North Carolina standard. [volume] (Raleigh, N.C.) 1850-1852, 1851-03-29
PLANK ROADS.

ing In pu0iIc IaFoIs and as We nave vast districts
of country, particularly in the South and West.
| in which any other system of improved roads is
as yet totally out of the question-we give the fol-
lowing extract on this subject from report made
by George Geddes. Esq, Civil Engineer, Fairmount,
Onandaga County, New Y rk. On large plantations,
where water steam power is used, and where water
is abundant, these roads would probably pay well,
even where laid down for private plantation purposes
They would effectually doaway with the.ss hub-deeP
condition of the roads the rich aliuvia LANDS tn
winter, and effect saving of least ninety per cent
in the labour of transportation from the gin or sugar
| house to the landing.
g Plank roads have recently been introduced Into
this country. According to the patent ONCE report
of January 1S43 they had their origin In Russia,
and were introduced into Canada by Lord Sydenndih'
he being induced to try the IN consequence
of the great COST in the first instance OF McAdaml-
zinc road and the expense OF Keeping 1t In repair
| The first road made of plank was near Toronto.
The three miles nearest the city having been Mead
! amized the plank road commenced at that distance
from the CITY, and was extended miles into the
country. The plank road lasted eight years, requr.
! ino during that time merely nominal REPAIRS The
| McAdam road, in the same time required annual
expenditure of S4O0a mile in repairs amou ntng, in
three yearsto So 200 milea sum more than sufficient
| to repank road. When the plank road required
covering, one half of the stone road dug up.
and flung on top of the other half, and a track OF
plank eight feet wide laid down in the place oc-
cupied by the stone. 1t happened that visited
Toronto the time the plank road building and
|
The plank first used were sixteen feet long and three
inches thick. They had worn out in the middle for
a space of about seven feet wide-the ends OF the
plank being entire The middle of the road had set
tied by the weight of the teams and loads that mad
passed over it. The sllswere sound enough tojust-
| fy their use fer another covering. saw the eight
feet track in use, and then expressed the opinion that
as the narrow road was much more evenly pressed
down by the loads than the wide road, 1t would
be frmer, and that if than eight feet track
demanded by the travel. it would be vastly bet
ter lay eight feet tracks, than sixteen feet
not only because they would settle evenly. but
that the facilities for passing would be greatly in
creased. road sixteen feet wde experience proved
would be used in the middle wide load, going
slowly along it, rendered it very difficult for vehicle
that was moving faster, upon overtaking the wide
load to pass it. In making my report to the commits
sionrrs for the distribution of the stock of the Saina
and Central Square Plank Road, at whose request
had visited Toronto for the purpose of obtaining in
formation upon this subject, proposed two eight feet
tracks for their road, and made my estimate of the
cost accordingly. year later again visited Toron
to- and to my surprise long panks entirely aban
doned. The road. as it was extended into the coun-
try, being made of single eight feet track. having
smooth earth road to turn upon alongside the plank
The result OF these examinations was, that we de-
termined upon making single track upon one side
of the centre of the road and wherever had orli-
nary earth to grade twelve feet wide uron the other
side of the CENTRE Over light sand laid two
tracks, and in instance. for short distance. we
laid sixteen feet road. owing topecuiar circumstan
that we have single plank track on one side
of the roal. and earth road turn upon and
we have two tracks, four feet apart of plank and
have wide plank road. The two separate tracks of
plank are the most perfect road and furnish the great
est facilities for teams TO pass The eight feet track
is next in convenience, for it being the side of the
centre of the road that gives it to the loaded that
is going into town, land the loading is chiefly going
TO town. the nnioaded team generally does all the
turnin. out. while the loaded team travels side
of the centre. and not in the middle of the road
while on the sixteen feet plank the traveller inclines
to keen the centre, and the slow movements of the
loaded team in turning ont, very generally drives
light team off the ends of the plank upon siding
ground. When a team upon the single track is over
taken. it is much easier 10 pass it than when it is
moving along the middle of the wide track for the
slow going team is on enc side Of the centre. in the
case Of the narrow road. and there is twelve feet
Earth road on the other side of the CENTRE for the fast
going team to pass by upon. The only way to make
Tie wide track convenient for passing the
is to grade earth road outside of the ends Of
The plank and that would add 20 the cost, and make
the road-bed wide that it would be difficult drain
it we'll.
1t has been proposed to fasten scantling upon the
middle of sixteen feet tract, leaving occasional
vacancies for teams to from side to the 9TH
Pr. a of causing the travel to pass. upon
ends of the track. This remedy for the evils of
wide single track. is expensive and objectionable
from the inconvenience in crossing freely at any
point.
Every view of the question results in this; that
roads that not greatly travelled require but sim
gle eight feet track, very soft ground, and
that roads that require more than su"h track,
shonld have narrow tracks. in preference one
wide track. 1t is safe to say. that whenever two
tracks demanded, for the accommodation of travel,
unless the necessity grows out of the fact that the
earth is very unsuted to road makng) that that de-
mand will surely Justify the investment of the mon
~ the second track will cost; for it must be very
great amount of travel that will not be accommodated
BY single eight feet track, with carefully cared for
earth road to turn out upon alongside of it.
Experiments have been made to test the proper
node of laying the plank: {" On the Chambly road
he planks twelve feet long, but laid diagonally,
so as to make the road but eight feet wide. The
y upon end of the plank. and the other end not
being kept down at the time, the traffic con-
family tends disrr pit the road and the panks
Dose, and spring from end to end.' n CAT
Quebec, part of the road has been panked the plank
,eing laid lengthwise. 1t considered that the
blanks would stand better the friction, and when
essary, could be easily taken up, and the road
ng the plank is found 10 be, that the horses
ieep their feet when much weighted. and are much |
exposed to falling, in consequence. Under all these
most have approved the manner in
which the planks are laid on the Toronto road.''
Patent Office Report. 1843, p. 1919.
In constructing plank roads, it is necessary to have
he earth upon which the plank to be laid broken
every point. This is important for if any space be
eft for air under the plank, alongside the stills,
Try rot follows. The stills should not be large; four
inches square is sufficient. They should be perfect
bedded into the earth, and there should be broken
Earth under them, being taken that they should
lot rest firmly upon rocks other hard substances,
hat will not allow them to settle.
oaffh Sc