anaheim-gazette 1907-11-28

MAKING OF GOOD ROADS Largely a Social Matter, Depending Upon the Topography, Climate and Requirements of the Community GEORGE ETHELBERT WALCH IN SCIENTIFIC AMERICAN. Foreigners continue to anathematize American roads after a tour over them, especially if the trip takes them through parts of the Middle West and the South or in the rocky regions of New England. But much as we recognize the justice of this criticism, we look with pardonable pride upon the obverse side of the shield. In the past five years we have redeemed upward of five thousand miles of highways from the wayward habit of going to the bad, rescued some six thousand more sloughs and swamps of mud and water, and mapped out plans for improving many other thousands so they will in time become at least passable. We have inaugurated new systems of road building, framed new methods of taxation for highway improvement, and interested nearly every progressive community in the work of developing better highways. The ideal road is still in the stage of experimental evolution. Consult road engineers and experts, and one will inform you that Telford and Teen cents, and powdered grit about five cents. California's problem is the suppression of glare on bright sand. The roads become indurated and ent with oil, so that the dust manently laid and the brightly modified to dark brown. They nearly 1500 miles of these oiled in California, and with the erosion of staining white dress shoes coming in contact with oil, they make the best poised highways for hot, sandy, dusty ions, with hardly a single draw. The surface is not easily cut up wagon tires, for the oiled does not soften like asphalt ment, and the rubber tires of cars are not injured by the first supposed. California has thus made a stride toward attaining the road for the sandy strip of coast. Other states with similar soil and climate have entered the work of building oiled Texas has obtained some excellent results in this direction, and even oil is cheap the work has sumed considerable progress. Oil ranges in price in California 70 to 80 cents per barrel, but many other states the cost makes road building of this chapter a physical impossibility. As a direct result of success experiments with oil for road California—and in Oran, Africa several towns of Algiers where and massot oil were used— new systems of road building, framed new methods of taxation for highway improvement, and interested nearly every progressive community in the work of developing better highways. The ideal road is still in the stage of experimental evolution. Consult road engineers and experts, and one will inform you that Telford and MacAdam laid down the principles of road construction that cannot be properly departed from, and another will tell you that to attempt to adhere to such principles would ruin half the counties of a dozen states. One set of engineers places drainage as the chief aim in road building, but another will point to the fact that one-third of our roads cross arid or semi-arid regions where drainage is not a factor of any considerable value. Others have made extensive studies of French and English roads, and are positive that we must duplicate these foreign highways here if we expect to secure ideal results. But happily the consensus of engineering opinion is crystallizing around the very simple proposition that road making is largely a local matter, depending upon the topography, climate, geological formation, and requirements of any community. The roads in the United States must be developed according to special standards, and not according to those set in other countries. The sentiment of the country is in favor of good roads, but not for French or English roads or necessarily for Telford or MacAdam roads. It is for good roads, worked out by engineers who can best appreciate the needs, conditions and materials of any particular section. We have many typical illustrations of how certain sections have already solved the road problem according to special needs. In California there are the best types of oiled roads, which answer for the dusty highways of that state better than anything yet As a direct result of successful experiments with oil for road California—and in Oran, Africa—several towns of Algiers where massot oil were used—builders took up the question of deploying tar, either alone or in connection with oil for road surface. In France a mixture of tar and was tried in 1900, and by 1901 good effects were obtained withious tar mixtures that many of roads were surfaced with The tar is applied hot at about deg., and only in dry weather. The tar is applied a sprinkling of sand is made over the surface harden the mixture and to prevent slipping of horses and vehicles the addition of heavy oils, that is hardened more quickly, and road thrown open to general traffic. In England tar is also used extensively for the maintenance of the surface of the roads, and in country it is also a well-recognized practice. One of the first applications of tar to the surface was at Jackson, Tenn. The surface lasted about seven or eight months. In Montclair, N. J., a mixture of sand and screenings was tried in 1900 a steep grade, and for a year practically no wear or tear was noticed on the road. Since then a number of other roads in that town been similarly treated at a cost about 17 cents per square inch including the cracked stone screenings. The tarring itself only about five to six cents square foot. The difference between the method of tarring the surface of road France and this country is in the use of sand or screenings. In France they merely sprinkle sand on the after it has cooled a day or two in this country cracked stone... It is for good roads, worked out by engineers who can best appreciate the needs, conditions and materials of any particular section. We have many typical illustrations of how certain sections have already solved the road problem according to special needs. In California there are the best types of oiled roads, which answer for the dusty highways of that state better than anything yet attempted. But what road making from the conservative point of view of a Telford or MacAdam principle! The roadbed of dirt and sand is first plowed, harrowed, rolled and graded, until there is a layer of finely pulverized soil ten to twelve inches deep over the surface, but no signs of crushed or broken stone, no material whatever—except a little sand on top—such as is used for the foundation of the Telford or MacAdam roads. Then when this graded road has dried and settled, crude petroleum or asphalt residuums are spread over the surface. The oil is heated from 175 to 300 deg., and spread over the road at this very high temperature. From one hundred to three hundred barrels of oil are used on each mile of road, eighteen feet wide, at an estimated cost of $15 to $20 per mile. Coarse sand or gravel is spread over the oil, to increase the absorption and to protect passing vehicles. Sometimes a second coating of oil is put on within a few weeks. This method of road building in California costs about one and a half cents per square foot, while asphalt costs fif- The difference between the road of