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Thursday, June 12th, 1930 * am P AP PP AP PP , Matirieeâ€"Daily at 2.30 p.m. Eveningâ€"at 7.00 p.m. continuous performance COMPLETE CHANGE OF PROGRAMMEâ€"MON., WED., FRIDAY Comedyâ€""DANCING GOB" FRIDAY SATURDAY, JUNE 13th and 14th Lawrence Tibbett Directed by Lionel Barrymore, with a superb cast and entrancing melodies sung by Lawrence tljibbett who scored repeated successes M w in “L:)l:;l;;ri;;,"_""I"'aâ€"gâ€"li:i(_:ci,” "Tales of Hoffman" and others DISNEY CARTOON MOVIETONE NEWS Midnight Show Friday, June 13th, at 11.30 p.m. "No, No, Nanette" "Laughing Lady" "She Couldn‘t Say No." "Show of Shows" " Welcome Danger" "Dynamite" "Cohens and Kellys in Scotland" "The Virginian‘" MONDAY TUESDAY, JUNE 16th and 17th George Arliss romanceâ€"Intrigueâ€"Dramaâ€"Witâ€"Beautyâ€"and the most celeâ€" brated actor of the American Stage. Comedyâ€""GOOD MEDICINE" Cartoonâ€""ROMAN PUNCH" Midnight Show Monday, June 16th at 11.30 p.m. WEDNES. THURSDAY, JUNE 18th 19th The Marx Brothers All Talkingâ€"All Singingâ€"All Laughingâ€"with Ziegâ€" feld‘s two brightest starsâ€"Oscar Show and Mary Eatonâ€"Melodies by Hrvying Berlin, ADDED ATTRACTIONS Midnight Show Wednes., June 18th at 11.30 p.m. Weather Forecastâ€""Hot for Paris" Wiii knock everybody cold. It‘s happier and hotter than "The Cockeyed World" Comedyâ€""TOOT SWEET" Midnight Show Friday, June 20th at 11.30 p.m. Victor McLaglen, Fifi Dorsay and El Brendel "HOT FOR PARIS" / "RIDAY SATURDAY, JUNE 20th and 21st Most 1 12%, PINE ST., SoUTH S. L. LEES > TH EATRE â€"â€"â€"â€"â€"â€"â€" TALKINCG PICTURES AT THEIR BEST TELEPHONE 51 Timmins Funeral Service is prepared to give courteous personal service at any hour of the Modern Equipment (Owned and operated by J. T. Easton TAd.) (The World‘s Greatest Baritone) TN DAY OR NIGHT "THE ROGUE SONG " NOW PLAYING Maurice Chevalier wWEET" Addedâ€""AMATEUR NIGHT" FOX MOVIETONE NEWS T IN Phone 51 $. L. LEES, Mgr. Singleâ€""DIXIE" Hon. Wm. Finlayson, Minister of Lands and Forests, Tells of the Proâ€" gress Made and of the Various Problems Dealt With. 600D WORK AGCOMPLISHED ON THE FERGUSON HIGHWAY Retread on the Ferguson Highway is the subject of an interesting article by Hon. William Finlayson, Minister of Lands and Forests, published in the Canadian Engineer. The article states, in part: Engineers, contractors, road officials and motorists have studied its construcâ€" | tion and its subsequent behavior with | growing interest. Some who possess ‘ an intimate knowledge of rigorous cliâ€" | mate, the uninviting geological and topographical conditions, and the mulâ€"|â€" tiplying traffic burdens attending this | particular stretch of northern road, ‘but | who were unmindful of the limited | funds available for the work, were inâ€"| clined to favour the selection of a more ecstly type to ensure the greatest posâ€" sible factor of security. Others, imâ€". pressed by its simplicity of construcâ€" tion and its remarkably low cost, reâ€" cognized in retread a means of providâ€" ing many times the mileage of durable and reliable wearing surface that norâ€" | mal annual road appropriations have /‘ been capable of meeting in the past. Others, again, attracted by the miniâ€" | mum of inconvenience experienced by | the motoring pubic during its construcâ€" | ticon, which was at the approach of the | peak of the 1929 tourist movement, and | realizing that a summerâ€"traffic burden | of 3,000 to 5,000 vehicles per day had left no impress of fatigue on its superâ€" ior riding surface, reserved their comâ€" | ments pending a survey of the ravages ‘ of the severe Northern winter and changeable spring. Some there assur-‘ edly were who, cognizant that the reâ€" tread had been laid over new diversions | and swampy section, where the drainage is and all that a roadl engineer might desire, were preâ€" pared to defend the vastly improved | traffic conditions between Gravenhurst | and Severn against occasional surface‘ failures. These, they feared, nevertheâ€" less, might prove in the public eye to be disparaging to the suitability of this | particular type of pavement for Northâ€" / ern work, as frost boils are prevalent . annually in adjoining sections of naâ€" turalâ€"surface roads. f Of the many examples of the new lowâ€"cost pavement surface known as "retread," aggregating several thousand miles in the United States, but as yet less than a hundred miles in Ontario, it is doubtful whether its construction in any locality has attracted wider interâ€" est than have the completed portions of the Ferguson Highway between Severn and Bracebridge, Ont. land the upkeep and improvements of | existing roads. Since Northern develâ€" opment was placed upon an organized basis in 1912, some $40,000,000 have been expended, chiefly for roads and bridges. The