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Un des symbolos sulvants apparaltra sur la dernlAre image de cheque microfiche, selon la cas: le symbols — ► signlfle "A SUIVRE' , le svmbole V signlfie "FIN". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included In one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre fllmte A des taux de rMuction diff^rents. Lorsque le document est trop grand pour dtre reprodult en un seul cliche, II est filmd d partir de Tangle supdrieur gauche, de gauche k droits, et de haut en bas, en prenant le nombre d'Images ndcessaire. Les diagrammes sulvantn illustrent la m6thode. 1 2 3 1 2 3 4 5 6 il._ EEMARKS ON THB *. PRINCIPLES AND PRACTICE OF ROAD-MAKING, AS APPLICABLE TO CANADA. BY THOMAS ROY, CIVIL ENGINEER. TORONTO: H. & W. ROWSELL, PRINTERS, KING-STKEKT. 1841. t ' r CAN V' ^h - ■ :, - ,*, ' TO HIS EXCELLENCY a:j)e jRlflljt JlJonoucabU ^Ijavlcs, 33«von 5bi»tjcnl)am, OK SYI)ENH*M, IN THE COUNTY OF KENT, AND OF TOKONTO, IN CANADA, ONE OF HKB MAJESIYS MOST HONOURABLE PRIVY COUNCIL, GOVEHNOR-GENERAL OF BRITISH NORTH AMERICA, AND CAPTAIN-GENERAL AND COMMANDER-IN-CHIEF IN AND OVER THE PROVINCES OP CANADA, NOVA-SCOTIA, NEW-BRUNSWICK, AND THE ISLAND OF PRINCE EDWARD, AND VICE-ADMIRAL OF THE SAME : THESliREMARKS, ON THE PRINCIPLES AND PRACTICE OF ROAD-MAKING, AS APPLICABLE TO CANADA, ARE, BY PERMISSION, MOST RESPECTFULLY DEDICATED, BY HIS excellency's VERY OBEDIENT SERVANT, THOMAS ROY. ^ ,-, .*,;,*» c e n REMARKS, &c. One of the first objects which occupies the attention of an energetic people, when they are striving to advance in the march of improvement, and to take a higher standing amongst the nations of the earth, is the forming and establishing of roads and other mediums of communication, in order to promote the development of the resources of their own country, and to enable them to maintain a commercial and social intercourse with foreign nations. Just as these mediums of communication are perfected, and in a direct ratio to the degree of perfection to which they are brought, is the advancement of comfort and opulence, and the diffusion of the refinements and elegancies of life amongst any people. We might prove this position by reference to the histories of all countries, in all ages, from the eras when the roads of ancient Egypt, Mexico, and Rome, were constructed, down to our own times, wherein the far more useful, and all but perfect roads, canals, and railroads of England afford full proof of our statement. But, however interesting and instructive such a discussion might be, it is not necessary to enter upon it, for we believe our position will not be disputed. In the Province of Canada, our circumstances are fraught with many peculiarities, and in nothing more than in those matters which concern our roads and lines of communication. Almost the whole of our population, at least in the upper portion, are natives, or descendants from natives of countries 6 wliere such lines of communication are estublinlied iii a j^reater or lesser degree of perfection, and no circumstance tends so much to paralyze the exertions of our settlers from the old country as the want of good roads. Upon the first laying out of the Townships in the Upper Province, even a superabundance of reserves was left for roads ; but these concession lines and side-lines run straight on, across ravines and rivers, over hills, through swamps, lakes, and other hindrances, Jind could never have been intended to serve as leading lirics of communication when the Province became settled, and good roads became necessary for the conveyance of produce and goods to and from distant markets. Their intention is to serve the same purpose as the parish roads in England, or to connect the various parts of the Townships with leading roads, to be constructed upon proper locations, and in proper d'rections, as circumstances may require. It is not the improvement of these concession and side-lines which we propose to discuss; this ought to be done in the best manner that circumstances will permit, by the statute labour, or the commuted statute labour of each Township. But it is to draw attention to the best and most economical methods of constructing leading lines of road throughout the Province, in such locations as shall most effectually open up every portion of it, and progressively develope its vast resources. , , . , , ,., One objection to forming a general system of common roads in this Province may as well be met here. It is often said, why lay out large sums upon common roads; they will soon be superseded by railways? Those who raise this objection, do not appear to have taken a very accurate view of the subject. Railways are of great and paramount advan- tage to densely populated countries, where there is great travel, and a constant transit of goods; especially between shipping ports and manufacturing towns, or, in mining districts, from the mines to the works, or to the shipping ports; but it is doubtful if there are more than throe or four locations in the Province of Canada where railways are really required, and where the returns would pay a dividend upon the cost of construction, for at least twenty years to come. — • In support of this position, let us advert to the ^eoji^raphical situation of this Province. For, when investiiratin^ this subject, we ou^ht to keep out of sight advantages, real or imaginary, which it is said may be derived from United States intercourse. These may be fit subjects for Joint