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Bibliothiqua
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illuatrant la m4thodo.
1
2
3
4
8
6
ONTARIO DEPARTMliNT OF AGKlCULTURIi
lonovTo rennuAHT, laos
^^J-'T.-Bl'rXN (SE»SOI^aL.)
THE MAKING OF ROADS.
FB«PABKn BY JAMK8 A. BELL, P.L.8., MIM. CAN. SOC. C. ■., ST. THOMAS ONT
INDKB WSTBDOTIOW KBOM THK MINISTKB OK AOBICCLTCBK, ' '
During the past decade there has been a marked improvement
n our railways municipal buildings, country residences'^IndTarm
buildings, but the question of improving our Jountry roads has noT
received the attention that its great importance ^demands 5ne
.-eason for this is, that attention has been directed princTpaT'to the
securing of lines of railway throughout the different munlcipalit ^
Having now secured the advantage of railways for the shiXnt ?f
farm produce and the bringing in of farm supplies, it Tsof the
greatest importance t.at tlje roads leading to thesi railways be
placedm fir«t-c ass condition. The benefits to be derived fr3hav
ng good roads to the markets are so numerous and so apparent that
o i'aXf ^ «"^»"*«>rt?°K thorn. Good roads enabled farmer
o market his produce at all times, to take advantage of chan Js ,
market pc;ces, and to utilize time that cannot be given to otKr
work; they enable him to market his produce and secure hil sup
and with less injury to animals. The improvement of roads resulTs
m bringing more closely together the members of the agricultu 1
community and thereby- increases the social intercourse Tfarme
In a word, the construction of better roads brings the farmers closer
— r». .,.?>rmvagco uj. wDicu ttTB wBii Qnu6rfiiO(Mi by all
The question of how to provide the funds for improving our roads
will not be dealt with here ; nor will that of theSnuoh^^rcZ"
question of statute labor. These questions must be settled breach
s
• * 4
tiiunicipality for itself. The inteution ii to give aome information
th»t will euAble those having the ojnatruotion and supervision of
roads in charge to undertake and carry out the work on a uni-
form plan, and in such a manner that money and labor will be
expended to the best advantage. - '■"^
GradbSi ' ' fl — ■
The grade of the road is a very important element in its construc-
tion and should be decided upon helore the other works are com-
menced. In determining the grade, the necessary fall to carry oft the
water in the side ditches must be considereJ. There should be a fall
in the ditch of at leasts inches in 100 feet, and noceasarily the ro»d
^lioold be on the same grade; aside from this point, the road should
i>j an level as possible. In order to show Ihe advantages of having
a road as nearly level as possible, the following table made from
experiments by noted Engineers shows the difference of draught on
different grades. Call the load which a horse can draw on a level 100.
Then on a grade of 1 in 100 a horse can pull 90
" 1 " 60 •• " .... 81
" •* 1 " 40 " " 72
•• «• 1 " 80 •• •« 64
" " 1 " 26 " •• '.'."" 54
" " 1 " 20 " •• ' 40
" " 1 " 10 " " !!!;;; 25
From this table it will be seen that a horse pulling a maximum
load on a level can pull only four-fifths as much on a grade of 1 in
60 ; three-fourths as much in a grade of 1 in 40, and one-fourth as
much on a grade of 1 in 10. In determining the grades of roads
keep well in mind the following : 1. Never mike a road ascend one
foot more than is absolutely necessa y. 2. Economy in maintenance
depends on easy grades. 3. Hilly roads are full of danger, expen-
sive to. maintain, and destructive to horses.
If roads were classified as follows : First. Leading roads, tfiat ia
roads leading to or connecting cities, towns, villages or principal ship-
ping points. Second. The principal roads contributory to the above. .
Third. What are called back roads, not much travelled. Then
the grade of the first should not exceed 5 feet in 100 feet, the grade
of the second should not exceed 7 in 100 and the grade of the third
should not exceed 10 in 100.