tarring the surface of road France and this country is in the of sand or screenings. In France they merely sprinkle sand on the after it has cooled a day or two in this country cracked stone screenings are either mixed with tar or sprinkled upon the surface with the purpose of incorporating them as much as possible with tar. The French roads are evident, and form a dry, dustless face, but they do not last as long as the American roads of equal enlancement. The tar and screenings, properly mixed together, form a cushion, which greatly reduces abrasion. The use of tar in territories where there are ample rainfalls is far superior to oil, for the latter forms an emulsion with the water which does great damage to vehicles and clothes. It makes the surface mushy, and resprinkling is necessary at intervals. But in dry, hot regions the oil is superior to tar accomplishes the object of lapping the dust and forming a smooth pact surface better. It is frequently a question of climate typographical conditions which determine the use of materials methods in any part of the country. But probably the great problem of road building in this country confined more to the Mississippi and powdered granite events. California's road the suppression of dust modification of the hot right sand. The oiled be indurated and resiliso that the dust is perd and the bright sand dark brown. There are tiles of these oiled roads and with the exceptioning white dresses or in contact with the make the best possible hot, sandy, dusty regardly a single drawback. is not easily cut up with for the oiled surface ten like asphalt pavere rubber tires of motor injured by the oil, as has thus made a long and attaining the ideal sandy strip of country on the mountains to the rivers states with similar state have entered upon building oiled roads. obtained some excellent direction, and whereneap the work has asserable progress. Crude price in California from ants per barrel, but in states the cost of oil building of this characimpossibility. act result of successful with oil for roads in and in Oran, Africa, and of Algiers where aloe oil were used—road valley. In this vast region road-building materials are scarce and expensive. The use of oil or tar for surfacing would prove of little value, unless the roadbed itself could first be built up of proper material: There is no good gravel, no slates, shales, or silicates available for the roads of this region, but there is plenty of rich land and heavy soil. Drainage is naturally poor, and road building becomes an engineering problem of great difficulty. The Fruiting of Cucumbers. Not a few people are puzzled by the behavior of cucumber vines in the gardens, and complain that although the vines are blossoming full little or no fruit sets. A number of inquiries of this nature have already been received at the Colorado Agricultural College experiment station this year. The reason for this is as follows: There are two kinds of blossoms upon the cucumber vines, as well as upon a number of other plants of similar nature. The first blossoms to set, and by far the most numerous throughout the life of the plant, are what are known as male flowers. These are imperfect in their make-up, for the reason that they lack the pistil, or that part from which the fruit and seed are formed; but it bears an abundance of pollen, which is necessary to the development of the pistil of the pistillate flowers. The other or pistillate flowers, sometimes called the female blossoms, are produced later in the season, and are also imperfect. For the reason that they usually lack stamens, but are provided with a pistil. The pistillate flower can readily be told, because there is a miniature cucumber at its base, even before the bud has opened. but it bears an abundance of pollen, which is necessary to the development of the pistil of the pistillate flowers. The other or pistillate flowers, sometimes called the female blossoms, are produced later in the season, and are also imperfect. For the reason that they usually lack stamens, but are provided with a pistil. The pistillate flower can readily be told, because there is a miniature cucumber at its base, even before the bud has opened. Now, in order to produce fruit, it is necessary for pollen from the staminate blossoms to be transferred to the pistils of the other class of flowers. When grown in the greenhouse the work of pollination must be done by hand, but out of doors there are always insect visitors enough to perform this important work. In fact, this is one of nature's provisions by which cross-fertilization of plants is affected. Insects of various kinds visit from blossom to blossom, and as they go to the staminate flowers their bodies become dusted with the pollen; then as they chance to visit a pistillate flower some of the pollen is bound to be left upon the receptive surface of the pistil. This in plants is known as pollination. The pollen grains have the power of germination much like a grain of corn. The end of the pistil is moist, so that the grains soon germinate and the germ tube finds its way down through the pistil to the immature seeds, which it enters and gives up a portion of its protoplasm. This process is known as fertilization. As a rule, it may be stated that no fruit of any kind can be produced without this process of pollination and fertilization. Fertilization incites the immature seeds into growth, and this, of course, causes the parts which surround them, as in the case of cucumbers, to grow, and the result is what we know as the matured fruit, which in this case is not strictly correct. Certain conditions which are not well understood seem to keep the plant-producing staminate blossoms at the expense of early fruit production. But in a general way, we cannot materially hasten the formation of the pistillate blossoms. We should see to it, therefore, that the plants are kept in a vigorous growing condition by planting them, first of all, in good garden soil, and seeing that they are supplied with Certain conditions which are not well understood seem to keep the plant-producing staminate blossoms at the expense of early fruit production. But in a general way, we cannot materially hasten the formation of the pistillate blossoms. We should see to it, therefore, that the plants are kept is a vigorous growing condition by planting them, first of all, in good garden soil, and seeing that they are supplied with an abundance of moisture at all times. Drying preparations simply develop dry catarrh; they dry up the secretions, which adhere to the membrane and decompose, causing a far more serious trouble than the ordinary form of catarrh. Avoid all drying inhalants, fumes, smokes and snuffs and use that which cleanses, soothes and heals. 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Riverside may console itself with the reflection that there is another town in Southern California where the good roads movement has received a setback. Fullerton has voted down the proposition to issue bonds for $80,000 for street improvements. The vote was 33 to 174 against the bonds. We hate to see Riverside, however, even temporarily, in the same class with Fullerton.—Riverside Press.