Year: 1877

places, but the open ditch Is prefera-
bic, unless quioksand Is 10 be over
come. In preparing the road-bed I
would use the material nearest ut hand.
After proper drainage is effected, allu-
vial soil and swamp muck may be used
in the road-bed with safety. Thorough
drainage 10 such places is all-impor-
tant. A turnpike formed with the ma
terisl at hand, with q covering Of good
gravel, makes much better road, at
less expense, than the common prac-
tice of carting clay from the banks and
dumping il in the mud. The culvert
Is the indispensable part OF a good
road, that must not be lost sight OF.
Economy demands that permanency
should be kept constantly in view for
every dollar that is laid out on the
road. Our resources are sufficient TO
commence and construct in q substan-
tial manner.


For common ravine sluicss i would
use tile that is large enough to let the
water pass through without standing
against the road banks, the ends being
well guarded with stone for water
breaks. These tile should be laid with





sunk to the bottom OF the ditch ON the
upper side. For streams OF water 1
would use stone, being careful to lay
the foundation deep ia the ground, on
solid foundation. Cut stone is much
preferable, but large, square stone,
laid in water-lime, make solid and
durable abutment. The present cost
OF such water-passes is much greater
than wood, bat think economy IN the
end. A word on the application OF
money and road-tax to bring about
this result: I would make the road
barely passable in the district. Then
/ would make an estimate Of how many
rods Of road-bed could prepare in the
way have indicated with the amount
of labsr and money could command
for the year. / would commence at one
end of the district and finish as far as
/ went. This work should be done the
forepart OF summer, so that the newly
thrown up dirt would become packed
in dry weather. The great bulk OF the
work should be laid out the forepart OF
the season, reserving but few days to
keep the road passable. The next sea
son ! would commence where left of
with my finished part, and complete
another section in the same manner.
In repeating this operation from year
to year, the whole road-bed is put up
in good shape for the final covering.
This, / would say, is the plan adopted
in the district where live. and il took
but few years TO make an excellent
road over ground not particularly
adapted TO that purpose.


j assume now that we have our road
bed raised to its proper height, the dit
ches formed on the sides, and the slui-
ces and bridges in working order. Now
to make as good road as the county
affords, would go for the gravel pit.
Fortunate is the road district that has
a good bed of gravel on its line. Too
much value can hardly be placed on
gravel for the surface OF our common
roads. A covering OF from six to ten
years, with but little expense for re-
pairing. There are but few districts in
the county, will venture to say, that
cannot obtain gravel within 3 miles.
After the road-bed is up in good shape
I would apply the great bulk of the
district work in hauling gravel from
one TO three miles for the final finish.
1 would make estimates of how much
road could cover with gravel each
year, then / would finish as far as /
went, commencing each succeeding
year where had left off the year pre-
vious. 1t will be found that in few
years the district that pursues this
course will have n road up in a con-
dition that will be gratifying to the
district as we'll as the passer-by.


In conclusion would urge the ne
cessity of working for special object
each year. 1t is 30 pleasing to see
good piece of road constructed over a
bad piece OF ground. BY this way OF
special working it is much easier to
create an interest with those who have
the work to do. A want OF interest
seems to be the great trouble in road
making. We all want good roads but
the wNnt OF system and an aimless way
Of applying our road tax are the bot
tom reasons for the wretched condition
Of many OF our common roads.