The Valley Virginian. [volume] (Staunton, Va.) 1865-1895, 1882-04-13
County Road Making.

The main point to be kept in view from first to
last, in making country roads, is drainafre. No
road can be a success without good drainage
whether natural or artificial, surface or underdrain
The latter is preferable, for soil naturally porous
enough not TO require underdrain will remain
SO fer comparatively short time only on travel
led road. The accommodating dust and dirt soon
prevent free drainage. Water should not be al
lowed 10 accumulate at any time, for any length
OF time, on the road-bed ia the side bitches The
road bed cannot be kept dry with stagnant water In
Tue sue oitcnes. Inc bitches should never be so
oeep as 10 cause wagon to tip over il the wheels
on one SIDE should accidentally run into It, If the
grace Is SUCH as to require deeper ditch it should
De IN the form OF an underdrain. 3inch tile laid
through the centre Of the road-bed in the direction
OF Its length, at depth OF feet below the surface
win an outlet every 40 rods, would be beneficial 10
almost all roads, matter through what soil thew
run IN spring and fall, and in open winters, The
benefit OF a centre underdrain is beyond question
The inclination should be to I25 in the direction
OF Its length to secure eectual drainage similar
drain under each side ditch would be money well
invested.
SOIL IN their construction, 1t woulQ be better to
scrape 1t off to be used fill up holows or if the
country Is level it had better be by the adjoin-
ing landowners as top dressing on their lands.
Almost any other use that be made of 1t would
De better than to have it on the road to form mud
dIter every shower. In grading road, and after ii
mas received the desired convex form, the bed
should be thoroughly plowed number of times In
order to Thoroughly mix the material and have it
settle evenly. This is important feature, though
seldom practced Gravel is the best dressing for
country roads, if of uniform material free from
SOIL though light mixture of clay helps bind it.
All stones larger than hens egg should be care
FULLY removed. If on a much travelled road, the
gravel should be at least foot deep in the
ire, carefully leveled off by means of shovel and
scraper Rolling with heavy rollers is very bene-
hcial If the gravel is put in fall the rains will
help to setlet more effectual1y than If put on in
summer, when it often remains in loose state for
months.
Limestone hintstone chips, cobble or large
stones of any kind are unfit for top-dressing of
roads, TO fill shallow holes ruts. They can be
used by first excavatiDg the road-bed from Il to 2
feet In the centre, gradually rising towards the
bitches; this can be filled up with stones, the larger
ones set on edge until the bed has the desired FORM
when the upper layer should be broken up fine, the
largest not to exceed inches in diameter A thin
dressing of gravel may be added, and the whole
thoroughly rolled with heavy roller. This is one
way of using stone in road-making though in most
cases too expensive for country roads, Large stones
scattered through road-bed are to come to
the surface in time by the frost raising them and
allowing sand soil to deposit itself beneath or if
struck one side by wheel, the opposite side is
raised, and in time,ti is the surface, impede
ment to every passing vehicle Every time wheel
strikes stone 1t suffers the same extent as if
struck with siedge, TO say nothing of the extra
force required TO carry the wheel the Obstruc
ton. RenIooe alt stones from the T0ddt0uy.
The limit of practicable inclination varies with
the character of the road. For the best roads the
limit is to 35. The advantage of level road over
inclined one is superior to the cost OF increased
length IN avoiding hill The resistance of gravity
at different incinatons irrespective OF the charac
ter al ia aS