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The Huron News-Record, 1893-03-08, Page 3THR MOST 1ST C7.8.8 ORR Skin and Scalp Diseases, the worst fOrma of Scrofula, all blood - taints and poisons of every name and nat- ure, are utterly rooted out by Dr. Piero:Ai Golden Medical Discovery.. pr every disease caused by a torpid liver or impure blood, it is the only reedy so certain and effective that 4, an be guaranteed. If it fails to Venefit or mire, you have .your money back. Eczema, Tetter, Salt-rhehm, Ery- eipelas, Boils, Carbuncles, Enlarged Glands, Tumors, and Swellings, and every kindred ailment, are com- pletely and permanently cured by it. The Hurog News -Record 1.50 a Yea' -$1.25 in Advanoe. %Wednesday, March 8tit, 1803. TAXING BACHELORS. THE NEWS -RECORD the other we referred to the taxing of bachelors n theynited States. Of course in that free country individuals and legisla Live bodies are permitted to do almost anything. Canadians are at liberty to go over there and die with their boots on. But soon oar old bachelors will be allowed to crone the bolder and die from taxetion. We notice thst in Michigan :1tr. White has given notice of a bill taxing bachelors from $1uO to $.500 annual! Y, according to their ineomes. Mr. \Vuite is a widower of 12 years statidiug, and a cottuter meaeure is being prep mid prescribing a still heavier tax for those who, hav• ing open experimented with neetri mony, fail to follow up their first ven- ture when circumeeinees eueble them to legelly di so. 0 inoli in bieholore and widowers bow ire of the American "free" country and taxation. GIVE US TfIE BEST. A decision has been corns to that as soon as practicable the Canadian militia is to be armed with the Martini Henry rifle in place of that old war horse, the Snider. When the change is made we hope the Government will see its way to provide the Lee -Burton rifle, with which the Britian infantry is to be armed. There is as much difference in rapidity, range, penetration and trejec tory, between the 1,96 aud Martini as there is between a Mertini and Ken• tacky "hundred to the pound," and if money is to be paid for the Martiui they must come very cheap, for a little more would gat the Loa. Thu tune may never come when we will require to use such weapons for our defence,but if it does come, the Cinadians who are called on for our defence should have the beet rifles the world knows of. The Mirtini-HenrY is a splendid rill, and is capable of sure and deadly work but that is no reason why %ve should not have the very beat at any reason- able cost. AIVOVHER OPINION. ,While the great m ijority of the press of the old laud ep iak highly of the miiden speech of Hen. E I ward Blake iu the British lidnee of Corn - mons on Monday, the hon. gentlotn in his been subjected to very harsh critic• ism. For instanoe E I war I Yates say, in the London World: "Mr. Blake owes a debt of gratitude to Mr. Chamberlain. Had he not the good fortune to follow the member for \Vest Birmingham, it is pretty certain that very little that was good would .have been heard of his maiden effort in the House of Commons. One is loath to interfere with a reputation made in the Dominion Parliament, but in com- mon justice to the public a statement rendered necessary by the hysterical eulogies of the Irish members of Parlia- ment, should be put forth as to what sort of speaker this man from Canada is. Ile is a gauche student, painfully dull. He took immense pains over hie effort on Friday, but the speech was contemp- tible to hear, unbearable to read ; in fact, if Irishmen had not given him an ovation -an honor by the way, which they seemed determined to render dan- gerously cheap, as Mr. Gladstone will have reason to know ere long -he would hardly be noticed except as a curious novelty." , -St. Marys pare the following Hal. Iteies : Clerk, $350 ; treasurer, $150 ; chief constable, $400 ; night watchman, $375 ;Wt. of cemetery, $365; assessor, $150. Licenses, gimp, $225 ; hotels, $200. Consumption Cured. An old Physician, retired from practiee, having had placed in hia hands by an East India mission. erg the formals of a Rimplo vegetable remedy for B110 Rpeedy and permanent care nt Consumption, Bronchitis, Catarrh, Asthma and all thrnat and Lang Affeetiona, also a positive and radical care for Nervone Debility and all Nervous Complaints, after having tested its wonderfnl (motive powers in thousands of oases, has felt it his ditty to make it known to his suffering follows. Actuated by this motive and a'closiro to relieve human stifforing, I will send free of charge, to all who desire it, thin reolpe. 