Stock Companies to speculate upon, but ought not to bias the Legislature of the Province. In Lower Canada, that portion of the country which is most fit for settlement extends a few miles back from the sides of the St. Lawrence River. Even where the distance is greatest, produce would be brought down to the shipping ports on the river by the farmers' waggons, if good roads were formed, in preference to sending it by railways. Above Montreal, the Ottawa River will (when locks are constructed at the rapids) afford four hundred miles of inland navigation. These locks, common roads, and a few branch canals to the small lakes, would most entirely open up the Ottawa valley to the ocean. Again, were common roads constructed, the whole of the country between Montreal and Kingston would be rendered accessible to the ocean by the St. Lawrence River and the Rideau Canal. The numerous ports on Lakes Ontario, Erie, St. Clair, and Huron, afford an access to the ocean from the countries adjacent to their shores, provided common roads were constructed from the interior to these ports. But there is a large extent of country, chiefly in the London and Brock Districts, which is too remote from the Lakes to be fully benefitted by their navigation, unless some more effectual medium of communication than common roads is provided. — Two methods present themselves: a railway from London to Hamilton, and a boat canal from the Rondeau, on Lake Erie, through the valley of the Thames to Woodstock. As the chief article of transport would be agricultural produce, it is 8 iummUcss to say that the la«t would be the most useful and elVoctive; but common roads, even in these Districts, will not be the less necessary to lead to these main arteries. The remainirijr portions of the Province are that extensive, rich, {ind fertile, but yet unsettled country, on the south shore of Luke Huron, a.id the Lake Simcoe, and the Balsam Lake countries. The first of these possesses the fine harbour of Owen's Sound, but the two latter, although they possess the navigation of their respective lakes, have no outlet to the ocean for their productions. These parts appear to be the only portions of Canada where the construction of railways is all but indispensable. But it is not our object to speculate upon these matters. From the above sketch of the situation of the Province, and assuming, that if good roads were constructed, every farmer who resides within twenty-five miles of a shipping port, would prefer carting his produce with his own teams to paying the fare for it upon a railway, we can see no reason to apprehend that common roads will be superseded in Canada by railv/ays. But there is another aspect, equally important, in which the subject ought to be viewed, that is, the probability that railways may be rivalled by steam-carriages upon common roads. This is no chimerical idea. Great exertions are making at this present time to bring these carriages into use, and every season produces some farther improvement. The chief hindrance has been the steep acclivities still to be found on many of the old roads in England. It is however allowed, by the ablest Engineers who have studied the subject, that steam-carriages could work well upon common roads, provided there were no acclivities exceeding one in thirty, and that there were no sharp turns upon the roads. Upon such roxds they grant that steam-carriages could convey goods and passengers at a » elocity of sixteen miles an hour. This fact ought not to be lost sight of when laying out new lines of road in Canada, for, owing to the general levelness of the country, there are few situations where a skilful Engineer 9 would fail in obUiinin^ lines of road, with acclivitieH evon less than one in thirty, without materially inereasinjr the expense, provided lie lia 15 Breaking do. @ 20s ;J26 Laying on do. and finishing the road, 100 £879 15 The above sum will be sufficient to make a mile of road within two miles of a limestone quarry; at greater distances, the additional expense of cartage must be added. It is believed that the greater cost of a granitic road is fully compensated for by its greater endurance. There are many situations where extensive deposites of gravel, very fit for road-making, are found. We may remark, that all gravel consists of rounded pebbles, unequal in size, and more or less mixed with sand, clay, &c. &c. In order to prepare gravel for road-making, it must be screened, and the pebbles be entirely separated from the sand and clay; then the larger pebbles must be separated from the smaller, and must be broken up into angular portions; even a piece of 1^ inches diameter must be broken, for consolidation will not take place unless there is a due proportion of angular pieces. The preparation of the metal-bed is the same for a gravel road as for a road of broken stone. In practice, the angular broken pebbles are sometimes again mixed with the small round pebbles, at other times they are reserved for those central parts of the road which are most exposed to wear. — These different modes of application must be left to the judgment of the road-maker, as the advantages or disadvan- tages of either form will depend upon the quality of the material and other circumstances. The gravel must be placed upon the metal-bed in precisely the same manner as broken 'I! '^^^ !'lf m i ■''II ■ ' i • : .