PARK AND CEMETERY. 
6 i 
PAVILION FOR .WINNIPEG PARK 
The accompanying illustration 
shows a sketch of a handsome pa- 
vilion just completed in Assiniboine 
Park, Winnipeg, Canada. The struc- 
ture comprises a tw'O-story main 
building, 120x80 feet, connected with 
an open pavilion, 80x40, by means of 
pergolas enclosing a central court, in 
which is a fountain and basin 44x20. 
The open pavilion stands on the edge 
of a natural terrace overlooking a 
fine sweep of rolling park meadow, 
and commanding a fine view of the 
winding Assiniboine River. 
The main building has on its first 
floor a large refreshment counter and 
lunch room, with halls dividing it 
from the rest rooms and lavatories. 
On the second floor are three dining 
halls and service rooms, surrounded 
by wide covered balconies which 
command fine views of the park. 
The central tower, fiO ft. high, sup- 
ports and encloses a water tank of 
16,500 gallons capacity, which is sup- 
plied from the river by an electric 
motor pump. This tank supplies the 
necessary pressure for the water serv- 
ice, and the fountains in the lake con- 
structed last year. The interior is 
finished in plaster and British Colum- 
bia fir, stained in soft shades of 
brown. The exterior is of rough cast 
and stained pine. The total cost was 
about .$28,000. G. Champion is super- 
intendent of parks at Winnipeg. 
as to be unaffected by the traffic or 
a more viscous and elastic binding 
material must be used. It is quite 
generally believed that some form' of 
bitumen is best adapted to this pur- 
pose.” 
The viewpoint of the French engi- 
neers, as reflected in this report, is 
that the road should be designed to 
withstand the traffic to which it is to 
be subjected. A road which under 
automobile traffic produces a vast 
amount of dust and wears out so rap- 
idly as to make the cost of mainte- 
nance very high, is unfitted for auto- 
mobile traffic. Of all the methods for 
reinforcing the binder of a macadam 
road, the French, English and the 
best American practice selects a pre- 
pared tar. This material in three 
forms, suitable for various road con- 
ditions, is available in this country 
under the name of Tarvia. The den- 
sity of the Tarvia is varied to suit 
the character of the surface to which 
it is to be applied. For a new road, 
for instance, a very dense material 
called Tarvia X may be had, which is 
sufficiently viscid to act as a binder 
in the large voids of the lk 2 -inch 
stone of a new road. 
For use in the top course where 
the voids are much smaller, a lighter 
material called Tarvia A is manufac- 
tured: and for the minute pores of 
an old road where there is to be no- 
resurfacing, Tarvia B, which is an 
even lighter fluid, is supplied. In each 
case the effect of the Tarvia is to act 
as a sort of soft cement between the 
particles of stone. 
NEW TESTIMONY ON TARVIA 

PAVILION FOR ASSINIBOINE PARK, WINNIPEG, CAN. 
The report of Nelson P. Lewis, 
Chief Engineer of the Board of Es- 
timate and Apportionment of the 
City of New York, issued as a result 
of his visit on behalf of the Board to 
the First International Road Con- 
gress in Paris, contains many sane 
and sensible reflections regarding the 
dust problem on macadam roads. 
Among other things, he says: 
“It must be conceded that grit or 
stone dust of the same kind as that 
of which the road is built, sand, sandy 
loam and mixtures of sand and clay, 
are not suitable as binding material 
for roads which are freely used by 
motor cars. As stated by M. Maul- 
ieu, engineer of bridges and roads, 
of Paris: ‘Only a perfectly homoge- 
neous roadway, of which all the fine 
surface materials are protected 
against being scattered, is able to 
stand the passage of the extra rapid 
vehicles in use today.’ Either the 
roadbed must be so hard and dense 
GORE STREET, BUILT WITH TARVIA X., AFTER SIX MONTHS USE, 
WELLESLY, MASS. 
