Read Ebook: Remarks on the Present System of Road Making With Observations Deduced from Practice and Experience With a View to a Revision of the Existing Laws and the Introduction of Improvement in the Method of Making Repairing and Preserving Roads and Defending the by McAdam John Loudon

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When a road has been originally well made, it will be easily repaired. Such a road can never become rough, or loose; though it will gradually wear thin and weak, in proportion to the use to which it is exposed; the amendment will then be made, by the addition of a quantity of materials prepared as at first. As there will be no expense on such road, between the first making and each subsequent repair, except the necessary attention to the water-ways, and to accidental injuries, the funds will be no longer burdened with the unceasing expenditure, at present experienced, from continual efforts at repairing, without amendment of the roads.

There cannot be a doubt, that all the roads in the kingdom may be made smooth and solid, in an equal degree, and to continue so at all seasons of the year. Their durability will of course depend on the strength of the materials of which they may be composed, but they will all be good while they last, and the only question that can arise respecting the kind of materials, is one of time and expence, but never of the immediate condition of the roads.

Footnote 2:

Footnote 3:

Broad-wheeled carriages are found to be so unadapted to the purposes of husbandry, the number of horses requisite for their draught so great, and the beneficial effects of them to the road so questionable, that neither the encouragements on the one hand, nor the discouragements on the other, have been sufficient to bring them into general use.

HOMER'S ENQUIRY, Page 25.

It must however be admitted, that the wear of roads is proportioned to the weight and velocity of carriages running upon a given breadth of the tire of the wheels, and therefore, it is of consequence that some regulations should be adopted. The best regulations, as regard the breadth of the tire of wheels, will be found in several Acts of the Session of Parliament 1816, where Carts are required to have wheels of a cylindrical form five inches broad; and Waggon Wheels of the same form six inches broad, with an equal upright bearing. The weights will be best and most easily regulated by the number of horses, or other cattle, drawing the carriages: and this, as a regulation of economy, may be made, by the tolls at present payable on the cattle being levied in a larger ratio as the number increases.

Waggons and carts with wheels of a cylindrical form and upright bearing, running on a breadth of tire of five and six inches, cannot injure a well made road, at the slow pace with which such carriages travel; at least, in any proportion beyond the toll they pay. On the contrary, it is certain, that Stage Coaches, with their present system of loading, and velocity of travelling upon very narrow wheels, damage the roads in a much greater proportion than the compensation derived from the toll.

Every wheel, propelled by a force applied to its centre of motion, as the axis of a carriage wheel, is disposed by its specific gravity, to be dragged forwards, instead of turning round; and the rotative motion is occasioned by the resistance presented by the surface over which it passes; yet this resistance does not entirely prevent dragging; for every wheel running upon a road drags in some degree. This degree will be proportioned to the weight of the carriage, and the velocity of the wheel upon its axis, and will be opposed by the breadth of the tire coming in contact with the road.

Stage Coaches, therefore, carrying heavy weights, moving with great velocity, and presenting to the road a narrow tire of wheel, must of necessity drag in a greater degree than any other carriage, as combining in themselves every cause by which dragging is produced.

Footnote 4:

Above fifty Stage Coach journies are made daily between BRISTOL and BATH: the Author's observation leads him to the conclusion, that the toll-duty paid by them, does not indemnify the funds for the wearing of the road.

When the Legislature shall have provided the means of putting all the roads in the United Kingdom into the best and fittest state for the accommodation of the agriculture and commerce of the country, they will naturally consider of the most proper modes of protecting them from injury, or for indemnifying the funds for the effects of use which are unavoidable, by imposing toll duties in a just and equitable proportion on the carriages occasioning such injury.

The superintending and controuling power, so wisely placed by Parliament in the Commissioners, has not, however, been sufficient to secure all the objects of the Legislature. A scientific, laborious, executive power is wanting; and no means having been thought of for this part of the service, it has been altogether neglected, or at best very unprofitably supplied by a set of Surveyors, altogether ignorant of the duties of the office they were called upon to fill.

Footnote 5:

The general laws relating to highways seem sufficiently calculated to answer the purpose intended by them, if Overseers were qualified with a sufficient degree of judgment to execute them properly, and of industry and spirit to do it effectually.