■ !d considerable attention in this Province, namely, laying down 8tring-])ieces on the central part of the road, and covering them with 3 or 4 inch pine planks. This system deserves serious considera- tion, for a benefit will arise to the country from it, should it prove to be useful, but a great and certain loss to the finances of the Province must be the result if it is over-rated, and is placed in the way to divert funds and attention from better, and even more economical systems of road making. In order to arrive at a just estimate of the value of such roads, we shall consider. Firstly — The strength and endurance of such a road. Secondly — Its cost relatively to a road of broken stone. B^ and requi be v( planl 23 is The most accurate method by wliicli we can arrive at tlie strength of a plank road, will he to examine tlie deflection of planks of various thickness under a ^iven weiyfht, when the plank is supported upon sleepers 4 feet a[)art, and also, the loads which would break planks so supj)orted. 'I'he two following tables will exhibit this information: — TABLE No. I. Shewing the deflection of pine planks 1*2 inches wide, of various thickness, supported upon sleepers 4 feet apart, under u load of one ton. ThicknesH of plank Deflection in inches and tlecimnU. ^ ; 4 inches. 0.054 inches. 3 0.128 2 0.402 . H 1.025 , 'It' TABLE No. IL Shewing the ultimate strength of pine planks 12 inches wide, and of various thickness. Thickness of plank. 4 inches. 2 H Will break under a load of- 17,632 lbs. 9,918 I 4,408 J 2,479 1,102 •I By the above tables it is shewn that planks 12 inches wide, and 4 inches thick, supported upon sleepers 4 feet apart, will require a load of 8 tons to break ihem, and that they will not be very sensibly deflected under a load of 1 ton; but a 3-inch plank, of the same width, and similarly supported, would r 24 f break under a load of 4J tons, and would be very sensibly deflected under a load of 1 ton. A 2-incl' plank, similarly placed, would break under a load of 2 tons, and would be deflected about ^ an inch under a load of 1 ton. This deflection, frequently repeated, would tear out the trenails or other fastenings. A 1^-inch plank would break under a load of less than 1 ^ tons, and would be deflected more than 1 inch by a load of 1 ton, whilst a 1-inch plank would break under a load of about ^ a ton. These results are most important, for they shew us that, in order to obtain a road which will be firm under ordinary pressure, it m''st be laid with 4-inch plank, — that 3-inch plank will vibrate and soon become loose, — that 2-iiich plank will vibrate so much that it cannot be kept firm in its position, — and that 1^-inch plank is unsafe, and may break under an ordinary load. Now, it may be objected, that 1^ inch plank, or 2-inch plank, will not be used for road-making. We grant that; but it does not change our position, for 4-inch and 3-inch planks will soon wear down to these thicknesses. — These results fix the ultimum of useful wear in a 4-inch plank to be 2^ inches, and in a 3-inch plank to be 1^ inches. In following out this investigation, we are at a loss for experimental results upon which to found our deductions. — The action of hammering or rolling, as is well known to the Indians, separates the fibres of timber, and causes the annual rings to loosen the one from the other. This will be one cause of wear upon plank roads, and thus, the rolling action of the wheels will not a little aid the action of the horses' feet, the greatest cause of wear upon any kind of road. Upon planks, horses' feet act with a most powerful effect ; indeed this is the reason why about wharfs and other places, in European cities, iron railways, and other expensive expedients, are adopted to convey goods to such places as the carts can reach, without allowing the horses' feet to tread upon the wooden platforms. But we are always referred to the plank road east of Toronto. We fear the circumstances under pr( thel cit^ hei a bl plal witl anc thrj inhl wliicli tills road has lasted so long arc but imperfe-tly known; for timber will not change its qualities even there. Some- what more than a mile of this road was planked in 18.36. — This portion has a general, in some places a steep ascent from the city. As soon as it was finished, the planks were covered with 3 or 4 inches of sand, and were carefully protected from the horses' feet. Under these circumstances they were not exposed to any wear, except natural decay. This sand caused a heavy dranght, but, as the chief portio"^ of the traffic is toward the city, or down hill, the increased force of traction was not very objectionable. The hill was very bad before; and the road, such as it is, gives satisfaction. Since that time, several miles more of the same road has been planked. This part has not been covered with sand; but it is beyond the distance where there is heavy traffic, for the Markham traffic scarcely enters upon it, and the difficult pass at the Rouge hill, nearly cuts off the traffic with Toronto from the eastward. Besides, the greater portion of the traffic upon that part of the plank road which is not covered with sand, is by farmers' teams, some drawn by oxen, and others by horses without shoes, so that, in reality, it has been subjected to very little wear, and ought not to be held up as a proof of the efficiency and endurance of plank roads But it may be wei] to give some farther experimental proofs upon this subject, although scientific persons will hold them to be quite unnecessary. We shall draw them from the city of Toronto, where, although the general traffic