Evening journal., 1908-09-30
Editorial Opinion
The Good Roads Problem.

The GOOD hodos TTopioH'
New York Tribune.
The large and attentively regarded good
roads convention in New Jersey Is sig
nihcant reminder Of the increasingly ur-
gent need Of another general good roads
movement and Of a radical change In the
whole highway construction system. That
state, which was one Of the very foremost
in the good roads movement OF years ago
and which brought its highways up TO
almost the highest standard IN America
now takes a leading part in organizing the
new movement, which will probably mem
the rebuilding OF most Of the highways
which we're constructed at so great cost in
recent years It seems probable that all
states will have 10 join the movement, and
It may be that those which have thus far
neglected to improve their roads VIII be
the gamers. in that they will not have
to rebuild costly roads, but can do their
first work on the new type Of roads which
must now be devised.
The fact is that roads which a score OF
years ago seemed all that could be de-
sired are now found TO be decidedly un-
satisfactory. Twenty years back a good
macadam road was regarded as all but
perfect. Even those built of native gravel
instead Of crushed stone we're highly salts
factory But now they are scarcely more
satisfactory than were the dirt roads
which preceded them. They are intrinsical-
~ as good as ever, but the character Of
the traffic on them has very greatly
changed, and the roads which almost per-
fectly suited the traffic of twenty years
ago are quite unsuited to that OF to-day
and are unable TO endure It. The new
type OF tires. the vastly greater weight
and speed. and other differences between
motor cars and horse-drawn vehicles cause
roads which formerly would have lasted
in fine condition for years TO become worn
out in a single season.
The macadam road is so built that the
use of It by horses and steei-rimmed
wheels instead OF wearing It out actually
improves II. The impact of steel shoes and
tires is equivalent to an incessant ham.
mering, which beds the metal into place
and promotes it's Conference with the ma
tural cement provided by the dust into Z
solid but elastic sheet; and this procesi
continues In both wet weather and dry
But the action Of the big rubber tires oi
motor cars has a contrary effect. Therl
is no sharp impa " Of steel upon flint. anS
no pounding into place But there is
tremendous suction, which strips all tn
dust from the surface Of the road an,
scatters It over the adjacent territor,
when dry and splashes It off when 1t Il
wet. Thus, while the former use OF road
was constructive as we'll as destructive
that OF the present time is almost purel.
destructive.
The question is whether a style of roa,
can be devised which will be equal.
suited to the new and the old traffic. o
whether special roads must be established
for each of the two classes. Probably tn
best road for motor cars would be o
solid stone, like Belgian block pave
ments. or OF hard concrete. But such road
besides being prohibitively costly 70
most places. would be intolerable FOR othe
traffic. Sprinklng at intervals with crud
petroleum has been resorted 10 for tn
protection of macadam roads The oil doe
abate the nuisance OF dust and largely ths
OF mud also, and 10 a certain extent thu
preserves the road from having its surfac
stripped on; but Il has some decidedly OF
fensive features and is by no means ir
fallible as a preservative. Better result
have been hoped for from the use Of cos
tar. mixed with the finishing layer Q
crushed stone but that system adds muc
to the cost OF already costly roads. Nor,
over entirely apart from the question {
material. the two classes OF traffic seei
to call for different forms OF road contour
The old style vehicles are well adapte
to roads OF considerable Gambler, whi
motor cars prefer very slight camb'
or none at all. To suit both kinds and
do justice TO both is a problem not easi
TO be solved