Any grades stee/ier than the above should be used only for light
driving. Although the above grades should not be exceeded, still it
is evident that no fixed gmdient can be adopted in all situations;
the question of the cost of construction is an item that must be con-
sidered. In this Province the road allowances were mostly laid out
v.'ithout considerinsr the oiacticabilitv or imnraofioain !•'<■•' ««
constructing roads upon them. Most of those road allow-
Ances have been opened and are travelled upon, and it is
3
road under the circumatMci P^onn ^^^^, on thege lines the beat
n.oBt cases will be antMolTstic to L^ Vk"*''*°"-. ^*»«"« *^» *"
^•aoh will have to be weXd 'L 1^ f ^ °^''*' "i^** '*»« ™«"<» «'
charge of the work S?ltn McNeill Tt^.^^ ^^' ^"^"^ i«
nogreaterinclinations hanone in fLvlK^' '^*' "^'''' '•»'* »»"
less cost for maintenance tLn where heicH^'^" 'Z?^^ ^'' °«'^^-
n twenty. The additional ^81 is due not oi w to ^^^^^ '^' ''^^- '""• ^"^
l>v the action of the horses' fe«t nLtll ? ^ ° , * greater injury
tl.e greater fatigue of Zroa3bvt£«t''PV'*^''°'' ^"^ •^'«° ^
«l.'dgingorbrea'king the ^hfelX'tscTn^'TorV^^ f"'
F...ne years president of the AssocSn nf R ^ J'»°J«'»"«n fov
Scotland say*, '' Gradients «hm,IHw ^^^o*"* Surveyors for
gradients are^refer't" deK^^^^^^ '» ^orty. Easy
pact roads." *' ^^^'"""g d"er and n)ore com-
FoUNDATlOMS.
. P«,r .„*„; the b^rirW Cy 'rtlTlT^ "^?, °'""
pot into holes, ruts and denressiona if Thl f«; i .• .'.*' ^*" "oo^
the main essentials for a S road fouiSf?^"^'"°? "" ^^^' ^"« of
both surface and Bnh^T It t^}^^- '^ ^^'"'^''^^ ^^'^^^'^S^
struct successfully a good raid Jth »'"P?''«««ble to. col
oa a soil that is^ filled with wlter ha vin? ^'"^ f' "'^^'^"'^1
!«•?, the first thing to be done in mrkinl '^ T .°""^<^ ^here-
<stablished, is to rfn.ovet£ water ?'o7 L^U. 'th^:' ''!,r,'^ "
ufford an easy means of its escane from f h!^^ . roadbed and
to consider the kind and nature „f-o^< ^^ *"*?'*' ' " "^^essary
upon before making X Ss for i^d Ji *' '^' ^°^^ ^ *° ^'« ^""^
soil will require different treatme-t^"^^^^*^^ ^ '^"'^ *''*'«^' °^
to thoroughly dry the sorbrdi-n^^ '^^^^^^
with the work. Cravelsand In^ ^'^ ^^T P^^^x^ding further
not hold water in ,r3ne„lri .!^*'r"''^ ^"''' ^^'^' '"^
n^ore difficult, ani it ZXes ^^re and'^^^^^ '"f '''''t''^'' «°''«^«
decide on the best m^anVrreZinA^^^ n^ost cases to
is porous and will not hold trewaer^nmf.;!"'''? """'t'' ^^ '^'^ «°"
will be sufficient, but if the oil Ts retent?veT"°°' '^^'' ''t' ^''''''
necessary that underdrains sho .W K?, i !!! , "^ "P""«y» tbe» it is
off drains leading to 5 rsdeLhir^t'^'J^-*''" '^^' ""''^ '^'
drains are bestco^nstrncld ^JIm'^^.JL^'!^^' ^ Under-
^^ut two drain« ar^X^lrro^ear^^^^^^^
; !'•
If J
1 1;'
til. 1
.*H
lii
the nidM. ■•"""" ""» '"TO »'!• dnuM, one on eooh ride ot
^0«*m,tAf %»ir0/9^M
4-*-A_ y'_^
Fig.l. Showing CroMSwjtion of R«ul with Centre Dnim,
Fig. 2 .howB a section of road with open tide drain..
Fig. 2. CroM-Seotion of RomI with Centre Tile Drain
^ Fjg. 3 d.ow.a ««tion with tile filled in with broken .tone and
RM A ^'\ °:!"*»**~«»'«««J'^th«deTUe"DrS;..
1 to 1, that im a7S that i.T W T '^^J^? ^^ *^ ^^" **««n
botton.. should haral!jV"dt2 <Jl & "whe^l:;'' ^'"S,!'!
in It n not neceasarr to h»A tl..» ^ -jj .? . ""^ "" *"'*
open dndn the vL^ diiTth ta .uoh J," "°'"^'"' *• ^»P "
«d.y^".Th:t''^.;^:^^rbStjrs''^■••""«"■•
many cages made the reoBDtarf« «, «„!i * ? *• *^«y »''« '« » g«at
« po«iM. ef ..e ..nd.l^di^rth'r^rt.^ "H".-
«j;rtj;a'^'nXlns:;i?''^'^"»""'"«'^
-hid. i. .UorbT b" tt. JlriS^":^.^'" '"'Ll' "'"'
7 «"" roaaoea to a. great mjuiy. Where it is
t any of tlio>
lied in vith
the aoakage-
^Maible it i»
ad gravel,
aoh side of
— »
ina.
