mSiriksvpG.- :
r tup
every day through the Winter, and
Jackson Springs one of the most popular
watering places in the South with good
roads to it from every direction, open all
the Summer. I would like to know of
roads in any other put of the State
which have anything like the automobile
traffic on them.
Now let me tell you why our roads are
better today than they were when first
built : not because of the money we have
spent on them in repair, that helped it is
true, not because we did not have autos
for we have, and I really think they have
done our roads more good than harm,
but because most all the heavy teaming
has been done with wide-tired wagons
which have kept the roads packed
smooth and hard instead of cutting them
up in ruts as the narrow tire will do.
Another thing I should mention, our
roads which are used the most are best,
cost of construction being the same.
The wide tire has a tendency to keep the
roads packed hard and smooth so that
the rains will shed right off, having no
ruts to stand in. I will say also that
every man who is using a wide tire, and
most all are doing so in this immediate
section, would not have a narrow tire;
he would not use it if it was given to
him. I know some say that wide tires
will not do on some roads. The one who
says so is ignorant on the subject, abso
lutely so. I mean any road which is
considered a road. I realize that this is
pretty plain talk, but I can convince any
one that the above is true, except a fool ;
the wise man said he could not be con
vinced and I guess he knew. Now we
want better roads, and want to keep
them so. There has certainly been
enough money spent in improving the
roads, and then let them go to the bad,
and the narrow-tired wagon is largely
responsible for it.
What can the Legislature do to relieve
the situation ? That is really a problem.
I have been studying it for the last five
years closely and the best solution I can
think out is as follows : Get up a law,
that in its operation, will prohibit, on
tax-built and maintained roads, the ex
cessive loading of wagons in proportion
to base of the tire, for that is what does
the damage and also it will not operate
to hinder the farmer that has a narrow
tired wagon, going to town with his
eggs, chickens, butter, etc., or in other
words allow the people to use the wagons
they have, but regulate the load they
haul, say an follows : On a wagon with
tire less than two inches wide, load not
to exceed 1,000 pounds ; on two inches
not over 1,500 pounds ; on two and one
half inches not over 2,500 pounds; on
three inches not over 3,500 pounds ; on
three and one half inches not over 4,000
pounds ,and so on up the scale. The
above regulation will meet the man that
already has a narrow tire, on half-way
ground ; you allow him to use his wagon,
but don't allow him to load so as to
damage the road more in one day's haul
ing than his wagon is worth, and besides
this, if he is a man that wants to haul a
big load, and most of them do, when the
roads are made good, he will if his wagon
be a new one, have the rim and tire
changed, which he can do at a very small
cost, or if his wagon is not worth the
changing, he will buy a new one that
conforms with the law, and after he has
OUTLOOK J 9
PINEHURST
used his new wagon a short time, he will
say, God bless the law that caused me
to make the change. "
You say the people will revolt, if you
pass a law of this kind. You are -mis-Jaken.
Nine-tenths of the people that
will be at all affected want it. I have
made it a point to get every man's views
on the subject of wide tires for our good
roads, and especially " those that have
used teams for the last four year?, and
during this time conditions have been
suchthat T have come in contact with a
very great number of this class of people
in the different sections of the State. In
most every case they say, " I know the
wide tire is the thing and I would be
glad to adopt it if the other fellow
would, " and say they would be glad if
there was a law that would compel every
body to use them. I have found a few
who would say the wide tire would not
do, but most invariably would find on
investigation those men do not own either
wagon or horse, and would not be affect
ed in the least. Just as with every good
thing that comes, the hardest kicker is
the fellow that is not affected.
No danger of the above law driving the
State or any part of it Republican unless
perchance in the passing the few Repub
lican members were to manage so as to
get the credit for it. As for that, in case
of a question of so great importance to
all the people there should be no party
lines drawn. All who wish the present
good roads movement to go forward and
more quickly accomplish the great end
for which it is destined, namely, good
roads in every section in the State, meet
on common ground and put their
shoulders together and strive for one
common cause, for with the narrow-tired
wagon eliminated on our roads the cost
of building and maintaining can be so
minimized that the poorest section can
build and maintain them with a very
small tax.
A few lines in regard to roads and the
kind of roads to build. That problem is
practically solved. Generally speaking
macadam is a thing of the past. It was
first built trying to get something that
would stand the narrow tire and it did
for a while, but it is now found that even
it will not stand them long. The old
plank road is the only road that could
stand the narrow tire. It is no use to
mention it, as it was about as impractical
as the narrow tire. All materials will
stand a certain amount of strain or pres
sure a square inch before giving way or
crushing and no more, that being so it
does not matter so much what kind of
material we use to build roads if it packs
and stays packed when dry, and will not
be sticky when wet, but we must dis
tribute our loads so it will not exert
more weight per square inch than the
capacity of the material from which the
road is built. My experience is for the
sand-section, , sand-clay. And for the
clay section, gravel with enough soil for
a binder makes the best and most durable
in proportion to the cost of construction
and maintaining, and will stand any
reasonable strain. The cost for the
sand-clay in the sand sections is $250 to
$500 per mile, and gravel roads in the
clay-section cost $400 to $1,200 per mile.
Now if we will use them right we do not
need anything better than the above
(Concluded on page eleven)
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