Maryland Geological Survey. Volume I, [Survey of the State of Maryland]
Sir: — have the honor to present herewith a report dealing with the question of highway improvement in Maryland.
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Harvard Univkrsity.
L I H H A ]i V
MUSEnil OF OOMPABATIVE Z00L08Y.
J/' /T.mrl.
a.TU.w3t.*Hi -f / /JD
Jan 1 1 1900
Maryland Geological Survey
Volume Three
Maryland Geological Survey
Volume Three
BALirMORE THE JOHNS HOPKINS PRESS
Z-it fritltimtti CmpAnc
Commission
LLOYD LOWNDES, PmsiDBarr.
Ootbrmok Of Martlamo.
Phillips Lee Goldsborough,
Comptrollbr Of Mabtland.
DANIEL C. OILMAN, . . . Executive Offiobb.
Pbb8Idbmt Of The Johns Hopkins Uniybbsitt.
R. W. SILVESTER, SEcaBTABY.
Pbbsidbmt Of The Mabtland Agricultural Oollbob.
Scientific Staff
Wm, Bulix)ck Clark, State Geologist.
Superintendent Of The Survey.
Harry Fielding Beid,
Chief Of Division Of Hi0Hwat8.
Arthur K". Johnson,
Highway Ezpbbt.
St. George L. Sxoussat,
Special Assistant.
F. H. Schloer,
Machinist.
Edward B. Mathews, . . Assistant State Geologist.
Chief Of Division Of Oboloot Of The Piedmont Plateau
(Central Counties).
Charles S. Prosser,
Chief Of Division Of Oeoloot Op The Appalachian Region
(Western Counties).
George B. Shattuck,
CHIEF OF DIVISION OF GEOLOGY OF THE THE COASTAL PLAIN (southern and eastern COUNTIES).
L. A. Bauer,
Chief Of Division Op Terrestrial Magnetism.
Letter Of Transmittal
To His Excellency Lloyd Lowndes,
Governor of Maryland and President of the Geological Survey Commission.
Sir: — have the honor to present herewith a report dealing with the question of highway improvement in Maryland. The subjects discussed in the volume include the relations of Maryland topography, climate and geology to highway construction; the history of the development of Maryland highways; the present condition of the roads and best means for their improvement; the relative values of the different natural road-building materials in the several counties; the importance of good roads to the people and the methods of highway construction employed in the counties of Maryland, in other states, and in foreign countries. This exhaustive report upon ilaryland highways will give much valuable information to the citizens of the state upon a subject of paramount importance and cannot fail to influence to a greater or less extent the future construction of our public
roads.
Very respectfully,
William Bullock Clark,
State Geologist. Johns Hopkins Univebsitt, Baltimore, November, 1899.
Contents
Page
Preface 28
PART I. INTRODUCTION, INCLUDING AN ACCOUNT OF THE ORGANI- ZATION OF HIGHWAY INVESTIGATIONS BY THE MARY- LAND GEOLOGICAL SURVEY. Bt William Bullock Clark. 27
Chakactbr of the Intestioatiokb 80
Highway Corrbbpondencb 83
Letter to the BoarcU of County Commissioners 84
Letter to the Newspapers of Maryland 86
Letter to the Farmers of Maryland 87
Letter to the Presidents of Turnpike Companies of Maryland 40
Letter to the Governors of Other States 43
Letter to Highway Officers 48
Sample Road Cokstruction 44
Specifications for Highways 45
Proposed Legislation 46
Part Il The Relations Of Maryland Topography, Climate
AND GEOLOGY TO HIGHWAY CONSTRUCTION. By William
Bullock Clark 47
Maryland Topography in Relation to Highway Construction 49
The Coastal Plain 50
The Piedmont Plateau 54
The Appalachian Region 57
Conclusions 61
Maryland Climate in Relation to Highway Constuuction 63
Pressure Areas 64
Temperatures 65
Precipitation 66
Winds 74
General Effect of the Climate on Roads 76
Maryland Geology in Relation to Highway Construction 80
The Road-Bed 80
The Road-Materials 82
The Piedmont Plateau 82
The Trap Rocks 82
Gabbro 83
Peridotitc and Pyroxenlte 84
12 Contents
Page
Diorite 85
Diabase 86
Granitic and Qnartzitic Rocks 87
Oneiss 87
Granite 88
Quartwte 90
Triassic Sandstones 91
The Calcareous Roclcs 91
Marble 92
Crystalline Limestone 92
Shenandoah Limestone 93
Triassic Conglomerate 98
The Slate Rocks 93
Thb Appalachian Region 94
The Eastern Appalachian or Bine Ridge District 94
The Volcanic Rocks 94
The Qnartzitic and Granitic Rocks 95
The Central and Western Appalachian District 96
The Limestones 97
Shenandoah Limestone 97
Niagara Limestone 98
Salina Limestone 98
Helderberg Limestone 98
Greenbrier Limestone 98
The Sandstones 99
Juniata Sandstone 99
TuBcarora Sandstone 99
Oriskany Sandstone 100
Pocono Sandstone 100
Pottsville Conglomerate 100
The Shales 100
The Coastal Plain 101
The Gravels 101
Potomac Gravels 101
Lafayette Gravels 102
Columbia Gravels 102
The Marls 102
Cretaceous Marls 108
Eocene Marls 108
Neocene Marls 108
The Sands and Clays 108
Miscellaneous Materials 104
Oyster-Shells 104
Furnace Slag 105
Burnt Clay 105
Crude Petroleum 105
Manufactured Products 106
Mabtland Geological 8T7Bvbt 13
Page
PART IIL HIGHWAY LEGISLATION IN MARYLAND, AND ITS INFLU- ENCE ON THE ECONOMIC DEVELOPMENT OF THE STATE. Bt St. Gborob Lbakin Siousbat 107
Thb Bboinninos of Hiohwats in Maryland 109
Transportation by Water 109
Early Ferries 110
Contemporary Highway Legislation Ill
The First Road Law of Maryland 112
Hardships of TraTel 113
The County Courts and the Roads 114
St. Mary's and CaWert County Records 115
Charles County Records 115
Baltimore Coanty Records 116
The Herrmans and the Roads of Cecil County 117
An Early Mall-Route 118
The Law of 1704 and its Supplements 119
The Roads Ascertained " 122
Charles County 122
Cecil County 128
Anne Arundel County 123
Early " Rolling Roads " 123
Exemption from Highway Service 124
Commercial Growth and thb Western Movement 125
Maryland Towned and Untowned 125
The Westward Movement 126
The Monocasy [Monocacy] Road 127
Travel North and South 128
The Development of Northern Maryland 131
Packhorse m. Wagon 132
The French and Indian War 133
Exploration of the Ohio Country 133
*Braddock's Road" 134
Braddock's Expedition 135
Road from Fort Frederick to Fort Cumberland 137
Internal Improvement and Later Highway Legislation 188
Canal Schemes 139
Highway Legislation 140
Laws Regarding Single Roads 140
Legislation for 6i;oups of Roads 143
Legislation for Separate Counties 146
Attempts at Uniformity 148
Reaction towards Separate Legislation 1 50
General Legislation 153
Extension of the Powers of the County Courts 153
Penal Legislation and the Roads 154
Private Roads 155
14 Cjoktents
Faob
Method of Travel at the End of the Eighteenth Century 156
Stage-Lines and Stages 157
The FaJns and Pleasures of Travel 159
The Development of Turnpikes in Maryland 162
Baltimore County Turnpikes 168
Incorporation of Private Turnpike Companies 166
The Turnpikes of 1804-5 166
Gallatin's Report on Turnpikes 170
The Banks and the Turnpike to Cumberland 171
Increase of Turnpike Companies 173
Governor Goldsborough's Report 172
Further Bank Aid 174
The Turnpikes and Baltimore City 175
The Rise of the Canal and Railroad 1 77
Subsequent Turnpike Legislation. 178
Maryland's Relation to the National Road 178
Washington and the Ohio Country 178
The Northwest Territory 180
Alexander Hamilton and the National Improvement of Highways 180
Albert Gallatin and the Inception of the National Road 181
The Maryland Route Selected 183
Consent of the States and Federal Appropriations 184
National Road under State Control 185
Part Iv. The Present Condition Of Maryland Highways.
By Arthur Nevithall Johnson 187
Introduction 189
Mileage 190
General Outline op Highway Conditions 192
Surface of the Country Traversed 192
Appalachian Region 192
Central and Southern Maryland 193
The Eastern Shore 195
Instructions to Supervisors 196
Instructions 196
Dirt Roads 197
Stone Roads 199
Gravel Roads 202
Shell Roads 202
Bridges 205
Hauling Distances 208
Amount Hauled 210
Cost of Hauling 211
Guide-Boards 212
Surveys 212
Highway Conditions is the Counties 218
Allegany County 214
Anne Arundel County 216
Mabyland Geological Subvbt 15-
Pa Ob
Baltimore Connty 2ir
Calvert County 221
Caroline County 221
Road Maps 222
Carroll County 222
Cecil County 226
Charles County 228
Dorchester County 229
Frederick County 281
Garrett County 284
Harford County 236
Howard County 238
Kent County 240-
Montgomery County 241
Prince George's County 244
Queen Anne's County 246>
St. Mary's County 247
Somerset County 249-
Talbot County 250
Washington County 251
Wicomico County 254
Worcester County 255
Summary 256-
List of Turnpikes 26 1
PART V. CONSTRUCTION AND REPAIR OF ROADS. Bt Abthub
Newhall Johnson 268
Road Location 265
Grading 268-
Drainage 271
Cross-Drains 27S.
Side-Drains 274
Surfacing 276
Preparation of the Foundation 276
Stone Roads 279
Rolling ' 282
Thickness of Macadam Material 284
Maintenance 289*
Gravel Roads 291
Shell Roads 292
Slag Roads 294
Use of Burnt Clay on Roads 295
Use of Oil on Roads : 296
Broad Tires 297
Maps of Roads 30O
16 co5TE3rrs
Pa6B
O of CmtbiDfT jjtone 306
K'.:>n 309
Iliirhvar Litrmtare 811
PARI VI. giALITIE.* OF GOOD ROAD-METALS, AND THE XETHOOe
OF TESTING THEM. Bt Hahmt Fieldisg Reid 315
l%iKOhr(. TIOJK 317
Metbodft of Te%tin RoadMeUls 819
Microscopic Test 819
Abraion Test 320
rrnsbinir Test 322
OrnenUtion Test o22
Vfclue of the Tests 324
Results of Tests Made by the Maryland Geological Survey 325
Labor* tor}' of the Highway Division 326
R<*sults of Tests of Road-Metals 327
Part Vil The Administration Of Roads, Including The Method
AND EXPENSE OF ROAD IMPROVEMENTS. Bt Harbt FiELDiXG Reid 331
The AiiMixiiTBATiojf or Roads in Maryland 333
The Openlnfr and Closing of Roads 333
Roads Taxes 335
Road Commissioners, Road Sapervisors and laborers 335
Road Repairs and Drainage 338
(inU-n, Guide-Posts and Bridges 339
Road Records 341
(Corporations 343
The Admicistkation op Roads in the Otbeb States 343
Alabama 343
California 344
Colorado 346
Connecticut 346
Dftlaware 848
Florida 849
Georgia 349
Idaho 349
Illinois 349
Indiana 350
Iowa 851
Kentucky 35d
Maryland Geological Subvey 17
Page
0 Maine 854
Massaclinsetts 354
Michigan 857
Minnesota 358
Misflissippi 369
Montana SCO
Nebraska 861
Nevada 361
New Hampshire 361
New Jersey 863
New York 366
North Carolina 868
North Dakota 370
Ohio 370
Oregon 871
Pennsylvania 37
Rhode Island 874
South Carolina 375
South Dakota 375
Tennessee 875
Texas 876
Utah 876
Vermont 876
Virginia 877
Washington 878
West Virginia 378
Wisconsin 879
Wyoming 879
The Employment of Convicts in Road-Building 380
Administration op Roads in Europe 388
Austria 388
France 884
Germany 389
Prussia 889
Saxony '. 889
Switzerland 891
United Kingdom 893
England 398
Ireland 894
PART VIIL THE ADVANTAGES OF GOOD ROADS. By Harry Fielding
Reid 895
Introddction 397
Value of Good Roads in Foreign Countries 399
Increase in Land- Values 400
Economies Effected by Good Roads 404
A Specific Estimate 408
18 Cosxehtb
Page
Special Losses Due to Bad Roads 411
Indirect Benefits 412
GE3IERAL COSSIDEBATIOBS RlGARDISO THE IXPOBTAXOE OF BtATB HIGH- WAYS 413
AdTantaies of a State Hifliway Commission 426
Some Suggestions Regarding Road Improvement 432
Tbe Relocation of Roads 432
Widtli of Road 433
Gnard-Rttils 484
Wide Tires : 434
Sign-Boards 434
Plats and Records 434
Passenger Railways 435
Tnmpikes 436
Plate
,. Xv.
K Xvi.
Illustrations
Facing Page
Stone Arch oTer Castleman Riyer, Garrett County 29
Sample Road at Timoninm Fair —
Fig. 1.— Road Partially Constructed 43
Fi. 2.— Road Nearly Completed 43
Map Showing the Physiographic Provinces of Maryland 56
Map Showing the Diyides and Drainage Basins of Maryland 64
Chart Showing Normal Annual Temperature and Precipitation for
Maryland 73
Map of the Road- Mate rials of Maryland 80
Photomicrographs of Rock Sections —
Fig. 1. — Trap Rock, Gabbro, Baltimore County 83
Fig. 2 Trap Rock, Serpentine, Harford County 82
Photomicrographs of Rock Sections —
Fig. 1. — Trap Rock, Diabase, Montgomery County 84
Fig. 2.— Gneiss, Baltimore County 84
Photomicrographs of Rock Sections —
Fig. 1. —Granite, Cecil County 88
Fig. 2. — Sandstone, Montgomery County 88
Photomicrographs of Rock Sectiona—
Fig. 1. — Marble, Baltimore County 96
Fig. 2. — Limestone, Washington County 96
Photomicrographs of Rock Sections —
Fig, 1.— Quartzite, Frederick County 104
Fig. 2.— Indurated Gravel, Prince George's County 104
Three-Notch Road in St. Mary's County —
Fig. L— View of Notches on Tree 120
Fig. 2.— View of Road with Notched Tree 120
Surrivals of Early Road Methods —
Fig. 1.— Breaking Stone by Hand, Frederick County 144
Fig. 2.— Hauling with Two- Wheel Ox-Cart, Port Tobacco, Charles
County 144
Map Showing Through Routes of Travel before 1776 156
Map Showing the Main Highways of Maryland 190
Types of Roads —
Fig. 1.— Dirt Road, Harford County 196
Fig. 2. — Limestone Road, Washington County 196
Types of Roads —
Fig. 1. — Trap road, Baltimore County; Stone Spread in Layers and
Rolled 300
Fig. 2.— Gneiss road, Baltimore City ; Stone Spread without Rolling. 300
20 Illustrations
Plate Facing Page
XVIII. Types of Roads- Fig. 1 Gravel Road, Prince George's County 304
Fig. 2.— Shell Road, Baltimore County 204
XIX. Types of Bridges- Fig. 1. — Iron bridge over Choptank river, Caroline County 208
Fig. 2. — Stone bridge over Conococheague river, Washington County 208
XX. Maps of Allegany, Anne Arundel and Calvert Counties 216
V XXI. Maps of Baltimore and Carroll Counties 220
XXII. Maps of Caroline, Cecil and Charles Counties 224
XXIII. Maps of Dorchester and Frederick Counties 282
XXIV. Maps of Garrett, Harford and Howard Counties 236
w XXV. Maps of Kent, Montgomery and St. Mary's Counties 240
V XXVI. Maps of Prince George's and Queen Anne's Counties 244
XXVII. Maps of Somerset, Talbot and Wicomico Counties 248
XXVIII. Maps of Washington and Worcester Counties 254
XXIX. Testing Laboratory, Showing Deval Abrasion Machine 320
XXX. Testing Laboratory, Showing Page Cementation Machine 322
XXXI. Rock Fragments Before and After the Abrasion Test 324
Fig. 1.— Marble, Baltimore County 324
Fig. 2. — Limestone, Washington County 324
Fig. 3.— Trap Rock, Diabase, Frederick County 824
XXXIL Briquettes, Before and After Cementation Tests 326
Fig. 1.— Marble, Baltimore County 826
Fig. 2. — Limestone, Washington County 326
Fig. 3. — Limestone, Washington County 826
Fig. 4.— Trap Rock, Gabbro, Baltimore County 326
XXXIII. Types of Bad Roads In Maryland—
Fig. 1— Clay Road in Wet Weather, Howard County 400
Fig. 2.--Hillside Road with " Breakers," Harford County 400
XXXIV. Types of Bad Roads in Maryland- Fig. 1. — Sandy road, Worcester County 416
Fig. 2. — Turnpike Abandoned from Rough Surface, Montgomery
County 416
XXXV. Types of Bad Roads In Maryland- Fig. 1. — Dusty road, Baltimore County 432
Fig. 2.— Undralned Road In Cut, Charles County 432
Figure Page
1. Mean Temperature In the Four Climatic Divisions of Maryland 66
2. Fluctuations In Normal Rainfall 72
3. Fluctuations In Annual Precipitation at Baltimore, 1871-1898 74
4. Old Sign-Board Giving the Rates of Toll on Animals and Vehicles 169
5. Showing Effect of Storm-Water on a Steep Grade (Vertical Scale Exag-
gerated) 195
6. Cross-Section of I-Beam Bridge 206
7. Laying Side-Drain for Macadam Road on State Highway In Massachusetts. . 272
8. End Elevation and Longitudinal Section of a Pipe Culvert under an Em-
bankment '. 273
9. Cross-Section of Road with Open Side-Ditches 274
Mabyland Geological 8Ubvey 21
Figure Page
t Sections of Lateral Drains for Underdrainage of a Road-bed 275
12. Pipe-Drain Badly Laid, and the Opening, as a Consequence, Partially Closed. 276
13. The Effect of Placing Broken Stone upon Firm and Soft Foundations,
respectively 277
14. Applying Stone for Macadam Road on State Highway in Massachusetts 278
15. Boiling Surface of Macadam Boad on State Highway in Massachusetts 281
16. Laying Telford Boad on State Highway in Massachusetts 285
17. Boman Boad 287
18. Early Eighteenth-Century Boad 287
19. Late Eighteenth-Century Boad 287
20. Modem Macadam Boad 287
21. Section of Boad on Sidehill with Side-Drain and Telford Foundation on Up-
hill Side 288
22. Section of Boad Cut Through Heavy or Soggy Soil with Telford Founda-
tion and Side-Drains 288
28. Section of Old Shell Boad Surfaced with a Thin Layer of Broken Stone 294
24. Boad-Machine or Grader Befilling Earth over Pipe-Drain 308
25. One Form of Portable Stone-Crusher 804
26. Portable Form of Combined Crusher, Elevator and Screen 304
27. Botary Stone-Crusher 305
28. Automatic Screen for Assorting Crushed Stone into Different Sizes 806
29. General Arrangement of Crushing-Plant on Sidehill Location 307
SO. General Arrangement of Crushing-Plant on Level Ground 307
81. Beversible Horse-Boiler 810
82. Steam Boad-Boller 810
38. Gravel Boad in Southwestern Connecticut 837
84. Macadam Boad in Eastern Massachusetts 355
85. Sandy Boad with Improved Gravel Boad in Foreground, New Jersey 365
86. Macadam Boad at Bryn Mawr, Pennsylvania 873
87. Six-Horse Load on a Main Boad, Harford County 406
88. Two-horse Load on a Macadam Boad, North Carolina 407
Preface
The present Tolume deals with the questions connected with highway improvement in Maryland. The subjects discussed are of much importance to the people of the state and an attempt has been made to secure the best information available regarding them. Not only have the most modem treatises regarding road-building been liberally drawn upon, but personal inspection has been given to the best highways now under construction in other states. All types of our Maryland highways have been studied, looking to their permanent and economical improvement. The various road-materials have also been classified as regards their value and advantageous location for highway purposes. It is believed that the volume contains much of practical value.
The Introduetioriy including an account of the Organization and Conduct of Highway Investigations by the Maryland Geological Survey, by Wm. Bullock Clark, comprises Part I and gives an account of the organization of the Highway Division by the General Assembly of 1898, together with a review of the provisions of the act. Following this is a discussion of the methods of investigation which have been pursued by the Survey in platting the distribution of the roadbuilding materials and in testing their availability for highway purposes; also an account of the detailed examination of Maryland highways and the plans proposed for their improvement. Several pages are devoted to the correspondence which was entered into with the county commissioners, farmers, turnpike companies, governors, and road officers regarding highway affairs.
TMs chapter closes with a brief aceouni: of the sample roads constructed, the specifications prepared for Maryland highways, and the necessary legislation for the continuance of the work of the Highway Division*
24 Pbefaoe
The Relations of Maryland Topography, Climate and Geology to Highway Construction, by Wm. Bullock Clark, forms Part II of the volume, and includes a summary of the leading topographical, climatological and geological features of the state in their relation to roadbuilding. The dependence of the highways upon the surface configuration of the land in the various portions of Maryland is discussed in some detail and the bearing of the distribution of temperature and rainfall upon the construction of roads is fully pointed out. Much attention is given to the relationship between geology and highways, since not only the road-bed itself but the materials which are employed in the actual construction of the road so largely affect the character of the traveled ways. The different t'pes of rocks and their distribution are described and platted upon the maps accompanying the report.
The Highway Legislation in Maryland and its Influence on the Economic Development of the State is the title of Part III and is prepared by St. George Leakin Sioussat. This chapter deals with the history of highway development in Maryland, including an account of the various laws which have been passed since the first road-act in 1666. The gradual development of the present road-system through its various phases, both of general and local legislation, are traced out in much detail. The influence of national legislation in the construction of the far-famed National Koad forms an interesting chapter in the history of highways.
The Present Condition of Maryland Highways constitutes Part IV of the volume, and is written by Arthur Newhall Johnson, formerly connected with the ilassachusetts Highway Commission. Mr. Johnson has very thoroughly examined the condition of our Maryland highways and presents in his report upon them a very complete account of their present condition and future needs. He has also secured a large amount of valuable information regarding the amount expended annually by the county commissioners and turnpike companies upon the highways of the several counties, and the details of this investigation are presented in his report.
The Construction and Repair of Roads, also by Arthur Xewhall
Mabyland Geological 8Uevey 25
Johnson, forms Part V of the volume, and includes a treatment of the important subject of road-engineering. The latest and best information relating to the question of the construction and repair of roads is laid before the people of the state in this report, and the importance of the facts presented cannot be too strongly dwelt upon, since good roads are only attainable as the result of the best engineering knowledge.
The Qualities of Good Road-Meials and the Methods of Testing Them comprises Part VI of the volume and is prepared by Harry Fielding Eeid, the Chief of the Highway Division. The relative wearing and cementation values of the various rocks of the stat, based upon the results of numerous mechanical tests, are described fully in this portion of the volume. The great importance of this experimental work to those invested with power in highway matters is clearly shown by these investigations, and the hope is expressed that our county authorities will submit in the future their roadmaterials to the Survey to be tested. A description of the laboratory of the Survey is likewise given.
The Administration of Roads, also by Harry Fielding Reid, forms Part VII of the volume, and includes a discussion of the laws regulating road-construction and maintenance in the various counties of Maryland, in the several states of the Union, and in the leading countries of the world.
The Advantages of Good Roads y also by Harry Fielding Eeid, forms Part VIII of the volume, and contains a summary of the more important facts brought forward in the preceding chapters, together with a discussion of the great advantages resulting to any community by the employment of intelligent methods of highway-construction and maintenance. The financial, moral, and social advantages of good highways are presented. It is pointed out that such results are only attainable as the result of proper engineering skill, which can best be secured through a well organized state highway bureau.
The majority of the illustrations were especially made for this volume. The Maryland Geological Survey desires to give credit to
the Maryland Weather Service for the plates and figures accompanying the chapter upon the relaticm of climate to road-construction.
The coimty maps accompanying the chapter on The Condition of Maryland Highways are not extended to the right bank of the Potomac river to which the lines of several of the counties extend, since this portion of the state has no connection with the question of highway-improvement.
Several state organizations especially the Massachusetts Highway Commission and the Xorth Carolina Geological Survey, have generously allowed the use of photcraphs and plates, which add much to the value of the report.
Cuts, plates or electrotypes have also been kindly loaned by the following companies: F. C. Austin Manufacturing Company, Chi- -cago, Illinois; Farral Foundry and Machine Company, Kennett Square, Pennsylvania; Gates Iron Works, Chicago, Illinois; Pope Reversible Street-Roller Company, St. Louis, Missouri; Cook Locomotive Company, Paterson, Xew Jersey.
Liberal use has been made of the leading works upon highway affairs, and especially of the many important publications of Professor X. S. Shaler of Harvard University, formerly a member of the Massachusetts Highway Commission, who is one of our leading American authorities upon highway matters. His admirable book upon " American Highways " has been quoted from at much length. By the kind permission of the author, liberal use has also been made of Byrne's " Highway Construction."
The thanks of the Highway Division are due to our many correspondents who have taken much trouble in answering our inquiries.
The Maryland Geological Survey desires to thank the state and county officials who have cordially co-operated with it in the preparation of this volume. Hon. Robert P. Graham, the State Tax Commissioner, and the Boards of Countv Commissioners of the several counties have been of great assistance to the members of the Survey in the preparation of the volume.
Part 1
Introduction
Including An Account Of The Organization And Conduct
Of
Highway Investigations
By The
Maryland Geological Survey
By
Wm. Bullock Clark
Introduction
Including An Account Of The
Organization And Conduct Of Highway
Investigations
By The
Maryland Geological Survey
By
Wm. Bullock Clark
No subject to-day more demands the attention of the people of Maryland than that of road-construction. When hundreds of thousands of dollars are being annually appropriated for our highways it is pertinent to inquire whether this outlay is intelligently made, and if not, whether better methods of road-construction cannot be adopted in order that the people of the state may secure a larger return for the money which they expend. It was with the object of ascertaining the actual facts in the case that a bill was presented at the last session of the General Assembly authorizing the State Geological Survey Commission to investigate the subject of road-building in Maryland and make a report thereon. The bill which is given below was introduced in the House February 24, was passed by that body April 1, by the Senate April 4, and received the signature of the Governor April 9, 1898. It is as follows:
A Bill, entitled " an Act to confer additional powers upon the Commission established by the Act of General Assembly at the session of 1896, Chapter 51, by providing for the investigation of the question of road-construction in this State, and for the preparation of reports thereon, and to make an appropriation therefor." Section 1. Be it enacted by the General Assembly of Maryland That the Commission established by the Act of the General Assembly of Maryland at the session of 1896, Chapter 51, be and the same is hereby authorized to
30 Introduction
make provision for the investigation ot the question of road-construction in Maryland.
Sec. 2. And he it enacted That the said Commission be and the same is hereby authorized to appoint, under the direction of the Superintendent of the Sur\'ey such assistants and other employees, as they shall deem necessary, and the said Commission shall also determine the compensation of all persons employed, and may remove them at pleasure.
Sec. 3. Aiid he it enacted. That the said Commission shall see that proper investigation is made of the condition of the roads in this State, and of the best means of improving the same, together %vith a study of the classification and distribution of the road-building materials in the several counties.
Sec. 4. And he it enacted. That the said Commission shall see that a report upon the state of the roads and the best method of improving, constructing and maintaining the same, with estimates of costs, expenses and plans, be submitted at the next session of the Legislature, and that special reports be prepared at such time as they are deemed necessary.