jf(nmr
•lone and
?w
ace of the-
\^VA than
ide in the
are filled
f runnin
> keep an
tlong the
1 a great
be water
BMons it
' water^
lere it is
6
. near the aide of the mad alTo^;. ' '*'*':; k?**""'! ^ ^'^ -
<»nttructed for road ^X<im^lZJ^A^^ '"^ •^*»'*»«' '*~«»
•noe.,whichareu3l?66foS^a^nmI! ^T"^^\. ^"' "*^ •"«>'^-
A uniform «d aSit^b' !!l^^^^^
very deairable. and 'he7.houll^!lUJ ***" i^I*?*''" ?' ^*» **"^" "
A little attenUon fo^a Stii!« IS""*^^''^.*^ P*""'*** «N'-
which wUl not cave in or w«h Iwir ff *?* "***■ ' •^**'^ ^
the aidea of the ditoh wh^ ^m?f *i '.fi** ' «*^ thing to aow
haaten the aoddL of the bTnS '^^^^ I'*\ graaa^d. and thu.
the roadbed wheiS nec^ry and aiiuM ![? "^7^^^ P"' ^» •««-
or vitrified fire^Uy p^^'ci!;;!:^ ^ ^ "^^^^ °' **^^^^
atand the preaTuw h^\J^^^^ water-pipe, which will not
obtained at thrpSifLdri^rr^Jl"^'' «^ ««»«"^^y »*«
with a «>lution o??ot r wS Jot rJS?"'^ "^^ '. ^^''J' •"» '^^^^^
ible, and make an exoeH^it culvert I? 1' *"'* »" f'«'«»^ indeatruct-
•re alao very eaaily SrueS ^o . J^^.I^Tu^^^^^ •^P*"^- They
put a culveti of &^^^&:il^'^j^'Z^i-^ "^"^"^ ^
to dig the trefich for the cul^rt thV^ *¥* V* n«'«»»'y w
togeier in the trench LthlfcfK ""T^ ?*P**»' P«' *»»« P'P«
thffall depth inrtt Tub'! '^l J^f oT^ S r %?«" ^ p!^^
apaoe around the hub with some .tiffJil/'^' " *° the reniainin«
in the trench and ram d«-n ^hL «»ffclay or cement, and then till
A few outa of stone culverts are ahow in Figs. 4, 5, u
<^'^t..yyyyyyyy^.^.^^.
^*^
4~ '
^^
- -*
M^
•
^f
*' %' ■:-
^ir.
Fio. 4. 8 x8 fert, Box Cqlvwrt^ ,
conSSL^^^JiilwelS.' 'Zl:^^:^^^''^^'^ ^- ^
oiaed in conatructing them thtn^ iJJ^^ ^*' .<w^]mast be exer-
foundation. m«.fe ff i^S..'. ?.i^ P"*'»'»« »« »«»» culverts. The
f (■
'ej;
lEtj
U».',
the atone work on. If it is for • Uve itreAin, plank ii the cheapeit
«nd will n6t rot ander water. The plank should be placed aoroia
the line of the oulTort, and extend back on each aide the fall depth
of the waljg. To prevent the earth from washing away the bottom,
it can be cheaply constructed of cobble-stone, as shown in the outs.
Care must always be taken to prevent the water from getting
' ^
■,-#-*-<r,
-*-•..->— — ■-- - - ~ J ■ . cj.a-^ — .*«-._i«vy
Fig. 6. 3x4 feet, Box Culvert.
behind the sidewalls, and where the fall is gieat, it may be neces-
sary to make an apron of stone at the lower end to prevent th^
water from washing out the earth after it leaves the culvert. In all
casee, unless the stones are large and flat, stonework tor ouIvert»
should be laid in the best mortar, composed of hydraulic aen»nt anJ
Fig. 6. 4 X 4 feet, Box Culvert.
elean, sharp sand. Larger culverts than shown in the cut are gen-
erally made with an arch, as flagstones larger than shown are nofc
— ■*'- procured.
Mate years salt-glazed vitrified sewer-pipe {have been largely
For diverts, and if well-laid are well adapted for the puipose.
easili
I til
h» oheapeit
aced AoroM
I fall depth
>he bottom »
In the ontfl.
tin getting
f be neoea-
•reyent th»
rt. In all
Dr oolrerta
emeat and
are gen-
1 are not
in largely
paipose.
pipe'tn Si7oi;\^'ttr ''* -r' -P««''7 and price of .ewer
pipe in car lots at almost any railroad station in Ontario.
i '•
Di»in. of Pipe,
inohea.
6
8
9
!•
IS
16
U
iO
M
CapMityt
aq. in*.
28
00
It
78
118
177
264
314
462
Weight per tnot,
10
16
m.
H
44
••
84
100.
