Phenix gazette. [volume] (Alexandria [D.C.]) 1825-1833, 1825-01-11

Ntom tae Unifsd Ssats. Gezet.e.

The subscribers, the Acting Committee Of
"The Pennsylvania Society for the promo
ton of Internal Improvements, in the Com
monwealth, {" respectfully submit the following
essay on the construction and reparation Of
roads, to the consideration Of their fellow cit-
Gems MATHEW CAREY,
JOSEPH HEMPHILL,
RICHARD PETERS, Jun.
STEPHEN DUNCAN,
WILLIAM STRICKLAND.
GERARD RALsros, Secretary,
Philadelphia, Dec. 20 1924
SECTION.
ON THE CONSTRUCTION OF ROADS.
The proper construction, and pre-.
servation Of public roads are objects Of
the first interest. Their permanence
depends entirely on the manner III
which they are formed, and the ex-
pense of repairs is regulated by the
correct or erroneous principles adopt
ed by those who have charge OF them.
Roads in our State are Of three des-
criptions-The great public highways,
and the township roads, both of which
are made and kept in order at public
expense-and turnpike roads, which
have been constructed by private capi-
tai, and by large and liberal contribu-
tons from the commonwealth.
1t has been frequently remarked by
our citizens who have visited the east
ern States, that in those parts OF the
Union, the town roads, which are the
same as our public highways or town
ship roads, are better made, and are al
ways in better order than the same
roads in Pennsylvania. Why this is
the case, it will not be difficult to show,
and at a future period some facts may
be communicated on this subject. At
present, it is, however, only intended to
invite the attention Of the citizens Of
the commonwealth to the known and
acknowledged fact, that u public
roads, which are under county and
township charge, are bad in their for
nation, and almost entirely without
that care which is necessary to make
them passable at some periods of the
year.
To the turnpike roads in Pennsy.va-
MIA, it is the purpose OF this paper par
ticularly to call the public attention, and
by a statement of the erroneous prin-
ciples upon which they have been made,
and an exhibition of a better mode OF
constructing and repairing them, it
is hoped extensive benefit will be OBJ
tanned.
In the formation of u turnpike
roads we commit four great errors
l.. We dig a trench in which to place
the large stones which are the founda-
ton of the road, and which receives the
water that percolates through, and un-
dermines and loosens the coat OF brok-
en- stone, which forms the cover Of the
road. Those large stones scarcely
ever consolidate.
9. Our roads are quite too convex,
whereby carriages are necessarily kept
in the middle, whichis worn down, and
thus presents a sort Of basin for the re
ception and detention Of rain.
8. Our stone is not broken small E.
nough, and our roads are generally en-
numbered with large stones, which in
terrupt the progress of carriages, raise
up the wheels, and, by the jolt, injure
the roads.
a. There is rarely a trench or ditch
cut at the side of our roads, to carry of
the rain water, or if cut, it is very sell
dom kept free from obstruction.
At these errors we are not to wonder;
for England, with centuries Of expert
ence in road-making, and tenfold the
experience Of turnpikes that we have
had, has, until lately, pursued exactly
the same career, which, even at present,
is continued in many parts Of that Isl
and. But a new system has been intro
duced there within a few years past, by
MI. il. Madam, which has stood the
test ofthe most rigorous scrutiny-and
received the most unqualified approba-
ton of pailiament-of the postmaster
general-of the proprietors Of stage
coaches-and of numbers of the most
enlightened persons in the nation. 1t
forms no slight recommendation OF this
system, that MIR. M'Adams, and his IA
mily, under his direction and on his
system, have been and are employed in
the construction and repair OF different
roads to the extent Of nearly 700 miles
and that he is consulted, and his plan
followed, by the major part of all road
contractors in England.
The leading features Of Mr. M'Adam's
system are-that the best foundation
for a road is the natural soil; that this
f~oandation, on which the broken stone
is to be laid, ought to be elevated two,
three, or four inches above what is
usually termed the side or summer
roads-that the stones should be bro
ken so as not TO exceed six ounces in
weight, Che has recently declared a
preference of three)Eand SO complete
ly consolidated as to prevent the pene-