Sec. 5. And he it enacted. That the said Commission shall see that record is kept of all its proceedings, and of all moneys received and spent under its direction and for what purposes; which record and account shall be submitted to the said Commission at the semi-annual meetings of the same to take place in March and November, such records and accounts to be always open to the inspection of any committee which the Legislature may appoint.
Sec. 6. And he it enacted. That all moneys paid out on account of this work shall be paid by the State Treasurer upon the order of the Executive Ofl&cer of the Commission endorsed by the Comptroller.
Sec. 7. And he it enacted. That the sum of ten thousand dollars annually, or so much thereof as may be necessary, be, and the same is hereby appropriated out of any money in the Treasury not otherwise appropriated, for the purpose of carrying out the provisions of this Act.
Sec. 8. And he it further enacted. That this Act shall take effect upon the date of its passage.
Many prominent citizens throughout the state, as well as the State Road Convention, the Koad League, and the League of American Wheelmen, exerted their influence toward the passage of the bilL The valuable support given by the latter organization, particularly by its Chief Consul, Conway W. Sams, Esq., who has advocated good roads for many years, was of the utmost importance in bringing about successful legislation.
CmVBACTER OF THE INVESTIGATIONS.
Lnmediately upon the passage of the bill a Highway Division was established as part of the State Geological Survey under the direction of Professor Clark, the State Geologist, and Dr. Reid was placed in charge of the work as Chief of the Highway Division. Communi-
Maryland Geological Survey 31
cation was at once opened with the Highway Commissioners of Massachusetts, Connecticut, and Xew Jersey, where the latest and most intelligent methods of state road-building are now in full operation. At the invitation of the Commissioners visits of inspection were made to those states by Messrs. Clark and Keid and the leading roads examined in various stages of construction. Through the courtesy of the Board of Highway Commissioners of Massachusetts one of the best trained of their younger engineers, Mr. A. N. Johnson, was secured as road-expert for the Maryland work.
Messrs. Clark and Eeid have been widely over the state during the past eighteen months in connection with the various investigations that have been undertaken by the Highway Division and which
are fully described in the subsequent pages, and Ir. Johnson, who began his investigations upon the first of June, 1898, has traveled over 2500 miles of Maryland roads in his study of the present condition of the highways, as explained by him in the later chapters of this report. Dr. Mathews, the Assistant State Geologist, and the chiefs of the various geological divisions with their assistants have also devoted much attention to the accumulation of information regarding the condition of the highways in those portions of the state in which they have been conducting their geological investigations. Every member of the Survey was furnished with a definite plan of highway work which he was to pursue in connection with his other investigations. In this manner most of the highways of the state have been actually observed by some member of the Survey staff and detailed information secured for the preparation of the report.
One of the most important lines of investigation which the Highway Di\'ision has been following is that connected with platting the distribution of the natural road-building materials. This study was conducted under the direction of the chiefs of the three geological divisions, Messrs. Mathews, Prosser, and Shattuck, each of whom had under him several efficient assistants, who were especially detailed to this work. Particular attention was given to the study of the distribution of the basic eruptive rocks or " traps in the Piedmont Plateau, as they are the most valuable road-building materials in the
32 Introduction
state. Dr. Mathews had associated with him in this work Messrs. Leonard and Bonsteel, who spent the entire summer in mapping the boundaries of these rocks and in locating the most available points for quarries. The character and location of the gneisses, granites, and limestones in the same district were carefully considered, since they may also be used to advantage under certain conditions. The study of the distribution of the widely extended iron-bearing gravels of the southern and eastern counties of the state has occupied the attention of the Coastal Plain Division of the Survey under Dr. Shattuck, and he and his assistants have already completed the mapping of this material throughout the district. The importance of these gravels in future road-construction throughout the tide-water counties cannot be over-estimated, and a fuller discussion of this subject will be given by the author in the subsequent pages of the report. The distribution of the limestones and iron-bearing sandstones in western Marv'land has been mapped in much detail by Professor Prosser and those associated with him, and this accurate location of the best natural road-building metals of our western counties cannot fail to be of advantage to the residents of that section of the state.
By far the most significant phase of the highway investigations is connected with the practical physical tests to which the natural roadmaterials have been subjected. The tests of the abrading, fracturing, and cementing qualities of the rocks of tho state, as explained more fully by Dr. Reid in later chaptei-s, are of great importance to the officials of our counties who are anxious to expend the public funds in the most economical manner. Xothing more largely affects the value and permanency of highways than the selection of proper materials in their construction. The information which the Survev will be able to give upon this subject to the people of the several counties will many times repay any expenditure which the state has made for these investigations. The machineiy which has been secured for this experimental work can be employed with constantly increasing value to the established authorities and to those private individuals who may desire to send their road-metals to the Suney to be tested. The Sun-ey will be glad, so far as time will pennit, to make all such tests
Mabylakd Oeolooioal Su&Tby 33
free of charge to the citizens of the state of Maryland. It is greatly to be hoped that our county officials will avail themselves of this opportunity to ascertain the actual facts regarding the availability of their natural road-building materials instead of spending the public funds first and then relying upon the actual serviceability of the materials to determine their value.
The Maryland Geological Survey will also be glad to furnish such expert assistance, either in the drawing up of actual specifications and plans, or in supervising the same, as the Boards of County Commissioners may desire. The Survey will be pleased, so far as the time and funds at its disposal will permit, to render any services to the citizens of Maryland that are within its powers. Having secured a large amount of valuable information regarding the needs of Maryland highways and the distribution and character of the best natural road-building materials, and having at its disposal trained highway experts, it believes that it is in a position to perform an important public service to the state.
Highway Correspondence.
The Highway Division of the Survey has endeavored from the beginning to place itself in close touch with the highway needs of the state. Thousands of circular-letters have been sent out to county and municipal officers and to the prominent people of every section. Attempts have been made to secure the most intimate knowledge of the manner in which the county officers and private companies have conducted their highway affairs. It has been difficult, oftentimes, to obtain satisfactory answers to the questions, but in many instances very comprehensive statements have been secured, so that the results regarding highway-management which are presented in the subsequent chapters of this volume are confidently felt to be based upon the best information which it is possible to secure. It has been especially difficult to obtain the needed information from the private turnpike companies, as they have seemed in most instances unwilling to make a public statement of their affairs.
34 Inteoductiow
LETTEB TO BOABDS OF OOUNTY COMMIfiSIONEBS.
The first circular-letter sent out by the Highway Division was addressed to the Boards of County Commissioners, and highly satisfactory answers were secured to the questions which were submitted regarding the construction and maintenance of the county highways. The results of this correspondence are presented in a later portion of the volume.
Maryland Geoijogical Survey, Johns Hopkins University,
Baltimore, December 3, 1898. To the Board of County ComnUsHoners :
Dear Sirs: — I take the liberty of enclosing a series of questions, careful answers to which will greatly facilitate the work of the Highway Division of the Maryland Geological Survey. I hope we may secure your co-operation in this matter and for the trouble and expense incurred by the clerk of your Board in filling out many of the questions submitted the Survey will be glad to send him a check for $10.00. Where exact figures are not at hand we hope that as close estimates as possible will be given, indicating in each instance whether it is an estimate or not.
The Maryland Geological Survey, acting under authority granted by the General Assembly (Laws of Maryland, 1898, Chapter 454), is most anxious to find out the views of the people regarding the important matter of highway improvement. In addition to the questions asked, the Survey would appreciate any statements which you may give regarding present methods of highway management or suggestions, if any, for their improvement. As the representatives of the counties in all matters of highway management your opinions will have much weight. If any of the following questions do not appear clear and further information is desired please communicate with this office at once and every effort will be made to put the matter in a clearer light.
Very respectfully.
Questions.
To what extent does your Board think it practicable for the State to enter upon actual highway improvement?
Would your Board favor having a section of a model road built in your County under the supervision of the Highway Division of the Maryland Geological Survey, the Survey to prepare the specifications and plans to be used in the construction of the road according to one of the following divisions of cost:
a. To have expense divided between State and County?
b. To have expense divided between State, County, and Districts through which improved piece of road passes?
c. To have expense divided between State, County, and abutters upon such piece of road?
d. Or would your Board suggest some other plan as to division of expense?
Maryland Geological Sukvey 35
What plan would your Board suggest to provide for the maintenance of roads improved under one of the above plans?
Under what act or acts of Assembly with regard to road management is your County acting at present?
How many miles of roads (exclusive of city streets) within the limits of your County? (Estimate as closely as possible.)
a. Miles of dirt roads?
b. Miles of stone roads?
c. Miles of gravel roads?
d. Miles of shell roads?
Indicate which are the main traveled roads in your County, giving towns along such roads and at terminals.
Which is the main traveled road of your County?
What is the cost of breaking stone? By hand: per perch or per
ton or per cubic yard ; by crusher: per perch or per ton
or per cubic yard .
What is the cost of hauling stone per cubic yard? (State about the average distance hauled.)
What is the cost of spreading stone on road?
What is the cost of gravel per cubic yard?
What is the cost of hauling gravel per cubic yard? (State about the average distance hauled.)
What is the cost per square yard for spreading gravel?
What is the cost of shells per bushel? (State whether raw or steamed shells.)
What is the cost per bushel of hauling shells? (State about the average distance hauled.)
W'hat is the cost per square yard for spreading shells?
About how much stone is used per mile to stone a road, giving width of portion stoned? Cost of same?
About how much gravel is used per mile to gravel a road, giving viidth of portion graveled? Cost of same?
About how many bushels of shells are used per mile to shell a road, giving width of portion shelled? Cost of same?
How much tile drain has been laid for purposes of road drainage during the last three years?
What does it cost per foot to lay tile drain?
About how much has been spent on brick or stone culverts during the last three years?
How many road supervisors in your County?
W'hat amount do they receive per day?
How many additional men are employed by the supervisors?
How much do they receive per day?
About how many days during the year do the supervisors and men work upon the roads?
What is the required width between fences of new roads?
What width of roadway (that is, portion of road to be traveled) should, in the judgment of the Board, be required in the construction of such roads?
To what extent have plans with grades of roads shown thereon been used in grading roads in your County?
36 Intbodtjction
What road machinery is owned by the County?
What was the cost of same?
What is the cost annually of keeping this machinery in repair?
Does this machinery give satisfaction to the people of the County?
About what, on an average, does the farmer living along a toll-road pay per year in tolls?
On a rough estimate what proportion of farm wagons in your County do you think have tires over 3Vi inches wide?
Do most farmers order tires as wide as 3l inches on new wagons?
State the cost of maintaining roads and bridges in your County as far as possible, filling out the blanks in the columns below opposite the years indicated.
Total amount
levied for Amoant Bpent Amount spent Amount spent Amonnt spent Amount spent
roads and for for for for for
bridges. bridges. new roads. stone roads, gravel roads. shell roads.
What cities and towns have been helped by the County in the maintenance of their streets and how much has been paid such cities and towns?
(Sign here)
Clerk Board County Commissioners. County.
It is very desirable that these blanks should be returned filled out not later than December 31, 1898.
LETl'ER TO THE NEWSPAPERS OF MARYLAND.
A few days after the above communication had been sent to the Boards of County Commissioners, the following circulaivletter was sent to the newspapers of the state.
Maryland Geological Survey, Johns Hopkins University,
Baltimore, December 7, 1898. Dear Sir:— The Maryland Geological Survey has sent to the Boards of County Commissioners a series of questions similar to those appended to
Maryland Geological Survey 37
this letter hoping that it may secure careful answers to the same as far as possible. It is believed that the information secured will be of benefit in formulating action in the future. It is the desire of the Geological Survey to put itself in touch with the enlightened sentiment of the people of the State upon this important question. It realizes that no progress can be made, however, except by hearty co-operation on the part of the established authorities of the several counties.
The Maryland Geological Survey is acting under authority granted by the General Assembly (Laws of Maryland, 1898, Chapter 454) in its investigation of the highway conditions of Maryland and in its study of the character and distribution of the natural road-building materials. A careful survey of every county in the State has been made along these lines during the last eight months as described in the Baltimore Sun of December 7. The methods which are being followed are those that have been adopted by countries and States which are intelligently constructing their roads. No radical change in existing road laws is proposed by the Survey, but it is believed that the construction of model roads throughout the State will gradually bring about an improved system of highway construction on the part of the people themselves.
It is the hope of the Survey that you may be willing to give wide publicity through your paper to the questions submitted and will ask your readers to send, such answers as they may feel inclined to give, to the Chief of the Hiffhtcap Divisiany Maryland Geological Survey, Baltimore, Maryland. These letters will receive most careful consideration.
Will you kindly send copies of any issues of your paper which refer to our work.
Very respectfully,
Letter To The Farmers Of Maryland.
Several months later a letter was addressed to the farmers and other landed proprietors of the state. Over three thousand of these letters were sent to the leading citizens of the counties with the result that about one thousand replies were secured. These replies have been of great importance in tabulating information regarding the present condition of Maryland roads, since they come from those citizens of the state whose interests are most directly affected.
Maryland Gbolooical Survey, Johns Hopkins University,
Baltimore, April 7, 1899.
Dear Sir: — The Highway Division of the Maryland Geological Survey, acting under a recent act of the General Assembly, is collecting information concerning the present condition and methods of maintenance of the highways of the State, together with other data which will prove of value in formulating plans for the improvement of the roads throughout Maryland.
Circulars have been sent to your Board of County Commissioners asking for information concerning the number of miles and kinds of roads in the
38 Introduction
county; the cost and nature of various types of road work as carried on at present; and what road machinery is owned by the county. We have also obtained as far as possible the amount it has cost the county for repairs of roads for the past ten to twenty years. In addition to this information many miles of roads in every county in the State have been gone over with a view to ascertaining as nearly as possible some of the actual conditions which exist.
In our laboratory, established for investigating the natural road-building materials, tests are being made of the rocks from all localities in the State. The result of these experiments enables us to tell the relative value of the different rocks for road purposes.
Any stone which you wish tested and compared with similar varieties from other localities we shall be glad to test for you free of cost, save the expense of the freight charges. If you will send us particulars as to the location and nature of your quarry, ledge or pit, material from which you wish us to test, we will mail you directions for sending the sample, which should weigh not less than thirty pounds. Our laboratory, which is on the ground floor of the Geological Building of Johns Hopkins University on Howard street, Baltimore, is open every week day, and we should be glad to show you at any time the methods used in testing road materials.
To make our Highway Report complete in every particular we have need of the information which your answers to the enclosed questions will give. It is practically impossible for us to reach every farmer in the state as we would like to do, but we shall try to have at least one of our circulars reach every neighborhood. It is earnestly hoped that every one who receives these questions will discuss them with his neighbor and return the same to us within a week after receiving them, with as complete answers as possible. We enclose an extra set, and should there be any one who you think would be interested, will you kindly give him the extra copy. We shall be glad to send circulars to other prominent farmers in your neighborhood, who may be willing to answer our questions, if you will send us their addresses. We hope you will answer the questions as fully as possible, but do not fail to send us such answers as you can, even though many questions must remain unanswered.
The information thus obtained will only be used as a whole, and will not be made public as coming from any individual.
If there is not room for the answer to any question in the space left for it you can put it either upon the back of the sheet or upon another piece of paper. All communications should be addressed to Maryland Geological Survey, Highway Division, Baltimore, Md. An early reply will oblige.
Respectfully yours,
Questions,
1. Name.
2. Nearest Post Office.
3. County.
4. What is the size of your farm?
5. What road or roads do you travel going from your house to the Post Office.
Maryland Geological Survey 39
6. Distance to the Post Office.
7. Is the road a clay or sandy road, or has it been " piked with stone, gravel or shells?
8. What repairs does this piece of road generally receive in each year?
9. Is a road machine used on the road?
10. Are the repairs of such a nature that the road is better because of them, or does the road remain about the same from year to year?
11. What in your opinion is the effect on the roads of the road machines or road scrapers?
12. Do you think it causes them to wear away faster?
13. In your neighborhood is it the custom to put the sod and other loose materials from the sides on the middle of the road?
14. Is this generally done with the road machine or by shovels?
15. To what extent and in what way have other roads in your vicinity been improved?
16. How many miles have been so improved?
17. Are you ever prevented from attending church, lectures, social gatherings or sending your children to school by the condition of the roads at any particular season of the year?
18. How many weeks during the year are the roads in your neighborhood—
(a) In a bad condition?
(&) In an impassable condition?
19. To what places do you haul your produce to ship or sell it?
20. What is the average distance in miles which you haul a load to market or to shipping point?
21. What does it cost you to haul an average load this distance?
22. About what is the average distance produce in your district is hauled in order to reach a market?
23. Are you obliged to haul over toll-roads?
24. What do you pay per year in tolls?
25. How many horses and mules do you keep?
26. How many horses and mules would you keep if the roads were in good condition all the time?
27. About how much weight in tons do you haul over the roads during a year —
(a) Prom your farm? (6) To your farm?
28. What kinds of produce do you sell, and how much?
29. How many tons per horse do you generally haul —
(a) In winter? (6) In spring? (c) In summer? Cd) In fall?
30. What is the difference in cost of hauling when your roads are in bad shape as compared to when they are at their best?
31. Are the roads ever so bad that you cannot haul your produce to market or the shipping point?*
32. Would it be to your advantage to haul at this time?
40 Inteoduction
33. What would be your additional annual profit if you could market your produce at any season of the year and thus sell at times of high prices?
34. About how much do you spend in a year on repairs to your wagons?
35. How much less do you think this expense would be if the roads were in good condition all the year around?
36. What would you be willing to pay yearly for the satisfaction of driving over good roads independently of any other benefit?
37. How much increase in travel would there be in your neighborhood if the roads were good?
38. Would this increase in travel benefit your neighborhood?
39. How much annual profit would you get from this increased travel?
40. To what extent, if any, has the value of land increased per acre due to improvements on roads in your vicinity?
41. In your opinion would the value of farms be increased if the roads in their vicinity were improved in a substantial manner?
42. About how much do you think this increase would be per acre?
43. Do you use on your wagons tires as wide as 3% inches?
44. Do most farmers in your neighborhood use tires as wide as inches?
46. Would you favor a plan whereby the State would aid the counties in the construction of roads?
46. Would you favor having such roads constructed under the supervision of the State Geological Survey?
47. If such roads were built do you think that they should be maintained by the State or by the counties?
A few weeks later the following letter was sent to those who had
not replied to the earlier communication:
Mabyulnd Gsological Survey, Johns Hopkins Univebsity,
Baltimore, April 30, 1899.
Dear Sir: — About three weeks ago there was sent to you a set of questions which you were kindly requested to answer. There was enclosed an addressed stamped envelope for their return.
Fearing the matter may have escaped your memory, I take the liberty of reminding you of it, and I earnestly request that you will give the questions your earliest attention. The information which can be derived from the answers will be of the greatest use and importance, as is shown by the large number already returned from many sections of the State.
Your set of answers is important toward compiling information in your district. If you cannot answer all the questions, answer those you can. Additional lists if needed will be mailed you on application.
I hope you will not allow this request to go unanswered.
Respectfully yours,
Lbttbb To The Presidents Of Tubnpike Companies Of Maryland.
The turnpike companies of the state were also asked to furnish information regarding their affairs, since the turnpikes are main-
Mabtlakd Gbol06Ical Survey 41
tained at the pense of the people of the state in hardly less degree than the comity highways. It was thought important that the people of the state should have a knowledge of the actual conditions, but it has been very difficult to secure the desired information, as the officers of the companies have in many instances been unwilling to answer the questions submitted. The fact should not be lost sight of that the turnpike companies represent vested interests which should not be disturbed, if at all, without an adequate payment on the part of the state or counties for the properties taken, yet the control of the public ways by private interests is a matter of serious concern. The questions asked were intended simply to place the real facts before the people and not to influence action on this important subject. Several states, notably New Jersey, have already taken action in this matter and hate bought out many of the private companies to the great advantage of the public interests.
Mabyland Geological Subvxt, Johns Hopkiits Univebsity,
Baltimore, July 1, 1899.
Deab Sib: — The General Assembly of Maryland, at its session of 1898, authorized the organization of the Highway Division of the State Geological Survey, and charged it to report on the condition of the roads of the State and the best methods of improving them.
We find that in 1818, Charles Goldsborough, then Governor of Maryland, made a report to the General Assembly on the condition of the turnpikes then existing, namely: The Baltimore and Beisterstown, the Baltimore and Yorktown, the Baltimore and Frederick, and the Cumberland turnpike roads, in whi?h he incorporated answers received from the presidents of these roads to questions submitted by him. These dealt largely with the financial condition of the roads, and the answers gave the cost of construction, the amount of their stock, the sums received annually as tolls, the cost of maintenance, and the dividends declared for a number of years. We think it would be a matter of great interest to collect similar data regarding the turnpikes of to-day, for comparison, and therefore send you a series of questions, hoping that you will answer as fully as you are able or are willing to do. We do not intend to publish any information in separate form regarding the private affairs of turnpike companies, which they may not desire to make public, and therefore shall only use the answers you mark with X in compiling general statistics, without reference to your particular company.
Estimates will be of value to us where accurate answers cannot be given. The favor of a prompt reply, even though incomplete, will be highly appreciated.
Yours respectfully,
42 Introduction
Questions.
1. Corporate name.
2. Under what law was charter taken out?
3. Length of road built.
4. Length of road on which toll is now charged.
5. Cost of construction of whole road including bridges.
*6. What bridges have been erected over considerable streams, and at what cost?
7. Has the road been bought out at any time, and at what cost?
8. What were the original amounts of bonds and stock Issued?
9. What are the present amounts of bonds and stock outstanding? *10. What are the gross receipts for the last five years?
*11. Cost of maintenance for the last five years.
12. Net profits for the last five years.
13. Proportion of gross receipts to operating expenses for the last five years.
14. Give figures of any other years that may furnish interesting comparison with these.
15. Do you collect monthly or annual tolls from any persons? If so what are the average amounts?
16. What are the present market values of the bonds and stock?
17. What interest and dividends have been paid for the last five years?
18. Did your company ever pay dividends as high as eight per cent? When?
*19. In what condition is the road at present? How many gates, and for what time and distance of road have they been thrown open in the last five years?
*20. Under what grievances does the company labor which are within the power of the Legislature to remove?
21. Is there much evasion of proper tolls?
22. What do you think would be the annual receipts if these evasions could be stopped?
23. How much do you think is lost annually by dishonesty of toll-gate keepers?
♦24. Can you form any estimate of the number of wagons loaded with produce or merchandise, or of the value of produce or merchandise w€igoned on the road in the course of a year?
*25. In what manner would legislative interference most promote the interests of the road and at the same time those of the community?
26. What rates of toll do you charge? (If you have a printed list please enclose a copy.)
27. Would the owners like to sell the road to the State or counties at a reasonable price?
28. What would you consider a reasonable price?
Answers marked X will not be used with reference to a particular corporation, but only in compiling general statistics.
Questions similar to those marked thus occur in the investigation of 1818.
Maryland Geolooical Survey 43
Letter To The Governors Of Other States.
Extensive correspondence was also entered into with officials of the various states in order that accurate knowledge might be gained regarding the conduct of highway affairs in other portions of this country. The following circular-letter was sent to the Governor of each state, requesting the desired information.
Maryland 6ex)looical Subvey, Johns Hopkins University,
Baltimore, June 9, 1899. Sib: — The Highway Division of the Maryland Geological Survey is coUecting all information available concerning recent highway legislation in the United States to serve as suggestions in the formulation of highway laws for Maryland. It would be of the greatest help if you would have sent to this office copies of your State road laws and State highway reports if any such have been enacted or prepared. What has been the experience of your State in the employment of convicts on highway work; have they proved efficient workmen, and what is the general sentiment concerning their employment?
Yours respectfully,
Replies were received from nearly all the states, and Dr. Reid has discussed this subject very fully in a later chapter.
Upon the receipt of replies from the executives of the several states a digest of the laws was made and the prepared statement returned for revision, accompanied by the following letter:
Maryland Geological Survey, Johns Hopkins Univbbsity,
BALTncORS, July 20, 1899.
Dear Sib: — I thank you for the copy of the road-laws of your state. I have extracted from it the enclosed outline of the methods of the administration of your roads. Will you kindly glance over it and make any corrections or additions that you think proper.
Yours very truly, LETTER TO HIGHWAY OFFICERS.
After all the information possible was secured in the manner above described there were still some states whose laws were not compiled and from which it was necessary to secure more definite information. The following letter, with the attached questions, was sent to the State Highway Boards or other officers connected with highway affairs.
44 Intboduotion
Maryland Obological Subyet, Johns Hopkins Uniysbsitt,
Baltimobe, July 20, 1899.
Dear Sib: — We are making a report to the Maryland Legislature on the condition of the roads in the state and the best method of improving them; and we wish to add an account of tlie administration of roads in other states. We shall be greatly indebted to you if you will kindly answer the inclosed questions.
Yours very truly,
1. Are roads administered by state, county or township officers? What are their titles.
2. Are they elected or appointed, and by whom?
3. Do they appoint road supervisors?
4. How is the road-tax levied, by state, county or township?
5. Is there a poll- and a property-tax?
6. Is it always spent in district where raised?
7. May it be worked out in labor?
8. Are there provisions for special tax or for issue of bonds for road-improvements?
9. Does law provide for the width of roads, and for vdde tires to wagons?
10. What movement is on foot for the improvement of roads?
11. What improvement has actually taken place?
12. Additional remarks.
Samfo: Road Construction.
The Highway Division of the Maryland Geological Survey has co-operated in the construction of two pieces of sample road. The first work was done in connection with the Office of Road Inquiry of the U. S. Department of Agriculture, and the second in co-operation with the officers of the Baltimore County Agricultural Society.
During the summer of 1898 the Office of Road Inquiry of the TJ. S. Department of Agriculture was requested by the officers of Baltimore county to supervise the construction of a piece of sample road in the vicinity of Fork P. O. Mr. E. G. Harrison, the road expert of that office, was detailed to the work, and the members of the State Highway Division co-operated with him in the subsequent opening of the road, which was made an occasion for bringing together many of the leading citizens of the state, when addresses relating to the importance of good roads were delivered on the ground. This road, which is more fully described by Mr. Johnson in a later
Marvland Oeolosical Survey.
Volume Iii, Plate Ii
.Oad Partially Constructed.
FlO. 2.— ROAD NEARLY COMPLETED.
lAMPLE ROAD CONSTRUCTED UNDER SUPERVISION OF MARYLAND GEOLOGICAL SURVEY AT TIMONIUM FAIR, AUGUST 29-SEPTEMBER 3, 1899.
Mabyland Geological Survey 45
chapter, is about one-half mile in length with a width of twelve feet, and is thus sufficiently long to indicate to the people of the county the importance of a properly constructed highway.
The officers of the Baltimore County Agricultural Society requested the Highway Division of the Maryland Geological Survey to superintend the construction of a sample piece of road upon its grounds at Timonium during its annual fair, August 29 to September 2, 1899, which request was gladly responded to on the part of the officers of the Survey. A road one hundred yards in length was laid out, showing the different stages of construction from the properly prepared subgrade to the fully rolled surface. Several types of material were furnished for the road, fifty yards being constructed of slag contributed by the Maryland Steel Company, while the remainder was made of crushed stone secured from the marble quarry of the Beaver Dam Company and the gneiss quarry of the Peddicord Company. Part of this road was made fifteen, and part twelve feet in width. The steam-roller and other machinery used in construction were secured from Baltimore county. Many people visited the road during the progress of the fair and great interest was manifested in the latest and most approved methods which were exhibited in its construction.
