PAGE THREE
SECURITY LIFE AND ANNUITY CO.
♦
GREENSBORO, NORTH CAROLINA
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Sanely Progressive—"A Conservative with a Move On"
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Semi-Annual Statement, June 30, 1912
ASSETS
Guaranteed fund in approved securities deposited with Insurant
Commissioner of North Carolina $ 100,000.00
Real estate 44,109.03
First Mortgage real estate loans 964,060. ft)
Collateral loans on bonds and stocks 76,053.30
Policy loans and liens secured by legal reserve 329,583.65
Bonds and stocks 59,608.28
Interest-bearing certificates of deposit (4, 5 and 6 per cent) 31,669.67
Cash in bank and office not on interest 35,906.98
Furniture and fixtures 4,444,63
Agents'balances 13,576.51
Due from other companies for losses or claims on policies of this
company re-insured 4,000.00
Interest due and accrued ; 17,235.74
Uncollected and deferred premiums (net) 30,013.31
Gross assets June 30, 1912 $1,710,261.60
Less assets not admitted, agents' balances, furniture and fixtures,
and notes, liens and net premiums in excess of reserve 25,331.51
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Total admitted assets $1,684,930.09
J. VAN LINDLEY, President P. H. HANES, Vice-President
G. A. GRIMSLEY, Secretary C. C. TAYLOR, Mgr. of Agents \ TT "T T T r T" V T V iF A /VQtl'f
RALPH B. COIT, Actuary Dr. J. P. Turner, Medical Director l\ 9 JVJL/lJ A 1 XjCllGliil /VgtJIlX
Agents Wanted in all Unoccupied Territory HICKORY, NORTH CAROLINA
«
Hickory Manufacturing
Company
~~ Manufacturers of -
Sash, Doors, Blinds
Mantels, Mouldings,
Lumber, Etc.
FINE HARDWOOD
WORK A SPECIALTY
)l • •
= = =
• .... : • ... . . j
SEND US YOUR PLANS FOR ESTIMATES
WRITE FOR CATALOGUE AND PRICES
Hickory, : : : North Carolina
THE HICKORY DEMOCRAT, THURSDAY, AIJGUSt ft, mi
Says the Insur-
J*- •*. r -
ance Field:—
The .Security
Life and Annuity
Company has been
conducted with
conspicuous suc
cess by the present,
officers.
———-~j {
Home Course
Road Making
X. The Macadam
Road.
By LOGAN WALLER PAGE,
Director Office of Public Roads,
United States Department
of Agriculture.
Copyright by American Press Asso
ciation, 1912.
WHEN it is considered tbat a
rise of one foot in a hun
dred increases by about
twenty pounds the amount
of force required to haul a load of one
ton tbe question of grades is one nut
to be overlooked in road building. The
character of the soil and natural drain
age conditions have much to do with
tbe cost of maintenance. Therefore too
much consideration cannot be given to
location. The main points to be dealt
with are ill directness, (2» grade, (3>
natural drainage and 4> character of
tbe soil.
The foundation to be built for any
road sbould depend largely upon local
conditions. Some soils of a gravelly na
ture make the best foundations and
will be sufficient without treatment
other than grading upon which to con
struct a macadam road.
Soils that are of a clayey nature or
that contain pockets of quicksand, un
stable earth or organic matter are
treacherous and require special treat
, ' ~ x v ' 0-: "
■ ~ ~i £ ' '•
THE MODERN MACADAM BOAD.