208
Price
pel
>r foot.
IS
20
M
80
89
S8
80
10
»
narl&r ^^"f!?'"'^ T**»' " ^"^"^ "<Jo«We strength pipes -
Drains should be constructed to take the water awavS^i- f^
f
Width of Roadbed.
upon it» but It should in no case be less than 20 feet (B^^inM^a
C"t ,Jtz*i' "'"^«' •"*«'• "^is tt wXttJ ,^":
Jmr;i.t:i"p^tf„' ' ' '"''• "°'°" """ « • ««'' •■> ««i. -m*
ROADBSD,
Tl./i,?rP^°**?® '^**'**^ *'*^® "^^ perishable material discarded
^^th taken feom the nde ditohe«^hould be pliSS uZi ^fi
roadbed, making the centre higher than the sides SndVf TZre^
;r
m'
i V'.t I
I "I
t Si
form, Allowing auffioient for linkags when rolled ; the object of this
«onTex ihApe ii to ftoilitote the flow of the water into the tide ditohei.
Where the metaled surfaoe ia to be of atone a small riae ia auffioient,
for earth roada it ahould be more. For atone roada the riae ahoold
be about one-fortieth of the width of the roadbed ; in gravel roada,
one-twenty fifth, and on earth roada the oentre ahouM be at leaat
II #****' ***** ^* ■**'•■ '®*' * 20 foot road. The above will
allow for a alight ainkage by travel. The foundation for the metaled
portion ahould be made of the aame ihape aa that intended for the
flniahed surface. It ahould be well rolled with either a heavy horae
!!n ^" '?"*''' '"** *' •'^^ depreasiona are made they ahould be
filled in and it ahould be again rolled, until it preaenta a amooth and
unyielding surface. It ia then in condition to receive the meUl aur-
faoe decided upon.
Matibul For Road Sorvaou.
The chief requiaite of a good material for making and repairing '
roada la, that it ahould be not only hard, but tough, and that it
ahould be able to atond the wear and tear it will be aubjeoted to,
without being crushed by heavy travel. For the beat roada the
material ahould be angular and cubical ao aa to bind well together
and leave no apace for water to penetrate. The material uaed will,
to a certain extent, depend on the locality, but it ia more eoonom
«ai to uae the beat material even if it haa to be brought from a dia
tancr. The beet material ia ayenite, baaali, hard volcanic rocka
granite or hard limeatone ; aandatonea, sbte and all soft rucka make
very poor road material and ahould be avoided. Stonea with
rounded aurfacea ahould not be used, aa they have a tendency to
work loose when weight is put upon them.
Opinions vary aa to the proper aiae the fragments ahould bo
broken to. The old rule waa that all stones should pass freely
through a 2 J-inch ring. Some engineers advocate weight as a atand-
dard, and recommend the following:- -Granite and similar rocka,
half an ounce to three and abalf ouncea ; flint and similar stones,
three-quarters of an ounce to five ouncea ; lime stone and simikr
etonea, one ounce to six ounaes ; one half of the above to be.
of the maximum weight, one-eighth of the minim iin weight, and
the remainder between the two. There is no doubt that hard and
tough rocka should he broken into smaller fragmenta than soft rocka.
The upper surface of the road should have the fragnienU broken aa
nearly of a aizeaapoaaiblf), and should not be lai^^pr than will paaa
through a 2inch ring, or smaller than will pass through a U inch
nng.^ If It IS difficult and too expensive too procure all hard rock
for tne roadiifd, then place the aofter rock in the bottom and make
*he BUI face hyet of about 2 J or 3 inchea of good wearing material
fl
iieadi
T
differ)
praotj
Mbottt
♦•y ha
And in
the lai
Hny ir
tiniahe
'•Iso be
At leas
used it
layer i
to oonf
ehould
•ctaac
after fit
ahould
would f
tnaelecl
life of tj
Thiacot
rolled, a
the quai
it ia prei
screening
outaide
Fig. 7 ah
eurfacc.
Macad
ouildera t
Macadam
motion wh
object of this
»sid«ditohM.
I ii luffloient,
e riie thoald
nrftvel roads,
Id be at levt
le above will
' the metaled
inded for the
heavy hone
)7 should be
> smooth and
le metal sur-
nd repairing '
aud that it
lubjeoted to,
It roads the
ell together
al used will,
re eoonom
from a die
oanic rocks
rucks make
tones with
tendency to
I should be
pass freely
as a stand-
lilar roofci,
lilar stones,
tnd similar
>ve to be.
aight, and
\t hard and
I soft rocks.
I broken as
n will pass
i a 11 inch
1 hard rock
1 and make
g materiaL
Road SysFAciis.
