. Electric railway journal . t ten years the averagefor the same months was deg., the maximumrange of average monthly temperature for these monthsduring the entire ten years being only 15 deg. The low-est temperature recorded during the last ten years wason Jan. 15, 1907, when the mercury reached 11 zero. The greatest duration of low temperature,with the exception of January, 1915, was in the samemonth of the same year when there were twenty dayswhose minimum temperature was under 30 deg. Thesedays, however, were not of consecutive duration. Between the dates of Dec. 29, 1915,
. Electric railway journal . t ten years the averagefor the same months was deg., the maximumrange of average monthly temperature for these monthsduring the entire ten years being only 15 deg. The low-est temperature recorded during the last ten years wason Jan. 15, 1907, when the mercury reached 11 zero. The greatest duration of low temperature,with the exception of January, 1915, was in the samemonth of the same year when there were twenty dayswhose minimum temperature was under 30 deg. Thesedays, however, were not of consecutive duration. Between the dates of Dec. 29, 1915, and Feb. 1, 1916,there were twenty-seven days on which the minimumtemperature was less than 30 deg., the average meantemperature being 31 deg., so that this is the longestduration of low temperature that has visited Seattleduring the past ten years. Corresponding conditionswere felt in other coast cities. There was a light snow-fall at intervals during the month of January which had MAY 13, 1916| ELECTRIC RAILWAY JOURNAL 917. ASPHALT PAVING HEAVED 2 V2 IN. BY FROST the effect of continuing the refrigeration during the fewdays when the minimum temperature was above freez-ing, but there was never at any time during that monthmore than a few inches of snow on the ground at onetime. The first illustration shows the general condition ofheave of the paving brick along an asphalt section. Thebrick in all cases were originally laid so that their topswere coincident in elevation with the top of the rail. Asshown, the top of the brick is approximately 2V£ the top of the rail, and this condition existed atthis location for a distance of about 100 ft. in each case,the brick gradually receding to an elevation of about ^4in. above the normal for the remainder of the brick next to the track is of a bull-nosed pattern,as may be seen in the adjoining view, which showsthe brick removed on the same street a few blocks street is in a residence district and supports am
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