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Show GOOD ROADS FOR I CACHE VALLEY I Read to the A. C. Woman's iH Clubby Ellen A. Huntington. M Good Roads arc an Indica- r' tion of Prosperity And Pro- M grcss. ' M Tho moil In the Pathfinder uulomo- H biles touring th? Southern States last H sunm.cr advanced tho opinion thnt H w lure vol they found good roadj tlny H found n prosperous and in-ogrosIw. H people l'lie men In tho Pnthrinder H mitotnobd'B (10. M. F.) touring Utah H reported that tho worst roads In the H stntu weio ound in Cache Valley, es- H peulally m Logan nud the south, Thb IH logical conclusion to be drnwn from H placing these remarks in conjunction H would ho resented by every resident H In Cache Valley; yet u drive around H town n rainy day or thaw Ehowa H only too plainly thnt our roads nre. '' not good roads. What nro the fnctn H in regard to good roads? And what H would they moan for Cacho Valley? H Tho benefits of good roads may be (j H classified as social, educational nnd H financial. Thoy promote social Inter- H course among tho residents of n H country district by malting travel H easy nnd pleasant. Where tho roads H become impassable during a portion H of the year, tho residents nrc practl- cnlly Isolated at tho period of great- H est lelsuio and loso that Intercourse H with thole neighbors, which is a most M Important means of enjoyment and H development. Attendnnco 'nt church H nud publckuieatlngs Is facilitated by B good roads. Tho rural mall dellvdVy M also depends for Its uftlclcrtcy upon H tho good condition of tho roads. H Tho-continUdpJ-loii .at. -rural schools M nnd establishment of rural high M schools, mndo possible by good roads M Is an Important advance In oduca- M tloual methods, and places rural H communities moro nearly on nn equal- M Ity with the cities In educational ad- M vnntnges offered to children. M Roads which can bo traveled all the M year admit of marketing tbo pro- M ducts of tho farm at any time which M may be most ndvnntogcous, enabling tho farmer to tako advantage of far- ' orablo market conditions and prices, M or to transport his products at a con- , venicnt season, when, ho can do the 'B work without Interference withidther , f ,BBl duties of men nnd teams, " HBJ Tho condition of the highways has also considerable effect upon the- M hqslness of the towns which they , M may lead; where they are uniformly ' good throughout -tho'-year tho 'merqnn- ' tllo business will bo better dlstriuut- M oJ between different seasons, and, a M larger vol u mo of business will be . M transacted. M Tho effect of bad roads upon the M cost of wagon transportation has M been tbo subject of much discussion, M and many estimates havo been made H which aim to show the large saving M which may he affected by tbo farmer M through reducing the cost of moving his crops to market, but their falla- M clrs aro evident to the farmer who H reads them nnd applies them to his H own conditions, and In many Instan- B ccs lend him to doubt that good faith Bl of tho whole movement for good SBl loads. Those estimates commonly SBl ir.'iit tho subject as though tho whole 'M oi Iho crops ucre hauled to marke' 9A1 In full loads bv teams kept by farm- lM cm for thnt purpose alone, nud whtcn jHBi could bo dispensed with If the roads flBl were to Improved as to require a !BB less uuinber of loads, nud consequent- flBl ly lees teams to transport tho crops, jflB which Is clearly not tho case. 'AVJ Tho effect of tho condition of tho BBl highway upon the cost of wagon SB transportation depends on tho clinr Hjjjp ncter of tho traffic For tho purpose 'Ki of cstlmnting tho cost of trnnsporlo VH tlon upon ordinary country mails It VH Is necessary to separate tbo traffic M into classes nnd determine what por JJ tlon of It Is cnrrlcd In full loads. The AVJ light portion of tho traffic will bo bnn HBa ctlttcd by improved roads, but tlu flHJ saving in cost of conducting tho trnf- 'flVJ tic consists in saving tho tlmo of men Hi and teams through greater speed of HBl travel, and In less wear upon minis and vehicles .Tho heavy portion of tho HBb traffic In carried In full loads nnd 'H limited In