strides made by numerâ€" ‘ous industries are indicated by the necessary outlay during 1929 of nearly Gecgraphically, the Ferguson Highâ€" way is the most unique thoroughfare in Ontario. It amply merits the appelaâ€" ticn, "trunk‘* by which it and other important <roads in Northern Ontario are designated. It is the only central highway between Northern and Ssouthâ€" ern Ontario. Older Ontario, with its industrial, financial and social stability so vital to the consistent development of the newer North, comprises less than oneâ€"eighth of the area of the entire Province. Northern Ontario, with its 350,000 square miles of opportunities in mining, lumbering, agriculture, indusâ€" try and recreational pursuits, is attracâ€" tive to the discriminating investors of this and other nations. Of the millions invested in the varied activities of Norâ€" thern Ontario, the origin of many industrigl realities can be traced to the mighty army of annual visitors, who while in search of rest and recreation, became inspired with the industrial opâ€" portunities there presented. At the same time the tourist industry developâ€" ed into one of Ontario‘s greatest revâ€" enueâ€"producers. so was augmented the urgency of Northern Ontario road problems. The Department of Northern Develâ€" opment, whose predominating function is indicated in its name, has in hand among other activitiee in connection with the opening of the vast natural resources of the North, the problem of providing transportation for some 300,â€" 000 people throughout an area Oof apâ€" proximately 350,000 square miles. This undertaking involves the establishment of new roads as the frontiers recede, TME PORCUPINE ADVANCE, TIMMINS, ONTARIO _a trial, despite the fact that the underâ€" taking was somewhat of a departure from previous roadâ€"building practice in Ontario, as retread. had not passed the experimental stage in that Proâ€" vince. The road system of Northern Ontario comprises some 10,000 miles of settlers‘ roads, and 4,000 miles of trunk roads. Of this mileage about 7,500 miles, or over half, has been provided with gravel or a superior type of surface. This is a decidely favourable showing, despite the limited extent of available funds. t $5,000,000 for road improvement alone There are many points of striking dissimilarity between the general subâ€" base conditions of the average road in Southern Ontario and those to be found in the section under discussion. Adequate drainage is not always feasâ€" ible, and in many instances, is an unâ€" solved problem. The textural compoâ€" sition of the varieties of soils encounâ€" tered, the extent of their plasticity, deâ€" gree of shrinkage and swelling, and their behavior in the presence of exâ€" cess moisture, are characteristics which govern the possible displacement of a pavement, horizontally and vertically in any location, and warrant a thorâ€" ough laboratory investigation when exâ€" pensive pavements are under considerâ€" ation. The extremen variations to be found in comparatively short sections of northern roadbeds, where rock freâ€" quently alternates with sand, loam or muskeg, prompted an exhaustive study of the characteristics of many paveâ€" ment types. The survey traversed the entire pavement field, and included analyses Of first costs, suitability of local materials, the detour problem, the utilization of existing roadbeds, rapidity of construction, probable cost of maintenance and ease of repair. 5. The mileage which a reasonable Iroad. â€"building appropriation may take care of conveniently without "bunchâ€" ,mg" expenditure or distributing other | requisites. In an endeavour to strike a proper balance between available funds and maximum returns, and having regard for the peculiar local conditions to be contended with and the necessity of improving the greatest possible mileage compatible with sound roadâ€"building practice, the attention of the departâ€" ment focused upon the retread type. Investigations were then made of variâ€" ous retread pavements that had seen considerable service in the United States. These gave promise of meetâ€" ing satisfactorily the difficulties pecuâ€" liar to the Ferguson Highway, and it was decided to give the retread surface To sum up the factors which had to do with the selection of this type for the Muskoka section of the Ferguson Highway, the following characteristics of retread are worthy of note: 1. The utilization of the existing roadbed without molesting its compact: ed stability or sacrificing road meta already in place. 2. The avoidance of detours and the minimized inconvenience to‘ traffic usâ€" ing the road during construction. 3. The alternative of using local or commercial aggregate, or both as deâ€" sired. 4. The sthked with which the paveâ€" ment top may be constructed, without congestion of equipment or materials to impede passing traffic. 