Specifications for Highways.
Much preliminary work has already been done by the Highway Division in preparing plans for the permanent improvement of the highways of the state. Several leading lines of travel have been critically examined and in a few instances actual surveys have been made. The plats of these roads with detailed estimates of cost for construction will be laid before the General Assembly.
The publication of the plats and estimates already made is not thought desirable in this volume, as such special information would possess little of general interest, while the expense connected therewith would be far greater than any benefits that could possibly be derived. The specifications and working drawings will be laid before the proper officials as they are needed.
46 i:ntroduction
Proposed Legislation.
It will be necessary to enact additional legislation in order that the people of the state may derive permanent benefits from the investigations of the Highway Division. It would be entirely feasible to extend the present investigations to the construction of experimental or model roads which should be located at convenient points in the vicinity of the several county-towns in order that the people may see in actual operation the most approved methods of modem road-construction. Such roads might be built either by the state independently or by the joint action of the state and the coimties. Such a gradual extension of the work of the Highway Division would be more advisable than the attempt at a general construction of highways before the people thoroughly understand the most permanent and, at the same time, the most economical methods of road-building, directed and controlled by the best engineering skill. A knowledge of road-engineering has to-day come to be as well recognized and necesr sary for the most economical road-building as any other branch of engineering where serviceable structures are sought.
Before the state can actually enter upon a comprehensive plan of state road-building, in co-operation with the counties, it may be necessary to secure an amendment to the constitution, and if that should prove to be the case, two years at least would elapse before the work could be inaugurated; in the meantime the experimental work above described could be undertaken. In many ways such a period of model road-building would have many advantages, in that the people would thoroughly understand, before the succeeding session of the General Assembly, what kind of system they were desirous of permanently adopting. Most of the states now engaged in such schemes of roadconstruction have approached the question by similar stages and with the result that the state highways are meeting with almost imiversal approval on the part of the people. In the light of experience elsewhere it is to be distinctly urged that the people of Maryland enter upon state road-building cautiously and only after the best methods of work are thoroughly comprehended.
Part Ii
The Relations Of Maryland Topography, Climate And Geology
To
Highway Construction
By
Wm. Bullock Clark
The Relations Of Maryland Topography, Climate And Geology To Highway
Construction
By
Wm. Bullock Clark
The diversified physical features of Maryland have so far-reaching an influence upon the many problems presented in highway-construction as to demand the careful consideration of the people of the state. The topography, the climate, and the geology of Maryland have been elsewhere discussed in great detail and an exhaustive treatment of these subjects is unnecessary in the present report. It is essential, however, to consider briefly their chief characteristics with especial reference to their effect upon road-building, and in so doing it will be apparent that those features which may be of advantage in one county may prove to be a positive disadvantage in another; that the same amounts of rainfall, for example, will produce very different effects in areas of high and low relief, or upon hard and soft rocks; and that the same temperatures will differently affect the foundation materials of the highways in the several districts of the state. It is evident, therefore, that the highway engineer must adapt his plans for road-construction to the physical conditions of the particular district in which he is engaged. In the subsequent pages some of the general and specific relations existing between the topography, the climate, and the geology on the one hand, and highway-construction on the other, will be discussed.
Maeyland Topography In Eelatiox To Highway
Construction.
The state of Maryland forms a portion of the Atlantic slope which stretches from the crest of the Alleghanies to the sea, and comprises
50 The Relations Of Maryland Topography, Etc.
three more or less sharply defined regions that have been described elsewhere as the Coastal Plain, the Piedmont Plateau, and the Appalachian Region. These three districts follow the Atlantic border of the United States in three belts of varying width from Xew York southward to the Gulf. Maryland is, therefore, closely related in its topographical features to the states which lie to the north and south of it. Its central location on the Atlantic border renders the Marvland section perhaps the most characteristic of this broad tract. In crossing the three districts from the ocean border the country rises at first gradually and then more rapidly until it culminates in the highlands of the western portion of the state.
The relations which the surface characteristics of each county bear to highway construction need careful attention, since the manner in which the public ways are adjusted to the relief of the land becomes a question of much practical importance. A grade sufficiently great to thoroughly drain the highway is valuable, but anything beyond that becomes a constantly increasing impediment to travel. It is evident, therefore, that much skill is required by the road-builder in locating the road in order that the grades may be kept down to the lowest possible amount compatible with the other factors involved. It will be of value to consider the leading characteristics of Maryland topography throughout the various portions of the state from this aspect, and point out the manner in which the highways of each county have been and may still further be adjusted to the relief of
the land.
The Coastal Plain.
The Coastal Plain includes the eastern margin of the Atlantic slope extending from the edge of the continental shelf on the east to the head of tide on the west, the latter reaching to a line extending across the state from northeast to southwest from Port Deposit, past Baltimore, to Washington. This region is divided into a submarine province and a subaerial province, the former extending from the edge of the continental shelf to the present continental border; the latter from the land-margin to the head of tide as above described. For our present purpose it will be unnecessary to consider further the submarine province.
Mabylanb Geological Survey 51
The subaerial province, which includes the eastern and northern counties of the state, comprises nearly 5000 square miles, or somewhat over one-half the land area of the state. It is formed, for the most part, of level areas of lowland which extend with gradually increasing elevation from the coastal border, where the whole surface stands very nearly at sea-level, to heights of three hundred feet and more along its western edge. The region is cut quite to the border of the Piedmont Plateau by tidal estuaries, and the topography becomes more and more pronounced in passing inland from the coast. The Chesapeake Bay extends nearly across its full length from south to north, while the laier rivers and their tributaries deeply indent the country in all directions, making the coastrline of Maryland the longest of any state in the country. The drainage of the region, except near the margin of the Coastal Plain, and in some of the laier rivers which rise without the area, is consequent upon the present surface of the land, but has been considerably modified by oscillations in level. These oscillations have left the lower courses of the streams submerged, producing the Chesapeake Bay and the other tidal estuaries of the state.
The subaerial portion of the Coastal Plain in Maryland may be divided into a lower eastern and a higher western division, separated by the Chesapeake Bay. The former is known under the name of Eastern Maryland, or the Eastern Shore; while the latter is commonly referred to as Southern Maryland, or the Western Shore.
The eastern division includes the counties of Worcester, Wicomico, Somerset, Dorchester, Caroline, Talbot, Queen Anne's, Kent and Cecil. To this region most of the state of Delaware also properly belongs. Nowhere, except in the extreme north, does the country reach 100 feet in elevation, while most of it is below 26 feet in height. Both on the Atlantic coast and more especially upon the shores of the Chesapeake Bay it is deeply indented by bays and estuaries. The Atlantic coast especially shows very strikingly the result of sand-bar construction and the lagoons and inlets which are formed in consequence of it The drainage of the region is simple, the streams flowing from the watershed directly to the Atlantic ocean and Delaware
62 The Relations Of Maryland Topography, Etc.
Bay upon the east, and to the Chesapeake Bay upon the west. The position of the watershed along the extreme eastern margin of the area is very striking; in Worcester county for much of the distance it is only a few miles distant from the Atlantic shore, and as a result the streams which flow to the east are small in comparison with those which drain toward the west Among the most important rivers which reach the Chesapeake Bay from this area are the Pocomoke, Nanticoke, Choptank and Chester, which all have their headwaters within the stat of Delaware, and flow in a general southwest direction in sinuous channels.
The construction of highways throughout this eastern district is little influenced by the topography except along the river channels, since the intervening country stretches oftentimes for miles without any appreciable changes in elevation. Throughout the inter-stream portions of the country, therefore, the grades are insignificant, and a network of highways has been developed without any reference to the relief of the land. The position of the broad and oftentimes difficultly bridged streams has had a far greater influence upon the position of the highways than the character of the land surface. At the crossing of the channels of the various streams sudden, sharp grades often occur along the valley sides, and these increase gradually in amount from the southern to the northern portion of the Eastern Shore. South of the Choptank river these sudden slopes seldom present declivities of more than twenty-five feet below the general surface of the country; north of the Choptank a gradual increase occurs until slopes presenting elevations of a hundred feet or more are found along the stream channels of Cecil county, and the question of grading becomes an important factor. The numerous marshes bordering the Chesapeake and its estuaries, especially in the southern counties, often present very difficult problems in highway engineering that require especial treatment. These various factors will be considered more fully in a later chapter.
The western division includes the counties of St. Mary's, Calvert, Charles, Prince George's, Anne Arundel, and portions of Baltimore, and Harford. In elevation this region stands in striking contrast
Maryland Geological Survey 53
to the eastern division, since it frequently has an altitude of 100 feet even along its eastern margin. In lower St Marys county the land reaches an elevation of 100 feet on the Bay shore, which is cpradually increased westward, until, near the border of Charles county, it slightly exceeds 180 feet In southern Calvert county an elevation of 140 feet is found to the west of Cove Point and this gradually increases to the northward and northwestward, until near the southern border of Anne Arundel county the land rises above 180 feet Throughout the western portion of this division in Charles, Prince George's and Anne Arundel counties the land gradually increases in height to the contact of the Piedmont Plateau, reaching 280 feet to the east of Washington and very nearly the same elevation in the area to the south of Baltimore. Outlying patches of the Coastal Plain, as determined by their geological characteristics, are found to the westward at still higher elevations. This western division is traversed by several rivers which flow from the Piedmont Plateau, among the more important being the Potomac, Patuxent, Patapsco, Gunpowder and Susquehanna. The course of the Potomac is especially striking. After flowing in a nearly southeast direction across the hard rocks of the Piedmont Plateau, it is apparently abruptly turned aside by the soft materials of the Coastal Plain, and takes a course for forty miles nearly at right angles to that which it formerly held. It turns again by a long sweep to the southeast and continues in that direction to the Chesapeake Bay. The local drainage of the western division possesses the characteristics which have already been described for the eastern section, in that the streams throughout Southern Maryland flow chiefly to the westward. For example, the watershed of the country lying between the Chesapeake Bay and the Patuxent river is situated but a slight distance from the shores of the former, so that most of the natural drainage of Calvert county reaches the Patuxent river. A still more striking exhibition of this is seen in St. Mary's, Charles and Prince George's counties, where the streams nearly all flow to the Potomac river, the watershed of the region approaching very close to the valley of the Patuxent. The same peculiarity in the drainage is found to the southward in Virginia and the Carolinas.
54 The Relations Of Maryland Topography, Etc.
The highways of Southern Maryland have a very different relationship to the topography from those of the Eastern Shore on account of the greater elevation of the country, resulting in deep stream channels and sharp divides. It is a striking fact that the main roads have been located chiefly along the divides, a method of construction that is not confined alone to the leading lines but is also in evidence even in the case of the smaller tributaries. The chief lines of travel, for example, follow down the two peninsulas, one along the divide between the Chesapeake Bay and the Patuxent river, the other similarly situated between the Patuxent river and the Potomac river, while lateral lines of travel have developed along the smaller divides between the streams that flow into those channels. The persistency with which the highways are placed upon these divides, instead of along the valley lines, indicates that the construction of the roads must be conducted under far more favorable conditions in the former case than in the latter, although the almost universal location of the farm-lands of the district upon the high lands has doubtless also been a determining factor of no little importance. The fact that the roads can be built without any grading to speak of upon the divides, which has largely lessened the cost of their construction, and the added fact that the destructive effect of rainfall, except at the point where the roads pass downward from the divides to the main valley lines, has been insignificant, have doubtless been the chief causes, however, of their present location. Furthermore, the side valleys, as tidewater is approached, become marshy and unsuitable for permanent highways. The location of many of the small towns along the water-front, as well as frequent wharves for shipping purposes, has rendered it necessary to continue the highways to tidewater, but, almost without exception, this has been accomplished along the projecting nose of the divide rather than along the valley bottom or sides.
The Piedmont Plateau.
The Piedmont Plateau borders the Coastal Plain upon the west and extends to the base of the Catoctin Mountain. It includes approximately 2500 square miles, or somewhat over one-quarter of the
Mabyland Geological Survey 55
land area of the state. It is about 65 miles in width in the northern portion of the region, but gradually narrows toward the south until it becomes somewhat less than 40 miles broad. It includes all, or a greater part, of Howard, Cecil, Baltimore, Harford, Carroll, Montgomery and Frederick counties. The region is broken by low, undulating hills which gradually increase in elevation from its eastern margin until they culminate near the central portion of the area in Parr's Ridge. This ridge divides the district into an eastern and a western division, -the latter gradually sloping into the Frederick Valley. The major drainage of the area shows but little relation to the underlying rocks, but gives evidence of having been superimposed through a cover of sedimentary materials which may have been the westward extension of the present Coastal Plain, although more recent adjustments to the underlying rocks have taken place.
The eastern division of the Piedmont Plateau has, on account of its varied crystalline rocks and their complicated structure, a highly diversified topography. Along the eastern margin the land attains at several points heights exceeding 400 feet; while at Catonsville it reaches 536 feet above the sea-level. Towards the west and northwest the land gradually increases until it culminates in Parrs Ridge, which exceeds 850 feet in Carroll county. The drainage of the eastem division is mainly to the east and southeast On its northern and southern borders it is traversed by the Susquehanna and Potomac rivers, which have their sources without the area, while the smaller streams which lie between them drain directly to the Chesapeake Bay or into the main rivers. Among the most important of these intermediate streams are the Gunpowder, Patapsco and Patuxent rivers, whose headwaters are situated upon Parr's Ridge. The Patapsco flows in a deep rocky gorge until it reaches the 'Relay, where it debouches into the Coastal Plain. All of these streams have rapid currents as far as the eastern border of the Piedmont Plateau, and ven in the case of the largest are not navigable. The broad, fertile limestone valleys to which the present drainage has become partially adjusted are a striking feature of this area and are well represented to the north of Baltimore in the Green Spring and Dulaney's valleys.
56 The Relations Of Maryland Topography, Etc.
On account of the complicated character of the stratigraphy, which cannot be discussed here, the valleys take different directions and are of very variable form and extent.
The leading highways of travel in the eastern division of the Piedmont Plateau largely converge toward Baltimore, the center of the traffic of this district, although many roads of scarcely less importance unite at the more populous county seats. These highways, with the exception of a few of the main turnpikes, have been similarly located with reference to the topographic features of the district as those of the western division of the Coastal Plain above described, and, although the underlying geological structure is very different in the two areas, the roads present many points in common. The highways of the Piedmont Plateau, as in Southern Maryland, are almost universally placed along the main divides except in the case of the broad, fertile limestone valleys which are in every instance traversed by main roads; while the more prominent river channels generally have highways along their bottoms. The highland roads commonly reach the lowlands by sharp descents along the projecting noses of the divides, as little attempt at grading has been made. Much greater irregularity in the direction of the roads is shown, however, in the Piedmont area than in Southern Maryland on account of the much more complicated structure of the district, the network of highways presenting a very complex pattern.
The western division extends from Parr's Kidge to the Catoctin Mountain. Along its western side is the broad limestone valley in which Frederick is situated and through which flows the Monocacy river from north to south, entering the Potomac river at the border line between Montgomery and Frederick counties. The valley near Frederick has an elevation of 250 feet above tide, which increases slowly to the eastward towards Parr's Ridge and very rapidly to the westward toward the Catoctin Mountain. Situated on the eastern side of the valley, just at the mouth of the Monocacy river and breaking the regularity of the surface outline, is Sugar Loaf Mountain, which rises rapidly from the surrounding plain to a height of 1250 feet. With the exception of a few streams which flow into the Po-
MARYLAND OEOLOfilCAL lURVEV
APPALACHIAN PROVINCE THE OREATtR APMLACHIAN VULEY
Showing The
Physiographic Provinces
Maryland
Including
DELAWARE and the DISTRICT of COLUMBIA
Marvland Geological Survey
Legend
E ,1
Dmohi Plateau ]
I A
Coastal Pu
Ih, Castenh Shorc
Volume Iii, Plate 111.
Mabyland Geological 8Ubvey 57
tomac directly, the entire drainage of the western district is accomplished by the Monocacy river and its numerous tributaries, the latter flowing in nearly parallel west and east courses from Parr's Ridge and the Catoctin Mountain. The deeper portions of the valley are considerably to the west of the center of the district, and as a result the streams upon the east are longer and of greater volume than those upon the west. The waterways at a distance from the main valley flow in marked channels, which are frequently deeply cut in the land. The highways of the western division of the Piedmont Plateau present much greater regularity than those of the eastern division because of the simpler drainage lines of the district, the region being almost entirely drained by a single stream, the Monocacy river, and its tributaries. Much wider areas are also overlain by rocks of similar origin and structure so that the changes in the character of the highways are much less frequent although at times very pronounced. The highways in general follow the divides toward the main valley of the Monocacy, along which are the prominent lines of travel across the state from north to south. To the west the Catoctin Mountain rises as a barrier, although many roads extend along its base while some ascend its flanks to the low divides. Isolated highlands like Sugar Loaf Mountain also affect the regularity of the lines of highway construction.
The Appalachian Eegion.
The Appalachian Region borders the Piedmont Plateau upon the west and extends to the western limits of the state. It comprises about 2000 square miles, or somewhat less than one-sixth of the area of the state and has a width of about 115 miles east to west. It includes the western portion of Frederick and all of Washington, Allegany and Garrett counties. This area consists of a region of parallel mountain ranges with deep valleys which are cut, nearly at right angles, throughout much of the distance, by the Potomac river. Many of the ranges exceed 2000 feet, while some reach 3000 feet and more in the western portion of the mountainous area. The country illustrates in an exceptional manner the type of adjusted drainage. The Appalachian Region is divided into three distinct physiographic dis-
68 The Relations Of Kabylakd Topooe-Aphy, Etc.
tricts based upon clearly defined geological differences; viz., an eastern (the Blue Eidge), a central (the Greater Appalachian Valley, including the Great Valley and the Alleghany Ridges), and a western (the Alleghany Plateau) division.
The eastern division comprises the area between the Catoctin and Blue Eidge mountains with a width of about fifteen miles from east to west along the Potomac, but gradually narrowing northward until it is not more than nine miles in width at the Pennsylvania line. Along the eastern border of this region the Catoctin Mountain extends from north to south, beginning in the highlands of Pennsylvania and reaching to the Potomac river at Point of Eocks. This range has an altitude of about 1800 feet in Maryland. Succeeding the Catoctin Mountain upon the west is the Middletown Valley, with an elevation of 500 feet at Middletown. The valley drains southward into the Potomac river through the Catoctin creek and its tributaries which receive their waters from the western flank of the Catoctin Mountain and the eastern slope of the Blue Eidge. The Blue Eidge of Maryland is a continuation of the South Mountain of Pennsylvania and extends as a sharply defined range from the northern border of the state to the Potomac river, which it reaches at "Weverton. Its crest forms the border between Frederick and "Washington counties. The Blue Eidge reaches its greatest elevation of about 2400 feet at Quirauk, not far from the Pennsylvania border. The Blue Eidge in Virginia is not the direct continuation of the mountains so-named in Maryland, but of a smaller range, the Elk Eidge Moimtains, which adjoin them upon the west and which are pierced by the Potomac river at Harper's Ferry.
The central division, known as the Greater Appalachian Valley, which includes the Appalachian Mountains proper, is bounded upon the east by the Blue Eidge and upon the west by the Alleghany Plateau. It is divided into two subdivisions, the Great Valley upon the east and the Alleghany Eidges upon the west.
The Great Valley has a width of about twenty-five miles with an elevation slightly exceeding five hundred feet at Hagerstown, which increases somewhat to the northward near the Pennsylvania line but
Maryland Geological Survey 59
declines in the vicinity of the Potomac river. The Great Valley is often referred to in Maryland as the Hagerstown Valley from the well-known city of that name which is situated in the center of the district. The Antietam river and its tributaries occupy the eastern section of the valley and the Conococheague river and its tributaries the western, leaving the central portion of the valley somewhat higher than the sides. The western portion of this district, comprising the Alleghany Ridges, has a width of about fifty miles and consists of a succession of parallel sandstone ridges with intervening limestone and shale valleys.
It is a complex chain of long, narrow, very level mountain ridges, separated by long, narrow, parallel valleys. These ridges sometimes end abruptly in swelling knobs, and sometimes taper off in long, slender points. Their slopes are singularly uniform, being in many cases unvaried by ravine or gully for many miles; in other instances they are trenched at equal intervals with great regularity. Their crests are, for the most part, sharp, and they preserve an extraordinarily equable elevation, being only here and there interrupted by notches or gaps, which sometimes descend to the water level, so as to give passage to the rivers [Potomac] . . . The ridges are variously arranged in groups with long, narrow crests, some of which preserve a remarkable straightness for great distances, while others bend with a prolonged and regular sweep. In many instances two narrow contiguous parallel mountain crests unite at their extremities and enclose a narrow oval valley, which, with its sharp mountain sides, bears not infrequently a marked resemblance to a long, slender, sharp-pointed canoe."'
Among the more important ridges in Marjdand west of North Mountain are Tonoloway Hill, Sideling Hill, Town Hill, Green Ridge, Warrior Ridge and Martin's Ridge, the latter reaching 2000 feet and upwards in elevation. They are arranged in groups of three parallel and closely adjoining ridges on the eastern and western sides with more distant ridges in the middle of the district. The drainage of this area is altogether to the southward into the Potomac river. The deeper valleys in the eastern portion of the region have an elevation of about 600 feet in their lower portions near the Potomac river, but they gradually become higher toward the west. Evitt's creek at its mouth near Cumberland has an elevation of about 600 feet above sea-level.
Rogers, H. D., Geology of Pennsylvania.
60 The Relations Of Maryland Topogeapht, Etc.
The western division known as the Alleghany Plateau, forms the extreme western portion of the state, including western Allegany and Garrett counties. It is bounded upon the east by Dan's Mountain, the eastern slopes of which are referred to under the name of the Alleghany Front. To the west of Dan's Mountain the country descends into the broad synclinal represented in the George's Creek Valley, rising beyond into Savage Mountain, which is extended southward along the left bank of the North Branch of the Potomac river under the name of the Backbone Mountain. This high ridge, which throughout much of its extent constitutes the divide between the easterly and westerly flowing streams, is the highest portion of the state and reaches elevations at several points of more than 3000 feet. The Savage river alone penetrates this highland and to-day drains the district lying between Savage and Meadow mountains. The region to the west of the main divide forms a high plateau with gently undulating mountains rising from its surface. The main ranges to the west of Meadow Mountain are Winding Ridge and Laurel Hill which, however, at no point reach the high elevation attained by Savage and Backbone mountains. All of Garrett county to the west of Backbone and Meadow mountains has its drainage to the westward into the Ohio basin through the Castleman and Youghiogheny rivers, the two latter streams uniting beyond the limits of the state and sending their waters to the Ohio by way of the Monongahela river. This division of the drainage of the Alleghany Plateau has particular interest, since the waters flow, on the one hand, directly to the Atlantic ocean by way of the Potomac river, while in the other case they follow the circuitous route to the Gulf of Mexico by way of the Ohio and Mississippi rivers.
The highways of the Appalachian Region are much more profoundly affected by the topography than elsewhere in Maryland. The high, sharp sandstone ridges and the low limestone and shale valleys have controlled the main lines of travel to a remarkable extent. The National Road was, to be sure, built directly across the country without much reference to the topography, with the result that it is a constant succession of ascents and descents, although much engi-
Mabtland Geological Survey 61
neering skill was manifested in surmounting difficult obstacles. In general, however, the highways run up and down the valleys, crossing from one to the other at the lowest point in the divides or following the channel of some stream which has been able to maintain its course through the sandstone ridges, as in the " narrows " of Will's Creek and in the gorge of the Savage river. The great trench of the Potomac affords many opportunities for connecting roads between the adjacent valleys without encountering the difficult grades of the mountains.
Conclusions.
From what has been said in the previous pages it is evident that the topography of Maryland has profoundly influenced the location of its highways; in fact, this has been so marked and of such a character that the highways of the state may be readily classified from the standpoint of their topographic characteristics. Far too little advantage has been taken, however, of these topographic conditions in the location of the ordinary roads; still, notwithstanding this fact, a system of public ways, more or less fully adjusted to the surface of the country, has gradually been developed. That such a method intelligently applied everywhere through the state would greatly benefit the highways hardly needs to be discussed. One has only to examine our Maryland roads to see how frequently advantageous locations with moderate grades have been ignored and poor positions selected to be convinced of the value of such a system. Although innumerable such instances may be cited, still the Maryland roads are, in general, much more fully adjusted to the topography than is the case in many other portions of the country. Especially is this true in the case of the older New England roads, which were built across country without any attempt to adjust them to the relief of the land. To-day, however, no more perfect system of adjusted roads has been projected than that which is being carried out under state supervision throughout New England.
Three types of adjustment of the highways to the topography are clearly evident in Maryland; first, in the eastern division of the Coastal Plain, where the adjustment is to the tidal estuaries and their
62 The Belations Of Maryland Topography, Etc.
tributaries and not to the relief of the land; second, in the western division of the Coastal Plain and in the Piedmont Plateau where the roads are located mainly upon the divides; and third, in the Appalachian Region, where the highways follow almost exclusively the trend of the north and south vallevs, and cross the mountains either by the low divides or along the main streams which have continued to maintain their courses across the ridges.
This adjustment of the highways to the topography of the state, although often carried out with marked intelligence as regards the general conditions involved, presents commonly, as above described, glaring errors in detailed location. Frequently the introduction of a very moderate amount of grading would have made it possible for the road-builder to utilize the natural relief of the land. It is clearly evident that new locations better adjusted to the topography will have to be adopted along many portions of our main roads before our highways can be made of the greatest practical benefit to the agricultural and commercial interests of the state. Such adjustments, whether in the location of new roads or the re-location and grading of old ones, require above all else the introduction of intelligent engineering methods. These questions are fully discussed in later chapters.
The topographic maps which the Maryland Geological Survey is now engaged in making, in conjunction with the U. S. Geological Survey, for the counties of the state will exhibit by contour lines drawn at elevations of 20 feet around the hills and valleys the surface configuration of the country, and will afford to the surveyors employed by our county officials the exact grades which must be overcome; in short, these maps must prove of inestimable value to the state in the future location of the highways, as routes can be projected by a competent surveyor without the expense of a survey. It will in this way be very easy to compute the relative grades presented by several possible routes.
Other factors besides the adjustment of the highways to topography have often to be considered in an agricultural community. It not infrequently happens that the least advantageous location must be selected on account of the position of the farming lands. Where, as
%Mabyland Geological Survey 63
in eastern Maryland and certain portions of southern Maryland the surface of the country is a broad, unbroken plain, and the farming lands are mainly situated upon the uplands, the needs of the landowner alone would require the location of the roads there rather than in the valleys, while the reverse would be true in the limestone districts of the Piedmont Plateau and throughout the Appalachian Region, where the cultivated fields are distributed along the valley lines. The best topographic conditions for road-construction and the needs of the farmer do not always coincide in the Piedmont district outside the limestone belts, although the disparity i? far less apparent in this area than in the Coastal Plain and the Appalachian Kegion.
Maeyland Climate In Relation To Highway
Construction.
The climate of Maryland is controlled not only by the general meteorological conditions that affect the whole eastern seaboard but by the physical features of the state itself, the Chesapeake Bay and its tributaries in the east and the Appalachian mountains in the west producing a marked influence upon the distribution of temperature and rainfall in the several counties. It is desirable to outline briefly the leading characteristics of our Maryland climate before referring to their effects upon highway construction. A detailed description of the climatic conditions of the state has been given in another place,* so that it will be unnecessary to state all the facts upon which the conclusions here cited are based. Like the topography, it will be found that the climatic conditions may be grouped in such a manner that the relationship of the climatic provinces to the physiography may be readily shown.
