The Leon reporter. (Leon, Iowa) 1887-1930, 1907-03-21

weather cannot be eXcelled in this part
of the state. The frost was just gone
out, which, followed by heavy snow
and rain, caused the bottom to fall clear
out of the unworked road. We started
on stretch where no attempt had been
made to make good roads, our buggy
sank nearly to the hubs all the way.
With only three in the rig, the horses
had to pull so hard, that | feared our
single-tree, double tree or harness would |
give way. We passed two abandoned
rigs on the road. One single buggy
and wagon both of which were mired
clear down to the axle. At last we
cross the county line, here we find a
nicely crowned road, lately dragged.
What a change we find, and although
our horses are covered with mud and
tired they trotted right along. The man
having charge of this piece of road has
the name of being good road crank.
Now ever since | have had profound
respect and admiration for this and all
other good road agitators and workers.
Let us now compare the merits, de-
merits, cost and maintenance of wood,
steel and concrete culverts and bridges.
Wood is cheapest at first cost and lasts )
t, years and cost $3.50. A culvert of
corrugated steel, will cost in place.
thirty to forty dollars with life from
Z to y years. reinforced steel cul-
vert with sixteen square feet of water
way will cost forty to fifty dollars. And
will say all of the above are figured on
an opening of sixteen square feet, but in
the concrete cuivert the form lumber is
not included in the cost as this lumber
can be used over and over again.
| wish every county in Iowa had a
good mixer and concrete gang and
would build only twenty culverts and
bridges each year. In twenty or TWEEN
ty-fve years the bridge tax would be
practically null, and the county filled
with the bridges and culverts good for a
thousand years, il honestly made. And
the greatest feature of concrete, lies in
the fact, that they never need paint,
flooring or any kind of repairs after
they are once in. In my opinion, the
Highway Commission should have
standard plans made and on scale OF
J one fourth Of an inch to the foot. Such
plans would be of use to every county
in the state.
But when bridge is to be built, Of
over twelve feet opening, my opinion is
that the most satisfaction will result il
regular concrete bridge engineer is
employed to furn sh the plans. Con
ere has had number Of failures, but
in every case which has been investi
gated, the failure resulted from care
less or incompetent design, or from {
dishonest contractor robbing the
concrete. Another point in favor o
concrete structures is, that in most 0
! the counties we have the sand grave
or broken stone. And consequently al
> the money except for the cement il
! spent in the community. prefer
good hard flinty gravel to broken ston
! but with gravel we need a little richie
: mixture because there are less voids
! and consequently greater amount Q
! material for the cement to coat.
! For the cement only the best Amer
: can Portland Cement should be uset
t Any of the standard brands are goot
''Red Ring" "Owl, '"Sunflower' or "Iola.
d This "Good Roads" movement has jus
n started. It's first advocates were al
s known as "Cranks." It's results ar
8 now known to nearly all of us and VIII
J amongst us will say, give back the goo
s old road full of mud and water with n
v drainage and no dragging and file
v from one end to the other with it
il rotten and unsafe culverts.
v In the Municipal Engineering Maya
# zine, | noticed, that New York stat
has appropriated $50000,000 for goo
d roads, and for all improvements, tn
S state bears one-half of the expense an
a the county bears one half. The stat
y of pennsylvania has appropriated $4,000
g 600. The state bears three-fourths {
y the expense and county one fourth.