..ractically M follows : On the wdf roSL" ^."l '""*"'«••• •»«» «-
Hbo-t 4 inches wide. inchS tWck ^IT^S ^H •'«°«-
♦.y hand on their flattest .ides, the Ionff«ik .SJ . ^a^^* '°"» •"» ««'
«adm straight rows, the ston^ tobSTok" ri'S ""^ '^ •^'
the larger stones smaller .tones .mTnS" '^««P<we between
Hoy irregular upper edaes of the l/r^ f "PP^"*" »«» Armly wedged,
t niahed it present. aXhtl/«>uto -3^ '*^^ f' ^
«iIso be well rolled. After th-*^. !"'*** ' "*'* •'"^'•<» ■hould
•t least twosepaite UyS^ 2 bro^^n'^.t^" '' ***? "b-pavemei"
«wd in the nest layer niav b^ f«.m i * ^"* I" P"' °"- The stone,
'•yer should be abo^ut TiSchM thli V°?-.J" ^^•»«*«'- This
to conform to the finished wrf^e°A 1^11"'*°"'?^ T"^ '^'^^y
•hould be spread on thi.^.,J^ m ■ ■°"»"'iu*ntity of coarse sand
•ot as a bind^and tien S^ ■^®^^"' ^ ^" the interstice.^
after first being sprinSS lith^lL^ xJe ^^^ '^^T?!"^ ~»«»
should be of smljler stone. noToter J Lhi^J- '^"^'^ *»«"«
would pass through a 2 inch rin« ? * "'''**. ^^'•'neter, such as
in selecting thi. layer .T in fL ^' *"* "^^^^ be exercised
We of the*road surfiS; AlUhl ..2"''*'? ° .'^« '*««• depends^
This course should Ctt W SlV^'M:^?''' *^ *»' * ""ifo''» -S^
tolled, should be sprinWed^Uh ^^ '*""> "^^ •''«^ ^'^ ^i^^SJ
the quarry. waterS and ooIiLtTv^l^^ V^T ~««^ Woi
It is pressed into a smooth^ wLir^ ^'^^ f ^'•^J^ «>»••• «nty
•cieeningH can be oress^nTl?^ "*' *? ***** "<> more nnd w
ouUide first oaJXl^tr^Kf^T^' J" «>»in« always rolltS
Fig^7 shows ; cro.: s^tn ^f ^ioT^^Z^ *°7"*'' '^^ «^*«'-
•urlacc. leiiord roadway for an eight foot
A
Section Telford Ro«i Service.
. .,4''''«»^'» Ro<»d». In this. a. .» *K. *-__
111
'II
I ill
10
fully, are ^infinitely superior to gravel roads, and are well adapted
for tural districts where the travel is not too heavy! In the con-
struction of Macadam roads it is necessary that the earth founda-
tion should be made to conform to the finished shape of the road^
It IS also el prime importance that the earth foundation should h»
well rolled and drained. The metaled surface should be put on in three
layers, and each layer well rolled; the last two layers should
have the necessary amount of binding material^ and should be
watered as described for Telford roads. All the stone for the first
two layers should be cubical in form and should pass through a 2i
inch ring, and in the top course the stone should pass through a 2
wch nng. The metaled surface in a Macadam road need not exceed,.
whMi completed, 9 or 10 inches, and in many locations where the
traffic IS light 6 or 7 inches will be found sufficient. The finished
surface should be completed in the same manner as in Telford roads.
In the fop course good clean gravel may be substituted for
broken stone with very good results.
Fig. 8 shows a cross section of a macadam road.
Fig. 8. Macadam Road Surface with Tile Drains.
3 Oravel Eoada. The foundation for gravel roads should be pre-
pared in the same maoner and with as great care as that specified
for either Telford or Macadam roads. To make a good road of gravel-
the material must be carefully selected, it should be screened and all
atones discarded that will not pass through a 2-inch ring. The large
stones afterwards can be broken and used, or they form a first-olass^
material to fill in over the tile drains. Gravel should be put on in
two or three layers and each layer thoroughly rolled. The last layer
may reanire a flmftll amnnnt nf Kindini? mof^mal /\# »»!.;«.« sanA l-
order to make a solid, smooth surface capable of bearing the heaviest
loads without cutting or sinking. If the gravel is angular in shape,
hard and of uniform size, it will make a hard, durable roadbed.
[ well adapted
In the con-
earth founda<
M of the road^
ion should be
put on in three
layers should
nd should be
e for the first
through a 2^
B through a §
3d not exceed^
Ds where the
The finished
Celford roads,
bstituted for
ould be pre-
hat specified
aad of gravel'
tened and all
. The largfr
a firat-olasft
be put on in
he last layer
lxiot; sceuu xti. s
the heaviest
lar in shape,
oadbed.