i
ment In such cases the unstable ma
terial sbould be removed and replaced
with gravel or sand, and wherever
practicable the earth subgrade should
be thoroughly rolled, preferably with a
steam roller, and made to conform in
crown or camber to the surface of the
finished road. Sandy subgrades may be
improved by the use of a thin layer of
LIABILITIES
Reserve on outstanding policies, less credit for re-insurance.. . .$1,163,830.00
Reserve for claims unpaid (no proof received) 12,000.00
Present value of supplementary contracts 29,887.00
Special renewal commission contracts... 8,687.00
Dividends declared but not yet due 3,435.63
Special reserve for annuity policies 179,502.54
All other liabilities » 7,818,74
$1,405,160.91
Admitted surplus to policyholders 379,769.18
Total. 1,684,930.09
Gross surplus to policyholders $ 305,100.69
Excess of income over expenditures ....... 185,145.37
Insurance issned first six months, paid-for basis 1,275,300.00
Deposited with Insurance Commissioner of North Carolina on ac
count of registered policies 845,650.00
Increase in earned surplus first six months 63.270.70
Interest income first six months 39,762.33
Death losses first six months 20,84.0.75
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I
ciay or son.
There are two forms of drainage es
sential in road building. (1) surface
drainage and (2) subdrainage. There
are three essential points to be con
sidered in connection with surface
drainage. (1) The surface of the road
should be of such a shape that water
will Quickly drain from it to the side
ditches; (2) the side ditches should be
adequate in size to carry, without
overflow, the maximum rainfall, and
they should be of such depth and
grade that water will travel easily to
low points on the road, and (3) from
tbe low points there should be suitable
outlets to convey the water to tbe
natural drainage of the country.
Water should never be permitted to
remain under a macadam road; con
sequently subdrainage must be resort
ed to at times. Water softens the
foundation, allows the broken stone to
be forced into it by the traffic, and In
freezing it expands and dislodges tbe
broken stone, destroying the bond.
There are several ways of removing
the subsurface water, (1) by raising
tbe subgrade; (2) by side drains con
sisting of narrow trenches filled with
broken stone, with a pipe five or six
inches in diameter near the bottom. A
drain of this type sbould have fre
quent side outlets. On hillsides a pipe
or culvert Is carried under the road at
suitable points.
Another type of subdrain that is*
much used in Massachusetts is the "V"
drain. It consists in shaping the sub
drain in the form of a "V," the angle
being at the center of the road. This
is filled with coarse stone up to the
foundation grade and has frequent side
outlets. This type is rather expensive
and very frequently can be dispensed
.with by raising the subgrade with
suitable sand, gravel or clay.
Another type of drain practical for
side hill locations is > a subside drain,
located on the upper side of tbe road
to Intercept and provide an outlet for
surface and ground water before It
reaches the road proper.
Great care sbould be used in properly
grading a road.
Tbe practice in America is generally
to place tbe maximum grade at 5 per
cent for important roads, as a horse
can trot without difficulty up such a
grade, and another Important consider
ation in connection with grades is tbat
a macadam surface can only be main
tained at great cost on steep grades.
In fixing the grades the engineer
should so adjust tbe cuts and fills as to
make tbe least possible waste of mate
rial, and In this he must not overlook
the fact that some materials shrink to
a great extent when taken from the
cuts and placed In the fills. This va
ries with *»»« material, bnt sverHge*
about 15 per cent. The careful engl
neer will net his grade stakes not
more than fifty feet apart, and in no
case should they be over a hundred, and
these will serve Ittfer for tbe macadam
work, in grading ample material
should be left to form the shoulders.
Care sbould be used in properly slop
ing cuts and fills to avoid as far as pos
sible settlement of material. A slope of
not less than one and one-half to one
sbould be used. Care should also be
taken to have tbe gutter erades so fixed
mat tlieiv will IM» at least a fall of- six
inches iu each hundred feet in order t>
provide surface drainage.
In general, any stone that is to be
used in road building should be test
ed for hardness, toughness, resistance
to wear and binding or cementing val
ue. The specific gravity, weight per
cubic foot and water absorbed are also
determined. With such data as this iu
hand and a knowledge of the volume
and character of traffic to which the
road is subjected the engineer can
make an intelligent selection of the
best available material. While the dia
bases, diorites and basalts, all com
monly known as traprock, in general
meet the conditions where macadam
roads are necessary, yet it Is Unwise to
select a rock by species alone, as t bev
all vary greatly.
