Pittsburg dispatch. [volume] (Pittsburg [Pa.]) 1880-1923, 1890-05-08
AMERICANROADWAYS
The Highway Question Surely Ap-
preaching Its Crisis.
PATHMASTERS A RURAL NUISANCE
The Annual Tinkering Of the Present Sys-
tenn PrOdigal Waste.
PLEASURE AND PROSPERITY INVOLVED

Annually we have the Yankee privilege
of saying something about the wretehedness
o. American roads, as also annually we have
the privilege OF working under our ignorant
pathmasters. 1t is not much of franchise,
but as it is for the present the best we have,
L propose to cast in my lot with the growl-
ers. But really there is some prospect of
better times. On general principles 1 should
say the probabilities are that the road ques-
ton is very near its crisis. Something will
soon be done to put an end to the saving,
American roads are the worst in the
world" Our highways are the worst, and
our iron roads are the best in the world. This
shows that when the people get really to
face the subject they will make a thorough
matter Of the study, and we shall have as
good system of road making as science can
teach us.
The trouble has been heretofore the vast
ness of the demand. 1t has never seemed
possible to do anything more than a local
mending OF our ways, and that could only
oe "a drop in the bucket" Our population
has spread over the continent a good deal
faster than it could pave the way, Pioneers
have been compelled to content themselves
with corduroy through swamps, and hog
back dirt roads elsewhere.
| ROAD COMPANIES MUST GO.
The turnpikes which were laid out through
New England and New York, but more par
| ticularly through the Southern States. were
never popular. A farmer would drive
three or four miles to get around tollgate;
and really he had good reason for
doing so, for the turnpike and its
successor, the plank road, were not
run for the people. but for the
advantage Of a few corporators. As little
work was done as possible, and as high toll
as possible collected. Gradually the roads
became impossible, and tie system dropped
out. One State after another refused to con-
tinue the companies. You will find here
and there about the Atlantic States the
relics and ruins Of the plank roads, adding
to the discom ort of a country drive.
What the turnpikes did for the advance
Of civilization do not care to discuss. We
are through with the plan OF getting, or try
ing to get, decent highways BY means OF
chartered companies The American pso-
pie like to do things themselves, and to feel
that they are doing it; and they like very
much the. town meeting, in which to dis
euss their common needs, and debate over
plans.
That is the only reason why the pathmas-
ter system has so long been tolerated. It is
eminently selfreliant system. The town
meeting discusses and settles few OF the
main points. concerning bridges and special
improvements, and then gives over the di-
rection of the path care to pathmasters.
That these masters OF the path can know
nearly nothing of the principles OF road
making stands to reason. Most of them do
not even know that there are any such
principles. They have no opportunity for
reading on the subject, and not one in
thousand has given the matter any thought
THE PATHMAsrER EVIL.
1t may not be advisable and popular to
say that the average American citizen, with
all his assumed knowledge of affairs, does
very little thorough thinking about even
very common affairs, but it is nevertheless
true. We tackle too many topics to be
precise with any. Certainly our notions of
road-making are very crude. There is not
merely pathmaster to every town, but one
for every district, and he is appointed newly
each year. Generally the offire goes rom
one to another through the whole district,
not excepting our very newly Imported citi-
zen, whose papers are just made out, and
who at 80 casts the first vote of his ii e. It
is not scandalizing the average American
citizen to say that under such
a system he is the model of incompetence.
1t has bred in time nasty eonceit, for there
is some dignity in the Office of master of the
roads, and'for time it gives little power.
The official, instead of studying the best
methods of roadmaking, summons his
neighbor to obey his orders. Not any vast
amount of obedience, however Eor the work
ers systematically do as near nothing as
Americans can. working out the road
tax" has become proverbially descriptive of
shrking. When any work really is done
quarrel ensues. Some one is aggrieyed or
compelled to work a day or half q day more
than he considers legal. Every possible
service in the street is expected To count on
the tax, and if not "allou ed" feud
arises.
HOW WE UNMAKE ROADS.
Prof Shaler, in an article in Scribner last
year, gave lair pen portrait OF the way the
work is done: Arriving on the ground
long after the usual time OF beginning a
days work, the roadmakers proceed TO dis
cuss the quest on OF road making and other
matters public concern until slow-acting
conscience convinces them that they should
be about their task Then then. with much
take the mud out OF the road
side bitches and plaster the same on the
center OF the road. A pow is brought into
requlsition which destroys the best part of
the ROADSIDE, and the soft mass turf is also
heaped upon the central parts of the way.
The cradle holes are filed with the same ma
.erial. An hour or two is consumed at noon
by lunch and further discussion o. public
and private aff4irs. A little work is done
in the ternOor, and at the end of the day
he road making is Abandoned until the
next year.
The system, in fact, is very bad for the
'oadS, but worse for the roadmakers. Il
caches them two very bad habits-one. that
II doing poor, ineffective, thoughtless work..
md the other to cheat about the payment OF
lonest days work. The average day's ser
rice is not three hours OF square work. II
or no other reason but its demoralizing in
luence, the system should be abolished. Ii
5 the invitation to the meanest triekery
anywhere dlscoyerable in our manners
ROAD-MAKING HINTS.
But question the pathmaster as to bis
lotion of road-what il should be and
low to make it. Should it be broad or mar
Ow? Invariably the dirt is laid up, anG in
more advanced communities, where gravel
S drawn, it also is laid up, in ridge, a lit
lie wider than q wagon. The result iss
Cuple OF parallel ruts which work deeper
nd more hopeless the rains increase.
The roadbed. If made at all, should be more
han wide enough for two wagons to meeg
nd pass, and wide enough to induce teams
n travel without ollowiHg each other in
ingls line. In fine, the old style narrow
Dad was great blessing in the pioueer