The vital elements of climate are the deviations which occur from seasonal averages, such as periods of extreme heat and cold, humid
An exhaustive dlscuBsion of Maryland climate is given by Mr. F. J. Walz, Maryland Weather Service, volume i, pages 417-551. Most of the descriptions and tables given in this chapter are taken from Mr. Walz's article without further recognition than that here given.
64 The Relations Of Maryland Topography, Etc.
and dry air, liability to storms attended by wind, rain, hail or snow, and prevalence of fogs. Cyclonic and anticyclonic conditions, and the features connected with their irregular movements, also enter into the complicated study. To the irregular movements of transient pressure areas are traceable the quickly changeable phenomena known as weather. The part played by the permanent areas of high and low pressure is not so readily discernible for short periods, although they have a measurable value in determining the cumulative efEects which we call climate.
Xow, among these various kinds of climate, Maryland has its place, and as it is located in middle latitude and upon the western shore of the ocean, with a great continent to the west of it, and the prevailing winds westerly, its climate might be classed as continental. But while the prevailing winds are westerly, they are far from being universally so over this section, for, as is well known, winds can blow any day from any direction. Maryland's climate thus is really semicontinental. This variability in the wind direction is caused by the passage across the United States of cyclonic and anticyclonic areas. A close study of the characteristics, movements and frequency of these cyclonic and anticyclonic areas is of prime importance for a complete understanding of the climatic conditions of Maryland.
Pressure Area.
The permanent pressure systems influencing the climate of Maryland are: The high-pressure area which stretches across the Atlantic ocean between parallels of latitude 40° and 60° throughout the year; the low-pressure area extending over the North Atlantic in the vicinity of Greenland, which tends to fill up in summer; and the high-pressure area which forms over the northern Rocky Mountain plateau in winter, and in summer is succeeded by a low-pressure area in that region.
Transient pressure areas due to local conditions of increased or diminished air pressure form at irregular periods and frequently overspread large areas of country. These, too, result from physical causes and arise from the continued but never-ending endeavor to restore the atmospheric equilibrium.
Marvland Oeoloqwal Survey
r
i BASINS
F Columbia
fe
CD CZl
Volume Iii. Plate Iv.
Mabyland Geological 8Ubvby 66
The results of these general and local atmospheric disturbances are shown in temperature and rainfall changes both of which have a marked effect upon the highways.
The normal annual temperature for Maryland is between 53° and 54°. The principal modifying influences that determine the departures from this normal in the various climatic divisions of the state are latitude, water areas and elevation. The highest normal annual temperatures are found over the extreme southern counties of the Eastern and Western Shores. The influence of the Bay causes an appreciable, but not very decided, increase in annual temperatures along either side as compared with the level land areas closely adjoining. Over these latter areas the temperatures are very much the same, and differ but slightly from the normal for the entire state. The lowest normal annual temperatures occur in the western part of Garrett county, where they range from 46° at stations on the higher mountain ridges, to 48° in the plateau region lying to the north. Eastward from these higher elevations the increase in temperature is very rapid with the descent towards sea-level; a normal annual of 52° is reached in the western part of Allegany county, and an approach very nearly to the state normal is found in some of the valley depressions. No satisfactory records are obtainable for the annual temperatures of the Blue Kidge, although it is likely that the decrease of temperature for increase in elevation is about uniform with that found in the Alleghanies. Aimual temperatures of 52° or below prevail over the northern portions of the Piedmont Plateau, and thence increase gradually towards the normal conditions found southward over the interior. In the extreme southern and eastern sections of the state the annual temperature rises to about 59°, due in part to exceptional local conditions.
There is considerable variability in the normal annual temperature, the normal annual maximum temperature for the state being about 63°, while the normal annual minimum temperature is 45°, a difference of 9° on either side of the normal annual temperature of 54°.
66 THE BELA.TI0N8 OF MARYLAND TOPOOKAPaT, ETO,
The following diagram shows the mean temperatures in the four climatic divisions of the state for each month of the year:
Fio. 1,— Mean temperaturea lu the touT climatic dlTlsloiis of MarylaQd.
ATuch variability is also manifested in the normal seasonal and monthly temperatures while the daily extremes of temperature are very great. The two following tables showing the highest and lowest recorded temperatures for each month and for the year at the leading stations in Maryland and Delaware are striking illustrations of the fact mentioned.
Perfectly dry air can be obtained by artificial methods, but in its natural and free state the vapor of water is always present. The
Mabyijlnd Gbologioal Subvey
capacity of the atmosphere for aqueous vapor is limited, and is decreased by cooling. When the point of complete saturation is reached, the excess of moisture is condensed into visible form, producing clouds, and if the process of condensation is rapid, the paiv tides of water enlarge, and are brought to the surface of the earth by the force of gravity. The rate of condensation determines whether
HIOHBST RECORDED TEMPERATURES. MAnOiY FROM Records for Five Years or Oyer.
Stations.
Annapolis
Bachmans Valley
Baltimore
Charlotte Hall — Ch estertown
CoUenre Park
Cumberland
Darlington
Deer Park
Denton
Easton
Frederick
Hagerstown
Jewell
Laurel
Mardela Springs. .
Mllford, Del
MillBboro, Del Mt. St. Mary's
Newark, Del
New Market
Pocomoke City. . . Princess Anne —
8eaford,Del
Solomon's
Hunnyside
Van Bibber
Woodstock
Westmport
Westminster Wilmington, Del. Washington
Extremes for each month s
Jan.
Feb.
Mar.
re
Apr. May.
Jun.
July.
Aug.
lOS
Sep.
Oct.
Nov.
Dec.
Annual.
100*
At Boettcherville, near Cumberland.
the fall is in the nature of mist, light showers or heavy rain, and the conditions of temperature, electrical tension, etc., determine the character— whether rain, sleet, snow or hail. These four forms are included under the general term of precipitation. Dew deposits are frequently heavy, and a dense fog may appreciably dampen exposed surfaces. The amounts are usually so small, however, that they may be disregarded when speaking of precipitation measurements.
The Belati0N8 Of Maryland Topography, Etc.
The normal annual amount of precipitation for the entire state of Maryland, whether falling as rain, hail, sleet or snow, is about 43 inches.
The greatest normal annual amounts occur over the western part of the Alleghany Plateau, where conditions favor both frequency and intensity of rainfall and snowfall — frequency, because it is the sec-
LOWEST RECORDED TEMPERATURES. Mainly from Kecokd8 for Fivk Years or Over.
Station.
Jan.
Annapolis
Rachman's Valley
Baltimore
Chariot to Hall... Chestertown College Park
Cumberland
Darlingrton
Deer Park
Denton
Enston
Frederick
Hagerstown
Jewell
Laurel
Mardela Springs..
Mllford, Del
Millsboro, Del '
Mt. St. Mary'8 —
Newark, Del
New Market
Pocomoke City. . . Princess Anne. . . . Seaford, Del . ..
Solomon's
Sunnyside
Van Bibber
Washington
Westernport
Westminster
Woodstock
-1
-11 -33-8
.'I
H
- tt
o
Pw
p.
- o
Feb. I Mar.
a
-Ib
O
Hi
— 3
— 4
Apr.
Mi
3:3
3:3
3tt
May. Jun. [July
:%
:J8
a5 :i7
4t)
;w
Lowest.
5:3
Augr.
Sept.
ai
5:3
)iS
3:3
:38
#
;34
:i5
;i9
Oct. Nov.
m
3:3
a5
Dec.
— 4
—13
1"
Annual.
4, -16 3 ' -12 3 i -12
9 -17
6 ' - 8
6 -18
11 -10 10 -11
6 —17 6 —15 3 . -14
6 -11
—26
6 1 —13
— 6 -20
—16
—26
tion of Maryland lying nearest to the main storm tracks of the eastern United States; and intensity, because the greatest elevations of the state are found there, and these, obstructing the flow of moisturebearing winds, force them up the sides of the mountain slopes lower the temperature, and consequently the vapor capacity, of the air; the result being rapid condensation and heavier rainfall than would occur over a more level country. At Sunnyside, in Garrett county, the average annual precipitation for the past six years is 53.5 inches, or
Mabyland Oeolooical 6Ubvby 69
over ten inches greater than the normal annual fall for the state. This station has an elevation of 2500 feet above sea-level, and is situated on the western slope of the Backbone Mountain — a ridge runring southwest and northeast, with elevations of 3000 feet.
Just east of the Alleghany Plateau the annual rainfall decreases rapidly over an area including eastern Allegany county and the greater part of Washington county, or, more strictly, the Greater Appalachian Valley. A second area of diminished precipitation is found over upper St. Mary's county and the southern part of Charles county, and a third over narrow portions of Maryland and southern Delaware, bordering on the Atlantic. These three have a normal annual rainfall of 31 to 35 inches, and are the driest regions of the two states.
The normal annual precipitation increases east of the Blue Bidge, over the Piedmont Plateau. Parr's Ridge divides the plateau into two rainfall divisions; west of the ridge the annual amounts are about 40 inches, while east of the ridge there is a general increase to 45 inches.
A narrow area over which the normal annual fall is less than 40 inches lies just west of the Atlantic coast area already mentioned as one of the dry divisions, and a second limited area of this kind is found to embrace portions of Caroline, Talbot, Prince George's, Howard and Baltimore counties. With these exceptions, and that already noticed in portions of Charles and northern St. Mary's counties, the normal annual precipitation for the Coastal Plain is from 42 to 48 inches. The bands of greatest precipitation in this latter area include southern Anne Arundel county, and from southern St. Mary's county northeastward over portions of Dorchester and Wicomico counties.
The normal annual precipitation is divided throughout the seasons as follows: spring and summer will have about 11.5 to 12 inches, and fall and winter 9.5 to 10 inches.
The normal monthly, seasonal, and annual precipitation for the several districts of the state is shown in the table on pages 70-71.
The fluctuations in the normal rainfall throughout the year in the several districts of the state are graphically represented in Fig. 2. 5%
Normal Precipitation I
Divisions.
Stations.
No. Years Record.
Feb.
Mar.
Apr.
Alleghany Plateau.
Sunnvside
4.:
The Greater Appalachian Valley.'
Cumberland
Green SDriuif Furnace
2.
Mean
2.S
1 ""
Great Falls '
9
Central Potomac District.
Washinarton
Mean
o.O
1
Frederick
Emmltsbur (Mt, St. Mar>''s) . . New Market
, 2.6
1 8.1
O. 1
j
Sandy Sprin&r
2.:
Woodstock
o.l
North Central District,
Baltimore
Fallston
Woodlawn
S.4
s.:
Mean
' Z.2
Annapolis
3.6 '
8,9
Anne Arundel Countv.
Jewell
Mean
Charlotte Hall
3.5:
Solomon's
Southern District. Western Shore.
Cherryfields
St. Inieroes
s.o
Mean
Xt
Chestertown
Easton
Eastern Shore.
Mardela S])rlna:8
4.r,
Mean "...
'S.o
Dover, Del
, 6
Milford, Del
Delaware and Atlantic Coast.
Millsboro, Del
Mean
Entire Section.
Mean
:5.5
(70)
Reco
E Several Districts.
Jnn.
July.
Aug.
Sept.
Oct.
Nov.
Dec.
Annual.
Summer.
Autumn.
Winter.
2.S
4.3 ; 2.8
2.8 : 2.7
2.5 3.6 4.0 ' 4.6
3.3 4.1
8.3 1 3.4 2.7
2.8 2.9 39.4
:iO
3. .'5
1 3.6
' 4.8
3.S
♦10.5
*7.1
2.2 '
29
o 7
4.1 ; 3.0
3.3 2.7 i
2.9 2.6 j
8.2 I 2.5 1
o
3.7 '
TTi
)rokcn.
(71)
Tbe Entire Section.
Alleghanf PUtean.
Tbe Grekter AppBlechlsD Valley.
Central Potomac Dlatrlct.
North Central District.
e Arnndel Counly.
Bontharn District.
(Western Shore.)
FiQ. 3 Flnctaatlons in normal rainfall.
MARYLAND CCOLOOICAt URV£Y
jS
CTTA.PtT
9Ho"Vv"In"C> The
Normal Temperature And Precipitation
Marylan13
Including
DELAWABE and the DISTRICT of COLUMBIA
Year
scAX,i:
i:l,zeo,000. 20MUea-lIncta.
MARVlJkND QEOLOQICAI. SURVEY
Precipitation In Inches
nn
Volume Iii. Plate V.
Maeyland Geological Survey 73
The lines of the diagram show the minimum precipitation in midwinter with considerable increase in February and May and a very marked increase in July, while a uniform decrease in precipitation is shown in April. More or less variability in precipitation is shown in the different sections of the state.
The fluctuations in monthly and annual precipitation in the state in different years are clearly brought out in the table below:
GREATEST AND LEAST TOTAL MONTHLY AND ANNUAL RAINFALLS OCCURRING ANYWHERE IN STATE SINCE 1818.
January 11.2 Woodstock 1883
" 0.2 Washinffton 1872
February 8.8 St. Inioes 1872
0.1 Fort McHenrv 1864
Ww
March 12.8 St. Inigoes 1872
0.5 Cumberland 1872
April 13.0 St. Inigoes 1874
" 0.4 Fort McHenry 1847
May 12.8 Bachman's Valley 1898
" 0.2 Fort McHenry 1866
June 10.8 Frederick 1870
" 0.1 Mt. St. Mary's 1888
July 19.9 Jewell 1897
" 0.3 Fort McHenry 1869
August 15.9 Mount Airy 1878
" 0.3 Baltimore 1821
September 13.0 Fallston 1876
Trace Fort McHenry 1884
October 11.0 St. Inigoes 1873
0.0 Tanevtown 1893
" 0.0 Mount Airy 1874
November 11.0 Mt. St. Mary's 1881
" 0.1 Fort McHenry 1882
December 7.5 Mt. St. Mary's 1867
" Trace Jewell 1889
Annual 88.5 St. Inigoes 1873
20.0 Cumberland 1870
The fluctuations in Baltimore during the past twenty-eight years are given in the following figure.
74 The Belatioh8 Of Mabyland Topoobapht, Etc.
Snowfall never fails completely in Matyland even in the warmest winters, although it may he reduced to insignificant proportions except
Fic. 3. — Flnctnationa in annnal preciplt&UoD
in the mountains. The average monthly amounts for the various climatic divisions of the state are shown in the table below:
Average Depth Of Snow In Inches.
Jan. Feb. H&r. Apr. May.
Weatem eectlon. . N. Central section SontherD section . Eastern section . . Entire state . ...
Wnros. The prevailing winds in Maryland are northwesterly in winter, and during the summer months blow from a souUierly direction, more generally from the southwest. The following tables show the prevailing wind direction for the several divisions for the past seven years;
Mabylaio) Oeolooical Subvey
Prevailing Winds.
Jan.
Feb.
Western flection N W. NW.
N. Central aectlon... NW. NW.
Son them section NW.jNW.
Eastern section NW.' NW.
Entire state ; NW. NW.
Mar. Apr.' May ,Jun., July
Aug.
SW. Var.'SW.I Var. Var.
NW.|NW. NW. Var.
Var.: Var.SW.
Var. Var.
Sw.
NW. Var.: Var. SW. , SW.
NW.INW.I Var.' Var.iSW.
Sw.
SW. SW. Var. SW.
Sep.
Oct. Nov.
Var., Var. I Var.
; I
Var. NW. NW. Var.iNW. NW.
Var. Var.
Nw.
Nw.
NW.iNW.'NW
Dec.
Sw. Nw. Nw. Nw.
The direction of the wind depends upon the relative positions of the pressure areas with respect to each other and to Maryland. The velocity of the wind is determined by the intensity of the atmospheric disturbances. The only satisfactory records of the wind velocities for the state are those that have been made at Baltimore and Washington. The average monthly daily and hourly velocities of the wind, in miles, for Baltimore during the past twenty-eight years are given in the table below:
Average Monthly. Daily And Hourly Wind Movement
At Baltimore.
Ayeragb.
Monthly Daily... Hourly .
Jan.
Feb.
Mar.
Apr. May Jun.
5038 4686 4284
168 150 143
7.0 , 6.2 6.0
July
Aug.
Sept.
Oct.
Nov.
Dec.
The velocity of winds is extremely variable, and in times of great storms much destruction to property results, while the highways are swept bare of the finer loose particles. In the following table the maximum wind velocities in Baltimore during the past twenty-five years are given for each month, in miles per hour, whenever this velocity has been maintained for a period of five minutes or more at the rate given.
Maximum Wind Velocities At Baltimore.
Jan. Feb. 1894 1898
Mar.
Apr
May
June
July
Aug.
Sept.
Oct.
Nov.
Dec.
76 The Relations Of Maryland Topogeaphy, Etc.
The brief discussion of Maryland climate which has been given in the preceding pages has brought out the leading characteristics of the temperature, precipitation, and winds in the state, each of which has a controlling influence upon highway-construction and must be carefully considered by the road-builder.
General Effect of the Cltmatb on Roads.
From what has been stated in the previous pages it will be observed that wide differences are found in temperature and rainfall in the various counties of the state, and that these differences must materially affect the construction of our highways. Professor N. S. Shaler of Harvard University, for many years a member of the Massachusetts Highway Conmiission and the author of " American Highways," presents this whole subject in a very lucid manner. He says: " As a roadway is of all constructions the most exposed to the action of the weather, the climate of the district in which it lies has a greater effect upon it than upon any other class of buildings. This effect is exercised by the rainfall, changes in temperature, and the winds. A secondary influence, arising from the above-mentioned natural conditions, is found in the character of the vegetation, which, under favorable conditions, may advantageously affect a road by covering the unused portion of its surface with a network of low-growing plants, Buch as the grasses.
" Under any conditions a road has to lie open to the rain. Where this comes gently, as is usually the case in Europe, it may not wash the surface of a well-graded way in a serious manner. When, however, as in this country, the rainfall, particularly in the central and western portions of the land, often comes in a torrential manner, the effect is, even on well-constructed roads, to wash out the dust which holds* the stones together as well as to remove the divided portion of the rock, which should have a coating to keep the wheels and the shoes of horses from breaking the stone in a rapid manner. Thus the result of occasional heavy rains is in this country a more rapid wearing of the road-bed than occurs in the Old World. It is doubtful, indeed, if the Roman ways would have survived in this land in
Maryland Geological Survey 77
the manner in which they have endured in the regions where they were built
" In almost all instances the ditches on either side of a road have to receive a large share of water which flows over the surface toward the way. Where, as in America, the rainfall may amount, as is often the case, to an inch or more an hour, a large part of the water, especially when the ground is frozen, flows over the surface, and much of it finds its way to these ditches. As will be noted hereafter, the waterways beside roads are an important part of the construction. The cost of thir provision and maintenance is, on the average, much gi'eater with us than in European lands. Furthermore, it is essential that the earth beneath a macadam way, where it is not provided with a pavement foundation, should be kept dry. It is desirable, indeed, in all cases that it should be protected from the invasion of water. The expense of underdrainage, such as is hereafter to be described, is exceptionally great in the case of American constructions.
" The well-known heaving action of frost, which is proportionate to the depth to which it enters the soil and to the water contained therein, is always a menace to the preservation of a roadway. This movement not only disturbs the whole construction, but it tends to force up the larger stones through the macadam or gravel, so that they disturb the bed in their ascent and encumber the way when they appear at the surface. In the Korthern States of this Union, where the frost often enters the earth to the depth of three feet or more, the effect of freezing and thawing, often repeated several times in the course of a winter, is exceedingly injurious. To guard against it, it is necessary to provide for the removal of the water to a greater depth beneath the surface than is required on the continent of Europe or in Great Britain.
" The evils arising from the long-continued droughts which are so common in America are felt in several different ways. Where broken stone is used as road-material it is held together by the cementing action of the dust which lies between the fragments. Where the way is traversed by heavy wagons it almost always undergoes a certain breaking up of the bond. This is restored by a recementation process,
78 The Relations Of Maryland Topogbaphy, Etc.
which causes the dust, when wetted once, again to bind. It thus comes about that a road which is wetted at intervals, say no greater than a fortnight, will remain in a firm state, while, when subjected to traffic for a drought of a month or more in duration, it will be broken into a mere rubble. A conspicuous instance of this action came under the observation of the writer in the campaign of 1862 between the armies of Bragg and Buell in Kentucky and Tennessee. It was a season of remarkable drought, little or no rain falling for the term of seventy days. During this time the macadam roads of that district, which ordinarily are in excellent condition, were by the wagon and artillery trains brought almost to a state of ruin. The fragments of stone which ordinarily adhered firmly to one another were converted into pebbles, which ground up under the tread of the wheels. It was not until after the great rains which came on the night of the battle of Perryville that these roads began to return to a fairly passable state. Many of them, however, were so injured by the grinding up of the loose fragments that they were unserviceable until they were re-covered with broken stone.
" The effect of the winds on roads is to blow away the protecting covering of dust. If they be strong, the action may go so far as to remove the cementing material from between the exposed crevices. In general it may be said that the wearing of a road increases rapidly with the speed and continuity of the winds and the extent to which they blow in times of drought. The strong southwest winds so prevalent in this country, particularly in the Mississippi Valley in the summer, much increase the cost of maintenance of good ways.
" In a moderately humid climate, exempt from continuous summer droughts, creeping plants, nourished by the dust from the roads, which in most cases has a considerable fertilizing value, take hold on the shoulders and sides of the way in such a manner as to protect those exposed parts from washing or from the action of the winds. Where these conditions prevail, it is generally practicable to build a relatively narrow, hardened way with wide shoulders on either side onto which the passing teams can turn out, finding there, by virtue of the plant covering, a surface so firm that it will not rut from an occa-
Mabyland Geological Susvey 79
fiional passage of wheels. If, however, the shoulders are overdry, as they are sure to become in an enduring drought, the plants are killed and the surface left exposed.
" The result of the above-mentioned climatal conditions is to make the construction and maintenance of good highways a matter of greater cost in the New than in the Old World. The conditions in the two realms are so far diverse that we need to be careful in adopting without revision the methods which have been successful beyond the Atlantic. In all cases these methods should be critically examined with reference to the climatal and other needs of this country."
Indirectly connected with the influence of the climate is the effect of forests on roads, and Professor Shaler further says in discussing these facts that " The effect of forests on the construction and maintenance of roads is considerable. Where these woods are deeply rooted, it is necessary to exercise a considerable amount of care in removing the woody material, not only the crowns and tap-roots, but also those of any size which penetrate downward; and this for the reason that the decay of the remains of the tree is apt to bring about harmful settlements of the foundation. The cost in general of carrying a road through thick woods is, so far as the preparation of the bed is concerned, at least twice as great as where it traverses an open country.
The effect of a timber belt on either side of the road is sometimes to necessitate more careful drainage to insure the dryness of the subway. Where the hardened part of the construction is made of gravel the influence of the shade and of a plentiful contribution of fallen leaves is to preserve the layer from the excessive dryness which is likely rapidly to dessicate the surface of the wheelway. Moreover, the covering of leaves affords some protection against the impact of tires and hoofs, while the result of the decay of vegetable matter is to favor the cementation of the bed. In a less degree the shelter of a wood or of thick plantations on either side of the road, even that which is afforded by the ordinary spaced trees which are commonly planted beside ways, is helpful to macadam roads. Trees also diminish the ill effects of winds, retaining the dust on the road in a way that it
80 The Relations Of Maryland Topography, Etc.
would not be kept there if the road lies quite open to the blast. On these economic accounts, as well as for the grace which plantations afford, it is advisable to keep a way tolerably shaded, at least in such a climate as exists in almost all parts of the United States."
These statements by so eminent an authority as Professor Shaler indicate how important it is that the highway engineer should familiarize himself with the climatic conditions of the country in which his work is placed. From what has been said in previous pages it has been shown that the rainfall is much more excessive in some localities than in others, while the variations in temperature between the eastern and western sections of the state are very great, the much deeper frosts of the latter area requiring that far greater attention should be paid to the road-bed. The difficulties attendant upon highway-construction on these grounds in Maryland are, however, much less than in the area farther north to which Professor Shaler has more largely devoted his attention.
Maeyland Geology In Eelation To Highway
Constkuction.
The rocks of Maryland are of much significance to the road-buUder. Not only do the physical characteristics of the materials composing the road-bed largely affect the permanency of the traveled way, but the character and distribution of the rocks of the several districts determine the quality of the road-metals which are actually placed upon the highways of the state. The relation, therefore, of geology to highway-construction is of such a nature that it is necessary to examine the questions connected therewith in some detail.
The Road-bei>.
The character of the road-bed, or foundation, upon which the highway must be built, is of the greatest practical importance, and depends primarily upon the underlying geological formation. In a region like that of the state of Maryland where the rocks are of many kinds and often of small areal development, it becomes a matter of
Maryland Oeolooical Burvky
r
Map
Dad Materials
Of-
Dryland
Including Sd The District Of Co
*ARVLAND OeOLOQtCAL SURVEY
Legend
Appalachian Reqiom
c AND quArminc nocic*
en
Volume Iii, Plate Vi.
Maryland Geological Survey Si
necessity for the road-builder to frequently adjust his plans to changing conditions. The frequent alternation of sandstones, limestones, and shales in western Maryland and of granitic and trap rocks in central Maryland must be constantly considered by the road-master; while the varying gravels, sands and clays of eastern and southern Maryland afford still other conditions that are not less difficult to deal with.
When the surface layers of the rocks, whatever their lithologic characters, become disintegrated, as commonly occurs in Maryland, the residual materials are generally either clays or sands, or a variable mixture of the two. In level regions, especially where the streams have been unable to remove the unconsolidatd materials, the road-bed seldom rests upon solid rock; but at the higher elevations of the Piedmont Plateau and the Appalachian Region the more quartzitic rocks frequently reach the surface, and afford a solid foundation upon which a permanent road-bed may be constructed. The coating of residual materials when present in the elevated regions of the state is generally thin and always of varying thickness, since the rain and the streams are active agents on the steeper slopes in the removal of the unconsolidated products.
Maryland, like the states which lie to the south of it, differs very materially from our northern commonwealths in the absence of glaciation, which in that region swept from the surface of the country the residual materials, leaving the unaltered rocks exposed over wide tracts while burying adjacent areas under a cover of morainic debris. The more restricted areas of superficially unaltered rocks in Maryland are confined to the larger stream-channels and the steeper slopes, while the widely distributed disintegrated products are largely found in situ rather than transported to a distance as within the glaciated belt
The question of drainage is of prime importance in the construction of permanent highways. When the under-materials are sands the water drains away quickly, but when, as is often the case, these materials are clays or clayey sands the natural drainage is slow and unsatisfactory. A road built upon such a plastic foundation as that which is afforded by clays readily goes to pieces unless special
82 The Relations Of Maryland Topography, Etc.
precautions are taken. A base of tliis character generally requires not only artificial draining at the sides, but also the introduction at times of costly pavements so as to keep the surface layer of broken i?tones and gravel from working down into the yielding road-bed. Professor Shaler, in his work upon American Highways, refers to the fact that such clayey foundations are commonly foimd in the most fertile agricultural regions, and that this adds largely to the cost of road-construction in those areas where good roads are most essential. Take, for example, the rich limestone valleys both in the Piedmont Plateau and in the Appalachian Region. They afford thick residual clays which are generally poorly adapted for highway-construction unless some precaution is taken as in the manner above-mentioned. The great value of the agricultural interests in these areas has rendered it imperative, however, to spend much money upon the highways, and they are frequently found to be among the finest in the state.