There are two distinct types of bro
ken stone road in use today, known as
macadam and telford roads. The mac
adam road of today is so different from
the type specified by Macadam that the
relation is hardly recognizable. I.y the
best practices used this road consists in
a foundation course of two and one
half Inch stone of varying thick ness.
This foundation should be thoroughly
rolled with a steam roller and not more
than a thickness of five or six inches
rolled at a time. On top of this Is
placed a three or four iui-h layer of one
and one-half inch stone, and aftei tlior
oughly rolling a layer of rock screen
•ings below three-quarters of an inch in
size is spread. This layer of screenings
should be sufficient only to fill the sur
face voids of the wearing course and
should not be applied all in one layer
Kach application of screenings should
be rolled in before the next application
is made. After the surface has been
thoroughly tilled with screenings the
road should be well sprinkled with a
watering cart and rolled with a steam
roller until it is thoroughly bonded
This rolling should continue until the
surface ceases to wave in front of the
roller.
Stone should never be dumped on the
road, and If specially devised spread
ing wagons are not used the stone
should be dumped on boards and spread
from them on to the road. The con
tractor should be required to place
about a hundred tons of No. 2 stone
and screenings at a convenient place
for each mile of road built for the pur
pose of making future repairs.
The telford road of today varies only
from the macadam road in that it has
a hand paved foundation course, con
sisting of coarse stone eteht or nine
inches iu its greatest dimensions.
These stones are placed on edge in the
subgrnrie by hand on their broadest
bast* and at right angles to the line of
the road, and all irregular portions are
broken off with hammers.
This type of road was first designed
by a French engineer named Tresagnet
forty years in advance of Telford. The
roads built by Telford bad flat sub
grades. but those constructed by Tre
saguet had cambered subgrades. which
are supposed to have the effect of a
keystone arch, and this is the form in
which they are constructed today, it
is rather an interesting fact that In
France practically all of the broken
stone roads are of the Macadam type.
wnne id ungiana tney are largely or
tbe Tresaguet or Telford type.
Experience has proved that tbe only
way Id which roads can be kept in
good condition and at reasonable cost
Is by continuous and intelligent main
tenance. It is a mistaken although un
fortunately general impression that
certain types of r«»ad are permanent
No permanent road nas ever been con
structed or ever can be.
Gutters, catch basins and culverts
ought by all means to be kept clean,
iand small gullies in shoulders should
be filled before they become too large.
The loose stone which nearly always
appears on the surface of a macadam
road the first spring after it is built
should be raked up and stacked for fu
ture use. Small holes and incipient
-t: -
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A POOBXiT OONBTBUOTKD HA CAD AM BOAJ>.
ruts should be filled as soon as they
appear with the same kind and size of
stone as that used In tbe surface course.
If small defects are attended to when
they first appear it will be unnecessary
to resurface the road until it is worn
entirely through to tbe foundation
course.. When the surface course is
worn oat it ought to be spiked up with
a steam roller or scarifier and this fol
lowed by the spreading of a three inch
layer of one and one-half inch rock.
This Is rolled, bonded with screenings
I and sprinkled In tbe same manner as
the top course was originally construct
' ed, after which the road will be as
'' good as new.
Reinforced Compete of Old Rom«.
Although concrete has been u&t I
for many centuries, It Is generally sup
posed that reinforced concrete is a
modern invention. This, however, has
been disproved, accordiny to Popular
; Mechanics by the finding of bronze
II reinforcing rods In the concrete root
( it an ancient Roman tomb, and in the
llscovery of reinforced concrete in
the construction of one of the walla
. >f the old palace erf the Louvre, Paris.
The reinforced concrete In the lat
ter dates back only 300 or 400 years,
but created much comment because
'.he walls were thought to consist en
tirely of ashlar and quarry stone. The
llscovery that the stone casing con
cealed a core composed In part of i»
aforced concrete waa made while
/orkmen were piercing the wall tor
u elevator Installation.