Archive 970 Photos Steam US Road Paving Machines 1910s Start Price USD 5,450.00 Current Price USD 5,450.00 Time Left - Bid Count 0 Buy It Now Price - Reserve Price - Start Time Thursday, July 24, 2008 End Time Thursday, July 31, 2008 Location Rochester, NY See more about 'Archive 970 Photos Steam US Road Paving Machines 1910s' Description SUPER Original Occupational Photo Archive   Direct from the Files of the Foote Company     970+ Original 8 x 10 Photos!     Steam Concrete Paving Machines!   Street Construction - Road Paving     A RARE Documentation   of   The Building of the First Highways Across America!   ca 1910 - 1930s (Mostly 1910s & 1920s)           RARE - A once in a lifetime chance to own a very important archive of original American Photographs! Vintage, Old, antique, Original - NOT Reproductions - Guaranteed !! . Scarce! I purchased the archives of the Foote Company, from Nunda, NY. They produced some of the earliest paving machines in the United States, and their file of photos was well-kept by them for decades. For the first time, it is being offered, fresh from the company estate. Never offered on the market until now - fresh. The photos fully document the company. Most photos are crisp and clear - they look much better than shown below - my scanner could not make them as crisp as they really are! I counted approx. 970 photos - there could be more than I counted. This MUSEUM Quality Archive collection offers an immense mount of important historical information. Photographs show locations all over the United States - from New York, through Illinois, Nebraka, Kansas, Mississippi, Colorada, California, etc. There is one that shows paving in Japan! The company was meticulous in documenting everything they did. Photographs are mostly identified on the reverse, giving location, the exact model of paver, photographer credit (some signed), etc. The company kept the photos in file order by number. Photographs include numerous construction scenes on various roads, highways, streets, etc., machines, tools, close-ups of mechanics, advertising photos used for printed publication, etc. Also included in the archive are 2 brochures from ca. 1940s, showing what the company produced at that time. Also included is a folder report by Theodore Reed Kendall, editor of Contractors and Engineers MOnthly, of a study he did during the summer of 1936, with photographs of construction across the country. NOTE: The Scans and photos below show JUST A PORTION of this IMMENSE Collection! There is Much more! Shows men working on the street , pouring cement paving the road! Great action photography, capturing moments in the olden days. Many early Steam engine Paver machines, made by the Foote Company. Super neat looking machines they are using. Gas engines? The Foote Company in Nunda , NY ( New York State ), was in existence at the end of the 19th century, and well into the 20th century. They were a construction equipment Co. (also known as Blaw knox Co. ) that produced many style of machines for the purpose of paving. (Livingston County ). They also had offices in Chicago.Multifoote Pavers were some of the first machines used to pave roads , before and after the depression . The Foote co. produced many types of paver machinery - Duomix , many designed with booms and buckets , cone drum , high lift booms , crawlers ( as opposed to wheels ), black top pavers and cement pavers. Make an offer while you can - I tested the market, and these photos sell for $25 - $80 each, with an average of $40 each! At $6995, that is less a little over $7.00 photo!  Photos are in very good condition overall. Many are canvas-backed. The stack of photos alone weighs over 22 Pounds! Nearly all photos are approx. 8 x 10 inches. There are a few that are a bit smaller. NOTE: the photos look better than shown below - More clear, etc. If you collect 20th century Americana photography, road construction history, occupation process, engineering, equipment, machine / machinery, transportation, auto / truck, or other types of photos, ols concrete paving operations and equipment, road building or construction site projects, etc. this is a rare find indeed. Perhaps some genealogy information as well. Winning bidder pays 36.50 s/h, insurance is extra, international s/h is more. No reserve Good luck bidding. Combine shipping on multiple bid wins! insurance is extra, international s/h is more.  No reserve Good luck bidding.  