is not heavy, yet the horses are all shod, and consequently it affords a better proof of what the action of horses' feet will be upon plank roads. In the spring of 1837, Mr. Brown co\2red hip new wharf with 3-inch plank; by last winter it was entirely worn out, and he had to cover it again. This gives an endurance of three seasons, under the traffic to and from the wharf. In 1836, when Yonge Street was paved, several of the inhabitants expressed a wish to have wooden crossings placed D I I It Ri' 26 I I ill- '111 f in the pavement, — it was unfortunately agreed to, and three planks, 6 inches thick, were placed at each crossing. During the third summer after, they were cut through by the horses* feet. Shewing a still shorter endurance in this busy street. Several other instances might be given, but these may suffice. We shall next examine the cost of a plank road, relatively to a road of broken stone. We sliall hold the expense of road formation to be the same in each case, for it would be as necessary to work a plank road into true levels and easy acclivities, as any other description of road. The value of a mile of plank road, 16 feet wide, at the present prices of plank and value of labour, would be about £800. for 4-inch plank, and £600. for 3-inch plank. In each case, add £250. for road formation, and the result will be £1050. per mile for a road covered with 4-incL plank, and £850. per mile for a road covered with 3-inch plank, exclusive of deep-cutting, bridges, &c. This proves that a road, covered with 3-inch plank, is very nearly as expensive as a road of broken limestone; and, taking £1370. to be the expense of a mile of road constructed with broken boulders, it will only cost £320. more per mile than a 4-inch plank road. Next, let us inquire into the relative expense of maintaining a plank road, and a road constructed with broken boulders. There is a misunderstanding concerning the repairs of a well constructed road of broken stone, which it may be as well to obviate. We have shewn that the first layer of stone, about 5 inches thick, should be well consolidated, so as to form a species of concrete bottoming to the road, before the next layer of stone is put over it. Now, it is not intended that this concrete bottoming shall ever again be exposed to the action of the wheels, or of the horses* feet, after it has been covered, but that whenever the road has been worn down to the thicl^ness of 5^ or 6 inches, another entire layer of stone shall be placed upon it. We shall assume, as before, that the original average thickness of metal is 10 inches. Therefore, the quantity of metal to be worn down, before a general repair is wanted, will be 4 or 4^ inches. Now, by the data drawn from the wear on King Street, Toronto, which supports full three times as much traffic as any country road in Canada, this is shewn to be one-third of an inch per annum, which gives 12 years, after formation, as the time when a well constructed road of broken boulders would require to be covered with another layer of stone. But here again we must observe that, although many parts of the road will be worn so weak as to render an additional layer of stone advisable, yet, there will be many parts of the road, both longitudinally and transversely, which will be much thicker than 6 inches, and when these are loosened by the pick and levelled, (the bottoming must not be loosened) the general required thickness of metal, to restore the road to its original average thickness of 10 inches, will not exceed 3 inches, or about one- tnird of the quantity originally required to make the road. — Now, the cost of such repair, by which the road will be rendered as good as it was when first constructed, may be given as under : — 109 toise of stone, @ 40s £218 Breaking do. @ 30s 163 10 Picking up and levelling thfe old road, laying on the stone, and finishing the road, 75 £456 10 Thus, if £1491. is taken as the original cost of a mile of road, constructed with broken boulders, and the above sum of £456. 10s. be added, we obtain £1947. 10s. as the cost of such a road for 24 years. There are, however, certain yearly repairs, such as cleaning water-runs, making good small failures from local and accidental causes, &c. &c. which must be punctually attended to. These vary so much, under different circumstances, that they cannot be valued with any 28 III iii!' i, ■- : m iff degree of accuracy; but when close attention is given by the persons in charge, the amount per mile is not great. We have shewn that, when road-making is proceeding upon a greater scale, and the hands become accustomed to the work, a mile of such a road can be constructed for £1370. Now, reducing the general repairs in the same proportion, we obtain £178*2. as the value of one mile for 24 years, exclusive of the yearly repairs. Let us next inquire into the cost of maintaining a plank road. By Table No. II, it will be seen that a pine plank, 12 inches wide, and 1^ inches thick, supported upon sleepers 4 feet apart, will break under a load of 2479 pounds; or, if a cart were loaded to that weight, and some sudden jerk, or other cause, were to throw the whole weight upon one wheel, the 1^-inch plank would break under the wheel. Again, if a similar jerk were to throw a weight of 1 ton upon one wheel, passing over a 2-inch plank similarly supported, it would bend nearly half an inch, — a degree of flexibility which would soon work the planks loose. Now, from this data, we arrive at the following