The citizen. [volume] (Berea, Ky.) 1899-1958, 1917-05-24
ROAD BUILDING AS AN ENGINEER
ING PROBLEM
By r. E. Toms, Senior Highway En-
gineer, Washington, d. C.

By R. z. Toms, Senior Highway En-
gineer, Washington, d. C.
Until comparatively recent years
the majority of the general public
believed that road building required
only the exercise of common sense
and that the money spent on engi-
ncering was wasted. The engineer
himself was considered a necessary
evil whose advice was tolerated but
very seldom followed.
The change in character and vol
ume of traffic occasioned by the ad-
dition of the automobile rs an
agency Of transportation caused
such rapid deterioration of our
roads that the public gradually be-
gan to realize that the building Of
roads to Withstand the effects of
different kinds of traffic under diff
ferent conditions required knowl-
edge and information which the
average man did not possess. With
this awakening of the public mind
came keener sense of appreciation
of the work of the engineer and a
more general reliance upon him to
solve the many new problems of
road building.
0ficials in charge of road build
ing should be capable of seeing:
First: That the road is located in
the right place so that it may be
traversed between any two given
points with a minimum expenditure
of effort. This implies that the
grade be as nearly level as possible,
compatible with proper drainage.
our railroads have been expending
millions of dollars in Strengthening,
shortening their lines and reducing
grades so as to increase the tonnage
that can be hauled by their loco
motives. This principle should also
apply in road building so that there
will be no future demand for re-
vision or relocation after settlement
along the road has become estab-
lished. Where this has not been
done, future settlements invariably
precludes the possibility of any
changes so that a tremendous
amount of energy is being wasted
in travelling improperly located
roads, to say nothing of the i'm
paired efficiency.
Second: That it is graded proper
ly. Economy of construction de-
mands that the desired grade and
width of roadway be obtained with
the least possible movement Of earth
or excavated material. Any excess
movement Of material by reason OF
poor distribution of excavated
material represents absolute waste.
Third: That it is thoroughly
drained. A thorough knowledge of
the behavior of the different soils
under varying weather conditions,
together with a knowledge of the
geological formation is necessary in
order to determine whether those
sections can be remedied by the use
Of some form OF specially construct
ed foundation.
Fourth: That il is surfaced with
material adapted to its traffic. This
requires an intensive study OF the
volume and character Of the traffic
coupled with a familiarity with all
the different kinds of road surfac-
ing material and the economic limi-
tatiOns to the use of each. The char
acter and availability OF all local
surfacing material should be deter
mined before deciding that material
should be shipped in from other
points.
Fifth: That culverts and bridges
are of the right size, in the right
places, and built of suitable mater
ial. With the exception OF very
small culverts it is almost univer-
sally recognized that the location,
design, and construction Of large
culverts and bridges requires the
services Of an engineer. Misapplied
information Or ignorance is respon-
sible for many monstrosities in
small culvert construction that
would be avoided by an engineer.
Sixth: That an economical method
of maintaining the road is put into
force. Road construction represents
an investment OF community wealth.
The safe guarding OF that wealth
quires maintenance. Economic main
tenance requires that the work be
conducted by officials who have
knowledge and experience regarding
the work so that unnecessary exper-
iments may be avoided.
Seventh: That an effective organi-
cation for the work is secured. This
requires the proper distribution and