HOMER'S ENQUIRY, Page 18.

In a trust of any extent, say about 150 miles of road, the time of such an officer would be very fully employed. He must direct the execution of the repairs, and alterations of the road, when ordered by the Commissioners; and he must controul the contracts, and other agreements entered into by the Sub-surveyors, so as to prevent unnecessary expence; he must examine all work performed, to see that it is corresponding with contracts, and generally keep a vigilant superintendance over the persons employed under him. Accounts of all expences incurred should every second week be delivered by the Sub-surveyors into his office in duplicate; after examination, one copy to remain in the office, the other certified, to be sent to the Treasurer, upon which payment may follow.

Much must depend on the selection of the officer to whom this charge is committed; he must have a considerable share of general information respecting country business; the subject of road-making ought to have been well considered by him; his station in society should be such, as to secure to him the support and confidence of the Commissioners, while it commands the obedience and deference of the subordinate officers.

The success of the exertions of individual Commissioners, in particular parts of the country first suggested the opinion, that a better system of road-making might be adopted, and the examples of a better practice extended to all parts of the country; but the benefit can never be rendered thus general, unless accompanied by the zeal and activity that produced it; and this can only be supplied by officers, whose sole duty it shall be, and who will be accountable to the Commissioners under whose orders they act for the execution of the trust confided to them. Gratuitous services are ever temporary and local, they are dependant on the residence, and life of the party; and have always disappointed expectation. Skill and executive labour must be adequately paid for, if expected to be constantly and usefully exerted; and if so exerted, the price is no consideration when compared with the advantage to the public.

From the want of such an officer, the orders of the Commissioners, after having been maturely considered, and wisely given, have fallen, for execution into the hands of Surveyors, selected not unfrequently from the lowest class of the community, who have proceeded without plan or method. The consequence is seen in every corner of the country; want of science in the Surveyor has gone hand in hand with improvident expenditure, to the injury of the roads, and the derangement of the finances. A vigilant and unremitting superintendance is wanting to ensure an economical and effectual execution.

Whether it may not be useful to empower Commissioners in the small Trusts into which the roads of England are unfortunately divided, to unite together in sufficient number to enable them to provide a respectable and efficient executive officer, and for other general purposes of improvement, is humbly submitted to the wisdom of Parliament.

The effect of an active and efficient controul over the Sub-surveyors, in the executive part of their duties; and in rescuing the funds from mis-application and depredation, is exemplified in the measures wisely entered into by the Commissioners for the care of the turnpike roads in the BRISTOL DISTRICT, the success of which has amply justified their adoption, the roads having been entirely reformed and put into the best possible state for use, at an expence considerably within the revenue of the Trust. This improved state of the finances has enabled the Commissioners to effect several great permanent improvements, without forgetting the necessary provision for liquidation of the debt, which had accumulated during former years.

The funds placed by the Legislature at the disposal of the Commissioners for the care of turnpike roads are very considerable, and might be supposed with proper management, fully equal to the object; they arise principally from toll duties, and a proportion of statute labour.

Statute labour, in kind, was decreed by Parliament at a time, when no better means could be devised: when a circulating medium was deficient, and when a fair quantum of labour could not, in many parts of the country, be obtained for money.

Personal labour for a public service can never be made profitable, or fairly productive; at the same time, it is liable to the great objections of being made an instrument of partiality and oppression under the direction of a class of men with whom such a power should never be lodged, and over whom, in this instance, no adequate controul can be placed.

The causes, which operated to induce Parliament to resort to personal service, having ceased, it will be found expedient to commute statute labour for a moderate assessment in money. This has been effected with great advantage in Scotland, by most, if not all of the local and county Acts for turnpike roads.

Footnote 6:

It is impossible not to see that statute labour is a remnant of personal service; a gentleman might as well argue at the present day, that rents paid in kind, are more easy and equitable than monied rents, as to defend the custom of mending highways by compulsory labour.

EDGEWORTH'S ESSAY ON THE CONSTRUCTION OF ROADS AND CARRIAGES, p. 46.

