistics of traffic are not available for all the towns referred to, still the inference points to that conclusion. CHAPTER X. WOOD PAVEMENTS. 446. Carriageway pavements constructed of wood were introduced into London and laid on Stead's system in front of the Old Bailey in 1839. It is stated, however, that wooden blocks were used in Russia for some hundred years previous to that date, while in America wooden street pavements were tried experimentally in New York during 1835-6. Most of the earlier attempts to construct a pavement with blocks of soft wood resulted in failure, owing to the inferior quality of the material, combined with the careless and improper methods adopted in laying the blocks without a foundation of cement concrete. From the time when wood pavements were first laid in the metropolis many different forms were patented, but as most of these are now only known by name, few need description here. Of late years the introduction of Australian hard woods, mostly from trees belonging to the eucalyptus family, and the improvement effected in cutting and laying the blocks, have resulted in this class of pavement being extensively used in many of the cities and provincial towns in the kingdom. 447. Compared with the other pavements of recognized merit, wood is practically noiseless, and it is no doubt owing to its possessing this quality that it has been so extensively employed in recent years. It also gives the minimum of traction of any pavement, asphalte excepted, and affords a good foothold for horses under varying weather conditions when the surface is kept in a thoroughly clean state. The following are some of the wooden pavements referred to above. 448. Stead's Wood Pavement. This pavement was laid on a bed of gravel 3 inches thick on ground previously levelled and well beaten, the object of this layer being to drain the surface water percolating through the joints of the pavement. The blocks of wood consisted of Scotch or Norway fir, and were hexagonal in shape, 6 to 8 inches across and from 3 to 6 inches deep. The upper edges of the blocks were chamfered and grooves were formed across the wearing surface in some cases. In several instances there was a concrete foundation 3 inches thick, composed of small broken stones flushed with Ardwick lime or Roman cement. Pavements were also constructed by Stead, composed of round blocks of wood placed vertically and laid close together, the interspaces being filled with sifted gravel or sharp sand. 449. De Lisle's Wood Pavement. This consisted of blocks the upper and under surfaces of which were cut diagonally to the grain, forming parallelopipeds, placed alternately in reversed positions; two holes were cut on each side of the blocks, and dowels or trenails inserted in these locked the blocks together. 450. Carey's Pavement. This was the first durable wood pavement laid in London, many of the streets having been paved with it in 1841 and subsequent years. It consisted of pine blocks 6 to 7 inches wide, 13 to 15 inches long, and from 8 to 9 inches deep laid on a foundation of ballast; the cost of this paving was 14s. 2d. per square yard. The size of the blocks was reduced, in 1866, to 4 inches in width and from 5 to 6 inches in depth, the length being 9 inches. They were formed with double bevelled surfaces, which when laid, came together, the intention being to prevent the blocks shifting and also to distribute the pressure on one block over the contiguous ones. The joints, inch in width, were grouted with lime and sand mortar. It is worthy of note that the life of this pavement, taken on an average, extended to nine years on streets having a heavy traffic, and to eleven years on lighttrafficked thoroughfares. The total cost of construction and maintenance during the lifetime of this pavement amounted to 2s. 8d. per square yard in the former case and 2s. 5d. per square yard in the latter annually. 451. Improved Wood Pavement. This pavement, introduced from the United States, was originally laid with blocks, hexagonal in shape, 6 inches across and 8 inches deep. The first piece was laid in London in 1871; but the earlier method of forming this pavement was subsequently considerably modified. After excavating to the profile and section of the street, a layer of sand, fine mortar stuff or dry earth was spread to a depth of 4 inches. On this bed two layers of 1-inch deal boards, previously dipped in boiling tar, were laid close together transversely and longitudinally. The object of this flooring of planks was to form an elastic foundation and to distribute the weight applied on one block over a large surface. This method of forming the foundation was, for obvious reasons, abandoned, and a thin concrete one was substituted; one layer of the 1-inch boards, however, was retained, and was laid on the top of the concrete. Upon this foundation, blocks, measuring 3 inches wide, 6 inches deep, and 9 inches long, dipped in tar, were laid. The longitudinal joints were made of an inch wide, and kept apart by a fillet nailed to the flooring. board, the heading or end joints being laid close or butting. They were filled to a depth of 2 inches with a mixture of boiling tar and pitch, and |