The Cadiz Democratic sentinel. [volume] (Cadiz, Ohio) 1854-1864, 1854-07-05

Little Fails 10 Newport, ~ 90
Schenectady to Saratoga 81 do
Rome to Turin, % do 1
Rome to Pulaski, - do
Oswego to Syracuse, - do
Oswego TO Sterling do
Oswego to Hastings, = do
Fulton to Hannibal - do
From Oswego to Rome, and from Os'
wego to Syracuse by way Of Central
Square, are the longest roads yet con-
structed; several short roads act as feed
ers to these, one or two of which have
been mentioned above.
1t is rather curious fact, that three or
four of the above mentioned roads are
between points already connected by rail
roads, and some of them also by canals;
which certainly would appear to afford
every desirable facility in the way of trans
portation--the Railroads aEording speed
and comfort for the traveller and the Ca
mails furnishing transportation at low rates
of charge. But there appear to be GER
tain circumstances and seasons of the
year, when with good roads to travel up
on, the farmer prefers to- place his pro
ducc upon his wagon, and ii the distance
is not too great, to drive to market and
become his own agent or iaclof; and more
especially, if he is in the least removed
from the Canal or Railroad.
A leading proprietor Of line of stages
on the road from Schenectady to Sarato-
On, states that team Of horses will per-
from nine miles an hour, including stops,
or ten miles travelling time, on a plank
road, with the same ease that they could
perform six miles or a good u0mer
road lie further states that there is no
description of road on which horse ira
wells with so much ease as the plank road;
and that there is a slight elasticity which
is highly favorable to the motion of the
horse. Others, however, contend that
with long usage on plank roads, horse
loses his elasticity Of limb. and becomes
stitfened. The road from Utica to Rome
N. Y, is one Of those which run parallel
and adjacent to Reilroads; and in this
case parallel and ad accnt to one of the
best Railroads in the country, viz: the
Utica and Syracuse Railroad, over which
passes six passenger trains Il day each
way; and, in addition to this, the Plank
Road is also parallel and adjacent to the
best Canal in the country, viz: the Erie
CanaI-so that, here, we have a Plank
Road Railroad, and Canal, in mutual
opposition.
The average cost is about $500
mile. Mr.. Hocombe does not autici-
pate that Plank Roads will ever become
rivals TO Railroads, but that the two sys,
TENS will work harmoniously together,
and that the former will become important
feeders for the latter. Under the gener
al Plank Road Law of the State OF New
York, on the application to the superVi-
sors of any number of persons, not less
than five, for permission to build q Plank
Road, and if, after examining the pros
and cons at meeting OF which public
notice is given, it appears called for by
the public convenience, a permit is given,
whereupOn the company proceed to Goa
struct their road, and erect toll gates
This permit or grant, may be for an en-
damages occasioned bv running their road
through private properly, in the same
manner, and the amount Of damages de-
termined mostly in the same way, as in
the case of Railroads; or for road to be
laid down along a common highway pre-
viousIy existing-the company paying to
the different townships the just value of
the common roads taken, which amount
is appropriated by law to the repair and
improvement Of other roads.
There are numerous instances in the
State Of New York Of both descriptions,
that is, On new and independent routes,
and Of routes following the common roads,
with all the Sinuosites common to them
In this case all that is necessary prepara
tory to laying down the plank is, occa-
sionaly to cut off the crest of hill or to
raise hollow, to bring the inclination
within any maximum which the company
may adopt--the law being silent on this
head, though defining the form, &C., Of
the road in many other particulars.
The preliminary steps having been ia
ken, the clearing, grubbing, and levelng
are commenced. The road is cleared,
grubbed, and levelled 90 feet in width
Preparations for laying the superstruc-
ton is then made, by powng or picking
up (usually the former) the surface, and
making it mellow and convenient to be
brought into the precise shape required.
On one side of the centre of the graded
track, two channels are then dug, being
guided by line which is stretched where
one end Of the planks will come. These
channels are dug such distance apart
that the stringers when laid in them, will
be seven feet apart from outside to out
side. AT the first glance il might appear
preferable to have them nearer together;
but tits understood this would involve
liability in the planks to tip up when q
heavy loaded wagon drives upon the
road, having bearing at first only on the
extreme ends Of the planks.
The process is still further described
by Mr. H. thus:
"The mudsills or stringers having been
properly adjusted in the trenches, the
earth having been previously made mel
low, Is filed in around and between the
stringers. and also for the space OF few
inches on the outside Of them. This FL