The Eoab Materlls.
The rocks of Maryland afford a great variety of natural road-building materials. The central counties of the state, especially, are provided with materials of the highest grade, while the western and the eastern sections of the state are not without road-metals of value. There are few states in the Union in which the natural road-building materials are of equal quality or are more advantageously distributed, and yet Maryland has made comparatively little use of them hitherto.
The Piedmont Plateau.
The rocks of the Piedmont area are the best in the state for the various uses of the road-builder. These rocks, as elsewhere described, are mainly crystalline or semi-crystalline, and embrace a great number of rock types of varying utility for highway-construction. They may be grouped into four main classes, viz., the trap rocks, the granitic and quartzitic rocks, the calcareous rocks, and the slate rocks.
The Trap Rocks.
The trap rocks, as shown by the tests given in later chapters, are the best road-building materials in the state, both on account of their
MARVLAND QEOLOaiCAL SURVEY. VOLUME 111, PLATE VIU
P Rock, Gabbro, Baltimore County.
Fig. 2.— TBAP ROCK. SERPENTINE, KARFORD COUNTY. PHOTOMICROGRAPHS OF ROCK SECTIONS.
Maryland Geological 8Ubvey 83
resistance to wear and their fairly good cementing qualities. The trap rocks are highly crystalline with their constituent minerals finely interlocked. They are also rich in iron, which is rendered available as a cementing medium. All of the trap rocks are of igneous origin, having been forced in a molten condition from considerable depths in the earth's crust into the positions which they now occupy. They are widely distributed throughout the seven Piedmont Plateau counties and occur in several well-defined varieties.
Gabbso. — The most extensively distributed and probably the most ancient of the basic eruptive or trap rocks which so abundantly intrude the gneiss complex is the gabbro or the " niggerhead " rock. There are three main areas of this rock within the limits of the state — the Stony Forest area of Harford and Cecil counties; the great belt or sheet which extends from north of Conowingo on the Susquehanna river in a south-southwest direction to Baltimore city; and the irregular, intrusive sheet which is mainly developed to the west of Baltimore, and extends thence as far south as Laurel.
The gabbro is a rather fine-grained aggregate of the minerals hypers thene, diallage, plagioclase (bytownite), and magnetite, with varying amounts of apatite and brown hornblende. The unaltered gabbros are unusually massive, heavy and dark-colored. With their alteration the color changes from a pale buff to the characteristic reddish-brown. By an increase in magnesia tiie gabbro passes by gradual transitions toward the rock types which include the peridotites and pyroxenites; or in alumina to rich feldspathic rocks; or in silica to others which have free silica forming blue grains.
The action of pressure which has caused the recrystallization of the gneiss and marble is also well marked in the gabbros. It has caused the iron constituent pyroxene to change to another green mineral called hornblende, and has in some cases left the rock as massive as at first, or in other cases rendered it schistose. The first is gabhrodiorite, the second gdbbro-schist The change has always been most complete where the mass of gabbro is smallest, as in the narrow beds which connect the larger areas. This change is well shown along the Bel Air Bead near Baltimore.
84 The Relations Of Maryland Topography, Etc.
The gabbro offers great resistance to the ordinary process of decomposition and hence it is strewn abundantly all over the area which it occupies in the form of boulders. It is at the same time so hard, so heavy, and so jointed that it cannot be quarried to any advantage as a building-stone, although the looee blocks are much used for constructing stone walls or foundations. It is admirably adapted, however, as a road-metal, although its firm interlocking texture makes it a difficult rock to work. These very qualities, which increase the expense of its preparation, add at the same time to its durability, and no more satisfactory road-metal can be secured.
Peridotite and Pyroxenite. — The second type of eruptive rock which penetrates the gneiss complex comprises the peridotite and pyroxenite. It is younger than the gabbro, but it is genetically closely allied to it. The two types are connected by many intermediate varieties; and these more basic rocks, which also break through the gabbro as well as through the gneiss, may be regarded as having resulted from a gabbro-magma which had become relatively poor in alumina, or in alumina and silica. The absence of alumina would prevent the formation of feldspar, and hence in the first case crystallization produced an aggregate of pyroxene (bronzite and diallage) called pyroxenite; while in the second case an aggregate of olivene and pyroxene with more or less magnetite produced what is called peridotite.
The two non-feldspathic eruptive rocks, pyroxenite and peridotite, are peculiarly subject to alteration, which is not, however, decomposition. Briefly it is this: the pyroxene, when it occurs alone, tends to pass into secondary hornblende, and this in turn gives rise to talc. This is the origin of the extensive beds of steatite in eastern Maryland and Virginia. The talc is always mixed with more or less pale, fibrous hornblende (actinolite) and chlorite.
When, as in the peridotite, olivene accompanies the pyroxene, especially if it is bronzite, the rock tends to form serpentine instead of talc. The serpentine also contains secondary hornblende formed from the diallage.
Both of the non-feldspathic eruptives are very intimately associated.
MARVLANO GEOLOGICAL SURVEY. VOLUME III, PIATE Vlli.
Ftfl. I— TRAP ROCK, DIABASE, MONTGOMERY COUNTY.
FlO. 2.-ONE1SS, BALTIMORE COUSTV. PHOTOMICROGRAPHS OF ROCK SECTIONS.
Uastlaud 0£Oix>Oioal Subyst 85
They do not iisually cover large areas, but occur in small lenticular patches. Yarieties intermediate between the two extremes are common, so that the two alteration products, steatite and serpentine, are eyen more intimately mingled than the rocks themselves.
Peridotite and pyroxenite, with their alteration products, are found best developed in Cecil and Harford counties, extending as a long, narrow belt from the state line near Conowingo southwestward toward Forest Hill in Harford county. Other areas are found near Soldier's Delight and Bare Hills in Baltimore county, and also in several small, narrow belts in Howard and Montgomery counties. These rocks are somewhat softer than the gabbro, but contain a large proportion of iron, which acts as a valuable cementing medium. They afford important road-building materials in the areas in which they are found. The steatite and serpentine frequently wear away rapidly, however, and are thus less valuable than the unaltered rock for highway purposes.
DioBrrE. — The rocks included under this head are closely allied to the CTanites, and at first glance may easily be mistaken for them. m., hiwever, i. Jeta/rf ftL feld-pT .nd in their darker color. They always contain a green hornblende, and biotite with orthoclase and plagioclase, sometimes the former and sometimes the latter in excess. Quartz is usually present, and the rocks then resemble the well-known tonalite from European localities. Under the microscope the diorites generally show evidences of the destruction of their constituents through dynamic action or through weathering processes.
The areal distribution of these rocks has not been fully studied, but they have been mapped in several small areas to the west of Washington on either side of the Potomac river. They are most extensively developed, as far as recognized, around Georgetown and near Cabin John Bridge. The quarries near the former place substantiate the view that these rocks represent ancient eruptive masses which subsequently have been greatiy changed and recrystallized by the earth movements which have taken place since their formation. The exact time at which these rocks were intruded into the surrounding
86 The Kelations Of Habyland Topography, Etc.
masses is not definitely known. They are clearly older than the youngest of the granites at Broad Branch and are younger than some of the older, more metamorphosed granites and granite-gneisses. It seems reasonably probable that they were erupted just before or just after the gabbros.
The diorites are not as rich in iron as the trap rocks previously mentioned, but are still valuable road-metals, although on account of their limited distribution they are much less important than the other varieties described.
Diabase. — The diabase, the yoimgest of the trap rocks, is found distributed both in the eastern and the western divisions of the Piedmont Plateau extending from the Pennsylvania border in several long dikes which reach nearly across the state from north to south. In the western division of the Piedmont Plateau the diabase is found penetrating the Triassic sandstones and shales as well as the rocks of earlier age, the date of its intrusion being, therefore, very much later than that of the other representatives of the trap rocks. The diabase is probably late Triassic or perhaps post-Triassic in age.
In the eastern portion of the Piedmont Plateau the diabase intrudes the older crystalline rocks in Baltimore and Harford counties occurring as long dikes, broken at several points but preserving all the features of the rock found farther west in Frederick county. In the western portion of the Piedmont Plateau the diabase is found both in western Carroll and Frederick counties, being best developed near the Pennsylvania line in the vicinity of Emmitsburg, where the areal distribution is several square miles in extent. From this point several dikes can be traced southward, one of them continuing beyond the limits of Frederick county, nearly, if not quite, to the banks of the Potomac river.
The diabase is composed chiefly of the minerals feldspar (labradorite) and pyroxene (augite) with olivene and magnetite. The rocks penetrated have been at times considerably metamorphosed by the molten rock which was forced into their fissures, generally with a hardening of the beds by partial solidification and recrystallization. The diabase decomposes with considerable rapidity, although the sur-
Maryland Geological Survey 87
face is generally covered witb large boulders of undecayed material, which shows characteristic weathering.
The diabase is an extremely important road-building material and has been used in the states to the north of Maryland much more extensively than any other of the trap rocks. This is perhaps to be accounted for from the much wider distribution of the diabase, although the readiness with which the rock can be worked makes it peculiarly valuable as a road-metal. It is generally hard, with excellent wearing and cementing qualities, and is to be highly recommended.
The Granitic and Quartzitic Rocks.
The granitic and quartzitic rocks are in the main of less value as road-materials than the trap-rocks, although some of the varieties are of importance in this respect. These rocks cover much larger areas than the trap rocks, and are generally more readily available for road-construction. They are found widely distributed in all the seven counties of the Piedmont belt and have been extensively quarried at various points as building material, so that much refuse is available for highway purposes.
Gnmss. — The prevailing rock of the Piedmont Plateau is the gneiss. It enters the state from the north in a very wide band, completely surrounding the Delta-Peach Bottom slate area, but its breadth rapidly contracts toward the Potomac. The remarkably irregular form of the marble areas which are intercalated in the gneiss complex shows how intricate the stratigraphy of the latter really is. Much of its apparent simplicity is due to the obliteration of its true bedding through secondary foliation. The Maryland gneiss embraces a great variety of types, which range from granitoid aggregates of feldspar and quartz on the one hand to nearly pure mica or horn- ' blende schist on the other. All of these show considerable structural variation in the coarseness of their grain, the perfection of their parallel arrangement, etc. The gneiss is sometimes quite constant or homogeneous for considerable distances, but more usually it consists of differently constituted layers.
The gneiss everywhere shows, in spite of a frequent persistence of
88 The Belati0I7S Of Mabylaih) Topography, Etc.
Btrike and dip, that it has been subjected to intense and repeated dynamic action. This is apparent in the larger features of its structure, and in its generally crumpled, gnarled and twisted character, and in the profound metamorphism, amounting to almost complete recrystallization, which has gone on within it No certain traces of clastic origin have ever been detected in the Maryland gneiss, although its sedimentary character may be inferred from its rapid alternation of beds of different composition and from the nature of other rocks intercalated in it like marble and quartz-schist.
The color of the more massive gneisses varies from white to a dark gray or blue. The more micaceous and homblendic varieties are dark brown or green. The mineral composition and structure are quite normal for gneisses elsewhere developed. Superficial exposures of the gneiss are very merely fresh. This widespread decay extends also for a considerable distance below the surface, at least in an incipient form, as may be seen from the very rapid disintegration in road and railroad cuttings of rock that is suflBlciently hard to require blasting.
The gneisses in their less quartzose varieties when not micaceous afford very fair road-building materials, although the frequently large percentage of quartz renders their cementing qualities generally inferior. They have not the resistance to wear possessed by the trap rocks, and, in general, must be regarded as of inferior quality to the latter. The wide distribution of the gneiss renders it locally available over a large area, and it can thus be used at times to advantage where the expense of transportation would debar the road-builder from employing the higher grades of rock.
Gbaiotb. — The granites of the Piedmont Plateau are eruptive rocks that intrude the gneiss complex in very much the same way as the trap rocks, and are among the most important materials from an economic standpoint in the state. They belong for the most part to a type known as granitite, and are generally of medium grain and of remarkably compact and homogeneous texture. They sometimes carry a considerable quantity of muscovite (Guilford), and are noticeable for the large and constant proportion of allanite which they contain, this latter mineral being frequently surrounded by a parallel growth of isomorphous epidote.
MARVLAND QEOLOOtCAL SURVEV. VOLUME III, PLATE II
FlO. 1.— GRANITE, CECIL COUNTY.
FlO. 3.— SANDSTONE, MONTGOMERY COLNTY. PHOTOMICROGRAPHS OF ROCK SECTIONS.
MABYLAlfD GEOLOGICAL SUBVEY 89
Variations in the structure of the granites are due to the development of poryphyritic crystals, as at EUicott City and along the road from Meredith's Bridge on the Gunpowder river to Cockeysrille. Other structural facies are due to secondary features, like foliation, produced by dynamic agencies.
The granites are probably partly younger and probably partly older than the other eruptive types and are not connected with them, as those with each other, by intermediate facies. They represent entirely distinct epochs of eruptive activity. The evidence of their eruptive origin is most satisfactory and conclusive. They form intrusive bosses with diverging dikes and apophyses; they produce disturbance and crumpling in the rocks through which they break; they enclose fragments of the older rocks — gneiss, marble, quartz-schist, gabbro and pyroxenite — and finally they produce all the well-known phenomena of contact-metamorphism, both in these fragments and in the rocks which adjoin them.
The granites are extensively quarried for building and paving stones at Port Deposit, Woodstock, Granite, Ellicott Oily, and Guilford, where great masses of granite occur.
The gneiss of the Baltimore region is penetrated with a great abundance of dikes, veins, and eyes of the coarse-grained granite, known as pegmatitey which is locally known under the name of flint. Within the eastern plateau ron the pegmatite appears to have been produced in two ways, at least we seem compelled by direct evidence to assume that certain occurrences of it are true eruptive dikes genetically related to the normal granite already described; while for other occurrences an aqueous origin by segration appears more probable, although the proof is not as good as in the former cases.
The granites are very similar to the gneisses in many respects, although differing from them more or less widely in texture and mineralogical composition. As road-material they are very similar to the gneisses and possess much the same wearing and cementing qualities. They will also be found like them of value locally for roadbuilding purposes, but are not to be compared as regards their durability to the trap rocks.
90 The Belati0N8 Of Maryland Topogbaphy, Bto.
QuABTz-60Hi8T. — This type forms but a small portion of the rocks of probable sedimentary origin included within the eastern division of the Piedmont Plateau. It is more interesting from its influence on the topography, since it causes the low ridge extending along the south side of Green Spring and Mine Branch valleys known as Setter's Bidge, than it is from its areal extent or even its mineralogical composition The quartz-schist rarely attains any considerable thickness, but instead seems to be closely related to the underlying gneiss into which it grades by imperceptible transitions. Between the schist and the marbles there is a sharp break, and it has been considered probable that this formation is in some way the result of fumerole action in the gneiss. This conclusion is borne out by the mineralccal composition. The most abundant constituent is quartz, which occurs divided into fine beds of varying thickness by parallel layers of muscovite. In the micaceous layers are numerous broken crystals of tourmaline, whose fragments are separated along a single line as though they had been compressed and pulled apart by some earth movement
The quartz-schist occupies so small an area in the Piedmont Plateau as to deserve little consideration from the standpoint of a road-metal. It may be used to some advantage locally in Baltimore county, but its large percentage of quartz renders both its wearing and cementing qualities inferior.
QuABTziTE. — Isolated areas of quartzitic sandstones are found developed along the eastern side of the Monocacy Valley in Frederick county, and single outliers also occur farther to the east in the valley of Deer creek in Harford county. The most extensive and characteristic deposit of this material in the Piedmont Plateau is found in Sugar Loaf Mountain near the boundary of Montgomery county. Here the sandstone is very homogeneous, fine-grained and compact, and is very light, frequently white in color. The massive sandstone strata of Sugar Loaf Mountain form a series of anticlines overturned toward the west. The formation continues toward the north in a few insignificant sandstone patches, while toward the south it soon disappears beneath the phyllite series. The Sugar Loaf sandstones pass on their eastern side upward by a gradual transition into the overlying deposits, which in their unaltered portion are somewhat shaly.
Mabylaitd Obolootoal Survey 91
The quartzite is used locally with some success as a road-metal, but its cementing qualities are poor. It is inferior in several respects to the better grades of granitic rocks above referred to. It breaks down under constant and heavy wear to an incoherent sand and it does not possess any proper cementing medium.
Tbiassio Sandstoites. — The red sandstones of Triassic age, known as the Newark formation, are much younger than the other members of the granitic and quartzitic series. They occupy a considerable area along the border of the Piedmont Plateau, beginning as a belt some ten miles in width in northern Carroll and Frederick counties. The formation gradually narrows toward the south, until in the region of Frederick its full width does not exceed one mile, while at one point directly to the west of Frederick the continuity of the beds is completely broken. Farther southward in western ilontgomery county the belt of Newark deposits again broadens to a width of several miles.
The rocks of the Newark formation consist chiefly of red and gray sandstones and conglomerates of both siliceous and calcareous varieties. The finer-grained and deeper-colored deposits generally have their individual elements united by a ferruginous cement, while the calcareous conglomerate, which is largely made up of rounded limestone pebbles, is generally imbedded in a reddish calcareous matrix. All of the deposits present structures which indicate that they were formed in shallow water; the coarse conglomerates, the ripple-marked surfaces, and the tracks of animals all point indisputably to this conclusion.
The more ferruginous varieties of the Newark deposits afford good road-building material, the iron constituent acting as a valuable cementing medium. The large percentage of calcareous materials in the conglomerates renders them less enduring than the trap rocks, but till they may be employed to advantage locally. They are among the most valuable of the road-metals in this series of rocks, with the possible exception of some of the better grades of gneiss and granite.
The Calcareous Rocks.
The calcareous rocks of the Piedmont Plateau, which include the marbles and crystalline limestones, are used to some extent as road-
92 The Belations Of Mabyland Topoqeaphy, Etc.
materials, but in proportion as they become highly crystalline they lack those wearing and cementing qualities which are essential in a good natural road-building material. They are found covering considerable areas both in the eastern and western divisions of the Piedmont Plateau.
Masble. — The marble deposits of the Piedmont Plateau possess much of topographical and geological interest There axe few areas in Maryland where the dependence of topography upon the character of the underlying rocks is better shown than in the contrast between the flat valleys in the marble and abrupt ridges of adjacent gneisses and quartz-schists. Geologically the marbles are the youngest of the series, but their relations are greatly obscured by structural complexity.
The marbles, which are confined to the eastern division of the Piedmont Plateau, differ in texture and composition from the finer and more compact crystalline limestones of the western division. In the latter the impurities are in the form of thin, argiUaceous bands, while in the former they are represented by layers of accessory minerals, including tremolite, white pyroxene, green muscovite, brown and black tourmaline, scapolite, quartz, pyrite and rutile, which correspond more or less closely with the original bedding planes. The marbles are often dolomites, frequently showing over 40 per cent of magnesium carbonate. The Baltimore county marbles are extensively quarried, either for burning or for use as a flux, or as a building stone (magnesian).
The marble refuse from the various quarries is at times employed upon the highways, but is much inferior to the trap rocks and the better varieties of the granitic and quartzitic rocks. Its texture is much too coarsely crystalline to form a permanent roadway.
Cbystalunb Limestone. — The crystalline limestone is confined to the western portion of the Piedmont Plateau and is mainly developed in Carroll and adjacent parts of Frederick counties. It is found in long narrow bands infolded in the phyllite and extends in a general northeast-southwest direction. These limestones upon examination are found to be highly crystalline, fine-gramed marbles, which be-
MABYLArD GEOLOQICAL SUBVEY 93
come more and more contorted cleaved; and faulted as they are folded across their strike toward the east.
The crystalline limestones are, like the marble, in the main poorly adapted for highway purposes, although they have been used to a considerable extent locally in Carroll county. They are inferior to most of the rocks previously described from the western Piedmont district.
SHENAin)OAH Limestone. — The Frederick valley is underlain by the limestones of the Shenandoah formation, which extend from north to south for a distance of twenty-five miles with an average width of about four miles. The limestone is blue or gray in color, with locally developed siliceous beds that resist the ordinary processes of decay much more than the purer limestones. These more highly siliceous beds afford excellent road-material on account of their resistance to wear. All of the limestones present excellent cementing qualities, and both in their harder and softer beds have been extensively used in road-construction. They frequently present a very dusty surface and in this respect they are inferior to the trap rocks above described, but in several features are superior to the other rocks of the district in which they occur.
Triassic Conglomerate. — The Triassic conglomerate, previously referred to in discussing the red sandstones, is largely made up of rounded limestone pebbles imbedded in a reddish calcareous matrix. These calcareous rocks are much less highly crystalline than the other calcareous beds and are therefore much better adapted for road-building purposes. They have not been largely used thus far, but the tests show that they contain much better cementing and wearing qualities than the marbles and crystalline limestones.
The Slate Bocks.
The slate rocks cover a considerable area in the northern and western portions of the Piedmont Plateau, but are poorly adapted for road-building purposes.
Phylute. — The slaty and shaly rocks which compose much of the areas above described are indicated upon the map under the geological term of phyllite, although quite a variety of deposits varying
94r THE RELATIONS OF MARYLAND TOPOGRAPHY, ETC.
all the way from slightly altered shales to well-defined schists is found. They are in the main highly argillaceous, although in places arenaceous, and apparently grade over into the quartzitic series earlier described. They are closely folded toward the east and the metamorphism of the beds, attendant upon the increasing disturbance to which they have been subjected, is so great that it is not always easy to distinguish the line of contact between them and the underlying and more ancient crystallines of the eastern Piedmont region.
The phyllites, from their argillaceous character, easily break down when subjected to wear, producing clayey materials, and are thus ill-adapted for highway purposes.
The Appalachian Region,
The rocks of the Appalachian Region are not in general as well adapted to highway-construction as those of the Piedmont Plateau, although some of the limestones afford road-metals of more than ordinary value. The geological structure of the district is such, however, that the same deposits are frequently repeated so that the limestone formations are well distributed throughout the area. The sandstones and shales are much less valuable for highway purposes, although the more compact, quartzose rocks have been frequently employed. The igneous rocks, which are limited to the eastern division of the Appalachian Region, locally afford materials of value, but they have not been employed to any large extent upon the highways of the Blue Ridge district. The rocks of this area differ so widely from those of the central and western portions of the Appalachian Region that they will be independently considered.
The Eastern Appalaohxan Or Blue Ridge District.
The rocks of the Blue Ridge district may be considered under two different heads: first, the volcanic rocks, which include acid and basic volcanics with their metamorphosed products; and second, the quartzitic and granitic rocks, which include the Cambrian quartzite and the granite.
The Volcanic Bocks.
The volcanic rocks of the Blue Ridge area are generally classified as acid and basic volcanics, although both of these rocks are fre-
Maxyulnd Geological Survey 96
quently much altered as the result of dynamic forces. The acid vulcanics occupy an irregular area north and northeast of Middletown between the Blue Ridge and Catoctin mountains and extend nearly to the state line, while to the northwest of this main body are a few outlying masses. These rocks are close-grained mixtures of quartz and feldspar, which often show characteristic flow and other structures of lava, which at times are partly destroyed as the result of devitrification. These rocks have not been used to any extent as roadmetals, and the high proportion of silica may render them unavailable for that purpose.
The basic volcanics occupy a much larger area in the Blue Ridge district than the acid volcanics, extending all the way from the Pennsylvania line to the Potomac river, although they are largely crowded out to the south by the numerous intrusions of granites. The original rock possesses the characteristics of a diabase, which has, however, lost everywhere in Maryland most of its characteristic features through metamorphism, which has developed a marked schistosity. The presence of amygdaloidal structure and textural variation, combined with the characters of the field relations, shows that these rocks were originally formed in the same manner as modem lavas which cooled slowly near the surface under conditions of low pressure. The fresh exposures of this rock are light bluish-green in color, and are usually covered with the schistose dull gray or yellow slabs which arise from weathering or by masses of quartz and epidote which lie scattered over the surface after the rest of the material has been removed. The rock is generally known under the name of Catoctin schist. It is much better adapted for highway purposes than the acid volcanics, since it contains a much larger percentage of iron which acts as a cementing medium. It has been used to some extent for the construction of highways in the northern portion of the area near the Pennsylvania line, and could be employed to advantage more widely as a road-metal.
The Quartzitic and Granitic Rocks.
The quartzitic and granitic rocks consist of quartzites and granites, the former constituting the crests of the Catoctin, Blue Ridge, and
96 The Relations Of Maryland Topoobaphy, Etc.
Elk Eidge mountains while the latter is chiefly confined to the central and lower portions of the Middletown Valley, occupying the region between the Blue Kidge and Elk Eidge ranges.
The quartzite is generally a fine, pure sandstone mainly composed of quartz grains which are well worn and washed quite clean of argillaceous materials. At times it contains a small percentage of carbonate of lime and at other times grades over into the sandy shales which compose the other members of the Cambrian series. The quartzites have been subjected to but little metamorphism, as the quartz particles which compose the deposits do not afford materials which admit of much alteration. Slight schistosity is evident in the southern part of the Catoctin Mountain. The quartzite, although locally used for road-purposes, is poorly adapted to that purpose, as the rock, after it is broken down under constant wear, does not possess sufficient cementing power to make it a valuable road-metal. It withstands the natural wear fairly well, but its other qualities are poor.
The granite of this area is found cutting the volcanic rocks abovedescribed, and occurs as a series of long, narrow belts varying in width from a yard to six miles. It comprises a considerable area between the Catoctin and Blue Ridge mountains along the line of Catoctin Creek. The granite shows only a moderate amount of mica and is frequently garnet- or epidote-bearing, the garnet-bearing type being well exposed along the Potomac a mile to two miles east of Harper's Ferry. Here, as in the rest of the area, the granite shows marked evidence of dynamic alteration. The feldspars have been deformed and altered, first along the cracks, and then finally entirely into lenticles of quartz, muscovite, and chlorite. This final stage appears to be like a siliceous slate or schist, and is barely distinguishable from the endproducts of similar metamorphism in the sedimentary rocks. The granite is fairly well adapted for road-purposes, but is inferior to many of the better grades of the same rock found in the Piedmont belt.
The Oentbal And Western Appalaohlajv Distmot.
The rocks of the central and western portions of the Appalachian Region differ materially from those of the Blue Ridge area and are
Marvland Oeolooical Survey. Volume Iii, Plate X
FlO. 1.— MAKHLE, BALTIMORE
FlO. 3.-LIHEST0NE, WASHINGTON PHOTOMICROGRAPHS OF ROCK SECTIONS.
Mabylanb Gsolooioal Subyey 97
confined exclusively to sedimentary rocks which, in general, have been bnt slightly changed from their original characters. They compose a series of alternating arenaceous, argillaceous, and calcareous deposits with interbedded seams of coal in the later formations. The rocks of this district may be divided into the limestones, the sandstones, and the shales, the first constituting the most valuable material for road-<2construction.
The Limestones,
The limestones are most prominently developed in the central portion of the Appalachian Region and form the floor of the Great Valley, extending as a broad belt from northeast to southwest from the Pennsylvania line to the Potomac river. The limestones are also found as narrower belts trending from northeast to southwest throughout both the district of the Alleghany Ridges and the Alleghany Plateau. These limestones are found at several different geological horizons from the Cambrian to the Carboniferous, and possess varying values for the purposes of highway-construction. The most important limestones are known as the Shenandoah, Niagara, Salina, Helderberg, and Greenbrier, although calcareous strata are found at several other horizons.