amount by tho condition 'flVJ Continued on Pagi 2. . VflB I GOOD ROADS FOR I . CACHEVALLEY B Continued' 'from Pago 1. B nuil gradients of (lie- loads. Mn-i B ', diry farmers In llio middle wf.stcin M states find It pr.iluble to take their H '.i cam to the, dairy In automobiles ns H it requires less time and they liav-3 H fresh horses to use on the fnrm up- H on their return. How many months H- of tho year would tlio roads permit H Cache Valley formers to do this? H Let us briefly consider the con- H structlon and materials used for H roads. No mat tor what materials are H used the quick removal of suifacc B and subsoil water Is essential . The H proper grade determined by a compe H tent engineer assists In such removal. H Tho Rtirfacc drnlmigu la sccurctl by H proper grading anil by giving the H pavement or road nu arched surface. H The under drainage Is provided by H laying cither drain tile or sower plpu H with wide open Joints. Frequently the H foil Is so porous ns not to requlro H artificial under drainage. As a title H all pavements require a solid nrtlfl- H clnl foundation. Its flist cost Is high H hut once In place It will nut last H many successive layers of pavement H proper. Tho more firmly tho wearing H surfaces nrc supported the longer H will they Inst. H The materials commonly employed H for roads aro earth, btokcu stone for H macadam, brick, wood block, stone H block and asphalt. In the use of these H matorlals for sheet conatructlon, H certain qualities have to bo consider- H ed: cheapness Is generally regarded B I ns tho most Important In most cities; H durability is Important In heavily H used streets; uolsclcssncss and clean- H llncss are necessary In residential H streets; and, snfety Is of Importance H to the owner of horses. In tho follow- H ing table the various substnuces used H for construction are arranged In or- H der according to theso qualities: H Cheapness 1, macadam; 2 brick, H 3 wood or asphalt, -1 granite Durabll- H Ity 1 granite, 2 asphalt,-3 wood or H brick. Safety 1 mneaifam, 2 granite, H 3 brick, 4 woou G asphalt. Noiseless- H ness 1 maendam, 2 wood, 3 brick, 1 H nsphalt, 5 granite. Cleanliness, 1 ns- H phalt, 2 wood, 3 brick, 4 ginnite, r. H macadam.-, Give 1 T points; 2, I H points; 3 three points, 4 two points m and f one point. B The total points each receives is: H Macadam IS, leaving out cheapness H 13, considering durability and clcaiill- H ness 3; Granite block, 14, 12 and 7; H Uriel; 1C, 12 and ti; Asphalt 15, 12 H and 9; Wood block 10, 13 and 7. B The earth and gravelled toads are B not really paved roads but they aro B much used on country roads because H of tho low first cist .If earth toads ai H used they should be surfaced and B undci drained In or d fir that they may K not hOconio practically useless dur- B Ing a large portion of the year. If H 'ruts anil depressions arc allowed to BBH form In tho roads surface, they wll BBB hold the water until it is absorbed BBH Into the road or evaporated, thus sof- BBBJ tcnlug tho ro.ul so that wheels will BBH cut deeply into it and gradually do- BBH stroy Its firmness. A layer of gravel BH well compacted often will constitute H a very considerable Improvement. H This trouble can ho overcome to a H certain extent by using the road ijrn, HH nftcr a rainfall. Karth ro.uls, under H the most favorablo conditions do not B usually attain a high, degree of cffl- H clency, and are not economical under HjH any considerable traffic. H .Macadam roads as commonly con- H structed consist of two or more lay- H ers of broken stone, each layer be- HH ing rolled to a firm bearing before HHm placing the next. The broken stone Is HjH usually placed directly upon tho H earth road bed with due consldeia- H tlc-n to proper dtalnago. Macadam is H satisfactory for light business or H plensuie driving, but most unsuitable H for heavy traffic unless oiled. It is H often at best on steep giades be- HHW cause of superior drainage and light HHV' loads at such points. B Ilrlck, wood block, and stone block H require a foundation of crushed stone H laid In conciete. because the wear uf H the pavomcut depends viry hugely B upon tho maintenance