6. The ease and economy of subseâ€" quent maintenance and repair. There is also evident in retread a desirable resiliency of surface, in itse‘lf a characteristic quite favourable to the seasonal conditions to be endured, parâ€" ticularly the liability of frost disturâ€" bances in the spring. The nonâ€"skid texture of the wearing surface is likeâ€" wise a factor of no small importance on the grades and curves peculiar to Northern roads. Moveover, its dustâ€" lessness, evident durability and remarkâ€" ably smooth riding qualitiee met with favour in the study of lowâ€"cost types to fulfil the requirements of a road called upon to bear a large volume of tourist traffic. During the past year so much attenâ€" tion has been given to retread that the general principles governing its conâ€" struction are widely known. While no particular specification, to the best of the writer‘s knowledge, has been desigâ€" nated as a standard, there are few points in which any existing specificaâ€" tion differs from another in the factors which characterize the general method of construction. Accordingly, the deâ€" partment did not hold the contractors to any series of specific details. A logical result of careful observation and skilful management of contingencies as the work progressed, is that the general store of information respecting the behavior of retread, both during and after construction has been generously enlarged. Experience developed some practical features in construction operâ€" ations which should be of considerable interest to road builders, and which might well be considered worthy of beâ€" ing embodied in subsequent specificaâ€" tions. Briefly, retread is a member of the family of bituminous concrete wearing courses comprising a composite mixture of graded aggregate and bitumen. It differs from its associates chiefly in the methods by which the ingredients are mixed. The simplicity of construction and the paucity of equipment play an outstanding part in its extremely low cost, a factor which has brought forth for retread the popular colloquialism, "the poor man‘s pavement. In the work under® discussion, one noteworthy departure from general reâ€" treading principles resulted from a feâ€" tailed examination of base conditions. Sudbury Star:â€"Turks #gnever take Turkish baths; Irish stew is not peâ€" culiar to Ireland; there is no rice in rice paper; camel‘s hair brushes are made from squirrel fur; sealing wax contains no wax, and catgut fiddle strings are really made from sheep‘s gutâ€"so there isn‘t so much in a name after all. in the matter of hydro electric powâ€" er for the North there seems to be a very general opinicn that it is a good thing to have the Ontarico Hydro Comâ€" 'misslcn add this area to the territory now served by the commission. For a }great many years the Timmins board ! of trade made very anxious effort to ' induce the Hydro Electric Commission to come in here, but all efforts were in ‘vain. Apparently the commission had ‘ the idea that mining camps were not permanent enough and so the Porcuâ€" 'pine camp at least was ignored. Now | that the picnesr work has all been acâ€" complished by private interests the commission is evidently coming in to this territory. At the present time | there is a disposition to be critical. | Ome Toronto newspaper has been obâ€" |Jecting to the terms on which the Hyâ€" COMMENTING ON THE IDEA OF CHEAP HYDRO FOR NORTH Necessary to Have all the Facts Before Any Logical and Valuable Criticism May be Made in the Matter. dro Electric Commission will oplrate here and they are not favourable. In this connection The Northern Miner says:â€" "The Toronto Star editorially chides The Northern Miner for an alleged misunderstanding of its attitude toâ€" ward the acquisition by the Ontario Hydro Commission of cheap power for the Sudbury area. It now admits, afâ€" ter it has been told so, that the price of $13.50 is a fair one. But it comâ€" plains that the: information which The Northern Miner secured, covering details of the cost and selling price of the power, was "inside" stuff. _of the Crown. "Apparently the friendly Star comâ€" mented editorially on Mr. Ferguson‘s deal with the Abitibi people without having secured the facts. There was nothing secret about the arrangement. Editorial enterprise would have securâ€" ed all the details by simply applyving for them, as we did. Both Mr. Ferguâ€" son and Abitibi officials were quits willing to outline the deal in all its phases, we found. "The Star, however, remi@ins insisâ€" tent that certain angles should be more clearly defined. ‘ The matter of finanâ€" cial responsibility appears to disturb it. throw a beam of light. Northern Onâ€" tario is not in the position of its orâ€" ganized eastern and