Polynesian., 1851-04-05
garding, at the same time, the most feasible
access Immediately to them.

Get the best foundation you can, tor the
abutments, which are at the ends of a bridge,
also for the piers, which are the intermediate
supports, when necessary. They will always
be of stone in this country, and laid in lime
mortar if procurable. The part exposed to
the action of water ought to be laid in hy-
draulic cement. The abutments and piers
should be placed parallel to the current ofthe
stream, and sufficient capacity should be
given the bridge, in length and height, to
receive all the water, and without obstruct-l |
ing it, that was ever known to flow there. in
the time of the greatest freshet. In getting a |
foundation for the piers, or intermediate sup
ports between the abutments, you will often
encounter much difficulty, in consequence of
its being in the water, and the nature of the
bottom difficult to ascertain; but piers in the
water will not often be necessary, IN this
country, if the builder has a proper know
ledge Of increasing the span without dlmin-
ishing the strength of the bridge. You can
get twelve feet span for the simplest form
of bridge, with wooden superstructure.-I
Laying the string pieces from abutment
to abutment, the bay or span can be
increased from twelve to twenty, thirty, forty,
sixty, or even hundred feet, by using, inI
or gueenposts, with their proper accompani-
ments. A knowledge how to construct these
kinds Of bridges can always be obtained at
Honolulu, if at no other place on the islands.
Never attempt to spring an arch with stone.
unless you have the material on hand, and
are perfectly assured you kno,c how to do
it. These are expensive and useless IT
improperly done. Timber, of good quality,
can always be had here for string pieces;
and, for the simpler kind of bridges, almost
any person can lay them down. These, If
we'll planked, will last long time, and cost
but little, comparatively speaking. If a
bridge cannot be completed this gear, don't
commence laying up the abutments and piers,
but merely collect the material on the spot.
for nert year Ifthere is much travel, parti-
cularly with carriages, and the prospect OF
completing the bridge far off, just fill in the
stream with stone, laying the top ones
smoothly, widening and shoaling the stream,
so that it will be fordable, except in time of
freshets, thus saving, to most ofthe year, the
privilege of travel.
If the government could open an account
with each road district, furnishing to them
lime and and plank, where required, or when
| these materials cannot be obtained IN or near
the spot, debiting them with it, and looking
to the communication fee for its payment, it
would probably not be the loser in tie long
run. This, perhaps would be the best sys-
tenn government could adopt, to forward the
construction of roads. Don't, however, re-
;. ly upon the aid Of government whenever you
can. by any possible means, aid yourselves.
j You will often find it difficult to make
practicable carriage road down the sides OF
the gulches, on account Of the wash, owing
to the looseness of the super-soil. When
your soil is Of this nature, commence your
grading well back from the brow oi the bank
and grade down until you come to rock ol
hard sub-soil that will resist well the action
of water This is a great labor, but If you
cannot do it all this year, do it the next-dc
all you can. the pail is too steep to make
a straight carriage road down 1t, Zigzag, u
the locality be favorable, making it wide al
the turnings, and securing the outer sides
with strong parapets.
In locating the road, pay particular regard
TO the routes now travelled by the natives
examine them well first Without knowing
it, the natives have proved themselves good
engineers, in the selection Of the most feasi
BILE routes for their travelling-even for car
riages-with some exceptions, perhaps, II
the crossing of streams and gulches. Thi:
!. remark is based upon long experience, and
hazard the advice, Notwithstanding the gene
raj opinion to the contrary, which opinion
has arisen from the fact that the natives
, paths are not roads and not direct. Don't bt
led astray with the idea of straight roads,
any cost; such are very well on plains, yes
and better anywhere, when the cost OF con
struction is not much increased As wa!
!, limited at before, render passable your eros
u sings. remove the main obstacles ofthe route
and the remainder Of the road will make it
SELF | am speaking for the present, th'
future will improve the roads in every re
: spect
. These remarks will in the main, be toun
= applicable in the construction of the encIr
cling roads on this island Oahu, and kaua
and all the other islands, where there is
!, similar topography, regarding them always
= however, as tributary to the ones leadln
2 2 to the anchorages. In place like kon
\ Hawaii, the plan will vary little
o There are few or no gulches or stream
A to cross; simply rocks or loose soil t
. remove or smooth away. The encirclln
E or Kaawaloa road, should be rendered pas
= = sable for carriages, for the convenience
4 the producing inhabitants, in getting by thl
$ tributary one. to the main ones teading dow
! to the anchorages. These last are NOR
i difficult of construction, on account OF tn
II wash, at heavy rains. My remarks upo
descending gluches will be found partly al
% plicable here. The road from Ulupalaku
y to Makawao, with the ones descending to tn
J, several anchorages, are Of the same natu'
% as those of Kona, Hawaii, and require tn
;. same mode of treatment; also those in Sou'
> Kohala. From Pololu to Waipio, in Mort
, Kohala, it is impassabe-don't waste lab'
Il there. From Waipio to Ulekii, near LaaP'
- hoehoe, good road can be constructed. al
70 anchorages for vessels had, for most oil u
of| year, at Koholalele and HonokaaPe; th'
" opening fine region of country to the agT
cuturist.