10 Dermal). French or Englikh, with hill directions for preparing and using. Seat by moil by addrasaing with stamo. naming thia paper. W.A. Nova 4,820 Powers' Block, Rochester, N.Y. 619- y ON MAIMIG ROADS. Ontario Government Bul- letin on the Subject. PREPARED BY JAMES BELL, P.L.S. Under Special Directions From the Minister of Agriculture. The importance of Having a Proper Grade in Road Maktng-The PerMan- enee of the Roadbed Depends Largely Upon the Foundation-Detalls for Draining and Making of Culverts - How the Roadbeds Should be Con- struoted-Mitterials Employed - Tel- ford, Macadam and Gravel Roads Compared -Repairs and Maintenance -improvement of Existing Roads. ring ti.;pl-Ntsdecade there has been a Irked improvement in our railways, muni- cipal buildings, country residences and farm buildings, but the (petition of improv- ing our country roads has not received the attention that its great importance de- mands. One reason for this is, that atten- tion has been directed principally to the securing of lines of railway throughout the flaying now secured the advantage of railways for the shipment of farm produce and She bringing in of farm supplted, it, is of the greatest importance that the roads leading to these railways be placed iu first-clase condition. The intention is to give some information that will enable those having the construction and supervi- sion of roads in charge to undertake and carry out the work on a uniform plan, and in such a manner that money and labor will be expended to the beat advantage. GRADES. The grade of the road is a very important eleinent in its construction and should be decided upon before the other works are commenced. lu determining the grade,the necessary fall to carry off the water in the side ditches must be considered. There should be a fall in the ditch of at least 3 inches in 100 feet, and necessarily the read should be on the same grade ; aside from this point, the road should be as level as possible. ln order to show the advantages of having a road as nearly level as possible, the following table made from experiments by noted engineers shows the difference of draught on different packs. Call the load which a horse can draw on a level 100. Then on a grade of 1 in 100 a horse can pull ....90 " 1" 6e " " ....SI I " 40 " " .72 " 1 " 30 " " ....64 " I " 26 " " ....54 I " 20 " " ....40 " 1 " 10 " " ....25 From this table it will be seen that a horse pulling a maximum load on u. level can pull only four-fifths as much on a grade of 1 in 50 ; three -fourth as tnuch in a grade of 1 in 40, and one.fourth as much on a grade of 1 in 10. In determining the grades of roads keep -44,01 in unlit' the fol- lowing : 1. Never make a road ascend one foot more than is absolutely necessary. 2. Economy in maintenance depends on easy grades. 3. Hilly roads are full of danger, expensive to maintain, and destructive to horses. If roads were claseified as follows: First. Leading roads, that is roads leading to or connecting cities, towns, villages or prin- cipal shipping points. Second. The prin- cipal roads contributory to the above. Third. What are called back roads, not much traveled. Then the grade of the firat should not exceed 5 feet in 100 feet, the grade of the second should not exceed 7 in 100 and the grade of the third should not exceed 10 in 100. ' Anygrades steeper than the above should be used only for light driving. Although the above grades should not be exceeded, still it is evident that no fixed gradient can be adopted in all situations ; the question of the cost of construction is an item that must be considered. FOUNDATIONS. The stability and permanence of any structure depends upon its foundation, so it is with roads. A poor foundation will soon make a poor surface ; the best material may be used, but it will soon get into holes, ruts and depressions if the foundation is bad. One of the main essentials for a good road foundation is thorough drainage both surface and subsoil. It is quite im- practicable to construct successfully a good road with any kind of material on a soil that is filled with water having no outlet. Therefore, the first thing to be done in making a road after the grade is establish- ed is to remove the water from beneath the roadbed and afford an easy means of its escape from the surface. It is necessary to consider the kind and nature of soil that the road is to be built upon before making provisions for its drainage. Different classes of soil will require different. treattnent, but in every case it is necessary to thoroughly dry the soil by drainage before proceeding further with the work. Gravels and sands are easily dealt with, as they do not hold water in suspension, but clays and most other soils are more difficult, and it