The Scranton tribune. [volume] (Scranton, Pa.) 1891-1910, 1898-01-07

road, or four per cent. OF the power nee
essary to pull the load on a dirt road.
The traction on the steel highway Is
light. OF course IL takes considerable
force to overcome the inertia of q
vehicle, but when once started two
ton load showed pull of 25 pounds on
a spring balance to keep 1t in motion
A carriage containing two persons was
drawn along on level by a man with
his little finger. Anyone who has oc-
casion to get between the shafts and
draw an empty carriage on a dirt sur
face we'll knows the difference.
The horse cars are not so relegated
to ancient history but they may be re-
called. When the large number of pas
sengers two horses drew in the old
style cars is remembered as compared
with the number of men that two
horses can draw in a wagon, the diff
ference in work that may be accom-
plished on dirt and on steel rail may
be plainly seen.
IN ANOTHER FORM.
This idea in other forms is yet older.
There is in fact the stone road at
Rondout, n. Y. This was built a gem
Grafton ago and was used for many
years in carting the stone and cement
from the quarries and mines there. It's
construction was on the same principle
as the steel highway. Flagstones were
laid in the road bed, and a groove was
cut in which the wheels ran. There
was a dirt tow-path in the centre for
the horse. The road extended several
miles back from the Hudson and was
n success. In those days the wagons
from the cement mines and heavily
loaded stone teams found in this stone
road a good highway all the year
round. 1t was only abandoned after
the mines were worked out.
The steel highway is somewhat of a
misnomer, the same as railroad may
be; that is. the name NAV create a
false impression. The steel road" is
in the beginning built the same as any
other macadam highway. The rails
are laid at the crown; they are about
eight inches wide, and placed just so
far apart that they will accommodate
the gauge of the vehicles used in a dis
trict.
The construction of the road itself is
simple. The rails are made in the shape
of an inverted trough There is
slight flare on the fianges which in
sures a good hold in the foundation.
They are set in macadam, coarse
broken stone, which is drained at in
tervals to carry off the surface water.
The ends are clamped and bolted to-
gether, protected by vitriied brick.
There is no connection between the
parallel rails. The centre, or tow
path. has a good crown for shedding
water. There is a bead or rib on the
inside of each rail- which will keep the
wheel of the wagon from running off
the smooth steel surface.
This road is good in summer OF win
ter. The tow path is easily repaired.
A combination hopper, scraper and
roller, with guide wheels, runs on the
rails, and repairs any unevenness at
one operation.
General Stone, the head of the federal
department, which has charge of this
subject, has thoroughly investigated
this project. and is anxious to have
stretch built in the north, for he be-
l.eves that the best way to disseminate
good road ideas is to build highways.
In speaking Of this subject to the
Rhode Island state authorities General
Stone remarked that the cost of a sam
pie mile would probably be about $500
This would be for the first mile. After
the mills had made this rail in large
orders the price would be much less.
If the state of Rhode Island would
make an appropriation to build n sam
pie half-mile on one of the roads con-
1ecting with Massachusetts,, so that it
would be an Interstate road, the Ma
tional government would give them
some help.
BENEFITS.