The usual way adoDtfiH .'« ^ i • ' '
road with dump soraM^ni T;^""*. ^'"''^^ 'o^J* » t, «rade tb.
travel, to put o^n the Si itr '' !"^ """^ '° get pffl t
'eet; this is heaped Ttfre Jnfr V.t**^ """^ » h»lf to eZy9
•bout 6 feet, and l^t ii such a condir ^ ^^u" '^""^ *° *<> » w?K
1^;.?^ «Po« it. The contquencfilThi^,V' f ^^^^'^ ^^Po^^ll
not attempt to drive op it but nL f k -^^ '^® travelling public do
are 80 cut up as to be im^a^U^ ^'^Bv^^ '' '^« 'oad^Stil the?
^de into gutters which cSVk!'^ .^ ^'^ "^^^^^ the sides are
whole roadbed, the resSt L^that^^^^^ '^ ^^^^' through th!
road ,s little better than aJ fiU STJ.^?'"^ ^'5»PP«*™ »^S he
we 1 drained and compacl! t^J^i' " -SJ^.r '"^'^^^ ^^^e made on
watered and well rolA hevf T'Z:?' 1« ««*^el laid in laye«^
them where the travel i; hot very greJ? '^' ^""'P"^' "^"^^ of
^^"^^^T:^ - ^ less than S
ma simikr manner.^ S Will n^ ^""""^ '^'*^ place*on the rid
which should be of a ha«i' Veil wti?"''' ~ ^«" ^O'' *he top c^„^.
or g«vel, but a road SljlnSed'oTiS^^ broCsto";'
properly prepared foundation isTnZ,Kf \iil^*'^ hurned clay, on a
and can be built at a re^ZbU e^^^Lf ^ ''P'""' *^ * "^"^ "^'l
^.-^^ "^L^&estgn^^Tonl^ffc Kf'^" ^^ °"' «^»»ntry roads
all roads should be made^f pifi. ^^ ** "treasonable to uJge that
we have and will h^vX yeaw t" 1^? '%F'''^' Earth^roS.'
«mjre do to make them' SetteJT OanThtl- ^"^«*»°^ "• '^hat
what manner ? There id no dwbt ?hev ^/i^ »™Proved ? If «o. in
They should be drained, wiSS and L^ *^. ?'^ """^h improved,
descnbed for other roiSa Thn ^ °l^ "^^'h as much we 7«
possible Thecro^rofthel^^ffoTS'noul^ be made as e^ L
or gravel road, as they dp noJied tt i . ^ "^^'^ '^*" ^^^ » -tone
way should not be more S.an 20 feet ' wid;^' '° f**^"^* ^he road-
face as dry as possibly N^s^. ^' J!1^J'' «<*«'• to keep the sur-
9n the roadbed. Sandv rno-J ^ ^egetable matter should be usmI
V""*" q"antiiyofXr^«™'' T^.«'^^"^^P«>-ed bJStti^
«lay road in go^ condltion^ul. *;^'****J'°P^hle toCf
«are and attention they cln .beT.S5ti •' ''^"*«'' ^ut with proj^?
Perly drained, the um S a hn^"*"^ *PP™'^«<»- If they are pro^
spring as soon'w theHal Si^^. ~'^d-»achine and roller L^tll
outsides to the centreT wiifXr^;!."*'''"?* «»re to scrape from the
summer months. ' " P'*°^ *hem m good condition for the
f }
'ff
' .!