SHENAin)OAH LiMESTONX. — The Shenandoah formation forms the floor of a greater part of the Great Valley and is composed of a series of blue and gray limestones and dolomites in which locally sandy shales and slates are interbedded. At a few places in eastern and southeastern Washington county, beds of pure fine-grained white marble are also found. In general, however, the limestone deposits have been comparatively little altered, although the more shaly deposits show a more or less clearly defined schistosity. The decay of the limestone through solution has left an insoluble residuum of red clay through which protrude at times beds of the harder materials.
The Shenandoah limestone has been extensively used for roadbuilding purposes through the Valley, and some of the best roads in the state are found in this locality. The less metamorphosed forms of this limestone possess most excellent cementing qualities, but, in general, its resistance to wear is poor. Some of the more compact and
98 The Relations Of Maryland Topogbaphy, Etc.
highly siliceous varieties of the limestone afford high-wearing tests, as indicated in the subsequent chapters of this volume. The more common characteristics of rapid wearing have produced in muchtraveled roads a surface of dust that becomes often intolerable during dry and windy periods. On the whole, the Shenandoah limestone is to be highly commended for the Valley highways where the heaviest traffic is not present.
Nla.qaba Limestone. — The Xiagara limestone is repeated at several points in western Washington and Allegany counties, as the result of the denudation of the tops of the great anticlinal folds that are found in the Alleghany Ridges. Extensive occurrences of this rock are found along the Potomac to the west of Hancock and Cumberland and along the Xorth Branch of that stream above the latter place. The rock consists of a compact blue limestone with interbedded shales. It has been used to some extent locally for highway purposes and affords good cementing qualities, although its wearing tests are not high.
Salina Limestone. — The Salina limestone is found throughout the same districts as the Niagara and is most accessible in the vicinity of Hancock and Cumberland. The rock is a magnesian limestone and has been extensively worked in the manufacture of cement products. It has been used to some extent as a road-metal and has the same advantages and disadvantages as the other Paleozoic limestones.
Heldebbebg Limestone. — The Helderberg limestone is also developed in the folds of the Alleghany Eidges between the Great Valley and the Alleghany Front, and like the Niagara and Salina, has been worked to some extent locally for highway-construction. It is a closely compacted blue limestone that presents the same general cementing and wearing qualities as the rocks above-mentioned.
Gbeenbbieb Limestone. — The Greenbrier limestone is confined to western Allegany and Garrett counties, outcropping along the folds that extend across the state from northeast to southwest. The Greenbrier limestone, especially in the upper portion of the formation, is of compact structure and gray in color. Toward the base it is interbedded with shales. Its frequently arenaceous character gives it
MATtYLAJH) GEOLOGIOAL 8UBVEY 99
rather high-wearing test, and its cementing qualities are also good. It could be made an important source of road-material for the extreme western portion of the state, but has not been employed to any great extent.
Thin beds of limestone and calcareous shales are found scattered throughout many of the other formations, particularly in the middle and upper Devonian and Carboniferous formations, although seldom affording large deposits of limestone. They may be often made locally available for highway purposes.
The Sandstones.
The sandstones of the central and western portions of the Appalachian Region are found at several horizons and present very varied characters. Some of them have become so thoroughly changed from their original character as to become almost, if not quite, quartzitic, while others are still but slightly consolidated and have practically no value for highway-construction, as they rapidly break down into incoherent sand. The most important sandstones are in the Juniata, Tuscarora, Oriskany, Pocono, and Pottsville formations.
Juniata Sandstone. — The Juniata sandstone is limited exclusively in Maryland to an area in western Allegany county in the vicinity of Cumberland, and is best developed at the base of Wills Mountain. The highly ferruginous sandstones which compose this formation present, in their more indurated layers, materials that have some value for highway purposes, but of distinctly secondary value to the limestone of the same district.
TusoARORA Sandstone. — The Tuscarora sandstone upon the east enters into the formation of North Mountain, the most eastern ridge of the central Appalachians, and upon the west forms Wills Mountain, just to the west of Cumberland, and also occurs at several points in the intervening country. The rock is hard and massive, generally white or gray in color and consists for the most part of coarse quartz grains that have been so finely cemented as to produce a quartzitic aspect. like the quartzites of the Piedmont Plateau and Blue Bidge districts, the Tuscarora sandstone has very good wearing qualities, but has little to recommend it from a cementing standpoint. It is
100 THE SBLATIONS OF l£ABTLAin) TOPOGRAPHY, ETC.
used more or leas locally upon the highways, but it is distinctly inferior to the better grades of limestone of the same area.
Obiskany SAin>8T0NB. — The Oriskany sandstone is confined, like the sandstone above described, to the central division of the Appalachian Begion in western Washington and Allegany counties. It is typically a rather coarse-grained, somewhat friable rock, white or yellow in color. At times the coarser material passes over into a clearly defined conglomerate, while at other times, especially in the western portion of the area, the materials are fine-grained with here and there interstratified layers of coarser materials. The frequently soft nature of the rock, particularly in its surface exposures, renders it poor for highway purposes and it is not recommended.
PoooNO Sandstone. — The Pocono sandstone occurs in a series of long, narrow belts which extend from northeast to southwest in western Allegany and Garrett counties. The deposit consists mainly of hard, thin-bedded, flaggy sandstones which are seldom coarsegrained, although in a few instances slightly conglomeratic. Locally the Pocono sandstone has been used to some extent as a road-metal.
PoTTSViLLB CoNGLOMEBATE. — The Pottsvillc Conglomerate, as the lowest member of the Coal Measures, forms the mountain ridges which border the coal basins. The Pottsville formation consists of beds of sandstone and conglomerates interstratified with sandy shales in which at times thin beds of coal are locally developed. The sandstones and conglomerates are mainly cemented by means of siliceous materials. These coarse materials are also frequently cross-bedded and are very irregular in both their extent and sequence. The Pottsville conglomerate and sandstones are used locally for road-purposes, and in their more indurated varieties have moderate wearing qualities, but, like most of the other sandstones, are low in cementing power.
The Shales.
The shales are found widely interstratified with the limestone and sandstone formations and also make up independently the greater portion of many of the other Paleozoic formations which have been described in earlier volumes of the Survey. The shales are poorly adapted for highway purposes, as their argillaceous character causes
Mabtland Geolooioai* Subyey 101
them readily to break down into clayey materials which, upon being wet, quickly change into soft mud, a character which indicates their origin. Where the underlying rock ia loose shale it becomes necessary to construct the road of the harder sandstone or limestone, which have been already described. The shales are oftentimes locally employed on account of the ease with which they are worked, but possess no permanent value, since any highway to which they are applied becomes nearly impassable in wet weather.
The Coastal Plaixt.
The deposits of the Coastal Plain diflFer so widely from those which have been already described in the Piedmont Plateau and the Appalachian Begion that we must look for the natural road-metals among materials of a very different character. In general, the deposits of the Coastal Plain are unconsolidated and possess but little natural cement in available form. Notable exceptions are found to this general rule in the more highly ferruginous sands and gra5vel8 and in the ledges of calcareous marls. These various deposits, on account of their local availability, may be advantageously used throughout certain sections of southern and eastern Maryland.
The Oravels.
The deposits of gravel are found at several geological horizons in southern and eastern Maryland, and have already been employed to some extent, particularly upon the roads leading to Washington. Far greater use can be made of these gravels than has been attempted thus far, as they possess very valuable wearing and cementing qualities when applied to highways upon which there is only moderate travel. The most important gravels are those of the Potomac, the Lafayette, and the Columbia.
Potomac Gravels. — The Potomac gravels, so-called, are found in the oldest of the geological formations of the Coastal Plain and outcrop along its western margin. They are generally arkosic and frequently ferruginous and thus compact readily when applied to the highways. Their distribution, however, is limited to small areas in Prince George's, Anne Arundel, Baltimore, Harford, and Cecil
102 The Relations Of Mabtland Topography, Etc.
ootubties. Further exploitation of this material will undoubtedly result in its larger use in the areas named.
Lapayettb Geavels. — The Lafayette graTels, which are of much more recent date than the Potomac gravels, are among the most important and widely extended road-building materials of southern and eastern Maryland, being found upon the high levels generally to the south and east of the Potomac deposits. The Lafayette gravels axe more or less arkosic and generally highly f erruginons. They readily cement and wear well upon a highway where there is moderate travel. These gravels are especially well developed in Prince George's and Charles counties where considerable use has already bei made of them upon the roads leading to Washington.
Columbia Geavels. — The Columbia gravels are of much more recent age than those which have been hitherto described and are found widely extended over southern Maryland and throughout tiie northern portion of the Eastern Shore. These gravels are frequently overlain to a depth of many feet by sands and loams so that they are not readily apparent, although their presence can be easily detected along the valley lines where the streams have cut through the overlying strata. The Columbia gravels are very variable in character, those of earlier date being better adapted for highway purposes than the later deposits. These older beds present, in their somewhat arkosic and highly ferruginous characters, a marked similarity to the Lafayette gravels and, like them, afford an unusually fine road-metal for highways where there is moderate travel. These materials around the head of Chesapke Bay are very accessible to water transportation and will doubtless prove in the future of much value.
Gravels are found in some of the other formations of the Coastal Plain, but they lack the important cementing characteristics of those which have been described. Very widely extended gravels of late Columbia age are found over great areas in eastern and southern Maryland, but the absence of a ferruginous cement renders them of little valiie for highway purposes.
Tlie Maris.
The marls of eastern and southern Maryland are found quit< widely distributed in formations of Upper Cretaceous and Tertiary age
Makyland Qeologioal Subvey 103
and afford here and there deposits of snflScient moment to be of importance for highway purposes. The value of these marls is dependent upon the presence of the carbonate of lime which acts, as in the case of the limestones earlier described, as the cementing medium.
Ckbtaoeoub Mabls. — The Cretaceous marls are confined exclusively to northern Kent and southern Cecil counties in the vicinity of the Sassafras river, but their availability for highway-construction is doubtful on account of the relatively low percentage of carbonate of lime which they contain. At some points they could doubtless be employed to advantage, in the absence of better materials.
Eocene Marls. — The Eocene marls extend across Maryland from northeast to southwest, occurring mainly in Kent, Anne Arundel, Prince George's, and Charles counties. Their most calcareous members are found in Prince George's and Charles counties, where hard ledges of indurated marl are frequently exposed along the valley lines. These hard limestone bands could be worked locally to advantage for highway purposes, but little attempt has been made to utilize them hitherto. They present all the essential characteristics of the limestones of western Maryland, although much less widely extended and, therefore, less available.
Nbooeitb Mabls. — Neocene marl is found in the district to the south of that of the Eocene marl and is mainly confined to Queen Anne's, Talbot, and Caroline counties of the Eastern Shore, and Calvert and St. Mary's of the Western Shore. Thick deposits of shell marl characterize several horizons in the Xeocene, but the beds are seldom indurated, as is so often the case with the Eocene marls. Exceptions to this, however, occur in a portion of lower St. Mary's county, but more frequently the shells appear loosely compacted together and thus could be readily removed by pick and shovel and applied to the highways of the vicinity. This application of shell marl has taken place to some extent in the areas in which it occurs, but is far from universal.
The Bands and Clays.
The grearter portion of the deposits of eastern and southern Maryland consists of interstratified sands and clays, which, like the soft
104 The Eelations Of Maryland Topography, Etc.
sandstones and shales of western Maryland and the phyllites of the Piedmont Plateau, are poorly adapted for the purposes of highwayconstruction. These materials, which must have accumulated as sandy and muddy sediments upon the bed of the sea, require the application of the harder rocks if proper highways are to be constructed. On little-used roads a suitable mixture of sands and clays may oftentimes greatly benefit an exclusively sandy or clayey highway, but even such roads are of little value in the winter season, nor will they suffice for localities where much traffic exists. Too often in Maryland the highways, whether situated upon sand or clay or upon the surface portions of harder rocks which have become thoroughly weathered, are abandoned to these local materials and the resultant " dirt roads " become impassable for many months of the year.
Miscellaneous Materla.Ls.
Several sources of road-building materials are found outside of the geological formations which have been previously described. Among the more important that have found greater or less use in Maryland or elsewhere may be mentioned oyster-shells, furnace-slag, burnt clay and crude petroleum.
Oyster-Shells. — The vast quantities of oysters dredged and tonged annually in the Chesapeake Bay and its tributaries afford an almost inexhaustible supply of oysteishells, many of which become available in the eastern and southern portions of the state for roadbuilding purposes. They are very readily crushed by ordinary traffic when applied to the highways, and quickly become cemented to form a roadway of more than ordinary value. Such a highway is rapidly worn out, however, as the oyster-shells afford a low-wearing test and much less permanent roads result than those which are constructed of the higher grades of rock. It is doubtful whether it is not more economical in the end to import trap rocks or high-grade gravels into those sections of the state which to-day are exclusively employing oyster-shells. The wearing surface of the oyster-shell road becomes quickly ground to powder, which produces a disagreeably dusty surface and which requires the constant application of new shells to keep from rutting. There can be no doubt, however, that oyster-
Harvland Oeolooical Survev. Volume Iii, Plate X
Via. 1.— QUARTZITE, FREDERICK COUNTY.
FlO. 2.-1NDURATED GRAVEL, PRINCE GEORGE
Photomicrographs Of Bock Sections.
Mabtlanb Geological Subvet 105
shells afford a cheap road-building material for our lower counties where more expensive roads of permanent construction are not sought
FxTBifACE-SLAO. — Fumacc-slag has been found to be, under certain conditions, a highly satisfy actoiy road-metal. It is not as valuable as the trap rocks, although its cementing qualities are excellent, except in the case of some of the materials from the old furnaces. These old slags break down quickly and are readily ground into fine dust and for these reasons are of little value in road-construction.
The slag from the present iron-furnaces, on account of the large amount of lime contained in it, is very valuable as a highway material. It compacts easily when rolled and forms an even, smooth sur face; while the fine particles unite as a hard cement that grows firmer with time. The iron furnaces at Sparrow's Point afford material of this character that has already been demonstrated to be a valuable road-metal.
BuBHT Clay. — Burnt clay has been employed as a road-metal in various portions of the West where no satisfactory rock is available. The clay is prepared, as described by Mr. Johnson in a later portion of this report, by burning at the sides of the highway, the hardened substance being broken into small fragments, and placed upon the road where it serves as a foundation. It is possible that this material might be found locally available in some of our Eastern Shore counties where natural road-metal is absent.
Cbttdb Pbteoleum. — The attempt to use crude petroleum to keep the upper portions of the highways free from water and thus compact during wet weather has been pursued with some considerable success in other portions of the country, but no attempt has been made to introduce this method of highway improvement in Maryland. Maryland is so well provided with natural road-building materials, the utility and availability of which have been so thoroughly demonstrated, that it is doubtful whether the application of petroleum would prove as advantageous here as elsewhere. It would be interesting to experiment with this process and actually determine its utility on some of our Coastal Plain highways, however, before discarding it. It is possible that under certain conditions in some locali-
106 THE BELATIOJSrS OF MABYULEfD TOPOGRAPHY, ETC.
tiea it miglit be found to be of value. This subject will be morts fully discussed by ilr. Johnson on page 296..
Many otber materials have, from time to time, been shown to. be of value and have found use upon the public roads, but they can be considered of hardly sufficient general importance to be deserving of
value.
HJUnJFAOTUfiED PBODUGTS.
It is hardly in place here to discuss the many manufactured products which ace used on city streets or park highways where special conditionfr for highwayKSonatruction prevail. The plan of this report ifr rather to diseuas the roadrmetals which may be made available upon the country highways and not those more expensive materials employed by our municipalities. The expensive pavements used in many of our cities and towns could not be made available for our country roads, and it is undesirable to go into the discussion of such pavement materials in the present report. Many of the Maryland road-building metals which have been above-described are admirably adapted as the basis of many of these manufactured products and are to-day being utilized for that purpose. This subject will be discussed in a report dealing with the materials of city streets, which it is the intention of the Highway Division of the Survey to prepare at an early day.
Part Iii
HIGHWAY LEGISLATION IN MARYLAND AND ITS INFLUENCE ON THE ECONOMIC DEVEL- OPMENT OF THE STATE
By
St. George Leakin Sioussat
Highway Legislation In Maryland And Its
Influence On The Economic Devel-
Opment Of The State
By
St. George Leakin Sioussat
The Beginnings Of Highways In Maktland.
" Eivers," said the philosopher Pascal, " are roads that move, and carry us whither we wish to go." " Yes/' was the comment of another, " provided we wish to go whither they carry us."
A comparison of Augustine Herrman's map of Maryland with one of the present day will make evident the applicability of Pascal's saying, and the equal applicability of its subsequent modification, to the history of the development of highways in Maryland. Nowadays, the state appears dotted from border to border with cities, towns, and villages, bound together by a network of roads, great and small, that are the channels of intercourse of an advanced and prosperous commonwealth. The Maryland of Herrman's time was a fringe of scattered settlements, strung along the bayside and along the banks of the navigable rivers, with not a trace of connecting highways.
Tbansportatiok by Wateb.
The main highway of early Maryland was the Chesapeake, which is, says a chronicler of that time, " a bay in most respects scarcely to be outdone by the universe, having so many large and spacious rivers branching and running on both sides and each of these rivers richly supplied, and divided into sundry smaller rivers, spreading themselves out to innumerable creeks and coves, admirably carved and contrived by the omnipotent hand of our wise Creator, for the advantage and convenience of its inhabitants, so that I have oft, with
110 Highway Legislation In Mabyland
no small admiration compared the many rivers, creeks and rirulets -of water to veins in human bodies."
With ready appreciation of the advantage and convenience " of these " roads that move/' the early Marylanders traveled from landing to landing and from shore to shore in sloops and pinnaces, imitating the customs of the native Indians, whose buildings and habitations," Captain John Smith had noted, were for the most part by the rivers, or not far from some fresh spring." '
Instead of mileage, compensation for boat-hire was allowed to the -delegates to the Assembly from Kent and Anne Arundel.* Indeed, travel to any considerable distance seems to have been exclusively by water; and for the first few years after the settlement at St. Mary's the word " road " must have had but limited significance in the colonial vocabnlary.*
The earliest " roads " were mere paths from plantations to river landings, or from the settlements scattered along the rivers adjacent to the little capital at St. Mary's. When the colonies pushed further inland, and the streams no longer carried them whither they wished to go, more extensive highways became necessary. As yet, however, the eomstruction and repair of roads was a matter of private concern; over a quarter of a century elapsed between the settlement at St. Mary's and the passage of the first road-law of the colony.
Early Fbbbies.
In the meanwhile, the influence of the topography of the country upon the progress of the colony is evidenced by the regulations con-
Rev. Francis Makemy. A Plain and Friendly Persuasive. London, 1705, jp. 5. (See Fiske's Old Va., vol. ii, p. 206.)
Pinkerton's Voyages, vol. xiii, p. 35.
' Maryland Archives, vol. i, Assembly Proceedings, pp. 143 and 284.
What is probably the earliest mention of a road in Maryland bears date March, 1643, when Father Philip Fisher, one of the Jesuit Missionaries, writes to his Provincial, or Superior, as follows: "A road by land through the forest has just been, opened from Maryland to Virginia. This will make it but a two days' journey, and both countries can be united in one mission." [Neill, Maryland in the Beginning, p. 49.] This is, of course, des- -cribed too indefinitely to be identified or located at the present day,, but the reference is interesting as showing the early intercourse betweeu the sister colonies.
iCAKYLAXD GSOLOQICAX SUBVBY 111
cerning ferries. When a line of communication crossed a river or stream a ferry was often necessary and legislation upon this subject . preceded that concerning highways or bridges. As early as the sessicHi of the Assembly that met at St Marys in 1637-, a number of absentees were excused from the fine for non-attendance " for want of passage over St. George's [St. Mary's] Kiver," a want tt was supplied by the establishment of a ferry at the next Assembly. As the settlements spread other ferries were established; and in 1658 a general law was passed requiring each county to maintain at least one ferry."
When the colonial settlements had expanded to such a degree that management of the highways could no longer be left in private hands there were two sources at leasts upon which the lawmakers might draw for effective road-legislation. These were the law of the neighboring colony of Yixginia and the law of England.
The first road-law of Virginia kft the regulation of highways to the discretion of the Governor and Council, or the Commissioners of the Monthly Courts, or the parishioners of each parish.* Tliis was supplemented twenty-five years later by an act giving the jurisdiction over the roads to the county courts, with the provision that " the course used in England " should be followed.* The English law was itself at this time in a primitive state. In feudal times care of the roads was included in the tenant's trinoda necessitaSj or three-fold service: the duty of making an expedition against the enemy; the construction of fortifications; the repair of bridges (and roads). By the growth of custom the care of the highways devolved upon the respective parishes, while the repair of bridges was referred to the county at large. In early times it was not incumbent on any par ticular officer to call the parish together and set upon them this work ; therefore, later surveyors of the highways for each parish were ordered to be chosen by tbe constable and church wardens of that parish.'
Maryland ArchiTcs, Assembly Proceedings, vol. i, p. 78.
Maryland Archives, Assembly Proceedings, vol. i, pp. 375-6. Hening8 Statutes vol. i, p. 190 (1632).
*Hening'& Statntes, vol. i, p. 436 (1657-8). Blackstone's Commentaries, p. 358.
112 Highway Legislation In Maryland
The First Boad-Law Of Maryland.
The first road-law of Maryland was passed in 1666; it was entitled An act for making high ways & making the heads of KiverSy Creekes, Branches and Swamps passable for horse and foote." This act ordered that the commissioners of each county should " upon the 20th day of October next ensuing meete together in their Respective Countyes to consult of what high ways are fitt to be made." They were also to appoint overseers of the roads and to levy tobacco or labor to be assessed equally upon the taxable of each county. Fines were provided for the non-performance of these duties either by the overseers or by the laborers whom they summoned.
The act of 1666 continued in force, with but slight modifications, till 1696. However, the " highwaies or necessary Paths " for which it made provision were little more than tracks through the forest; and the enactors had in view the direction of travelers rather than the construction of roads. Transportation by wagons was as yet unknown. Thus the road-overseer had little to do but cut away the underbrush, fell obstructing trees, and drain the worst of the marshes so that the horse or mule laden with panniers full of tobacco would not stick fast in the low and swampy ground.
A local road-act " for amending the ways out of Charles County into the City of St. Mary's," passed eight years after the general law of 1666, testifies to the primitive life the colonists then were leading.' The passage over the head of " Wiccocomico Kiver " had become hardly passable since the building of the mill there, and the overflowing of the stream. The way was therefore dangerous for passengers and its condition even imperiled the security of the Province against an insurrection of the Indians " who live in great Numbers in that Country." Charles and St. Mary's counties were equally assessed for the construction of a highway " passable for horse and foote over such place of Zachiah Swampe within Two miles of the said Mill upward as shall seme most convenient" to their Justices. The road thus provided for became one of the most iniportant in
Maryland Archives, vol. ii. Assembly Proceedings, p. 134.
' Maryland Archives, vol. ii. Assembly Proceedings, p. 408 (1674).
Mabyland Geological Suevkv 113
southern Maryland; it is probably to be identified with the present road from Leonardtown through Allen's Fresh and Chaptico to Port Tobacco.
Hardships of Teavbl.
Concerning the actual state of the highways during this period but little information is to be found. Enough remains, however, to convince one of the hardships of traveling in these early times. Some idea of the difficulties due to the lack of roads may be gathered from the journal of a voyage made by Augustine Herrman, the author of an important map of Maryland. In 1659, Peter Stuyvesant, the DirectoiGeneral of the New Netherlands, sent Herrman and Resolved (or Roosevelt) Waldron as Commissioners to Governor Fendall of Maryland to confer concerning an alleged attack upon Dutch possessions by Colonel TJtie of Maryland. Herrman and Waldron left New Amstel, now Newcastle, in Delaware on September 30, and walked through the woods, part of the way without a path, to the river Elk. Here they embarked in a boat procured from the Indians, and, after rowing nearly all night, arrived on October 2 near Sassafras. Thence they rowed to Kent Island, where they abandoned their first boat, which now leaked wretchedly, and secured another from a Captain Wike or Wickes, one of the magistrates of the island. After a fine run to Billingsly Plantation, " at the cleft " or cliffs [of Patuxent], on October 6 they arrived at Colonel Coortsey's house upon the Patuxent, and on the following day they went nine miles by land to Secretary P. Calvert's.*
Even the establishment of a general road-law seems to have given little or no relief. Six years after the passage of the act of 1666, the celebrated Quaker, George Fox, describes his progress from the Eastem Shore of Maryland to the North as " a tedious journey through the woods and wilderness, over bogs and great rivers." " We took horse," he writes, " at the head of Tredaven Creek, and traveled through the woods, till we came a little above the bead of Miles River, by which we passed, and rode to the head of Wye River; and so to the head of Chester River; where making a fire, we took up our lodgings
Hazard. Annals of Pennsylvania, pp. 287, 290 (Philadelphia, 1850).
114 Highway Legislation In Mabyland
in the woods. Xext morning we traveled through the woods till we oame to Saxifrax River, which we went over in Oanoes (or Indian boats,) causing our horses to swim by. Then we rode to Bohemia Kiver: where in like manner swimming our horses, we ourselves went over in Canoes. We rested a little while at a plantation by the way, but not long, for we had thirty miles to ride that afternoon, if we would reach a town; which we were desirous to do, and therefore rode hard for it. . . . The town we went to was a Dutch town, called Newcastle." '
The slowness with which changes in the methods of transportation were brought about may be illustrated from the fate of a petition made by some of the inhabitants of St. Mary's county to the Gpeneral Assembly of the Province, upon the occasion of the removal of the capital from St. Mary's City to Annapolis. The fifteenth article of this petition set forth that " the petitioners suspected the chief dislike of the location of the capital at St. Mary's to be on account of the inconvenience of its situation, because the gentlemen, the members of the house, have been forced to their great trouble oftentimes to travel on foot from Patuxent to St. Mary's and so back again." To remove all cause for such an objection, the inhabitants of St. Mary's bound themselves to procure " a coach or caravan or both to go in all times of public meetings of Assemblies and provincial Courts, etc. every day daily between St. Mary's and Patuxent Eiver and at all other times once a week." This magnanimous proposal did not meet with the respect it deserved, for the House rather rudely observed that " The petitioners offer fair as they have done formerly, but never yet performed any, and this House believes that the Gen'l Welfare of the Province ought to take place of that Sugar Plum and of all the Mayor's Coaches, who as yet never had one! "
The County Courts and the Roads.
To the County Courts, or Commissioners — for the terms were interchangeable— were intrusted the construction and maintenance of the
Journal of George Fox, vol. ii, pp. 108-9. ' Upper House Journal, 1694, p. 768. Upper House Journal, 1694, p. 772.
Masyland Obological Subvby 115*
lughway& The records of the proceedings of these bodies oontaiiv a great deal of interesting information in regard to the development of the roads, but this information is unfortunately neither so complete nor so uniform as might be wished. The records of some of the counties have been destroyed by fire; many others, though extant, are seriously damaged through carelessness; or the worthy scribes themselves, in many cases, have taken but small pains to detail their proceedings upon road-matters. But the most serious difficulty for the historical student results from the practice of recording and mentioning roads by the names of the persons near whose lands they passed, instead of the names of the points or places through which the road ran. The reason for this is obvious; highways could not be described" as running from town to town at a time when, with veiy few ejrceptions, there were no towns.
ST. maky's akd calvert county records.