requires care and good judgment in most cases to decide on the best means of remov- ing subsoil water. If the soil is porous and will not hold the water in suspension, then side drains will be sufficient, but if the soil retentive or springy, then it is necessary that underdrains should be placed along the road, with cut off drains leading to the side ditches at short intervals. Under - drains are best constructed of field tile three or four inches in diameter,and should be at least, two and one-half feet deep from the surface. Sometimes one drain along the center of the road will be sufficient, but, two drains are better, one on each side of the finished roadbed. Fig. 1 shows roadbed with two tile drains, one on euch side of the roadbed. 46 I/IA.14AI /.e CO211. • FIG. 1. -SHOWING CROSS SECTION OP ROAD WITH CENTER DRAINS. Fig. 2 shows a section of road with open side drains. 911%)144P7Wr FIG. 2. -CROSS SECTION OF ROAD WITH CEN- TER TILE DRAIN. The joints of the tile should bo close, so u to prevent any of the soil from getting into the drain and they should be tilled in with cobble, broken stone, or broken brick, in order to take the soakage from the sur- face. Side drains may be constructed open, or .her possible it le better to Use, them aleo of tile and tilled in with stone and gravel - Fig. 3 !thaws a section with tile filled In with broken stone and grevel. 4.8174W7 J.-. .21 NIG. 3. -OttOSS-SEOTION OF ROAD WITH SIDE TILE DRAINS. Side drains should be at leaat 3 feet deep from the aurface of the road.bed at the center, and if open, the elope should not be less than 1 to 1, that is, a drain that is 3 feet deep, and 1 foot wide In the bottom, ehould have a top width of 7 feet. Where they are filled iu it is not necessary to have them so wide. Subsoils of running send should always have tile drains, as it is im- possible to keep an open drain the necessary depth in such sone. There is ono thing about the uses made of open drains along the side of roads that is very objectionable, that is, they are iu a great many cases made the receptacle or outlet for as much of the water as possible of the lands lying adjacent to the road. This, pronably, is a good thing for the drainage of the lands, but in wet seasons it causes the side drains to be kept continual- ly nearly full of water, which is absorbed by the roadbed to its great injury. Where it is necessary that a system of drainage, for land purposes only, should be carried along the side of a road, the drain shouid be car- ried as near the side of the road as possible, and another drain construct- ed for road purposes as above described. Our road allowances, which are usually 66 feet, are quite wide enough to have this done. A uniform and sufficient grade in the bottom of the drains is very desirable, and they should at all times be kept in perfect repair. A little attention for a short time will give the sides a sodded bank which will not cave in or wash away. It is also a good thing to sow the sides of the ditch when completed with grass -seed, and thus hasten the sodding of the banks. Culverts should be put in across the roadbed where neceseary, and should be made of east -iron, stone, or vitrified fire -clay pipe. Cast-iron water -pipes, which will not stand the pres- sure for waterworks purposes, can general- ly be obtained at the pipe foundries at a reduced cost ; they are coated with a solu- tion of hot tar, will not rust, and are al- most indestructible, and make an excel- lent celvert at a reasonable expense. They are also very easily constructed, no B killed labor being required to put a cul- vert. cif this description in place. All that is necessary is to dig the trench for the culvert thi:. necessary depth, put the pipe together in the trench, see that the smalt. end of the pipe is placed the full depth into the hub of the next pipe, fill in the remain- ing space around the hub with some stiff clay or cement, and then fill in the trench and ram down the earth around the pipe. Pipe can be procured up to 6 feet in dia- meter. A few cuts of stone culverts are shown in Figs. 4, 5, 6. 111101193100,4811Mii FIG. 4.-3 x 3 FEET, BOX CULVERT. Hard stone that will not absorb moisture is well adapted for the construction of cul- verts, but a great deal more care must be exercised in constructing then) than in pla- ting in iron culverts. The foundations must be perfectly solid and secure, and the whole work done in a first-class manner or else the whole structure will sooner or later prove a failure. If the earth foundation is not of a satisfactory description, then concrete or plank should be used to place the stone work on. If it is for a live stream, plank is the cheapest and will not rot under water. The plank should be placed across the line of culvert, and ex- tend back on each side the full depth of the walls. To prevent the earth from washing away the bottom, it can be cheap- ly constructed of cobble.stone, as shown in the cuts. Care must always be taken to prevent the water from getting behind the _ •• • • ••• 77% ‘vsj FIG. 5.