southern neighâ€" bouring districts, in that the bulk of its natural resources are in the hands The undevelopsd water powers, the unsold timber tracts and the potential mineral lands of the North are pledged every time the Proâ€" vince of Ontario borrows monegy. "When Premier FPerguson grasps an opportunity to ‘buy cheap power to assist in the enrichment of the North, by process of permitting a private corâ€" poration to develop an idle power source. he is acting ih the interest C> the province as whole. In this parâ€" ticular instance he has committed the province to the direct expenditure of $3,500,000 and to a contract involving the purchase from the Abitibi people of 100,000 horsepower annually, for a ) i In this direction it is possible to l period of 40 years. The capital outlay is insignificant, in consideration of the returns which are visible and contractâ€" ed for. The Government, through the Hydro,â€" has not entered a oneâ€"sided arrangement whereby it buys a certain amount of power without contracting in advance for its sale. The responâ€" sibility of the contracting parties is substantizl. International Nickel is one of the largest industries in Canada and it would probably puzzle The Star to find a single customer or a group of them, for Hydro power with the same amount of financial stability. We would be quite happy to be able to preâ€" dict for The Star the same profitable liferspan that International Nickel is assured by virtue of its ore deposits, its plants and its markets. "In naming International Nickel as a responsible contracting party we are not intimating that this is the sole customer for the new power. Treadâ€" well YÂ¥ukon is another sound company which proposes to raise its production from 250 to 2,000 tons daily; Falconâ€" bridge Nickel is waiting for more powâ€" er at this time. The town of Sudbury is growing faster than any other town in Canada, and its power requirements are rapidly outstripriing the available supply. The argument of lack of marâ€" ket for the development falls down heavily. a point 200 miles farther north, is a mere stepping stone to a larger deâ€" velopment, with ultimate objective the distribution of current from presently idle sources to the south manufacturâ€" ing centres and the linking up of presâ€" ent systems with new sources of supâ€" ply. Furthermore, the Abitibi develâ€" opment is already hitched up with the exploiting of the lignite fields, a proâ€" vincial asset of great potential imporâ€" tance. North Bay Nugget:â€"An air plilot at Ottawa has lost his license because of . stunting at too low an altitude over a| residential district. A few pilots off! motor cars in North Bay also do too much stunting on the roadways, and should be deprived of ‘their licenses be- fore they do damage. An ounce of preventicn properly applied might save a tragedy. "We are naturally hesitant in apâ€" proaching a conclusion that The Star would even wish to consider the Hyâ€" gro as in politics, and therefore ascribe to its editorial comment on the new power deal a certain anxiety, based on lack of information respecting the acâ€" tual details, which atr, fortunately, "Furthermore, the bringing of addiâ€" tional power to the Sudbury area, from now in its possessicn MARMON CANADIAN NATIONAL RAILWAYS 1931 maturing »â€" 1932 P «â€" 1933 * * w» 1934=35 m 1936â€"45 $* â€" 4.15¢%, yield basis 4.40%p ** 4.500, : ** 4:T8905 9 * (Bearer certificates of $1,000 denomination,. with provision for registration of principal). Dividends will accrue at the rate of 4$%, per annum, payable each June and December 1st, and are to be evidenced by dividend warrants attached to each certificate. Under the provisions of the Statutes of Canada this issue constitutes a claim against the railway company‘s earnings prior to both principal and interest of all its mortgage debt. THESE CARS NOW GUARANTEED FOR ONE YEAR 4‘5%, Equipment Trust Gold Certificates Series Lâ€"1930 (Philadelphia Plan) Royal Bank Building, TORONTO. 2 * Montreal Quebec Ottawa Hamilton London, Ont. Winnipeg Saskatoon Victoria Vancouver Other manufacturers say their cars are good. Marmon now underwrites the goodâ€" ness of its products by guarâ€" anteeing them four times as long as the average car is guaran\feed . . . . Try a new Marmon Eight today for a new motoring thrill as well as a new m:oftoring peace of mind. [(Or not to excseed 12,000 miles on material or workmanship) MARMONâ€"ROOSEVELT â€" MARMON EIGHTâ€"79 $15009 Field $2000 Field MARMON EIGHTâ€"S9 MARMON PBIG EIGHT New Address: 20% First Avenue NEXT TO BANNINO‘sS DRUG STORE HIGH CLASS WATCH REP AIRING Medium Field THE EIGHTS WITH THE FULL YEAR GUARANTEE SCHEDULE OF YIELDS maturing ~ 4.15% | * .‘ 440% s hnd 4.50%, e s 4.15% Full particulars on request Timmins, Ont. at yield basis Fine Field 831