conclusion : — That the ultimate efficient wear of a 3-inch plank road is 1^ inches of the thickness of the plank, and of a 4-inch plank road it is 2^ inches; or, in other words, after these amounts of thickness are worn off from the planks, they will no longer possess sufficient strength to support the traffic upon the road. We shall set aside the planked part of the Kingston road near Toronto, for reasons already given, as not affording sufficient data from whence to deduce the endurance of a plank road. But we shall take the wear of the planks upon Mr. Brown's wharf as our guide. Ther^ the traffic is certainly less than upon any of the roads out of Toronto, but nearly all the horses working upon it wear shoes. From this data it appears, that the wear under this amount of traffic is half an inch of thickness of plank per annum, or, that 3-inch plank will last for 3 years, and that 4-inch plank will last for 5 years. Under a heavier traffic, where the 29 horses are nearly all shod, the endurance would be propor- tionally less. This is evidenced by the Yonge Street experiment, the result of which has been already given. — • From the above, we obtain the following as the cost of a 3-inch plank road for 24 years: — Road formation and first planking, ...£ 850 Planking, 6 times renewed, @ £600, 3600 £4450 Cost of a 4-inch plank road for 24 years: Road formation and first planking, ...£1050 Planking, 3 times renewed, @ £800, 2400 £3450 Exclusive of annual repairs, such as cleaning water-runs, fastening planks, replacing worn out and broken planks, &e. &c. It can scarcely be doubted but that these annual repairs will be as expensive as the repairs upon a road of broken boulders. The 4-inch plank shews a balance of £1000. in its favour every 24 years; but, against this, it must be remembered that the softer parts of the plank will wear out first, and that a 4-inch plank road will be nearly as rough, during the last two years which it will wear, as the old corduroy roads of the country. Taking the cost and maintenance for 24 years of a road formed of broken boulders (exclusive of annual repp Irs) to be £1782., it will be £2668. cheaper than a 3- inch picir> road, and it will be £1668. cheaper than a 4-inch plank road, (also exclusive of annual repairs). These results are extremely different from the results which have been lately so industriously handed about. It may be proper to exhibit a few of the errors upon which these state- ments are founded. m 30 The cost of road formation, for a road covered with broken stone, is given as £400, whilst the road formation for a plank road is given as £200. We deny that there will be any difference, if each is to be reduced to true levels and moderate acclivities. Again: the repairs of a road of broken stone are over-rated. We deny that a well-formed, well consolidated road, will ever require what has been called lifting. And farther, we have rather under-rated the endurance of sucu a road at 12 years, under any traffic in Canada: provided the sun and air are not excluded from it. Again: the endurance of a plank road 13 given as 8 or 10 years ; and that portion of Kingston road which was planked five years ago, and has required no repairs, is adduced in proof. This we have already shewn to be a mere delusion; but even if we grant the endurance to be 8 years, the value for 24 years will stand thus: — Road formation and first planking, 3-inch, £850 Planking twice renewed, at £600, 1200 £2,050 ^^|!: ;:>^ Or, taking the expense of a road of broken boulders for /24 years to be £1,782, exclusive of annual repairs, it will be £268, cheaper than a 3-inch plank road, also exclusive of annual repairs, even granting the endurance to be 8 years. — But at the end of 24 years the plank road will be worn out, whereas the bottoming of a broken stone road will be entire, and the road can be renewed, and rendered as good as when first formed for the sum of £412 per mile. In arriving at all these conclusions, we have assumed that pine plank will be obtained 16 or 20 years hence at the present prices. We believe, however, that a proposal to contract for a supply of pine plank for the use of the Kingston road, during the ensuing 24 years, at present prices, would startle any of the commissioners of the road, even if the plank were to be delivered at their own saw-mills. ii* m We liave also the cost of the first mile of Yonge Street road, out of Toronto, and of the Kingston and Napanee roads, and of the Home District roads, generally held up as models of the cost of broken stone roads, nobody can deny that these roads were both expensive and badly constructed. So far are they from being models to work from, that they sliould serve as beacons to point out what ought not to be done. In fact tliey are just such roads as that grand improver of bad roads, Macadam, would have lifted and relaid. This process, if executed according to his method, would entitle them to the designation of Macadamized roads. The roads which we propose to construct are entirely different from these in almost every particular, except the breaking of the stone. We might quote largely from the evidence of those eminent Engineers, under whose management the roads of England have reached their present degree of perfection, to prove that ill made roads are most expensive in their first formation — that it is all but impossible to keep them in repair — and that, in order to obtain good roads, scientific adaptations must be resorted to — and that, where these are properly applied and adhered to, the cost of construction will be lessened, and the expense of repairs will be inconsiderable. The most absurd reference of all, in order to shew the cost of constructing roads of broken stone, is to the roads in the Gore District. It is well known, that the road from Dundas to West Flamborough, and the road from Hamilton to Ancaster, present diflficulties of no ordinary magnitude, which could only have been overcome at great expense. Then why adduce these as proofs of the cost of an ordinary road? It is true that the inclinations on both these roads are too steep; but, under the peculiar circumstances, they are tolerably well wrought, and do credit to the gentlemen who conducted the works. It may be deemed superfluous to have said so much con- cerning plank roads, as there can be no difference of opinion amongst scientific persons upon the subject. But we have before us a publication of Reports, Letters, &c. by the Legis- i ,' Ir™ 32 •iff' lature of 1825, wherein the utility of wooden locks for canals is enforced by arguments sadly at variance with chemical and hydrostatical laws; yet we know that the mania for wooden locks has produced direful effects upon the Province. Let us hope that the present mania for plank roads may be arrested, before it produces so much evil. Tliere is one use to which we conceive plank roads would apply. We have shown that a 4-incli plank road, well laid and fastened, would not very sensibly vibrate under a carriage weight, one ton to each wheel. Were steam-carriages for running on common roads to be introduced, such a road would suit them well, and if it were reserved solely for these carriages, as there would be no wear from horses' feet, and the wheels ought to be 4 inches broad, the planking would endure as long as the timber continued sound, and free from decay. Although timber placed in its compressible form, or as planks, is unsuitable for road-making, where a moderately heavy traffic exists ; yet timber placed in its incompressible form, or placed on end, is well suited for road-making, and will last under any traffic until it is wasted by natural decay. The following extract from specifications for a timber road sent to Sir John Colborne in 1833, but never acted upon in this Province, will describe this method of using timber in forming a read : " The material to be used is round or anguHr timber, cross " cut by a saw Into lengths of 24 inches, or io inches, or any " other suitable length as the ground to be passed over is soft " or hard. These blocks of timber to be set on end, and the " one to join into the other, (as per sketch), always breaking " the band as is done in paving with cubes of granite. The " diameter of the blocks not to exceed 12 inches, unless " where such are difficult to be got. When the ground is " firm the blocks can be held fast at bottom by the sides of " the earth or gravel road (see plan.) The space D. E. (or " width of the pav^d road), to be cut 9 inches, or 12 inches " deep before the paving blocks are laid. The earth thus (C (( (( (( <( (( « 4C a a (( bloc the 33 ''^ot out to be laid upon each of the sides, by wbicli means " the road will be raised more than one foot above tlie general " level of the adjoinin^r fields. Where this can be done, a " stay from the outside block, drove or sunk into the ground, " will keep the whole firm. Where the ground is soft and *' swampy, a species of frame-work will be necessary to keep " the sides firm. Where a deep swamp is to be passed, it will " be proper to have the blocks longer, and to firm the ground " by drainage, or by an embankment of brush and turf, or " other materials, or perhaps by all these means. The spaces " left between the paving blocks in all cases to be filled up " with some material such as can be cheaply and conveniently " got. Round sand, or fine gravel will be best. This to be " put on the top, and swept into tlie crevices during the *' process of ramming down the blocks. A grouting of lime- " water to be poured in, which will convert the gravel into " a species of concrete, and cause the rain-water to run off, " and will also tend to preserve the timber." The specifications make provision for a peculiar mode of drainage, and point out simple methods for repairing the road. In moderately firm ground we believe that blocks of 15 inches in length would be sufficient. In situations where stones are scarce and timber plentiful, the timber could be got out rough hewn, and delivered on the road for 10 shillings per hundred feet. This 100 feet of timber could be cut into 80 paving blocks for about one shilling and sixpence. At these rates the value of one mile of road would be — Road formation, -------- £250 Paving Blocks, 608 00 Placing do. 53 Staying for the sides, ------ 45 00 Sand, Lime, and Ramming, - - - - 80 £1030 E I! 3t Tins estimato is only ^ivon as an n])|)r()xiniaHon. Ilovvover, if hands wore used to the work it is probable that a mile of such a road could be done for less than the above sum. Takinom(Mit of tlie funds, hut in most cases tlioy actually directed tlie whole operations, with tlic assistance of a foreman frequently as incompetent to the task as tliemselves. Tlie first source from whence much of the evil arose was the difficulty of selectinjj^ suitahle Commissioners. Alonj^ with others, store-keepers, millers, tavern-keej)ers, and tnidesmeii of various descriptions, were fippointed. It might have heeii foreseen