-3 x 4 FEET, BOX CUL'VERT, sidewalls, and where the fall is great, it may be necessary to make an apron of stone at the lower end to prevent the water from washing out the earth after it leaves the culvert. In all cases, unless the donee are large and flat, stonework for culverts should be laid in the hest mortar, composed of hydraulic cement and clean, sharp sand. Larger culverts asse a.a." as" cove,/ 4:1 "sq., • FIG. 6.-4x4 FEM., BOX CULVERT. than shown in the cute are generally made with an arch, as flagstones larger than shown aro not easily procured. Of lato years salt -glazed vitrified sewer -pipes have been largely used for culverts, and if well -laid are Well adept ed for the purpose. Care must be taken to make the excavation conform as nearly as possible to the 'shape of the half of the pipe, with proper depres- sions for file hubs. The joints should be caulked with clay or cement. If this is not done the water may force itself out of the joints and wee!) the earth from around the pipe. The earth should be carefully and solidly rammed around the pipe, and the upper surface of the pipe should be at least 15 inches below the surface of thd roadway. The following table 'thaws the size, cepa- city and price of sewer pipe in car lots at aim, .0 any railroad station in Ontario : Diam. of Pipe. Capneity. Weight Price sq. ins. per foot. per foot ib. $o. 6 28 10 13 8 50 16 20 63 23 25 1(1 78 84 80 12 113 44 as 15 177 es 53 18 254 se 80 2() 314 100 1 10 453 208 1 25 They aro now making what is termed otinums strength pipes," particularly adapt- ecl foe eculverte ; teey weigh considerably heavier than tlie above, and cyst abeut 40 per cent. more per foot. • Draiue should be constructed to take the waterway freely from the lower end of the culvert, as the freezing of the water in a pipe culvert when over half full is liable to buret it. The 080 of wend for small culverts isnot economical in comparieon to culvert pipe ; they very soon decay, and are in euch cases, to a certain extent, dangeroite. WIDTH Of ROADBED. The width of the roadbed between the side ditches will vary according to the width of metaled surface that is Intended to be put upon it, but it ahould in no case be less than 20 feet (except iu fills, which should be fenced). Anything ot less width than this, with an open ditch on each side of the road, is somewhat dangerous. Where the metaled aurfatie is to be 10 feet wide, the roadbed should be 24 feet wide, and for a metaled surface of 24 feet the roadbed should be 30 feet, wide, unless there is a curb ou each aide of the metaled portion. noannED. In preparing the roadbed have all perish- able material discarded. The earth taken from the side ditches should be placed upon the roadbed, making the center higher than the sides and of a convex form,allowi gig sufficient for sinkage when roll- ed; the object of this convex shape is to feel. litate the flow of the water into the side ditches. Where the metaled surface is to be of atone a small rise is eutlicient, for earth roads it should be more. For stone roads the rise should he about one -fortieth of the width of the roadbed ; in gravel roads, one -twenty fifth, and on earth roads the center should be at least 1 foot higher than. the sides for a 20 foot road. The above will allow for a slight sinkage by travel. The foundation for the metaled portion should be made of the same shape as that intended for the finished surface. lo shoulit ire well rolled with either a heavy horse or steam roller, and if any depres- Mons are made they should he tilled in and it should be again rolled, until it presents a smooth and unyielding surface. It is then in condition to receive the metal sur face decided upon. MATERIA.L FOR ROAD SURFACES. The chief requisite of a good material for reeking and repairing roads is, that it should be net only hard. but Ligh, and that it should be able to stand the wear and tear it will be subjected to, without being crushed by heavy travel. For the best roads the material should be angular and cubical so as to hied well together aud leave no space fur water to pone - trate. The material used will. to a certain extent, depend on the locality, but 10 is more economi cal to use the best material even if it has to be brought from a distance. The best material is syenite, basalt. hard volcanic