nil'
I d
• ' 12
Ekpairs and Maimtenakcr
^-^tl^Z'tfX':Z7t^J^^^^ not be
«gn. of settling. gTvC w o^ wlL'^**'^*f ' \""* '^ i* -»»ow« any
attended to at^Jee *otKiL Tt JS^ »*»*<> holes, it should li
i- no doubt that a ro^rn^^rl? I T°.*^^'*"°~*«- There
should wear evenly, but the'^.TtLll '\ *""'^ P*''^°«»
«mform hardness of metal and !^J""J'%"*« ««* » perfectly
exactly the same care If thpl t^ '^^ **' *^* ^^'^^ doTe with
. work it will soonZ; ZuZrtbelZlV '? *"^ P*'' °^ 'i-^
M soon as it does, it shoSd immij * i 7 *''*''®^ ««*« "Po*» it. and
"pairing a depression or hiral^dT^^ '^P*^?*' ^^^^^^ ^^
-me kind of material that wa^ useS^o; r^T ?^*»"'{ " Po^iWe the
out any mud that may beT Seirf ♦"''?!!"« '^? '^«^- Clean
surface over which the kp^in\^J^L a ^, '^P"'"*^. loosen the
secure a bond with the "ffi^nd ^!^^ 7'^'^JP''^' ^^ order to
the place so t)>at when rolled «,« ^ ', J'"*^ ""fficient material on
J^ the surface "at ^rh'dde" ^Zn'tC^^^ '' "^" ^ -«»
beoomeesoreducedthatitisnel^v^ifcr ^^5**''^°^ °^ **»« ^'ed
done in sections Before duS^ ^*''* *' remetaled, let it be
should be picked «p a lulKow tL"^ "*I*^"'' *^« '«"^*<«
mto the old, then the new Ltel shluU li T 5*'*''"*' *«» ^'"^ ^e"
rolled in the same manner ^ de^ribed i^r'i^Z^^' "^l"^ *"d
Repairing material should be Dla^atT„f . "*^^'"« '^® '^'
the road so as to be convenient for „- intervals along the side of
. , ing instructions we,^ pSEi* by the I^'^r "^°^'^^- ^^« 'o"^-
of Undcn, England, for the uw S t^S? '°?'^'''"*'"*^«««'»*ti<>n
worth repeating! They aw inZdl ***'®" roadmen, they are well
Telford rSs .. ^ ^ *^ '"'*"'^«^ *« »PPly only to Maiadam and
' **rS*^^~»^^^^^^^^ *" "»- - •"-^. but a,ne «p
%'^.'4jSi™-"«F'^'i^''^.''*"'' ''°' •*' • '»"■«' '•'•' -I-
it should not be
if it shows any
les, it should be
ariorate; There
jvery particul
get a perfectly
work done with
any part of the
jets upon it, and
>d. Always, in
7 as possible the
ie road. Clean
kired, loosen the
•ick, in order to
>nt material on
it will be even
»8 of the bed
Btaled, let it be
il, the 'surface
il to bind well
ad, wetted and
ling the road.
Qg the side of
. The follow-
nt Association
they are well
Macadam and
ind layer wh«n
e>ora smooth
ivill not freely
t still 8inalli>r
1»
.bove nor the ,.ter aud db? fa,m 'fc.™!^' '»"«" P»«lr.le it trim
I»PBOV««TOi or El,ST«o K0AD3.
_. . — "AioTIHO KOADS.
Which "cZi^zm,7.r':^^<'^-' ?« ^-'■■o'. -d. „po.
thevehicles will cut throu«jhintoth«^^K ??*°y P'^cea the wheel "of
onbed 18 caused mainly bf llcl of "1'^^^^^ ?o^ the condition des
thorough drainage of the roRdh^hJ^^i^"^''''S^i ^hen there ia
there a no wate? in the rS tb??°*.^? ^''"^ ^»" »ot occuT if
and will do no damage A^^u ® ^''°^*^ ^«« "o^Wng to act nnnn
this description, iS* totS ^ '' «'^** «*"«« °f «Junr to ^^d/nf
up into ruts an.^ »„!„*-,, ^.T®'^?' ^^^ condition. Th^^ J. .."
ri,
»M!
I"
-■--■ 5» ■; ;
«il .
tiff
i!f Si'-- ;
14
remain so until they becomej^diy enough to get a road machine or
scraper of Bome kind to eve! them up. By the exercise of a little
attention and good judgment and at a small expense, roals like the
above could be radically changed for the better.
I Before any more surface material is placed on such roads see
that the side drains are opened so that no water, will remain within
two feet of the surface, and also that all subsoil water is removed. If
centre drains are required, dig a ditch on each side of the gravelled
surface and put in tile drains as before described, with cross drains
into the side ditches every 200 or 300 feet. Have the road surface
made sufficiently convex to shed the water rapidly to the side ditches,
and clean off all the mud from the road surface. Money spent in
this way will give good results. Money spent on the road without
first doing this, will, to a large extent, be wasted.
^ Clf the roadbed requires a new coating of surface material after
being properly drained and rounded up, it should be put on evenly with
the best graVel obtainable and thoroughly . rolled to a smooth hard
surface. Annual repair of roads, or the repair of roads only once a
:year is wrong in principle. They should . be repaired at all times
whenever they show signs of giving away, and for that nurrcsea
«ortain amount of material should always be kept on hand .long tho
load side at convenient intervals to malkerepakirs when roquired.
TiREE.
*■ ^The width of tires on vehicles has a great deal to do with tli«'
destruction of our roads. The great defect is, that for heavy loadK
the tires are too narrow. It has been proved by repeated and care-
ful experiments that wheels with tires 2J inches wide cause doubl«»
the wear of wheels which have tires 4J inches w'de. -Tlie surface of
the roadway is not able to l)ear the heavy load put upon it by narrow
' lires, the tire therefore cuts through the surface and forms deep ruts.
