The Hood River glacier. (Hood River, Or.) 1889-1933, 1913-07-24

that on many of the unimportant roads
the expenditure now completed is all
such roads will warrant under present
conditions, and by making this 25 per
cent improvement the unimportant
road have really been improved to their
final or one hundred per cent require
ment and allotment.
1t will be found that many such
roads are through a material of such a
natural mixture of sand and clay as to
make an extremely satisfactory surface
as soon as the preliminary work is ac-
complished. 1t will be found on other
stretches that the addition of a light
dressing of sand. clay or gravel will
put the surface in most excellent con-
dition for an unimportant country
road. Therefore, as before stated,
you now have considerable portion of
your improvement district in one hun
dred per cent efficiency until such time
as conditions change on the roads SC
treated. Building costly, permanent
roads in the locations as indicated
would be an economic failure. 1t is
true that the roads so treated will re-
quire more costly maintenance than
your permanent roads, but the interest
on the cost of the latter will usually
pay the extra cost of maintenance.
intermediate Roads
1t is now advisable to put all the
roads in their final condition as rapidly
as the funds will permit, and the
quicker the permanent roads can be
built on your heavily travelled arteries
the more saving will be made in reduc.
ing the higher maintenance costs on
the present temporary roads.
Excluding the unimportant and the
permanent classes you have a large
mileage of roads of intermediate re.
quirements. treatment of which will
naturally depend on the cost allotment
Among the suitable surface treat
ments for intermediate roads may be
mentioned:
III Sand and clay.
(2) Gravel.
81 Gravel laid with heavy hot oil
(D Water bound macadam. (Not
to be used on roads carrying many
motor. cars or trucks at high speedy
(5) Water bound macadam with sur
face of heavy hot oil.
(6) Oil bound macadam, and others
Permanent Roads
You are now ready to consider thu
question of permanent roads. 1t il
probable that such improvements will
be financed by long term bonds and ex
| papca itamc untrSt ippluda
Q Maintenance.
(2) Interest, and
81 Sinking fund to retire the bonds
Maintenance of all classes of road
should begin with their construction
The first requirement for a road whicl
is to be financed by long term bond
is obviously to select the type of con
struction that will surely outliye tn,
bond term, and as such term is likel
to be so years it is therefore desirabl
that the material be that of the mos
permanent known. If this theory b
correct. you have only one choice-con
crete. All road authorities agree tha
there is much question about the valu
and permanence of the different SUI
face treatments. Admit this for Oh
time being, if you please, and you fin
that whatever your mistakes may b
in surface treatments you always hav
the permanent base representing, ssa
IS per cent of the investment. Thi
much of your expenditure is therefor
safeguarded forever and you cannC
lose it no matter what mistakes ma
be made as to suface teatments. If, a
stated. authorities differ somewhat q
to sufaee treatments, consider tn