Southport telegraph. [volume] (Southport, W.T. [i.e. Kenosha, Wis.]) 1840-1850, 1845-02-24

loaded teams each way for 900 DAYS in the
year, aad there is saved each day to the
public $3l5, and during the year, SO 4, 500.
But even suppesing only one half this am,
were saved, is it not worthy the attention of
the legislator and the political economist !?
In the above estimate, it will be perceived,
we hive no, alluded to what would be saved
by a plank road in the wear and
breakage of wagons. the wearing out Of hor-
ses. the benefit to farmers in being able 10
avail themselves of a ready market for their
surplus produce at all seasons, and to the
community at large in the facility afforded
in communicating with important business
and commercial points at all times; consid-
erations which Of themselves furnish an ar
gument in favor Of the bill introduced Of
prsponderlng weight. If an ordinary turn
pike were constructed on the abey. route
the advantages derived from it would no. be-
so great, although they would be manifest
and decided and sufficient to warrant its con.
struction.
As the committee give a decided prefer
ence to plank roads over common turnp;kes.
or even over McAdam;zed roads for the
present in this territory, they will briefly
proceed to state their reasons for such pre-
ference.
Tho original cost of properly construct
ed McAdamIzed road is far greater than that
OF plank road, and fully equal to a rail
road. not properly constructed, it il not
so durable as plank road, is moro freouen,-
ly cut of repair, ana the case Of drsupht on
plank road is fully equal to that on the
best McAdamzed road in dry weather, and
far superior to it in we; weather. Besides.
from the.scarcity .ofstone in most of the cas-
tern portion Of the territory, firm and du.
rable stone road could be constructed with
out an outlay of mouey which no antcipa.
ted revenue arising thorefrom would reason
ably justify. Ga the other hand, a plank
road can be made at comparatively mode.
rate expense; the eos. of keeping it in 70.
pair will be less than that of a turnpike. and
1t is believed that for series of years The
cost or construction aud repairs of these two
kinds of roads would be nearly equal. Blu.
when we look at the advantages which the
former possess ever the latter, we cannot
hesitate which to recommend, even though
the cost were double. Turnpikes, as usl.
ally made in this country, par.ake in de-
gree of the defects Of common roads. Be-
ing constructed of the natural surface ofthe
ground, or prepared surface of grave, they
have not sufficient foundation, hardness or
stength to resist tho impression of heavy
loads, nor the action of rains and Go,ts
Hence they are frequently out Of repair and
at certain seasons of the year almost inpss-
sable. To remedy these defects, they should
have foundation ofrough stone pavement,
or of successive layers of broken stone, we'll
compacted, which would occasion too great
an expense in new country Bat a plank
road, for the cost Of its construction, com
bines more Of the qualities essential 10
good road-firmness, evenness Of surface
and durability, than any other. Ii is unaf-
fected by frosts and rains, affords great ease
OF draught, Is not liable to rut, and is alike
good at all seasons, and in all kinds Of wea-
Their. The grea: advantage of giving to
road not only sinoothness, but hardness and
strength equal to the pressure i, has to sus-
tain, is not generally appreciated. The con-
sumption OF the motive power by friction,
! on the best constructed gravel roads, arising
! from soft or elastic surface, is far greater
than is usually imagined The following
table will show the force Of traction on the
different kinds Of roads as ascertained by ex-
perinen,s made with the road indicator, a
machine invented and used in Engllnd for
that purpose, the accuracy of which, says
Mr.. Parnel in his treaties on roads, NAV be
relied upon IN consequence Of the expert
ments made with it having been carefully
examined by several very eminent civil en-
gineers.
"The general results when a wagon
weighing 81 cwt. was used on different sorts
Of roads, are as follows
l. On well made pavement the draupht
is 33 pounds.
2. Ga a broken stone surface or old fin,
ro,d, IS pounds.
3. On gravel road, is l II pounds.
| 4. Ga broken stone road upon a rough
pavemen, foundation As.
5. On a bsoken stone surface, upon a bot
toming Of concrete formed of Parke,'s &C.
ment and gravel, 46 pounds.
BY like experiments where a timber sur
face was compared with others, it was found
equal IN atfording ease ofdraught to n stone
pavement. From all which, it may be fair
ly inferred, that a surface Of plank would be
at least equal to the above experiment No
2, on broken stone surface without pave
men! foundation, or an ordinary McAjeml.
zed road. r.
Butte show the grea. superiority of plank
roads IL wet weather, by which they are
unaffected, over most other kinds of roads.
we quote from the same treaties the follow
| ing table, which was taken on careful ex-
pertinent, and shows the rela,ive force re-
quired to draw carriage on different kinds
of roads in different conditions -
Force
On paved road,
On we'll made broken stone road
in a dry clean state, s
On well made broken stone road
covered with dust, s
On well made broken stone road
wet and muddy, 10
On gravel or Ant road in dry clean
state, 13