Under such circumstances the protection of the funds would be promoted by the inspection and controul of a superior officer; and finally it might be desirable, that a report from each trust should be made to Parliament of the receipt and expenditure for the year.

An efficient, uniform and constant controul of the expenditure of road funds, and an annual report of the result to Parliament would enable the House of Commons to form a judgment, whether the deficiency proceeded from inadequacy of the means, or from improvident expenditure; and thereby that Honourable House would be enabled to use means for preventing the growing amount of debt, which the petitions presented each Sessions sufficiently shew to be increasing to an alarming degree; and which, being incurred under the authority of Parliament, must ultimately become a claim upon the justice of the country.

Many and important improvements have originated from the good sense and zeal of individual Commissioners, or from particular district meetings, the good effects of which have been confined to the place of origin; such improvements have also ceased to operate, on the death or removal of their authors, and have been thereby finally lost, for want of a general superintendance, which would have an interest in the improvement of the whole.

The defective state of the roads, independent of the unnecessary expence, is oppressive on agriculture, commerce, and manufactures, by the increase of the price of transport, by waste of the labour of cattle, and wear of carriages, as well as by causing much delay of time.

Under an efficient and responsible executive department, established and directed by the wisdom of Parliament, this subject would be brought within the means of examination and regulation; and many local improvements, which have been confined to small districts, would be brought forward, and communicated generally for the public benefit.

Footnote 7:

Since this Essay was written, I have visited England, and have found, on a journey of many hundred miles, scarcely twenty miles of well-made road. In many parts of the country, and especially round London, the roads are in a shameful condition. This must strike the public; and sooner or later the good sense of the English nation will feel the necessity of adopting some means of improvement.

EDGEWORTH'S ESSAY, Preface, p. 7.

In Ireland, the cross roads are generally better than the great roads, and comparing all the roads in that country with the roads in England, the shameful inferiority of the latter would evidently appear.

EDGEWORTH'S ESSAY, p. 46.

The Author has abstained from any notice of the parish roads; although their condition and the state of their funds, are more deplorable than that of the turnpike roads. The Legislative enactments for their maintenance and repair are so inadequate to the object, that they may be considered as being placed almost out of the protection of the law.

There can be no apparent good reason, why, such a distinction should be made between the two description of roads; and their being both placed under the care of the Commissioners, with the benefit of the scientific direction of a General Surveyor, would ensure an equal improvement of the parish roads.

Appendix.

"In all the Reports of Committees of the House of Commons on the subject of Roads, they seem to have had principally in view the construction of wheeled carriages, the weights they were to draw, and the breadth and form of their wheels; the nature of the roads on which these carriages were to travel has not been so well attended to."

"The observations I have made in a period of twenty-six years on the roads of the kingdom, in which time I have travelled over the greater number in England and Scotland, and the opportunities I have had of making comparisons on the different materials and the modes of their application, have led me to form the following conclusions."

"1st. That the present bad condition of the roads of the kingdom is owing to the injudicious application of the materials with which they are repaired, and to the defective form of the roads."

"In illustration of these positions, I beg to observe, that the object to be attained in a good road, as far as regards the surface, is to have it smooth, solid, and so flat as that a carriage may stand upright; these objects are not attained by the present system, because no scientific principles are applied; but it is presumed they are perfectly attainable in all parts of the country."

"Stone is to be procured in some form in almost every part of the kingdom, and a road made of small broken stone to the depth of ten inches, will be smooth, solid and durable."

During nearly five years that the writer has given his whole attention to the improvement of the Turnpike Roads, experience having confirmed his ideas on the subject, no endeavours have been spared, to extend the benefits which have already resulted to the Bristol district, over the whole country. The very limited means possessed by any individual for influencing this important branch of domestic economy, has occasioned frequent attempts to convey instructions for road-making in writing. This method has never been entirely successful; it being impossible to acquire a mechanical art without actual practice; or to obtain any just ideas of it, beyond the first principles, from books.

These principles are, that a road ought to be considered as an artificial flooring forming a strong, smooth, solid surface, at once capable of carrying great weight, and over which carriages may pass without meeting any impediment.

No addition of materials is to be brought upon a road, unless in any part of it be found that there is not a quantity of clean stone equal to ten inches in thickness.

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