that persons wliosc business it was to supply food, clothing, and other articles to the labourers employed, and tools and materials for the work, could not act lonj^ as Com- missioners without reproach. We do not say that any of the accusations brought against them were true, and we shall not say that they were false. These Commissioners in time became too numerous ; they had all local interests near their respective lines of road, and it became matter of accusation that their own local interests v»^ere preferred to the public advantage. Something of this kind may have occurred, but we believe there was much exaggeration in these statements. These numerous small trusts prevented the Commissioners, even had they been so inclined, from availing themselves of the services of persons fully competent to conduct the necessary operations, because the sphere of action was too limited to afford the expense. Hence in some measure have arisen the very objectionable and expensive proceedings so much to be regretted. Another evil arising from the multiplying of trusts was that it prevented unity of design, and the formation of a general system of roads for the Province. However for this the Commissioners were not in any great degree to blame. For, previously to giving grants of money for road-making, the Legislature ought to have provided for a general Inspector of Roads, whose duty it ought to have been to lay out, or at least to inspect, and approve or disapprove, of all lines of road a SC) 'lit- 111- li: I! Ik I !I1^ V m for wlilfli ij^rsmts were inadi', and also occaHioually to liavf iiiHjH'ctiMl tlic works ill ]»roi»r('HS, and tin- inaimor in wliicli tlie funds granted wi-ro applied — ami to have rq)ortt'd annually to l*arHaiiuMit uj)oii all those inattcrM. The multiplyintr of trusts also jn-evoiitod tho ossontially iiocfssary s('])aration between the amosa5 about 5 miles uoi thward from ihe town of (iuelph, to cross the limestone ridge at tl.e best point which can be selected, and then to proceed diagonally through the Tor^n- ships of Esquesing and Trafalgar to a point on Dundas road near the Credit river, the distance between the point of commencement and Toronto would be shorter by 10 or 12 miles than by the Concession line, ^.-sicies affording o})portu- nity to select the best and easiest ground upon wliich to place the line of road ; wliereas, by adhering to the Concession line, difficulties similar to those which have been met with on Yonge Street road, will have to be encountered — and a similar scene of expense and inefficiency will ensue. The only reason which we have hear I urged in favour of adhering to Concession lines is, that it saves the price vt the ground for a new line. The ccst of cutting one liill would amount to more than the full price of all the ground required for 20 miles of road, besides the saving in expense of animal strength. We shall not proceed further with these illustrations of the importance of properly locating and laying out roads, and of the waste of money which is produced where this is improperly done, although instances might be adduced from almost every road hitherto made in the Province. In fact it is in t'.e first laying out of a road, that the main objects are secured or lobt. These are, cheapness of construction, and tht capability of doing the greatest possible quantity of labour upon the road at the least possible expense of animal strength ; and it cannot be disputed but that this important consideration in road- making, " The amount of animal strength required to draw a given weight upon various inclinations," has hitherto been entirely lost sight of in this Province. The Act of last Parliament for consolidating the trusts in each District, apparently remedied some of the above errors. Many of its enactments are good, especially those in which rir provision Is made for separating the duties of the deliberative from tlie executive department; but the benefits expected from it were in a great measure lost by continuing- all the former Commissioners as Trustees under the Act, and even adding to their numbers, it was only in the Home District that it was put to the test ; it did not work well, and matters went on much the same as before. In the matter of choosing an Engineer, it was proved that neither the choice nor the standing of the Engineer ought to rest implicitly with the Trustees, but that some test of qualification should be required, and that a negative should rest somewhere-. THE MEANS BY WHICH FAILURES MAY IN FUTURE BE PREVENTED. Having already given what we consider to be the most prominent causes of failure in former attempts at road-making in this Province, it will be the more easy to point out certain means by which such failures may be 'guarded against in future. We have ascribed most of the evils to arise from the smallness of the road trusts, — the too great number and inefficiency of the Commissioners, — the want of a scientific, vigorous, and experienced Executive, or Engineer's depart- ment, — and the wan' of a proper separation between the duties of the Commissioners' or the deliberative department, and the Engineers' or executive department. In order to remedy the first, it would be necessary to divide the country into trusts even larger than the present districts, or in fact as large as one Engineer's exertions could extend over, to lay out, construct and attend to the whole of the roads, exclusive of concession and township lines. We may illustrate our