of a smooth H and even surface. Ilrlck is next to H sheet nsphalt in ease of traction and K better able to stand traffic, yet it Is HHj not much used except in communities HHJ where brick are cheap. Wood block H pavements are declining In use, al- H though much of tho disfavor Into BBH which wood has fallen In America B is duo to Improper jireparatlou and B laying of blocks and to lack of suit- H nhlo foundation. It Is sllppety In wet B or frosty weather Oranlto block is H much used whero there is a volume H of heavy traffic or grade and uolso- HHV lessness Is not a consideration It k does not wear smooth nor chip easily B but the cruek holds the dust and dirt, B Asphalt is the commonly used tho general favorite. Thcro aro sev-clal sev-clal kinds of asphalt but tho sand asphalt as-phalt la tho one commonly used. It Is laid In two or three courses; as-phalt as-phalt In two cottrscs consists of a concrete boso 4 to C Inches thick and a bituminous course 3 to 3 Inches In-ches thick, asphalt In thrco coins s consists of the concrete base, n binder bin-der course of broken stone and bitumen bitu-men laid about una Inch thick, and a surface mixture of asphalt cement, powdered llmo stone and sand usually usu-ally laid one to one and a. half Inches In-ches thick .The binder course gives depth and strength to tho surface thus preventing tho tracks and wavo surfaces which may otherwise appear. An old macadam base can often be used satisfactorily. Tim la, which is a special preparation prepara-tion of asphaltlc oil, has been used satisfactorily In many eastern cities. In Los Angeles strcots constructed with a similar mixture havo not proved prov-ed satisfactory as they have been badly woin In 3 to I years. In considering the most desirable toad to build, maintenance is an Important Im-portant consideration. The life of a macadam road Is 8 to 10 years, but this figure Is reduced much by auto traffic, altho Bprinkllng or oiling helps In this .Mr Joseph In Denver county reports that an excellent highway high-way Is In danger of becoming spoiled through lack of oiling to protect the suifaco or sufficient sprinkling Sprinkling a macadam mad surface with water has an Important effect In reducing tho wear and prolonging the life of the road If the road be systematically system-atically sprinkled, the material giouuil off by the traffic will pack upon the suifacc .forming a cushion which seems to protect It from further fur-ther attrition In sprinkling, the object ob-ject should be to keep tho surface dump, and not to flood It by applying too large a quantity of water at once. In eastern cities, howWer, tho watering water-ing cait Is superseded by tho oil cast Tho use of oil or hardening tho surfaces sur-faces of earth and gravel roads originated orig-inated In California. "The uso of oil was at flist Intended only for the purpose of laying the dust, and the sin face of the road was spilukled two or three times during tho summer with a light coating of oil. Tho effect of tho oil upon the road was such as to quickly modify both the purpose and the method of the application, and many roails wore soon constructed construct-ed in which oil was used for the , purpose of binding together the ma-' ma-' terlal uf the road surface, and thus foimlng a crust oer tho load which I would take the wear of traffic. Tho ' ir suits In geneial were satisfactory, ghlug In many Instances smooth firm road surfaces, fiee fiom dust during the summer and without mud in the winter." It is not advisable .o put oil on a load that Is not In very good shape or has a clay foundation. The oil used for roads Is commonly crude asphaltlc pet i oleum of certain specific gravity, and containing from 3i) to CO per cent of "D" grndo asphalt. as-phalt. In the earlier work tho oil wits always applied hot, at tempera-tines tempera-tines from ITiO-STiO degtees V. In later la-ter practice cold oil lias ficqucutly been used and each method 1ms Its advocates. The amount of oil k-qulred k-qulred varies with the diameter of tho soil and the method of treatment. As much should be used as tho soil will take up. The quantity of oil used us-ed alios from about one-half