Click the button to see my other items->->    ------------------------------------------------------------------------ Pavement (material) Pavement in American English refers to the durable surface for an area intended to sustain traffic, which can be either vehicular traffic or foot traffic. The most common modern paving methods are asphalt and concrete. In the past, brick was extensively used, as was metalling. Today, permeable paving methods are beginning to be used more for low-impact roadways and walkways. See Pavement marker for information on that topic. Contents[hide] 1 Metalling 2 Asphalt paving 3 Concrete paving 4 Bituminous Surface Treatment (BST) 5 Other paving methods 6 Pavement deterioration 7 External links [edit] Metalling Metal or metalling has had two distinct usages in road paving. Metalling originally referred to the process of creating a carefully engineered gravel roadway. The route of the roadway first would be dug down several feet. Depending on local conditions, French drains may or may not have been added. Next, large stone was placed and compacted, followed by successive layers of smaller stone, until the road surface was a small stone compacted into a hard, durable surface. Road metal later became the name of stone chippings mixed with tar to form the road surfacing material tarmac. A road of such material was called a "metalled road" in British usage, although this would be very rare in modern usage. It would be more common to refer to a macadam road. The word metal is derived from the Latin metallum, which means both "mine" and "quarry", hence the roadbuilding terminology. [edit] Asphalt paving A road in the process of being resurfaced, showing both old and new asphalt surfaces. Asphalt (specifically, asphalt concrete) has been widely used since 1920-1930, though in ancient times asphalt was already used for road-building. The viscous nature of the bitumen binder allows asphalt concrete to sustain significant plastic deformation, although fatigue from repeated loading over time is the most common failure mechanism. Most asphalt pavements are built on an imported gravel base which is generally at least as thick as the asphalt layer, although some 'full depth' pavements are built directly on the native subgrade. In areas with very soft or expansive subgrades such as clay or peat, thick gravel bases or stabilization of the subgrade with Portland cement or lime can be required. In some countries with soft soils, a foundation of polystyrene blocks is used instead. The actual material used in paving is termed HMA (Hot Mix Asphalt), and it is usually applied using a free floating screed. Advantages of asphalt roadways include relatively low noise, relatively low cost compared with other paving methods, and ease of repair. Disadvantages include less durability than other paving methods, less tensile strength than concrete, the tendency to become slick and soft in hot weather and a certain amount of hydrocarbon pollution to soil and groundwater or waterways. [edit] Concrete paving Concrete pavements (specifically, Portland cement concrete) are created using a concrete mix of Portland cement, gravel, and sand. The material is applied in a freshly-mixed slurry, and worked mechanically to compact the interior and force some of the thinner cement slurry to the surface to produce a smoother, denser surface free from honeycombing. Concrete pavements have been refined into three common types: jointed plain (JPCP), jointed reinforced (JRCP) and continuously reinforced (CRCP). The one item that distinguishes each type is the jointing system used to control crack development. Jointed Plain Concrete Pavements (JPCP) contain enough joints to control the location all of the expected natural cracks. The concrete cracks at the joints and not elsewhere in the slabs. Jointed plain pavements do not contain any steel reinforcement. However, there may be smooth steel bars at transverse joints and deformed steel bars at longitudinal joints. The spacing between transverse joints is typically about 15 feet for slabs 7-12 inches thick. Today, a majority of the U.S. state agencies build jointed plain pavements. Jointed Reinforced Concrete Pavements (JRCP) contain steel mesh reinforcement (sometimes called distributed steel). In jointed reinforced concrete pavements, designers increase the joint spacing purposely, and include reinforcing steel ( to hold together intermediate cracks in each slab. The spacing between transverse joints is typically 30 feet or more. In the past, some agencies used a spacing as great as 100 feet. During construction of the interstate system, most agencies in the Eastern and Midwestern U.S. built jointed-reinforced pavement. Today only a handful of agencies employ this design, and its use is generally not recommended as JPCP and CRCP offer better performance and are easier to repair. Continuously Reinforced Concrete Pavements (CRCP)does not require any transverse contraction joints. Transverse cracks are expected in the slab, usually at intervals of 3-5 ft. CRCP pavements are designed with enough steel, 0.6-0.7% by cross-sectional area, so that cracks are held together tightly. Determining an appropriate spacing between the cracks is part of the design process for this type of pavement. Continuously reinforced