position by a reference to what was Upper Canada. For ins<;ance, the Home District and the Lake Simcoe District, might form one trust. There might be tw) trusts formed out of those districts to the East of Ihc il 40 \IX' Ilomi' District; and two otlier trusts mi^ht be formed out of tlioso districts to the West of the Home District. Thus, dividiu'T the whole into five road trusts, any of these trusts could be subdivided when its duties became too much for the Engineer to attend to, or elselhe Engineer could be allowed one or more assistants. Each of the trusts to be under the direction of a board of twelve or fifteen Trustees. The Trustees might either be appuinted by the Governor and Council, or the trust might be divided into twelve or fifteen electoral districts, each one of these districts to choose a Trustee. The Trustees to remain in office three years, and to go out by rotation four or five in each year, but to be eligible to be chosen again. This form of election would give the people an interest in the management of the roads, and it would tend to ensure that the Trustees were connected with, and resided in all the different portions of the trust. It would also afford a guar- antee that they would not, as a body, be infliuenced by local interests and prejudices. The next important object would be to secure a scientific, laborious and experienced executive. In order to secure unity of design, and a general superin- tendence, an Inspector of roads ought to be appointed by Government. His duty should be to lay out, or to inspect and report upon all lines of road for whic\ grants of money are mride by the legislature, and also occasionally to inspect the works in progress, and the manner in which the funds granted are being applied, and annually to report to Parlia- ment upon these matters. He ought also to have a general superintendence of the Engineers on the several trusts. The person to be appointed to ihis office ought to possess high scientific acquirements, and much practical experience, to enable him to perform his important duties with advantage to the country, and to Sv cure to himself that respect and influence with the Engineers of the several trustis, which will cause them tc act cheerfully upon his suggestions. The office 41 i'T ought not to receive a political character, or it will excite the morbid sensibilities of the country, and cause even the most praiseworthy acts of the person filling it to be ascribed to political motives. The appointment to this office ought to be vested in the Governor and Council. It is indispensable that an Engineer of scientific acquire- ments and practical experience be appointed for each trust, to act un Jer the direction of the Trustees, in laying out new roads — directing the execution of the works upon them — attending to alterations and repairs — directing and examining all work done by contractors, and certifying that it is done according to contract before payment — directing and over- jeing the superintendents and foremen upon the works, and in general taking charge of all works, and auditing and cer- tifying all accounts for labour and materials before payment, &c. &c. The appointment of an Engineer might be vested in the Trustees; but the Inspector of roads ought to examine into his acquirements and capabilities for the duties of the office, and to have a negative upon the appointment. In order to prevent disputes about responsibility, all instruc- tions frum the Board of Trustees to the Engineer should be givf : J v-riting, and should be duly certified and recorded; and u: ^>| )rts from the Engineer to the Trustees also should be in wiJvii'jj, and should be recorded. The Engineer ought to have the appointment of the super- intendents and foremen who are to act under his directions. It will be necessary for him at first to bestow much care and attention upon training them for their respective duties; but whon he has got a sufficient number trained, he will have n . IP leisure for duties of a higher order, and will be able to extCiid his sphere of action. The care of the funds forms an essential part of the Com- missioners' duty; but if a Treasurer is chosen worthy of his office, and proper Collectors, the duty will be peifornied ir a satisfactory manner, without much difficulty, yet the directing F Ml 4 m 42 ^h and duly superintending the Engineer's department, and the Treasurer's department, and examining and deciding upon various questions and eases as they occur, will render the situation of a road Trustee upon so large a trust no sinecure, Such is a general outline of the machinery which we would propose to put into operation for the construction and manage- ment of roads in this Province. But we would close these remarks by observing, that although a knowledge of the principles of road-making may be conveyed by writing, the practice of road-makii '*' subject to so many contingencies, that nothing but experic. can produce any degree of per- fection. Therefore, the degree of perfection to which a road can be brought will ever depend upon the talents, scientific knowledge, and practical experience of the person conducting the work. mi 1.1" m: m p:. W'- I pi CONTENTS. PACE. Introduction The laying out of a road 13 The formation of aroad The materials for making a road, and the methods of applying 15 them The causes which have produced constant failures in attempts at road- making in this Province The means by which failures may in future be prevented 39 li