to one anil one half gallons per square yard of road surfiuo for ho first application applica-tion and one half to one gallon for the second. The maintenance of roads usually requlies an appllactlon of oil each spring, the quantity required deci easing from ear to year. Oil here costs about .00 per gallon and it would probably requlro an application two to three times ' during tho season. sea-son. This Is usually found cheaper than sprinkling. The general Introduction of wldo tires upon vehicles tinvcling over highways would greatly simplify the piobloiu of road maintenance, particularly parti-cularly iqiou earth loads .This fact is genet ally admitted and appreciated by road builders but tho practical difficulties dif-ficulties mot in attempting to chnnge the prevailing system of nanuw tlies has been too gtent and the agitation for wide tires bus not as yet produced pro-duced much effect. The usual width of tlio upon ordinary wagons Is one and one half to one and three-quarter Inches For thu best effect upon tho highways, theso should bo Increased Increas-ed so us to vary from about 3 to 5 Inches, according to tho load for which tho wagon Is designed. The wldo tiro Is nt a disadvantage on a distinctly bad road, and offoits to sccuro tho adoption of wldo tires can hardly meet with much success until very great lmptovomcnt has taken tak-en place in tho character of country roads. Wider tires should naturally follow better roads and assUt In maintaining them, Tho cost Is usually a first consideration consid-eration especially In a community lo'bo tivn ora, lilph n nnjnv lfn provements have been demanded. Tho dcfruylng of the cost of street paving Is generally met by direct taxation, by loans, or by the better-ment better-ment system. C direct 'taxation. Taking all the streets of n town ns n whole, you hava what amounts to n durrcnt charge for street paving which Is about the same each year; thus, tho charge for street-paving la not a capital expenditure but a current expense. ex-pense. On tho other hand, as far as each Individual street Is concerned, tho charge for' paving Is a capital expenditure. ex-penditure. Thus, on tho whole, It Is ralr that much of charge for streets should be paid for by direct taxation. ..By loans. Cost of street paving paid for by bonds spread over as long it period ns possible, usually for a longer period than tho life of tho street, Itself. If there Is any surplus, InsUad of going to help pny off tho bonds, It Is fiequcntly turned In'o tho general fund of the town. TMe Is it very pernicious method, as It is - great drain on the city. Betterment syftem. Tho principle or this Is to make tho owners ot abutting property pay a portion ot the cost. The amount levied on tho abutters varies from 10 to "0 tier cent of tho cost, determined jv the stato legislature In an act nuthorlKing such betterment taxes. Payments are made either by the frontage foot or on the -isstssed valuation of the propel ty. The cost naturall depends on tli" fiontngo not on tho valuation, but there Is more advantage got fron the rond .vherc the valuation is h.gh or. SortO' lines a portion of the tnx Ib paid in both wnys. Ucttei meats may be raid in ono year c spicad over a term of years. Thla yslrm, ,.h essesi-Mi'iit, based upon n'-a-tlon Is cno which could ho Mscd In o..;. i'. The cost depends directly upon the width of street, and In many cities tho parking plan Is adopted to decrease de-crease the cost. It Is Inadvisable In tho dry climate of l.ogan to park the center of tho street; but If tho business busi-ness districts had the sidewalks whitened whit-ened and the residential districts had grass plots beyond the sidewalk It would lessen the cost of paving and maintenance and yet give tho effect of a wldo street. For example, Main street In l.ogan Is 130 feet wldo. If the sidewalks aie made 30 feet wide It would leave only 70 tcetgf street to be paved. The chairman of the committee of the Boosters' club appointed to consider con-sider the question of street paving repoits that the electric light and telephone- companies are willing to put their wires underground In case the city decides to pavo the