The following extract is taKen from a report of experiments madi^
by the Professor of Agriculture of Missouri to ascenain just what
4 he difierence is between the force required for pulling a load of
i,'iven weight over different kinds of roads and to show the value of
broad tires: "The wheel tires were respectively IJ inches and 3
inches wide, and tho trial was on a partially dried mud road. The
load was in each case 3,695 pounds. The draft for the broad tires
was 371 po?inds and for the narrow 441 pounds, and the broad tires
•cut the road less deeply i ■> . the narrow ones." In the care of oui
gravel or stone roads the good effect of broad tires would probably bo
«ven more noticeable than on mud roads, especially in the matter of
Iftieping the road surface compact.
The width of tires ou wheels should be properly proportioned to
the weights they are designed to carry. Wide tires have a tendency
to roll the road and keep it smooth at the same time, usually it dots
not
tires
cons:
I
of ti
3 to
they
the n
wheel
wheel
make]
Tk
hot
6CG
1,000
1,600
2,000
In
gan the
who UB
Vel
out spri
Wh.
ones an(
Mac]
of maki
shorter (
of road
proper st
There an
used pro:
, pality shi
horse roll
about 3
to 7 or g
f roller are,
I material i
I the light r
I to the roll(
I that the tc
iOther, thui
|S(jch a roll
lin making
)ad maohine or
'oise of a little
roals like the
iuch roads see
remain within
B removed. If
! the gravelled
th cross drains
>e road surface
le side ditches,
loney spent in
f) road without
material after
on evenly with
I smooth hard
ds only once a
I at all times
hat purpcse a
land ilong tho
?n required.
) do with tli«»
3r heavy loadn
ated and care-
( cnURe doubl«!
I'iie surface o\'
a it by narrow
rms deep rutf.
>riments madt^
Eiin just what
ing a load of
V the value of
inches and 3
d road. The
le broad tires
iie broad tires
lie care of oui
Id probalily bo
the matter of
Tho following width of ti^e to load uiuv b.
Load on each wheel «r ^ recommended :
Load on each wheel
i,m '"•..*•' \'Z '^^
2,000 " 3^000
<i
Wagon without sprinff,.
^ inches.
3 "
4
6
If
(I
Wagron with springs.
*3 inches.
3
4
of road machines or graders to ««!<■• l'^''^ * sufficient number
K ! o"^"" ^^ preferred for ffenprri ^ ^*'®*™ ''^"e'-- A good
about 3 tonci «r.A u general road work • u oi ii °^
I \
Ii
ferfl '^
w
ill
in
Another machine that is necessa., ;or any munioipality building
■tone roada is a stone crusher. Throughout the Province, in almost
every township, are found numbers of boulders, usually termed
"hard hc«ds." They nearly iJl consist of excellent material for
making good roads if broken. They have generally no commercial
value, and with the aid of a stone crusher could be utilized in improv-
ing otir road system. If the stone has to be transported a distance
from -the quarry, then the crusher should be placed at a point along
where the road is to be constructed. This will be found more con-
venient than hauling the crushed stone a long distance. Besides
the above, there are various other labor-saving machines which can
be used to advantage when occasion requires, such as wheeled
scrapers, dump scrapers, sweepers, etc., but the above mentioned
machines should be in the possession of every municipality that
desires to construct and repair its roads in an economical manner.
The writer bnows of municipalities that have recently purchased
and operated road machines in the improvement of their roads, and
the result has been a marked impro\ ement in the state of their high-
ways.
Road Sides.
A word for the road sides : How often the following is to be seen
along the sid^s of the roadways in the country : Stumps and
stones taken from the adjoining fields and piled along the fence,
brush from tha orchards, weeds from the gardens, saw logs and wood
piled up to be taken to market when convenient, and weeds of every
description allowed to grow.
The farmer who prides himself on the neatness and cleanlino.ss
of his farm, has just reason to protest against the roadway beinj;
used as a dumping place for the refuse of the farm or a storage place
for logs and wood, or as a place in which foul weeds may mature
their seeds to his injury.
Every traveler using the roadway has a right to protest against
its being defaced in this manner, as it destroys a great deal of the
pleasure that would be experienced were it kept in a proper state.
Nothing should 'be placed on tjie roadway that will mar the view.
A well-kept farm does not appear to advantage beside a badly kept
roadway. There should be as much thought and care given to
improving the appearance of our roads as a good surface.
The sides should be levelled and graded so that they will pre-
sent a smooth and sightly appearance. Tre6s should be planted
along the roadsides and the whole kept in a proper state of repair,
and everything done to make its appearance as pleasing as poBsible.
By doing this it will not only add to the greater pleasure to b«
derived in travelling, but will improve both the appearance and
the value of the' farms along the roulway.