rocks, granite or hard limestone ; sand- stones, slate and all soft rocks make very poor road material and should be avoided. Stones with rounded surfaces should not be used, as thigly have a tendency to work loose when weight is put upon them. Opinions vary as to the proper size the fragments should be broken to. The old rule was that all stones should pass freely through a 26 inch ring. Some engineers advocate weight as a standard, and reconst mend the following : Granite and similar rocks, half an ounce to three and aahalf ounces ; flint and similar stories, three- quarters of an ounce to tive ounces ; lime- etone and similar stones, one ounce to six ounces ; one-half of the above to be of the maximum weight, one-eighth of the minimum weight, and the remainder be- tween the two. There is no doubt that hard and tough rocks should be broken into smaller fragments than soft rocks. The tipper surface of the road should have the fragments broken as nearly of a size as possible, and should not be larger than will pass through a 24inch ring, or smaller than will pass through a 1 inch ring. 1( 10 is difficult and too expensive to procure all hard rock for the roadbed, then place the softer rock in the bottom and make the surface layer of about 24 or 3 inches of good wearing material. Road surfaces outside of pavements !nay be considered under the heads of Telford, Macadam and Gravel Roads. Telfora Roads. The modern system of making Telford roads differs considerably from that laid down by the inventor, and is practically es follows: On the well -rolled earth foundation, stones about 4 inches wide, 6 inches thick and 8 to 12 inches long are set by hand on their flattest aides, the longest side laid across the road, and in straight rows, the stones to break joint. In the space between the larger stones smaller stones and chippinga are firmly wedged, any irregular upper edges of the large stones are sledged oil. When finished it presents a slightly roughened surface ; this surface should also be well rolled. After the completion of this sub -pavement, at least two separate layers of broken stone are put on. The stones used in the next layer nay be from 1 to 3 inches in diame- ter. This layer should be about 4 inches thick, and should be spread evenly to con- form to the finished surface. A small quantity of coarse sand ahold be spread on this courae, sufficient to fill tha inter- stices and act as a binder, and then it should be well and thoroughly rolled after first being sprinkled with water. The top or finished course should be of smaller stone, not over 14 inches diameter, such as would pass through a 2 inch ring. Great care should be exercised in selecting this layer, as in the quality of the stone °spends the life of the road sur- face. All the stones should ho ofet uniform glee. This course should be at least 3 inches thick, and after being lightly rolled, should be sprinkled with coarse sand or stone screenings from the quarry, watered, and constantly rolled with a heavy roller Until it is pressed into a smooth compact mass, so that no more sand or screenings can be pressed into the spaces. In;rollingal- ways roll the outside first parallel with the road, working towards the center. Fig. 7 shows a cross section of Telfcrd roadway for an eight foot surface. FIG. 7.- SECTION TELFORD ROAD SERVICE. Macadam Roads. In this, as in the former case, modern road builders have de- parted from the rules laid down by the inventor. Macadam roads are un- doubtedly inferior to Telford roads for •locomotion where heavy traffic is to be provided for; but, when made care- fully, are infinitely superior to gravel roads, and are well adapted fov rural dis- tricts where the travel is not too heavy. In the construction of Macadam roads it is necessary that the earth should be made to conform to the finished shape of the road, it is alao of prime importance that the earth foundation should be well rolled and drained. The metaled surface should be put on in three layers, and each layer well rolled; the laet two layers should have the necessary amount of binding material, and should be watered as deserffied for Telford roads. All the stone for the first two layers should be cubical in form and ehould pass through 2, inch ring, and in the top course the Jaime should pees through a 2 landoehmrinroga. a Tlle need :tottl greetir i wae hoan i 1 cz pleted, 0 or 10 inches, and in many loci - arms where the traffic ia light 0 or 7 inches will be found sufficient. The finished bur - face should be completed in the same man- ner as in Telford roads. in the top course good clean gravel may be substituted for broken stone with very good results. Fig. 8 shows a