streets. Then If the street enr company would move their poles to the side of tho street (and put. In better looking ones l the street would be much Improved Im-proved In appearance. If tlu franchise of th street railway rail-way calls fcr tho maintenance of tho road between Its rails as is usually tho case, this would also redlico the cost of p-tvlng. In paving around the mils of Btiool ear tracks usually gran-Ito gran-Ito blocks are used on either side when asphalt Is tho paving. After the road between the rails Is thus paved as the Jolting of tho car Is II able to ciack the asphalt If It is laid close up to the track. The report of tho state engineer of the highway commissioner In Wisconsin Wiscon-sin states that a nine foot road of giuvel cost In Wisconsin $ 1 ,500 poi mile, and a crushed stone road $2,500 Iter mile. Some Idea of the first cost of paving streets can be obtained from figures received from Milwaukee and Now York. In Milwaukee tho com mlssloncr Is requesting tho city council coun-cil to allow the city to do tho road work Instead of doing It by contract and gives tho estimated cost of paving pav-ing tho streets under Such conditions. In Now York tho figures are for tho average cost of nil tho work done throughout the borough of Manhattan. Manhat-tan. Cost Per Square Yard for Paving. Mil wan- New York kee 1909 1910 Wood block 2.10 3.21 3.2u Granite block 2.90 3.14 3.22 Ilrlck 1.93 2.70 2.&1 Sheet asphalt 2 courses 1 .GO 2 13 2.01 Macadam 80 2.13 2.01 In I .os Angeles, nsphalt with concrete con-crete base cost from 16 to 22 cents por s'qunro foot; tho oiled macadam which was unsntlBfactory ost 0 to 6 cents per squaro foot; macadam cost 10 to 14 cents. Comparisons In cost can not be mado without eliminating certain )1-cments )1-cments which vnry with local conditions; condi-tions; such as tho amount of grading necessary; the character of tho foundations; foun-dations; the dlfforonco In prlco of la bor, materials and freight; tho cost of maintenance and life, sprinkling and cleaning aro factors for consider atlon, Many materials for asphuU paving can bo purchased In Utah, Tiirott"' f tho "niynlnrnMm of good roads to our own particular problem a ttudy of our figures may, be Interesting. In n motor magazine fcr May or June 1911 the statement was made that Utah was expending about $1,200,000 on roads. This Is an accumulation of an expenditure In the state, and compared favorably with tho amounts spent In other stntcs. The regular appropriation of tho legislature for roads is $C0,000 This Is distributed to each county as folio fol-io wa: $2,000 goes to a county having an assessed valuation ot $4,000,000 providing tho county gives $2,000; a valuation of $2,C0O,000 receives 1,000; nnd under 2,000,000 receives $S00. Tho last legislature appropriated 200,000 to each county except Salt Lake which received 10,000. These funds aro expended under tho direction direc-tion of the stato .road commissioner on state roads. A 5 mill tax Is levied on property In the precinct of state roads (wherever (wher-ever a strife. toad Is designated) In return re-turn for tho Improvement. The slate road In Cache county comes through Iliigham canyon, Wellsville, l.ognn, Smlthfleld mid Richmond, to the Idaho Hue. The state road commission commis-sion has mapped out the main stato roads and the laterals. Tho only help on county roads which n county receives re-ceives from tho states Is derived as follows: tho district may levy a tax of five mills on Itself and receive fivo mills from tho state, but this, too, Is expended by tha state road commission. commis-sion. Tho state aid law of Wisconsin In 1911 Is worth consideration If road Improvement Is gone Into more deeply. deep-ly. Also, the pamphlets on "Earth Itoads," "The Earth Road Drag," "Stono and Gravel rioads,' "and "Culverts "Cul-verts nnd Urldges," published by tho Highway Engineer have proved of "immense help In developing' good roads In Wisconsin. Tho county recorder reports that tho stato spent 14,000 in the last two years. This county spent 20,000 In 1910-11 ; and 80,000 In the two years proceeding nnd tho city recorder re-1 ports the following figures: ' |