Direct sources for the early history of highways in St. Mary's and' Calvert counties are no longer obtainable, because the court records of these counties have been burned. Some information may be gained from the proceedings of the Assembly, which now and then busied itself with matters of local importance, providing, as was shown above,* for the construction of a main road from Charles county to the capital. It is probable, moreover, that the methods of highway administration here were identical with those of Charles county, of which the records have fortunately been preserved.
Charles Oounty Records.
The records of the County Court of Charles county now rest securely in tie Kecord Office at Annapolis. From these records it appears that in 1666 " each respective Constable of Charles Countie " was by warrant ordered "to appoint good, able and sufficient men overseers of works to be performed by virtue of said Act (100) and also to hire procure and provide for them sufficient Labourers and Labouring tools and other iieoessaries for performance of worka
P. 112.
116 Highway Legislation In Mabylani>
intended in said Act." The overseers thus appointed were ordered to " repair to the next commissioner inhabiting nearest to you for such orders and directions to be given you as shall be needful for discharge of your duties herein. Whereof f aile not as you will answer (fee." '
This certainly seems a good beginning. Unfortunately, however, no more entries are to be found for the space of twenty-four years.* The work went on during this time, no doubt, and overseers were annually appointed, but the clerks neglected to keep a detailed record of road affairs.
Baltimore County Records.
In the records of the Baltimore County Court the earliest entry of interest, which bears the date March 6, 1682, recites that the jurors for Baltimore county " do present the overseers of the highways of Gunpowder Hundred and the overseers of the highways of Patapsco for not making the highways passable for man or horse." The overseers of Spesutie Hundred, farther north, were also presented.' These drastic measures seem to have been efficient, for at June Court the delinquent overseers were excused " by Eeason of there Amend"* of sd Highways." Several other orders in reference to roads in particular localities were given at different times by the Court.
The regulations concerning ferries, the management of which, like that of the roads, was in the hands of the County Commissioners, are often serviceable in determining the principal courses of travel. At November Court, 1683, for example, provision was made for ferries over the Patapsco, Gunpowder, and Bush rivers;' this and subsequent entries make it certain that by 1685 there was a continuous road or roads laid out from the Patapsco to the Susquehanna,* Not more than five years later, the Court ordered that these roads should be
Charles County Court Proceedings, Liber C, pp. 84-86.
Some orders are indexed for the year 1684, but this volume is missing.
Balto. Co. Court Proceedings, Lib. D, p. 103.
Balto. Co. Court Proceedings, 1683, June. These are preserved without much arrangement, in the Record Office, in Baltimore.
Balto. Co. Court Proceedings, Lib. D, 103.
Across the Susquehanna, in Cecil County, vras Susquehannah Manor, granted to George Talbot, in 1680. This region was as yet thinly settled.
MARYLAND OEOLOaiOAL 8UBVEY 117
made passable for carts. In 1692 the usual procedure was varied by an order " that from henceforward the persons above-mentioned their justices Doe grant out their warrants and appoint what overseers they think good for clearing the highways in their respective hundreds, as they shall think fitt." Two years later the overseers were ordered to take with them " Every tythable in their hundred for the making of good highways thirty foote wide, not leaving Loggs, Brush or Roots, appearing above ground, or young Saplings in the said Roades." " Good and sufficient bridges for man and horse to pass over " were also to be constructed.
After these praiseworthy beginnings the energy of the Baltimore County Commissioners seems to have suffered a relapse, since very few entries are to be found for a considerable time. Two noteworthy items there are, however; one under 1695 gives directions to clear the road from the Courthouse to the Great and Little Falls of Gunpowder; ' the other, in 1711, orders the construction of a " very fair and spatious Eoad directly leading out of the Main Boad to this town of Joppa."
The Hebbmans And The Boads Of Cecil County.
The beginnings of highway-construction on the Eastern Shore, at least in the northern part of it, seem to have been the care of a single family. Augustine Herrman, to whom reference has already been made, received in 1662 the grant of Bohemia Manor from Cecilius, Lord Baltimore.* The location that Herrman chose for his plantation was an additional proof of his intelligence. Bohemia Manor, bounded on the west by the Elk river, and St. Augustine Manor, a later grant, bounded on the east by the Delaware river, together spanned the Eastern Shore peninsula at about its narrowest point, and the idea of connecting the navigable waters on the west and east by a road had occurred to Herrman even before he received his grant." In 1671 the authorities at Xew York ordered their deputies at New
Balto. Co. Court Proceedings, 1694, Nov. Ct.
Balto. Co. Court Proceedings, 1695. ' Balto. Co. Court Proceedings, 1711.
Johnston. History of Cecil County, p. 38.
Hazard. Annals of Pennsylvania, p. 321.
118 Highway Legislation In Mabyland
Castle to clear one-half of a road from that place to Hemnan's plantation, the Marylanders having offered to clear the other half/ Another road, constructed about this time, connected Hemnan's plantation with that of his sons on the Delaware.*
The settlements in this part of the Province increased rapidly, and in 1674 the lands lying between the Susquehanna and the Chester rivers, which had been hitherto a part of Baltimore county, were erected into a new county under the name of Cecil.* The Cecil County Court took up the work of the Herrmans and devoted much attention to the making of roads. An interesting example of these old Cecil roads is that known as the " Old Choptank Road," which formed the dividing line between Bohemia and St. Augustine Manors. " It was originally," says Johnston, " an Indian path that led from the Choptank river along the dividing ridge between the two bays, probably far up into Pennsylvania, but was laid out and cleared from the head of St. George's creek to the Chester river, twelve feet wide, for a cartroad, in 1682, by Casparus Hermen and Hugh McGregory, who were appointed for the purpose by the Court." By 1714 it had fallen into disuse.*
An Eakly Mail-Route.
Perhaps because of the greater density of population on the upper Eastern Shore at this time, and the existence of better roads, the route down the Eastern Shore peninsula became the favorite line of travel from Philadelphia southward, and when, under the general stimulation that followed the removal of the capital from St. Mary's to Annapolis, the Assembly established a public post, the peninsula route was selected.
Previously ordinary letters relating to public affairs had been for-
Johnston. History of Cecil County, p. 76. 'Johnston. History of Cecil County, pp. 78-9.
McMahon. History of Maryland, p. 92.
Johnston. History of Cecil County, p. 187. A strip of land five or six miles wide across this peninsula at its narrowest point might well be selected to represent the steps in the development of methods of transportation: Indian trail, cartroad, stage-route, turnpike, canal and railroad.
Mabtland Geological 8Ubvby 119
warded from house to house/ Upon occasions of unusual importance communication with the neighboring provinces was carried on by means of " expresses," or mounted postmen. A great advance upon the earlier methods was made by the establishment in 1695 of a regular post. It was ordered that the route " begin at Newton's Point upon Wicomico Eiver in Potomack and so to proceed on to Allen's Mill, from Allen's Mill to Benedict Leonard Town, from Benedict Leonard Town over Patuxent to Mr. George Lingan's, from Mr. Lingan's to Mr. Larkin's and so to South Eiver and Annapolis. Prom thence to Kent and so to William Stadt and from thence to Daniel Toas's* and so on to Adam Petersen's and from thence to Xew Castle and so directly to Philadelphia."
A " sallary " of fifty dollars was allowed Mr. John Perry, " the post," for carrying " all public messages and Paquettes eight times a year betwixt Potomack and Philadelphia."
On special occasions Mr. Periy seems to have acted as " express " to points not included in his usual route. He survived his appointment only three years; whether his disease resulted from the exposure to which his duties subjected him is not known, but after his death the system seems to have been abandoned by the Maryland Legislature.* It is probable that the Pennsylvania authorities maintained a similar poet-route for some time.'
The Law of 1704 and its SurPLEMENTS.
The year 1696 saw the enactment of a new road-law entitled " An Act for the better clearing of the Roads, and directing all Travellers through the Province." ' This was the first important advance upon the early law of 1666, which had been reenacted from time to time,
Assembly Proceeding, voL i, p. 415, April-May, 1661. (See also subsequent laws.) ' Probably not far from Mount Pleasant.
Oxford.
On Chester river.
Upper House Journal, May 14, 1695, p. 809.
McMahon, History of Maryland, p. 266.
' See Watson's Annals of Philadelphia, vol. ii, p. 391; vol. iii, p. 47 (Philadelphia, 1890). Bacon's Laws of Maryland, 1696, chap, xxiii.
120 Highway Legislation Is Mabylaxd
with but little amendment. The text of the act of 1696 is not to be found in the Journals of Assembly nor in Bacon's Laws of Maryland; but lengthy quotations from it, transcribed in the records of Charles County Court, indicate that its provisions were practically the same as those of an act passed eight years later, in 1704,' bearing the same title as the law of 1666.
The act of 1704, the text of which has been preserved, constituted, with a few amendments, the road-law of the Province of Marvland for the next half century. By its provisions all public and main roads were to be hereafter cleared and well-grubbed, fit for traveling, twenty-foot wide; and good and substantial bridges made where such were necessary, at the discretion of the County Courts. Once a vear the latter were to " ascertain* and set down " in their records what were the public roads of their respective counties and to appoint overseers of the same. Any person altering or changing such public roads without the leave of the Governor and Council, or the County Justices, was to be fined 500 lbs. of tobacco. The same fine was provided in case any overseer so appointed should neglect to clear the roads under his charge. Every laborer who refused to serve the oversoer and every master of servants, who, upon summons from the overseer, refused to send all his taxable male servants to assist the overseer, was to be fined; every laborer 100 pounds of tobacco, and the master 100 pounds for every servant named and not sent. The clerk of the county was ordered to issue to the overseers appointed, warrants which should be delivered to them by the sheriffs of their respective counties. If clerk or sheriff was delinquent in this respect he waa mulcted 1000 pounds of tobacco.
That highways were still in a rudimentary state, and that it must have been easy to lose one's way, appears from the fifth section of this act, which is so curious that it had best be quoted exactly.
V. And that all the Roads that lead to any Ferries, Court-house of any County, or to any Church, or leading through any County to the port of Annapolis, shall be marked on both Sides the Road with Two Notches; if the Road lead to Annapolis, the Road that leads there, at the leaving the other Road, shall be marked on the Face of the Tree, in a smooth Place cut for
Bacon's Laws of Maryland, 1704, chap. xxi. Establish with certainty.
Maryland Oeolooical 8Urvev. Volume Iii, Plate Xii.
FlO. 1.— VIEW OF NOTCHES ON TREE.
Flo. 2.— VIEW OF ROAD WITH NOTCHED TREE. THREE-NOTCH ROAD IN ST. MARY'S COUNTY.
Maryland Geological Survey 121
that Purpose, with the letters A A set on with a Pair of Marking-Irons, and coloured; and so with Two Notches all along the Road; and where at any Place it leaves any other Road shall be again distinguished with the Mark aforesaid, on the Face of the Tree, with a Pair of Marking-Irons, and coloured as aforesaid. And any Road on the Eastern Shore, in Talbot County, that leads to the Port of William-Stadt [Oxford] at the entering of the same, and on parting with or dividing from any other Road, shall be marked on the face of a Tree, in a smooth Place cut for that purpose, with the letter W, and so vth Two Notches all along the Road. And the Roads that lead to any County Court-house, shall have Two Notches on the Trees on both Sides of the Road as aforesaid, and another Notch a Distance above the other. And any Road that leads to a Church, shall be marked at the Entrance into the same, and at the leaving any other Road, with a Slip cut dovim the Face of the Tree, near the ground. And any Road leading to a Ferry, and dividing from other public Roads, shall be marked with Three Notches of equal Distance at the Entrance into the same. And these Rules and Methods, the several Justices of the County Courts, shall, from Time to Time, give in Charge to the Overseers of the Highways, by them to be appointed for that purpose; who are likewise enjoined carefully and strictly to observe and perform the same, under the Penalty aforesaid."
Survivals of this manner of directing travelers appear in the various " Notch Koads " still to be found in some counties of the state. Along at least one of these, the " Three Notch Road " in southern Maryland, notches, some of a remote date, may still be discerned in the bark of many of the oldest oaks as shown in Plate XII.
A considerable advance in methods of construction is indicated by the detailed provisions as to the width and the " grubbing " of the roads and the erection of bridges.* The use of carts for freight transportation by land was becoming more general in the thickly settled parts of the Province, although travelers still journeyed almost exclusively upon horseback.
Although the provisions of the act of 1704 are more detailed than those of the law of 1666, the general principle of procedure was not materially altered; overseers were still appointed by the County Courts. One important difference, however, was that while the
The overseers of the highways were frequently hindered in repairing bridges by the refusal of the owners of the adjacent lands to permit them to cut trees for that purpose. Therefore, in 1724, the overseers were authorized, by a law [chap, xiv], supplementary to that of 1704, to make use of any trees, except those fit for clapboards or cooper's timber, for building or repairing any bridge maintained at a public or county expense; i. e., for which appropriations were made distinct from those for highways.
122 Highway Legislation In Maryland
earlier act authorized the County Court to levy tobacco or labor to be assessed equally upon the taxable of each county, the later law imposed a ne for non-attendance when summoned by an overseer to work upon the highways. The recovery of these fines proved vexatious. Hence in 1723* the prosecution of such fines in the County Court was stopped and the determination of the penalty left to any one justice who must keep a list of such determinations and return the same every year to the Court, to be levied on execution by the sheriff, if unpaid.
The Roads " Ascebtained."
Another important innovation of the act of 1704 was the requirement that the justices should once a year " ascertain and set down " in their records the public roads of their respective counties. Occasionally, when the County Clerk was not too much occupied, this order was obeyed, but such entries are few and scattered. In view of the rarity and local interest of these " ascertainments " of roads, the following have been transcribed:
Charles County.
" The PubUck Boads of Charles County Nominated (September 14th, 1697)."
" From Newton's Point to Pyskyawaxon to William Marshall's and from thence to William Thompson's and soe to ye head of Port Tobacco Creek; thence to Nangemy MiU, and from ye said MiU to Mr. Randolph Hinson's and so round to Mattawoman, and from thence to head of Port Tobacco Creeke again, and thence to y® Court-house of this County, and from aforsd William Marshall's to ye Mill at ye head of Wicomico RiTer, and so over ye head of ye said River down to Budd's Creek and from ye Mill at ye head of Wicomico River aforesaid up to ye Court-house of this County, and from ye Court-house ye road that goeth to Piscattaway to ye uttmost bounds of the County and out of ye said Roade about three miles above Courthouse a new Roade to be Cleared between Henry Dreydens Quarter & Richard Brightwells Quarter to goe to Annapolis to ye bounds of Prince George County, and from ye Court-house ye Roade to ye bridges over Zachyah Swamp, and from thence to Widdow Walters, and from thence to Benedict Leonard Town, and from thence up to James Bigger's and from Budd's Creek to ye bridges over Piles his fresh branch and from thence up to Major Boaremans Quarter and soe to ye utmost bounds of ye County towards Annapolis that way."
Bacon's Laws of Maryland, 1723, chap. xvii.
MABYLAlD GEOLOGICAL BUBVBY 3 23
Cecil County.
" The Court aacertains all ye publique Roads of this Coty Vizt.
Nov. ye 16, 1710.
From y Cort house to ye ferry of Bohemia ye one leading directly to FrankliuB point ye other by ye way of ye white Marsh, & soe to Broxsons by ye way of Mr. Norris's Mill A another leading by ye way of John Runnington's to ye head of Bohemia, another from ye Cort house to ye head of Sassafras, Another from Wm. Davis's to ye Cross Paths nigh ye head of Bohemia, another from sd Crosspaths to Vanbebbers Mill A from thence to Jno Chicks & from thence to Smith's Mill & from thence to Susquehannah ferry, from thence to Turkey point to Smith's Mill, from Turkey Cock hill to the head of North East River from ye North side of Bohemia ferry to John Chicks from ye Maine Road where it strikes of upon ye Manner Road to ye head of Back Creek, above where Hanse Marens formerly lived & from thence the highest way to Smith's Mill ye road from ye northside of Bohemia ferry to Elk Ferry, and from ye northside of Elk ferry, to ye head of North East River."
Annx Arundel County.
August Court, 1734.
The following Roads are Deemed and ascertained by the Justices of this Court to be publick Roads (Viz), from Annapolis or Severn Bridge to Patapaco Ferry from Annapolis to Huntington, from AnnapoUs to Elk Ridge from Annapolis round the head of South River From Appapolis to South River ferry from Severn Bridge to Bells Mill from Elk Ridge Road to Indian Landing From Bells Mill to South River Ferry from South River Ferry to Queen Annes Ferry from South River Ferry to the Bay Side Road that leads to fishing Creek and from South River Ferry the Road that leads through the Mannour from Severn Ferry to Long Bridge by the Chappel to the Mountain, from Severn Ferry round the head thereof from Patapsco Falls to Rowle's from Deep Run to Patapsco ferry from London Town to Pigg point Ferry from London Town to Lyons Creek from the head of Road River Hund<i to Queen Annes Ferry from Henry Ridgeley's to the landing at Patapsco at the Mill thereof from William Ridgeley's to the said Landing at the head of Patapsco from Catlins old fields to Carrolls Mannour From Catlins Old Fields to the Locust Thicket."
The Ferries are ascertained as follows:
" South Eiver from Crown Point to the usual landing at London Town, from Hughes Landing to iloals & Giles Points. Patapsco. Pigg Point." ' ,
EaBLY "KOLLING KOADS."
Two years after the removal of the capital to Annapolis the Assembly, as a part of their scheme for developing Annapolis into a thriving port, ordered the construction of four rolling roads " for the
124 HIGHWAY LEOISLATION IS MABTLAin>
transportation of tobacco in cask into the town. Provision for some of these " rolling roads " was made by nearly every County Court " In order to pass the tobacco hogsheads safely over the rolling roads ' it was necessary that they should be made and hooped in the strongest manner; the tobacco after being dried and stripped from the stems was packed tightly in the hogsheads and headed ' up; these were then rolled over and over by two men to each hogshead, to the place of shipment The ' rolling roads ' were generally of a roundabout description, from the necessity of avoiding hills, and though long out of use, could be distinctly traced on Elkridge, after 1820. Several roads of this description are still distinguishable in Harford County." Later, these casks were fitted with shafts and hauled by oxen.
Exemptions fbom Highway Sebvice.
An interesting feature of the road-law of the Province lay in the provisions conceijiing exemption from labor upon the roads. To encourage the manufacture of iron, the Assembly in 1732 ordered that no white man or slave, employed about any iron work (unless he was also employed in raising tobacco), should be obliged to work upon the roads or bridges. This privilege was abused; so in 1736 ' exemption from labor on the roads was restricted to those constantly employed in iron-works. The law was later amended, in 1750,* by requiring the owners of iron-works to send for road-work one out of every ten laborers they employed. Later, owners of water-mills were obliged to see to the repairs of the roads that crossed their property, but were exempt from other work upon the roads. On the other hand, overaeers of the highways were excused from jury service while in pursuit of their official duties.'
NoTB. — The preceding extracts and references include all the legislation concerning highways enacted during the seventeenth and the first half of
Tyson, M. E. A Brief Account of the Settlement of Ellicott's Mills, p. 25 (Baltimore, 1865).
' Bacon's Laws of Maryland, 1732, chap. xvii. This work includes the laws passed prior to 1764.
1736, chap. xvii. 1750, chap. xiv.
1715, chap, xxxvii.
Mabyland Geological Survey 125
the eighteenth centuries, with the exception of occasional laws such as that of 1750 (chap, xv), to empower the Justices of Prince George's Couniy Court, " to treat *and agree with an undertaker or undertakers, to stop a breach now made, across the main road in Queen Anne Town." The use in this case of the word " undertaker " in the sense of " contractor " is interesting.
Commercial Growth Akd The " Westward
Movement."
Maryland Towned and " Untowned."
The " ascertainments " of the seventeenth century in the Maryland County Court records impress one with the decidedly local character ol the roads of that period, and the absence of the extensive highways of later times. A similar contrast with present conditions is to be seen in the dispersion of the colonial population and the non-existence of the many towns that are now to be found throughout the state. Both these contrasts, it will appear, have the same explanation.
The colonists early felt the lack of some depots, or centers of commerce, and endeavored to supply them. A description of Maryland written in the year 1670-1 states that —
" The Inhabitants (being in number at present about 16000) have begun the building of several Townes, which in a few yeares 'tis hoped may come to some perfection; as Calverton, Herrington and Harvy- Toum, all Commodiously seated for the benefit of Trade and Conveniency of Shipping; but the principal Town is St. Maryes, seated on 8L Oeorgs River, being beautified with divers well-built Houses, and is the chief place or seate of Trade for the Province.
Soon the Legislature took up the idea, and within a few decades after 1683 ordered the erection of over one hundred " towns," all upon tidewater.* Within a quarter of a century, however, most of them had disappeared; some, indeed, had never actually existed; some
Blome, B. '*A description of the Island of Jamaica; with other Isles and Territories in America, to which the English are related." London, 1672, p. 165.
' Bacon's Laws, 1683, chap. v.
1:26 Highway Legislation In Mabyland
-died a lingering death ; some were " untowned," as a subsequent act -expressed it, by the Assembly. That these fiat towns. should fail was inevitable. " The innumerable rivers and creeks," says Dr. Wilhelm, " that ramify the state like the arterial system of the body caused the canoe and the pinnace to supersede the cart and the carriage, and prevented the growth of the cross-road settlements as in the -other colonies, and forced the planters to do their merchandising at the tide-water settlements." Not until the colonists had sought new lands away from the waterside could roads take the place of rivers, and, concentrating at points of vantage, foster in a natural growth the towns which refused to spring into life at the bidding of the Legislature.
The Westward Movement.
During the royal government of the province " immigration, the principal cause of the rapid increase in population of the colony during the preceding era, had in a great degree ceased." In the second quarter of the eighteenth century settlement commenced anew.
Just as in 1730 the settlements in Pennsylvania had pushed beyond Lancaster, so, too, in Maryland the " westward movement " had begun. Prince George's county, set off from Charles in 1G95,* was in its turn reduced to definite limits by the separation of Frederick county in 1748.* In the meantime the gradual growth westward of the colonial settlements is seen in the records of the Prince George's Coimty Court.
Coincident with this growth came the extension of lines of communication. At November Court, 1712, the overseer of the New Scotland Hundred was directed to lay out and clear a road from the forks of the east branch of the Potomac to the upper lands of Eock creek. Sixteen years later the inhabitants of Monocacy Hundred petitioned for a road from the ford of Monocacy to the house of Mr. Nathan Wickham. In 1739 Meredith Davis claimed pay for keep-
MVilhelm. Local Institutions of Maryland. The Town, III. J. H. U.. -Studies in Historical and Political Science, p. 405. - McMahon, History of Maryland, p. 273. ' McMahon, p. 92-3. Bacon's Laws, 1695, chap. xiii. McMahon, p. 94. Bacon's Laws, 1748, chap. xv.
Maryland Geological Subvey 127
ing a ferry over Monocacy on " the wagon road that comes by John StulFs to Monacoay." And in the same year there was presented to the Assembly the petition " of several Inhabitants at and above Monocasy Creek," "others at and about the Blue Ridge alias Chenandore Mountain," others " about Monocasy above the Mountains of Potomac Eiver," and still others of Potomac River on the back parts of Virginia," praying that " a good wagon road might be made at the public charge from the several places aforementioned to the city of Annapolis ... for the more easy carriage of their grain, provisions and other commodities." The economic importance of such a connection was apparently not appreciated by the Lower House, which delayed consideration of this petition to another session.'
The Monocasy [Monocacy] Road.
The section of Maryland mentioned in the petition just quoted had for some time been connected with Philadelphia by an important route of travel and traffic known as the Monocasy Road. This led from the western part of Virginia across the Potomac near the mouth of Conococheague creek, passing near Frederick and through Monocasy, a German settlement supposed to have been near the town now called Creagerstown, to the Pennsylvania line.' It is said that this road was originally an old Indian trail, later used extensively for pack-horse travel and by missionaries as a route connecting the western part of Virginia with the German settlement in Pennsylvania.* In 1739 the Monocasy Road, or certainly the Pennsylvania part of it, was laid out as a wagon-road, connecting at Lancaster with the road from Philadelphia. From Lancaster it ran westward, crossing the Susquehanna at Wright's Ferry, now Wrightsville, thence through the settlement upon the Big Codorus, afterwards laid out as York, thence through Hanover, crossing the Maryland line near Kreutz-
The Records of the County Court of Prince George's county repose in the attic of the Courthouse at Marlboro, mixed up with a ton or so of old paper, cases, accounts, etc.
L. H. Journals, 1720 to 1739, May 14.
Schulz. First Settlements of Germans in Maryland, pp. 5-6.
Gibson (Ed.). History of York Co., Pa., p. 321.
128 Highway Lecislatiox Ix Mabyulnd
millers Mill on Conewago creek, and so to the Potomac as described above/
Thi3 early connection with Philadelphia had done much to develop this ]>art of Maryland. In 1745, the town of Frederick was laid out on lands belonging to Daniel Dulany of AnnapoUs, who had the economic welfare of Marvland much at heart. Other settlements had preceded this, and many followed. The soil was excellent, and one might see turkish com [maize or Indian com] almost without manure, with stalks ten and more feet long." ' Soon highways were cleared between Frederick and Annapolis and between Frederick and Baltimore.*
Travel Xorth and South.
Meanwhile closer and more frequent communication was being established between Maryland and her neighbors on the north and south. Between the vears 1705 and 1748 no less than fifteen ferries across the Potomac river into Maryland were established by the Assembly of Virginia.* From Philadelphia, Jonathan Dickinson writes, in 1717:* " TVe have a settled post from Maryland and Virginia unto us, and goes through all our northern colonies, whereby advices from
Gibson (Ed.). History of York Co., Pa., p. 514. It is probably the Monocasy Boad that is set down on the map as the " Great Philadelphia Waggon Road." In the Post Map of New England, New York, New Jersey and Pennsylvania, by Moll, dated 1730, which is one of the earliest to contain any indication of roads, this highway is continued only as far south as the Maryland line. Not much later it was paralleled by one from Winchester in Virginia to Shippensburg, Pa., across Maryland, further to the west.
Schulz. First Settlements, etc., p. 7.
Ibid., p. 12.
See Hening's Statutes at Large, passim, and e.specially the Ferry Act of 1748, vif Hening, 18. Some of the more important of these Ferries were:
1705. Col. Wm. Fitzhugh's in Stafford Co., Va. 1720. From Col. Rice Hoe's to Cedar Pt., Md.
1732. From just below Quantico Creek to Col. Geo. Mason's in Md. 1740. From Dieg's Neck, Prince William Co., Va., to the lower side of Pamunky in Prince George's Co., Md.
1744. Evan Watkins, opposite mouth of " Canagochego."
1745. Wm. Clifton, Fairfax Co., Va., to Prince George's Co., Md. 1755. From land of Thos. Swearingen in Frederick Co., Va. 1755. From land of Lawrence Washington in Stafford Co., Va.
Watson. Annals of Philadelphia, vol. ii, p. 392.
Maryland Geological Survey' 129
Boston unto Williamsburg in Virginia is complete in four weeks, from March to December, and in double that time in the other months of the year." Ten years later, " the mail to Annapolis is opened to go once a fortnight in summer and once a month in winter, via New Castle &c., to the Western Shore, and back to Eastern Shore; managed by William Bradford in Philadelphia, and by William Parks in Annapolis."
Maps, newspapers and almanacs likewise make clear the constant increase of travel. The maps are more detailed. Another map by ]Moll of the same date (1730) as that mentioned above shows very roughly the post-road from Philadelphia across the Susquehanna and by the heads of the other rivers to Annapolis, thence to Marlboro, thence to Stafford C. H., in Virginia.