cross section of a macadam road. no. 8. -MACADAM 100.00 SURFACE WITH TILE DRAINS. Gravel Roads. The foundation for gravel roads should be prepared in the satne man- ner and with as great care as that specified for either Telford or Macadam roads. To make a good road of gravel the material must bo carefully selected, it should be screened and all stones discarded that will not pass through a 2 -inch ring. Tho large stones afterwards can be broken and used, or they form a first-class material to fill in over the tile drains. Gravel should be put on in two or three layers and each layer thoroughly rolled. Tho last layer may re- quire a small amount of binding material of coarse sand in order to make a solid, smooth surface capable of bearing the heaviest loads without cutting or sinking. If the gravel is angular in shape, hard and of uniform size, it will make a hard, durable roadbed. The usual way adopted in making gravel roads is to grade the road with dump scrapers and, before it has time to get packed by travel, to put on the gravel, a load or a load and a half to every 9 feet ; this is heaped in the center of the road to a width oi about 6 feet, and left in such a condition that it, is almost impossible to travel upon it. The consequence is that the traveling public do not attempt to drive on it, but use the sides of the road until they are so cut up AR tO be impassable. By tins means the sides are made into gutters which catch the water and it soaks through the whole roadbed, the result is that the gravel soon disappears and ,the road is little better than at first. If gravel roads wore made on well drained and com- pact foundations, with the gravel laid in layers, watered and well rolled,they would answer the purpose required of them where the travel is not very great. The metaled part of a graveled road should not be less than 8 feet wide. In some parts of the Province it is very ditli• cult to get either stone or gravel. In such cases a good substitute for the ,bottom courses can be made of well burned clay placed on the road in a similar maiiner. It will not answer so well for the top course, which should be of a hard, well wearing material, either broken stone or gravel, but a road wholly constructed of hard Lurned day, on at properly prepared found- ation, is undoubtedly superior tat a mud road and can be built at a reasonable ex- pense. EARTH ROADS. A very large proportion of our country roads come under this designation. It is quite unreasonable to urge that all roads should he made either of atone or gravel. Earth roads we have and will have for years to come. Tho question is, what can we do to make them better ? Can they be improved 1 If so, in what manner 1 There is no doubt that they can be very much im- proved. They should be drained, graded and rolled with as much care as described for other roads. The grades should be made as even as possible. The crown of the surface should be more than for a stone or gravel road, as they do not shed the water so readily. The roadway should not be more than 20 feet wide, in order to keep the surface as dry as possible. No sods or vegetable. matter should be uaed on the roadbed. Sandy roads can be greatly improved by putting a small quantity of clay on them. It is quite impossible to keep a clay road in good condition during wet teettther, but with proper care and at- tention they can be greatly improved. It they are properly drained, the use of a horse road -machine and roller in the spring as soon as tney have dried up, taking cars to scrape from the outsides to the center, will place them in good condition for tilt summer months. REPAIRS AND MAINTENANCE. When a road is completed and open fol traffic, it should not be left to itself, but ehould be carefully watched, and if it, shows any signs of settling, giving way, or work. hag into holea, it should be attended to at once, otherwise it will soon deteriorate. There is no doubt that a road properly built in every particular should wear even- ly, but the great trouble is to get a per. fectly unifortn hardness of metal and every part of the work done with exactly the same care. If there is a weak spot in any part of the work it will soon show itself after the heavy travel gets upon it, and as soon as it does it should immediately be repaired. Always, in repairing a depres- sion or hole in a road, use nearly as possible the same kind of material that was used surfacing the roall. Clean out any mud that may be in the part to be repaired, loosen the surface over which the repairs are to extend with a pick, in order to se. cure a bond with the old bed, and put just sufficient tnaterial on the place so that when rolled or properly