Middlebury register. (Middlebury, Vt.) 1886-1937, 1898-02-04

the crown of the grade and pressed in
to the soil to the depth of the fange, or
until the soil supported the rail. The
downward flanges prevent the soil
from being pressed away from the rail
and hold it there, making a firm foun-
datiOn, so that no ties are necessary on
which to rest the rails. These rails
are made continuous by the fastening
of the ends together with fish-plates.
when l mentioned my idea of this
roadway. it was suggested that the
rails would sink under heavy loads in
wet weather and soon become covered
with mud Others suggested that they
would tip to one side, becoming useless
and also that, unless they were laid on
ties. they would spread and get out of
line. This track was laid to satisfy
myself on these and other points. Dur
ing the recent wet period mud holes
were made at the ends of the track by
the wheels dropping always in the
same place. This very severe test,
however, did not affect the rails except
at the end. On a continuous line of
track severe and uncommon usage
would no. in any way have in
jured or changed the rails; hence
should not expect this roadway
would need any repairs after a wet pc
riod. The earth between the rails is
removed to a depth of five inches and
the excavation filled with gravel for
the horses tread. This road has now
been in use for eighteen months and
has been tested with all kinds of trait
fic, including traction engines. l have
never seen a horse slip on the rails, but
they might occasionally do so. A
horse is most likely to slip from pull
ing hard, which they will not be oblig-
ed to do on this roadway and there is
little occasion for a horse to tread on
the rails. as there is room enough be-
tween them.
"A mile of this road requires about
60 tons of steel, which can be produced
in quantities for 1880 or less. One
cubic yard of gravel is required to the
rod.
For this roadway l would make the
following claims:
"Firse-It saves power. A vehicle
may run on it with the least possible
draft. 1t is estimated by engineers
that the required draft is one-fifth of
that on gravel and one-twentieth Of
that on the average dirt road.
"Second-It saves wear and tear to
wagons. A vehicle is always on a
level, smooth surface, and is not sub
jected to irregular strains, as when one
side of it is much lower than the 9TH
er, causing two wheels to carry most
of the load, or when a wheel drops into
a rut. A town will save enough in We
hicles alone to pay a large portion of
the cost of the road.
"Third-It saves time. With a load
of two or three tons, a team will trot
as easily on level ground as it will
walk on a gravel or dirt road.
"FOurth-It is a perfect bicycle road,
and will be greatly appreciated by
wheelmen.
"Fifth-It is extremely durable, and
the repairs will be nominal
"Sixth-The dust, which is so annoy
ing on a gravel or dirt road is caused
largely by the grinding of the wheels.
On this road there could be no such
grinding.
"Seventh-It is a motorcycle road,
and a speed of twenty miles an hour
can be obtained with safety.
I'm conclusion. The universal use
of this road will increase the value of
the farm; 1t will beautify the street,
because when we cease to rut the road,
grass will take the place of weeds. 1t
will make possible the free delivery of
mail in rural districts, by bicycle or
other swift vehicle. Travelling will be
as safe at night as in the day, because
the team will keep the road.
Abel Bliss"
Hooley-"Did yez hear about Casey
quittin work. at noon yisterday?'
Dooley-Oi did not. Pwhot med
imp"
Hooley-"S hure, it wor tn twilve-
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