designs generally cost more than jointed reinforced or jointed plain designs initially due to increased quantities of steel. However, they can demonstrate superior long-term performance and cost-effectiveness. A number of agencies choose to use CRCP designs in their heavy urban traffic corridors. Advantages of cement concrete roadways include that they are typically stronger and last longer than asphalt concrete pavements. They also can easily be grooved to provide a durable skid-resistant surface. Disadvantages are that they have a higher initial cost, are more difficult to repair, and are also somewhat noisy if jointed, but unjointed concrete pavement is actually a method of roadway noise mitigation. The record for first mile of concrete pavement to be laid in the United States is claimed by Michigan. [edit] Bituminous Surface Treatment (BST) Bituminous Surface Treatment (BST) is used mainly on low-traffic roads, but also as a sealing coat to rejuvenate an asphalt concrete pavement. It generally consists of aggregate spread over a sprayed-on asphalt emulsion or cut-back asphalt cement. The aggregate is then embedded into the asphalt by rolling it, typically with a rubber-tired roller. BSTs of this type are described by a wide variety of regional terms including "chip seal", "tar and chip", "oil and stone" and "seal coat". BST is used on hundreds of miles of the Alaska Highway and other similar roadways in Alaska, the Yukon Territory, and northern British Columbia. The ease of application of BST is one reason for its popularity, but another is its flexibility, which is important when roadways are laid down over unstable terrain that thaws and softens in the spring. Other types of BSTs include micropaving, slurry seals and Novachip. These are laid down using specialized and proprietary equipment. They are most often used in urban areas where the roughness and loose stone associated with chip seals is considered undesirable. [edit] Other paving methods Pavers, generally in the form of pre-cast concrete blocks, are often used for aesthetic purposes, or sometimes at port facilities that see long-duration pavement loading. Pavers are rarely used in areas that see high-speed vehicle traffic. Brick, cobblestone and wood plank pavements were once common in urban areas throughout the world, but due to their high manual labor requirements they are in some countries typically only maintained for historical reasons, while in other countries they are still common in local streets. They make maintenance of cabling and pipelines under the pavement easier but are also harder to walk on. Likewise, macadam and tarmac pavements can still sometimes be found buried underneath asphalt concrete or Portland cement concrete pavements, but are rarely constructed anymore. Cobbles Although this is a wall, this image shows a common pattern for pavement, in the symmetry category "wallpaper group cmm"; the same pattern is possible with other length/width ratios; square tiles are also common Bricks in a Herringbone pattern, in the symmetry category "wallpaper group pgg"; the same pattern is possible with any length/width ratio Street pavement in Zakopane, Poland in the symmetry category "wallpaper group p3" [edit] Pavement deterioration As pavement systems primarily fail due to fatigue (in a manner similar to metals), the damage done to pavement increases with the fourth power of the axle load of the vehicles traveling on it. Civil Engineers consider truck axle load, current and projected truck traffic volume, supporting soil properties and sub-grade drainage in design. Passenger cars are considered to have no practical effect on a pavement's service life. Several pavement design methods have been developed to determine the thickness and composition of pavement required to carry predicted traffic loads for a given period of time. Pavement design methods are continuously evolving. Among these are the Shell Pavement design method, and the AASHTO 1993 "Guide for Design of Pavement Structures". A new mechanistic-empirical design guide has been under development by NCHRP since 1998, but has not yet been adopted by AASHTO. According to the AASHO Road Test, heavily loaded trucks can do more than 10,000 times the damage done by a normal passenger car. Tax rates for trucks are higher than those for cars in most countries for this reason, though are not levied in proportion to the damage done. [1] The physical properties of a stretch of pavement can be tested using a falling weight deflectometer. Further research by University College London into pavements has led to the development of an indoor 80 sq metre artificial pavement at a research centre called Pamela (the Pedestrian Accessibility and Movement Environment Laboratory). It is used to simulate everyday scenarios, from different pavement users to varying pavement conditions. [2] Place a Bid!