pounded it will be even with the surface at each side. When the thickness of the bed becomes so reduced that it is necessary to have it remetaled, let it be done in sections. Before putting on new material, the surface should be picked up a little to allow the new mater- ial to bind well into the old, then the new metal should he laid, spread, wetted and rolled in the same manlier as described for building the road. Repairing material should be placed at intervals aloug the side of the road so as to bo convenient for use whet. required. The following instructions were published by the Road Improvement As- sociation of London, England, for the use of their roadmen, they aro ,well worth re- peating. They are intended to apply only to Macadam and Telford roads: 1. Never allow a hollow, a rut, or a puddle to re. main on a road, but fill it up at once with chips from thcA1ilj. stone1•Iiteath 2.use chips for patching and for all repairs d utir N. g leer i chfreshiphss'onthe road, if by crose. loonnte pieking and a thorough use of the rake the surface can be made smooth and kept at the proper strength and section. 4, Remember that the rake le the most useful tool in your collection and it should be kept close at hand the whole year round. 0. flo not spread large patches of stone over the whole width of the road, butcoat the middle or horse track first, and, when this has worn in, coat each of always pick tip the old surface into ridges six inchea the sides in turn. 6. In moderately dry weather and on hard roads apart, and remove all large and projecting stones before applying a new coating. 7. Never spread atones more than one stone deep, Mit add a second layer when the first has worn in, If one coat be not enough. 8. Never shoot atones on the road and creak them where they lie, or a smooth surface will be out of the question. 9. Never put a stone upon the road for repairing purposes that will not freely pass in every direotion through a 2.inch ring, and remember that still outaar steno should be used for petebing end for all itltc treertree. that herd stoney slue Id be oreken to *neer gauge than sett, but that the gauge le the hugest that eltould he Used under any Omuta e tances, where no steam roller ie employed., U. Never be without your ring gauge. rew•tabei Macadam's advice that any stone you (umo; pus easily in your mouth should be broken matter. 12. Use chips, if possible, for binding newly laid stoma together, and remember that road sweet less, horse droppings, Rode or grass, and other rubbish, whwt counTleNtsit'd.thie purpose, will ruin the best e road 18. Remember that waterworn or rounded atoned should never be used upon steep gradients, or they will fall to bind together. 14. Never allow dust or mud to lie on the surface of the roads, for either of these will double the cost of maintenance. 16. Recollect that dust becomes mud at the first shower and that 111U(1 tonna a wet blanket which will keep a road in a filthy eonditiou for weeks at a time, instead of allowing it to dry in a few hours. 16. Remember that the middle of the road should always bo a little higher than the sides, tio that the ram may run into the side glitters at once. 17. Never allow the water.tables, gutters and ditches to clog up, but keep them clear the whole year through. 13. Always boo., pair road in wet weather and et once all up with '..41:::s" any hollows or ruts where the rain may lie. A perfectly good road should always present a firm, dry, smooth and compact eurfisee, free from ruts, hollows, or &prim - alone. Tho endue should, neither be toe ilat to allow water to stand on the road, nor too rounding to be inconvenient to the traffic. Tho surface should be so construct- ed that the water cannot penetrate it from above nor the water Ord dirt from below. IMPROVEMENT OF EXISTING ROADS. There are in nearly every township in the Province roads upon which a considerable amount of money has been spent in the wayrnvoid reducing grades and putting on g Such roads in summer time are generally in fairly good condition, but in fall, winter and spring they get badly cut. up into ruts aud holes, and it will be noticed that in the spring when the frost is corning out of the ground, they are in their worst condition, "they have been heaved by the frost" and in a great many places the W heels of the vehicles will cut through into the subsoil. Now the condition described is taunted 'needy by hick of proper drainage ; when Uteri) is thorough drainage of the roadbed heaving by frost will not occur; if there is no water on the roadbed the frost has nothing to act upon and will do no damage. Before any more surface material is placed on such roads see that