IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I IM IM 2A 2.2 2.0 1.8 1.25 IIIIII.4 t.6 150mm /APPLIED A IIVMBE . '-ic ,jg 1653 East Main Streef ^^^ Rochester, NY 14609 USA •" Phone: 716/482-0300 JSs:sssi Fax: 716/288-5989 e 1993, ApplM Imaga, Inc., All RighK R«Mfv«d ^V m ^"^ %** ^ ^ '4fS CIHM Microfiche Series (IMonographs) iCIMH Collection de microfiches (monographies) Canadian Inatituta for Hiatorical Microraproductiona / Inatitut Canadian da microraproductiona hiatoriquaa ;\ > Ttchnical and Biblio9rapliic Notw / NotM ttehniqun et bibliographiquM Tha Initituta has anamptad to obtain tha bast original copy availabta for filming. Faaturas of ttiis copy wrhidi may ba bibliographically uni«|ua. which may altar any of tha imagas in tha raproduction. or which may significantly changa tha usual mathod of filming, art checkad balow. □ Colourad covars/ Couvartura da coulaur D D n n I J Bound with othar matarial/ n Covars damagad/ Couvartura andommagia Covars rastorad and/or laminatad/ Couvartura rastauria at/ou palliculia Covar titia missing/ La titra da couvartura manqua Colourad maps/ Caitas gtographiquas an coulaur Colourad ink (i.a. othar than blua or Mack}/ Encra da coulaur (i.a. autra qua blaua ou noira) Colourad platas and/or illustrations/ Planchas at/ou illustrations an coulaur n n RaliA avac d'autras documants Tight binding may causa shadows or distortion along intarior margin/ La raliura sarria paut causar da I'ombra ou de la distorsion la long da la marga int^iaura Blank laavas addad during rastoration may appaar within tha taxt. Whanavar possibla. thasa hava baen omittad from filming/ II $e paut qua cartainas pagas blanches ajoutAas lors d'une rastauration apparaissant dans la taxta, mais, lorsqua cala ttait possibla. ces pagas n'ont pas at* f ilmtes. Additional comments:/ Commantaires supplamentairas: This Item is filmed at the reduction ratio checked below/ Ce document est film« au taux de rMuction indiqui ci-dessous. '0* 14X 18X L'Institut a microfilm* la mailleur exemplaire qu'il lui a *t* poniMa da sa procurer. Las ditails da eat axamplaira qui sont paut-4tre uniques du point de vua btbliographique, qui pauvent modifier une image reproduite. ou qui pauvent exigar una modification dans la m*thode normale de f ilmage sont indiquit ci-dassous. □ Coloured pages/ Pagas de couleur □ Pages damaged/ Pages endommagias □ Pages restored and/or laminated/ Pagas rastaurias at/ou palliculAas Pagas discoloured, stained or foxed/ Pagas d«color«es, tacheties ou piquaes n Pages detached/ Pages d«tach«es 0Showthrough/ Transparence □ Quality of Quality mi print varies/ ^le de I'impression □ Continuous pagination/ Pagination continue □ Includes index (es)/ Comprend un (des) index Title on header taken from:/ Le titre de I'entlte provient: issue/ livraison □ Title page of issue Page de titre de la □ Caption of issue/ Titre de depart de la li □ Masthead/ Generique (periodiques) de la livraison vraison 22X 12X 26 X 16X 30X ; 20X 24 X 28X J 32X u'ii Mt dc vut I tion n 32 X Th« oopv film«d h«r« hM b—n r«produe«d thanks to th« g«n«roaity of: Library AgricuKurt Canada Tho imagoa appoaring haro aro tho boat qualHy poaaiblo eonaldaring tho condition and logibiiit/ of tho original copy and in kaoping with tho fiiming eontraet apocificationo. Originai copioa in printad papor covora aro fllmod boginning with tho front eovor and anding on tho laat pago with a printad or illuatratod improa- s3on, or tho back covor whon appropriato. Ail othor originai copioo aro flimod boginning on tho firat pago with a printad or iiiuatratad impraa- aion. and anding on tho laat pago with a printad or iiiuatratad impraaaion. Tho laat racordod framo on ooeh microficho ahaii contain tho aymbol — ^ (moaning "CON- TINUED"). or tho aymbol ▼ (mooning "END"), whichovw appiioa. Mapa. piatoa. charts, ate., may bo filmod at diffarom raduetion ratioa. Thoao too largo to bo ontiroly inciudod in ono axpoauro aro filmod boginning in tho uppor loft hond comor, loft to right and top to bottom, aa many framoa aa roquirod. Tho following dlagrama iiluatrato tho method: L'axamplaira film* fut raproduit grica * la gAn^roaiti da: Bibliothiqua Agricuitura Canada Laa Imcgaa auivantaa ont 4t« raproduitaa avac la plua grand aoin, compto tonu do ia condition ot do la nottot* do I'Momplaira film*, at m eonformit* avac loa conditiona du contrat da filmago. Lao OKomploiroa originaux dont ia eouvorturo an papior oot imprim4o aont filmte an commonoant par lo promior plat at an tarminant aoit par la damiAro pago qui eomporto uno amprainta d'Impraaaion ou dllluatration. aoit par la sacond ptat. aaion lo eaa. Tova laa autraa axamplairaa originoux aont filmia an common^ant par la promlAro pogo qui eomporto uno amprainta dHmpraasion ou d'llluatration at an tarminant par la damiira paga qui eomporto uno tollo omprointo. Un doo aymboioa suh^anta apparaitra aur la damlAro imaga da ehaqua microficho. soion io cao: lo aymboio -♦ signiflo "A SUIVRE". lo aymboio ▼ aignifia "FIN". Laacartaa. pianchaa, tablaaux. ate. pauvant «tra film*a i daa taux do reduction diffironta. Loraquo lo documant aat trop grand pour «tro roproduit en un soul clich*. ii aat film* « partir do I angio aup*riaur gaucha, da gaucho * droito. ot do haut an baa. 1% pranant la nombro d'Imogoa n*caaaaira. Lan diagrammaa auivanta 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- 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'^- 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^^ ^*' .— — ■-- - - ~ 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**»' " ^"^"^ " ««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" '^««Puto -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