the side drains are opened so that, no water will re- main within two feet of the surface, and also that all subsoil water is removed• if center drains are required, dig a ditch ou each side of the graveled surface and put in tile drains as before described, with cross drains into the side ditches every 200 Or' 300 feet. Have the road surface made sufficiently convex to shed the water rapid - to the side ditches, and clean oil all the mud from the road surface. :Money spent in this way will give good re- sults. Money spent on the road without first doing this will, to a large extent, be wasted. If the roadbed requires a new coating 0 1 surface material after being properly drained and rounded up, it should he put ou evenly with the best gravel obtainable and thoroughly rolled to a smooth hard sur- face. Annual repair of roads, or the re- pair of roads only once a year, is wrong in principle. They should be repaired at all times whenever they 8119w signs of giv- ing away, and for that purpose a certain amount, of material shonld al ways be kept on hand along the road side at convenient intervalalREs to intoe repairsh wets required. T The width of tires on vehicles has a greet deal to do with the destruction of our roads. The great defect is, that for heavy loads the tires are too narrow. It has been proved by repeated and careful experiments that wheels with tires 21 inches wide cause double the wear of wheels which have tires 41 inches wide. The surface of the road- way is not able to bear the heavy load put upon it by narrow tires, the tire therefore cuts through the surface and forms deep ,ruts. Moat of the European countries have laws. regulating the width of tires on vehicles. In France the market wagons have tires from 3 to 10 inches in v.dilth, usually from to 6 inches. Not only have they wide tires but in most of their four w heeled freight wagons the rear axle is 14 inches longer than the fore axle, so that the rear wheels run on a line about an inch outside of the line ot the fore wheels ; instead of being a road destroyer they are a veritable road maker. be recommended Loal: oleach Wago wheel.t, Wagon without Wagron with The following widthof. tire to load may P 500 Ib, to 1,000 lb. 26- inches. 18i.irt!ig c'he4.s. LOW " 1,500 • 3 " 2 " 1,500 " %MO " 4 " '2,000 ' 3,500 " 8" 4 " In order to encourage the use of wide tires in the State of Michigan they have a law granting a certain reduction in taxes to those who use wide tires. Vehicles on springs are much easier ou roads than vehicles without springs. Wheels of large diameter do less darn - age to roads than smaller ones and cause less draught. ROAD MACHINERY'. Machinery for road making effect§ a great saving in the expense of making and repairing roads, besides doing the work in much shorter time. Every municipality should have a sufficient number of road machines or graders to assist in keeping their roads in a proper state of repair and to construct new roads when required. There are various kinds on the market, mostly made of steel, and if used properly will pay for themselves in one season. Each municipality should also have either a horse or steam roller. A good horse roller is preferred for general road work; it should weigh about :3 tons and bo so constructed that it conld be weighted to 7 or 8 tons by stones or pig iron. The ad- vantages of a light roller are, that in rolling soft material it will not stick, or push the material in advance Of the roller, and when the bed is rolled with the light roller and becomes hard and ernooth, weight can he added to the roller to any desired extent. These rollers should be made so that the tongue could be reversed from one aide of the roller to the other, thus preventing turning around at the end of the stretch. Such a roller as the above can be purchased for 8200, and its value in making and maintaining roads cannot be estimated. 10000 SIDES. A word for the road sides : How often the following is to be seen along the sides of the roadways in the country : Stumps and stones taken from the adjoining fields and piled along the fence brush from the orchards, weeds from the gardens, saw logs and wood piled up to bo taken to market when convenient, and weeds of every description allowed to grow. The sides should be leveled and graded so that they will present a smooth and sightly appearance. Trees should be plant- ed along the roadsides and the whole kept in a proper state of repair, and everything done to make its appearance as pleas- ing as possible. Ily doing this it will not only add to the greater pleasure to be de- rived in traveling, hut will improve both the appearance and the value of the farina along the roadway.