The maps of Evans (1749)* and of Fry and Jefferson (1757) indicate the main lines of travel through Maryland, and show that a considerable choice of route was possible. Also the Maryland Gazette contains many advertisements illustrating the increase of intercolonial communication.
In Evans' map the post-road runs from the Potomac to London Town, passing near Annapolis, with branches to and from that city, forming a triangle; then across the Magothy, with one branch passing around the head of Patapsco by Elkridge, and another crossing the Patapsco directly, and meeting the first at New Town; thence to Joppa, the mouth of the Susquehanna, Northeast, and HoUingsworth, whence one branch goes to Ogle Town, Pennsylvania, and another to New Castle, Delaware. Another road branches off just west of the Delaware line, and runs south to Georgetown, upon the Sassafras, and thence to New Town.
Fry and Jefferson's map shows some variations from the others. The post-road crosses the Potomac at Belhaven, or Alexandria, and so to London Town and Annapolis. This is met at the Patuxent by another road from Charlestown [Port Tobacco] passing through Upper Marl-
Watson. Annals of Philadelphia, vol. ii, p. 392.
' Mathews. Maps and Map-makers of Maryland. Maryland Geol. Survey, vol. ii, pp. 337-488.
130 Highway Legislation In Maryland
boro. The route is then similar to Joppa, passing to the northwest of the old site of Baltimore Town upon Bush river, then to the Susquehanna, Principio, Charlestown and New Castle. The route down the Eastern Shore is also given.
In June, 1729, John Caman, at Bohemia Landing, advertises that in addition to a sloop and hands for the trade of the Chesapeake Bay, he likewise keeps carts and horses for carrying goods by land between the two bays of the Delaware and Chesapeake, that is, between Apoquinomy and Bohemia Landing. At a later time,* William Clifton, of Fairfax county, Va., declares that all persons " may there be assured of a ready Passage over Potomack Eiver, and Good Entertainment for Man and Horse; and as the Kiver is narrower in that part than below it may reasonably be allowed the most convenient and short road from Annapolis to Williamsburg." The distances are given as follows:
Miles.
Annapolis to South River Ferry 4
thence Queen Anne 9
" Marlboro 9
" Broad Creek 16
said Clifton's Ferry in Va 2
Occoquan Ferry 16
Acquia 18
Fredericksburg Ferry 16
" Caroline C. H 20
" Burk's Ordinary 13
" New Castle 27
" New Kent C. H 20
" " Fremeaux Ordinary 14
" Williams 16
In all 200
Poor Richard's Almanac for 1733 gives " A Description of the Highways & Koads From Annapolis in Maryland to Philadelphia/ 145 miles thus accounted:
Maryland Gazette, 1746, August 19. - Inn or Hotel.
H
(t It
k(
Maryland Geological Survey 131.
Miles.
Annapolis to Patapsco Ferry 30
thence " Gunpowder Ferry 20
Susquehanna 25
Principio Iron-works 3
" North East 6
" Elk Kiver 7
" New Castle 17
" Christine Ferry 5
" Brandywyne 1
" Naamans Creek 9
" Chester 5
" Derby 9
Philadelphia 8
kt it
The Development of Northern Maryland.
With the development of the means of intercourse came thicker settlement. The northern part of the province now began to be settled rapidly. An extensive tobacco trade made the town oi J oppa on the Gunpowder river for many years the commercial center of northem Maryland, and the numerous " Joppa roads " testify to the importance of these highways to the development of the town. The decline of Joppa was due to a variety of causes, one of which was the natural advantage in situation possessed by Baltimore, which owes itslater development to influences similar to those that had built up the older port
Settlements increased also upon the borderland between Maryland and Pennsylvania, the debatable ground of Xaryland history. About 1741, a way was opened between the settlement on the Conewago, Hanover, and that on the Patapsco, Baltimore Town.* This is the road shown on the maps as " Patapsco Eoad and probably followed in the main the route of the present Hanover-Eeisterstown-Baltimore road, with a branch road running to Elkridge. The settlers in York, Pennsylvania, also saw the advantage of communication with the Chesapeake. " The people," writes James Logan from Stenton to Thomas Penn, in August, 1743, " are very intent on y® thing and have opened a road to Patapsco. Some trading gentlemen there are-
Gibson (Ed.). History of York Co., Pa., p. 514.
132 Highway Legislatiox Is Mabylaxd
desirous of opening a trade to York and Country adjacent The inhabitants seem willing to close with them; and shortness of cut not being above 45 miles; from Philadelphia, they are about 90 miles, besides Ferriage over Susquehanna."
The efforts of the trading gentlemen apparently met with success;, for " as long ago as 1751, in the month of October, no less than sixty wagons loaded with flaxseed, came down to Baltimore from the back country." Five years later, sixty-one overseers were appointed by the Justice, each for one section of the road.' The resources of the interior had been discovered, highways to the waterside had been begun, and the development of Baltimore was assured.
Packhokse vs. Wagox.
The beginning of the westward movement was accompanied by a gradual change from packhorse to wagon transportation. This change was accomplished against strenuous opposition on the part of the packhorse owners; just as a century later the wagoners themselves used in vain every effort to resist the extension of the railroads. A resident of Shearman Valley, Pa., who died in 1830, " aged nearly one hundred years, having lived a long life there among the Indians, . . . remembered seeing the first wagon arrive at Carlisle, and the indignation it excited amongst the packers, as likely to ruin their trade! — even the widening of the roads when first ordered, offended them!
The first wagons, constructed at a period prior to the general development of iron-manufacture, were, it is said, made entirely of wood, the wheels being " sawed from trunks of the gum or buttonwood tree." ' Improved vehicles came with the larger production of iron, especially after the Assembly of Maryland had extended its aid to the iron-industry.
Gibson (Ed.). History of York Co., Pa., p. 514. ' Morse, J. The American Geography, p. 466.
Balto. Co. Court Proceedings, 1756, 508ff.
Watson. Annals of Philadelphia, vol. ii, p. 122. " The pack-horses used to carry bars of iron on their backs, crooked over and around their bodies — barrels were hung on them, one on each side."
Schulz. First Settlement of Germans in Maryland, p. 19.
Iiabtland Qbologioal Sttbvet 138
The Fbenoh Ain> Indian Wab.
In the year 1749 Col. Thomas Cresap of Maryland, Lawrence and Augustine Washington and Thomas Lee of Virginia, John Hanbury of London, merchant, and many other gentlemen of the two colonies and mother-country, obtained a charter from the British Government, under the name of The Ohio Company/ Into the broader history of this corporation it is here unnecessary to enter; by its scheme, however, of trading with the far west, this company originated an idea which later was realized in the National Road, the Chesapeake and Ohio Canal, and the Baltimore and Ohio Railroad. In all these enterprises the state of Maryland was particularly interested; hence an inquiry is warranted into the relations of the Ohio Company and of the French and Indian War to the development of highways in Maryland.
Exploration Of The Ohio Countby.
In 1749 Christopher Gist was employed by the new company to explore the Ohio country. Leaving Wills Creek, where the company next year built a stone house, on October 31, Gist followed an old Indian trail, then the only route through the wilderness, and after a wide detour to the west and southwest returned some months later.* Two years afterward Thomas Cresap, who had settled at a deserted Indian village known as the Shawanese Old Town, " undertook to lay out the course of a good road from Wills Creek to the mouth of the Monongahela, now Pittsburg. He employed as his assistant a friendly Indian, named Nemacolin."
About this time the French Governor of Canada hastened to take every precaution to keep the English out of the Ohio country and establish the French there.* So open and energetic were the movements of the French that the Virginia government decided upon immediate opposition. Accordingly, in 1753, George Washington, then barely twenty-one years of age, was ordered to proceed to the fort
Lowdermilk. History of Cumberland, p. 27.
Lowdermilk, pp. 27-8. Lowdermilk, p. 29.
Ibid., p. 40.
184 Highway Legislation In Mastland
erected by the French upon the Ohio river, to deliver to its commander a letter from the Governor of Virginia, and incidentally to gather all the information he could concerning the strength of the French and the attitude of the Indian tribes.* Upon this, his first public mission, Washington proceeded to Wills Creek, Maryland, over what five years before was, " I believe, worst road that ever was trod by man or beast." He left Wills Creek, in company with Christopher Gist, November 15, 1763, and returned to Williamsburg on January 16, 1754, with a letter from the French Commandant to Governor Dinwiddie. The Governor and Council of Virginia then unanimously concluded that immediate steps should be taken to repel the invasion of the French by force of arms."
" bbaddook's boad."
The expedition now fitted out was put under the leadership of Col. Joshua Fry, with Washington second in command. Since Colonel Fry was killed as the result of a fall from his horse before he arrived at Wills Creek the entire responsibility fell upon Washington, who had gone ahead with the main body of the little army. From Winchester to Wills Creek, Washington was obliged to build the roads as he went and to make them passable for his horses and wagons; and he was bitterly disappointed upon his arrival at Wills Creek to find that no provision had been made for transporting the ammunition and stores across the moimtains.* As it was impossible to stay where he was he resolved to push forward to the storehouse of the Ohio Company at Redstone Creek and there to erect fortifications and wait for reinforcements. Sixty men were sent ahead to make a road along the route blazed by Nemacolin and Col. Cresap, three years before. This road was afterwards known as Braddock's Road; but it was really constructed by Washington as far as the Great Meadows, and " was the first road built across the mountains."
Lowdermilk, p. 41. ' Washington's Journal, 1748. Lowdermilk, p. 45. Lowdermilk, pp. 48-9.
' Lowdermilk, p. 53. Mr. L. " walked over several miles of this road, starting at Cumberland, in the summer of 1877, and clearly traced it as far as
Mabtlaitd Geologioal Subyiiy 135
BraddocV& Expedition.
General Braddock arrived in Hampton Roads February 20, 1756.* He proceeded to Williamsburg and then to Alexandria, where he held a conference with certain of the Colonial Governors.* The year before, Governor Sharpe of Maryland who, before General Braddock's coming, was in charge of the military operations against the French, had ordered the construction of a new road from Bock Creek to Wills Creek." This was probably the road chosen for the regiment under Colonel Dunbar, which was ordered to proceed to Frederick in Maryland by the following route:
Miles.
To Kock Creek —
To Owen's Ordinary 15
To Dowdens 15
To Frederick I5
45
However, it is difficult to see just how Dunbar obeyed the direction, " Within a few miles of the Minocasy across the Minocasy in a Float."
Another regiment, commanded by Sir Peter Halkett, went direct from Alexandria to Winchester, Va., following this course:
the Six Mile House, on the National Road. The route pursued on leaving WlUs Creek was along the valley in which Green St. extended now lies, the same being the exact course of the old National Pike. About a hundred yards east of Mr. Steele's house, and just where the Gresaptown Road now leads off southward, the road which Washington followed bore slightly to the North, and ran in almost a perfectly straight line to nearly the top of Wills Mountain, involying a very heavy grade and from there descended to the level of the Old Pike at Sandy Gap. In many respects the road was admirably chosen; it is as plain to-day as it was a hundred years ago notwithstanding trees of more than a foot in diameter are growing thickly in its bed. Having been used for sixty-five years, as the only road to the West, until 1818, when the National Pike was built, it became well worn " (p. 52).
Lowdermilk, p. 104. Ibid., pp. 104-5.
'Maryland Archives. Correspondence of Governor Sharpe, vol. i, pp. 77 and 97.
Braddock*s Orderly Book. (Appendix of Lowdermilk, pp. 18-19.)
186 Highway Leglslation Ts Mabtlaxd
Miles.
To y old Court House 18
To Mr Colemans on Sugar Land Bun where there is Indian
Com, Ac 12
To Mr Miners 15
To Mr Thompson ye Quaker wh is 3000 wt corn 12
To Mr They's Ferry of Shanh 17
From Mr They's to Winchester 23
97
April 21 the General arrived in Frederick, Maryland, where he was joined by Washington, whom he had appointed his aide-de-camp. Here Braddock discovered that he needed more wagons, and Franklin undertook to supply them.*
" On the 30th of April (1755) Braddock left Fredericktown with his staff an a body-guard of light horse. Before leaving Alexandria he had purchased of Governor Sharpe a chariot, one of the cumbersome carriages of that day, and was making his journey with a great deal of style which would have been better suited to the cultivated districts of England. He quickly discovered that the road was ill-adapted to a conveyance of that character, and did not hesitate to express his opinion by damning it heartily."
The route followed by Col. Dunbar's regiment was
April. MUes.
29th. From Fred on road to Conogogee 17
30th. From that halting place to Conogfogee 18
May.
Ist. From Conogogee to John Evens 16
2ud. Rest.
3rd. To the Vidow Baringer 18
4th. To George Polls 9
6th. To Henry Enock's 15
6th. Rest.
7th. To Cox's at ye mouth of little Cacaph 12
8th. To Col. Cresapa 8
9th. To Wills Creek 16
Total 129*
Braddock's Orderly Book. (Appendix of Lowdermilk, p. 23.)
' Governor Morris had written from Philadelphia to Governor Sharpe, " there is a very good wagon 'road from this city to VITatkins Ferry on Potoraack," probably referring to the " Monocasy Road " already spoken of. It was by this route no doubt that Franklin sent to Braddock the needed wagons.
Lowdermilk, p. 114.
Braddock's Orderly Book. (Appendix of Lowdermilk, p. 27.)
Maryland Geologic Ai, Survey 137
From Wills Creek, or Fort Cumberland, the army followed the road made by Washington in the campaign of 1754 and first blazed by Cresap and Nemacolin in 1751; but through the "Narrows" at Cumberland Lieutenant Spendelow opened a new road along the east bank of Wills Creek, crossing the creek just above the mouth of Braddock run and rejoining the old road five miles west of Cumberland. Along this new road part of the army marched.
" The difficulties of the march soon brought the General to appreciate the apprehension of Washington; the steep mountains, rocky roads, and ugly ravines incident to this new country were all beyond his anticipations. It became necessary to double up the teams in order to pull the wagons up the rough grades; in some instances even this was impracticable, the seamen being obliged to draw them up by means of ropes and pulleys. Not more than three or four miles a day could be made and in order to avoid a further delay, where already weeks of precious time had been lost, Braddock eventually yielded to Washington's advice and sent back many of his wagons, taking the animals for packhorses, and transporting his stores in the only practicable manner." '
Road From Fort Frederick To Fort Cumberland.
After the erection of Fort Frederick had begun in 1756, the necessity of a short route from Fort Frederick to Fort Cumberland soon became apparent. Governor Sharpe favored it,' and upon the failure of the army to perform the work, he brought the necessity of constructing this work before the Assembly. In December, 1758, after the capture of Fort Du Quesne, a committee was ordered to inquire the cost of connecting Fort Frederick and Fort Cumberland by a wagon-road and their report was as follows:
Your committee ' haye made an Enquiry into the situation of the present wagonroad from Fort Frederick to Fort Cumberland, and are of the opin-
ion that the distance by that Road from one Fort to the other is at least Eighty miles, and find that the wagons which go from one Fort to the other are obliged to pass the Potowmac River twice, and that for one third of the year they can't pass without boats to set them over the river.
Lowdermilk, pp. 138-9.
Maryland Archives. Correspondence of Governor Sharpe, vol. ii, p. 206.
Assembly Proceedings, Dec. 15, 1758, p. 74.
138 Highway Legislation In Maryland
" Your committee have also made an Enquiry into the condition of the Ground where a road may most conveniently be made to go altogether upon the North Side of the Potowmack, which will not exceed the distance of Sixty-two miles at the expense of 250 lbs. current money as may appear from the following Estimate, viz.:
" An Estimate of the Expense of clearing Road from Fort Frederick to Fort Cumberland, and the Several Different Stages:
For clearing from £ s. d.
Fort Frederick to Licking Creek, 3y, miles 0 0 0
Licking Creek to Praker's Creek, 8% miles 12 0 0
Praker*8 to Sideling Hill Creek, 12 miles 16 0 0
For a bridge over Sideling Hill Creek 60 0 0
Sideling Hill Creek to Fifteen Mile Creek, 4 miles. . . 22 0 0
Fifteen Mile Creek to Town Creek, 15 miles 140 0 0
Town Creek to Col. Cresaps, a good road, 4 miles. . . 0 0 0 Col. Cresaps to Fort Cumberland, wants clearing, 15
miles 0 0 0
250 0 0
" Your committee are of the opinion that a road through Maryland will contribute much to lessen the expense of carrying Provisions and warlike stores from Fort Frederick to Fort Cumberland, and will induce many people to travel and carry on a trade in and through the Province, to and from the back country.'
$f
Governor Sharpe and the Assembly for some time disagreed concerning this and other appropriations, but the new road was finally authorized. More significant than its timely construction, however, is the fact that the utility, and indeed, the necessity of an easy communication between the Ohio country and the East was popularly understood even at that early date. The cardinal importance of this idea, though forgotten by many, was ever present to Washington, and to him, perhaps more than to any one else, was due the ultimate attainment of a great highway across the AUeghanies.
Inteenal Improvement And Later Highway
Legislation.
In Maryland the period intervening between the French and Indian War and the Revolution was a time of intense political excitement. The passage of the Stamp Act called forth many champions
Assembly Proceedings, Dec. 15, 1758, p. 74.
MABTIaAND GEOLOGICAL BUBVET 139
of the colonial rights, amoBg whom was the younger Dulany, whose " Considerations on the Propriety of Taxing America " was often quoted by the elder Pitt in his speeches in defense of the colonies/ Hardly had this excitement been allayed by the repeal of the obnoxious legislation when local, but no less bitter, controversies arose to absorb the public interest until differences at home were at last merged in the greater issues of the Revolution.
Under these circumstances it is remarkable that time was found to initiate a policy of internal improvement which was interrupted, indeed, by the Revolution, but which afterwards was steadily pursued until the development of the steam railroad.
Canal Schemes.
The pre-revolutionary period was productive of ideas rather than of accomplishments. The project of extending commercial intercourse by artificial waterways was not a novel one. A canal to cross the Eastern Shore peninsula had been proposed in the days of Augustine Herrman, but after his death the scheme seems to have been abandoned. Canal schemes were revived, however, in the decade preceding the Revolution. In 1768, Sir Henry Moore planned a canal for the Mohawk Valley in New York; the next year Richard Henry Lee laid before the Assembly of Virginia a similar proposition in rard to the Potomac,' and a year later investigations were made under the authority of the American Philosophical Society with a view to opening water-communication between the bays of Chesapeake and Delaware.*
Tyler. The Literary History of the American Revolution, vol. i, pp. lllff.
Chevalier. Histoire et Description des Voies de Communication aux Etats Unis, vol. i, p. 131. Paris, 1840. The idea of improving the navigation of the Potomac had originated with George Washington as a result of the acquaintance with the character and resources of the Ohio country which he had gained during the French and Indian War. After the Revolution the matter was again urged by Washington, and the " Potomac Company " formed — an event of great significance for the future national development. (Acts of Assembly, 1784, chap, xxxii.)
Almost contemporaneous was the Incorporation of the Susquehanna Company for the purpose of making that river navigable. (1783, chap, xxix.) Trans., o. s., vol. i, Philadelphia, 1770.
140 HIGHWAY I;BGISLATI0N in MARYLAND
Highway Lbxjislation.
It was, however, to highway rather than to canal improvement that the Assembly of Maryland directed their attention. Hitherto the legislation regarding highways had been comprehended in two or three fundamental laws variously amended and supplemented, but from 1765 on, one is confronted with a continuous increase in the number of road-laws mainly due to the growth of population; the divergence in the needs of different sections of the state, making uniformity no longer practicable; and the demand for improved and shortened roads. To present in detail all the laws enacted as a result of these influences is neither necessary nor profitable, and surely not interesting. In the complexity of subsequent legislation, however, it is possible to distinguish certain general ideas or principles in accordance with which a classification such as the following may be adopted:
1. Laws regarding single roads.
2. Lows regarding groups of roads.
3. Legislation for separate counties.
4. General legislation for the state.
5. The development of the tiimpike system.
6. Legislation for the National Eoad.
The first four divisions relate especially to legislation near the close of the eighteenth century, while the fifth and sixth are more closely associated with the development at the beginning of the present century. The latter will be discussed at somewhat greater length.
Laws Bbgabding Single Boads.
The laws concerning single roads began with the passage in 1765 of an act* to establish a road from Hunting Creek in Dorchester county to Dover in Talbot county; in 1774 followed an act* requiring the justices of Somerset county to appoint persons to lay out a road from the Free School in Somerset county through the forest to Denston'fl Dams, there to intersect the main road leading from Princess Anne to Snow Hill.
Chap. XV. Chap. xxv.
Unless otherwise indicated references are to Acts of Assembly.
Mabyland Oeolooigal Susvey 141
After the Revolution, the number of laws of this sort steadily increased; it is possible, nevertheless, to distinguish some diflFerences in kind which may be best illustrated by a few examples.
The first includes laws for roads which at the present day would be considered private roads. Six acts of the year 1783 exhibit this peculiarity. These provide for a road from the windmill and dwelling of Nathaniel Manning, of Dorchester county; a road from John Goffs Mill in Frederick county; ' a road from Dr. Ephraim Howard's tilting-forge at Elkridge;' the fourth a road from William Matthew's Mill in Baltimore county; in these four cases to the nearest main road; a public road in Baltimore coimty, to form a cross-connection between two main roads; and another mill-road in Dorchester county." For each of these a separate law was enacted.
Page after page of the statute-books is filled with these laws concerning roads to mills, plantations, churches, iron-works, forges, and many other places of a special or individual character. In cases where the new roads were especially advantageous to individuals those so benefited were usually made responsible for their preservation and repair.
Another class of laws relates to the construction of more important roads. These sometimes connected a town with some previously existing highway. In 1782, for example, the construction of a main road was authorized "from Elizabethtown [Hagerstown], in Washington County, through Charlton's Gap in the South Mountain, on a strait line, till it intersects the road leading from Frederick-town to Yorktown in Pennsylvania," which " would facilitate the carriage of produce " from the western country to Baltimore, " by which means the subjects of this State would be better enabled to pay their taxes, and would increase the trade of the State in general."
Other roads connected a town with a watercourse. Such a road was the highway from the town of Talbot in Talbot county to Cow Landing, on Third Haven Creek, for which provision was made in" 1787.'
1783, chap. v. Chap. vi. Chap. xv. Chap. xi. Nov. Session.
Chap, xii. Not. Session. Chap, xiv, Nov. Session.
Chap. xli. April Session. Chap. xxiv. December Session.
142 Highway Legislation In Mabtland
Still others joined one town with another. In 1796 a committee of gentlemen from Prince George's and Queen Anne's counties and Annapolis was appointed to examine the country between Washington and Annapolis and to ascertain the best route for a road to connect the two cities/ The next year, 1797, other commissioners were authorized to lay out the road as reported, at the expense of the two counties/
In a third group may be classed laws establishing or recognizing as public highways roads previously existing. In 1792, the road from time immemorial " leading from Baltimore to Frederick by Dillon's Fields, EUicott's Upper Mills, Cumming's new buildings, Fox's the Eed Horse Tavern, Cook's Tavern, and Poplar Spring, was definitely established as a public road.*
To a fourth class may be assigned a few laws regarding two roads that marked the boundary line between two adjoining counties. In 1792 ' certain commissioners, three from Dorchester county and two from Caroline county, were appointed to open a main road and change the old road, formerly the divisional line of the two counties, the new road to serve the same end. In 1801 certain similar changes were made in the divisional road between Somerset and Worcester counties.
In a fifth class may be included those laws which refer to roads constructed at a later date to serve as cross-connections between lines of turnpike roads. Such a road was authorized by an act of 1799 ' to run from Widow Mortar's tavern on Hanover turDpike by George Kerlinger's mill and Hoofman's grist and paper-mill to Benedict Hunt's tavern on the York turnpike.
Laws relating to roads of a chiefly historical interest may form a sixth class. Such was the old Monocacy road, which is the subject of one act of 1789.* The same provision was made for the repair of the road from Port Tobacco to Leonardtown, one of the oldest roads in the state.
Finally, in a seventh class, may be mentioned the post-roads, particularly the main road between the North and the South, which required not a little legislation. In 1787 commissioners were ap-
Chap. xci. ' Chap. xxxv. Chap. xix. Chap. vi. Chap. lir.
Chap. vii. December Session. Chap. xii.
Mabylanb Geolooioal Subvey 143
pointed to open and amend the post-road from Havre de Grace to Baltimore-town, and to erect a toll-bridge, for which they might pay by collecting money by private subscriptions, or by a lottery, or by pledging the tolls to be collected.* That this legislation was not as successful as might have been hoped will appear hereafter.
Very similar to the legislation for single roads and, therefore, appropriately included under the present heading, is that concerning bridges. These laws, of which it is unnecessary to give specific examples, made provisions for bridges of varying kinds and importance. Some acts order the erection and repair of necessary bridges by the counties in which they are situated; others confer charters for bridges upon private persons or upon corporations.
The constant interference of the General Assembly in these private and often unimportant cases is to be explained by the limited powers of the County Courts. As the counties, one by one, obtained separate laws, the powers of their courts were greatly increased, and the burden of the legislature correspondingly lightened. This subject will be more appropriately treated under a later head.
Legislation Fob Gboups Of Boads.
The first movement towards the improvement of the material and bed of the roads in Maryland was expressed by legislative provision for the construction or repair of groups of important market roads.
In 1774, " an improvement of the principal Market Eoads in the Counties of Anne Arundel, Baltimore, and Frederick," would, it was thought, " render the Intercourse and Carriage between the Parts of the Province distant from Navigation, and the Places from whence the produce of those parts were and might be most conveniently exported, much easier and cheaper, whereby Trade would be increased and the Settlement, Cultivation and Improvement of Lands would be encouraged and promoted." Part of the bills of credit to be issued in pursuance of a previous act was therefore appropriated for a loan to the inhabitants of Anne Arundel, Baltimore and Frederick coun-
Chap. xxix. SUght changes were made by acts of 1791, chap, xxxi, and 1796, chap. Iviii; and the act of 1800, chap. Ix, altered the course of the rod between Bladensburg and Washington.
It (i
144 Highway Legislation In Mabyland
ties, in sums not exceeding $2,000, $10,666.66, and $8,000 for these counties, respectively, "towards opening, straightening, widening, repairing and putting in order the following roads, viz. :
The road leading from the mouth of Conococheafue Creek to Frederick Town, crossing the South Mountain at the Gap commonly called Turner's Gap, the road from Hagerstown to intersect the said road at or near the Western Side of the South Mountain.
The road from Frederick-Town leading by Dowdens to George-Town. A road from the mouth of Watts Branch to George-Town aforesaid. The road from Frederick-Town leading over Rues Ford on Monocasy and crossing Patuxent River at Green's Bridge to Annapolis.
" The road from Frederick-Town leading over the said Ford over Monocasy, and crossing Patapsco at or near Hoods Mills to Baltimore-Town.
" A road leading from the Catoctin Mountain through the Pipe Creek Settlement by Roysters (Reisters-town) to Baltimore-Town aforesaid.
" The road from Roysters to Hanover far as the Province Line.
These roads are divided into eleven districts, for each of which three supervisors are appointed and the maximum amount thereon to be expended definitely fixed. The supervisors are to employ laborers or to contract with others to do the work, and draw their orders on the Commissioners for emitting Bills of Credit, for the money to be expended.
For the repayment of the Bills of Credit, the Sheriffs of the respective Counties are to collect per annum —
In Anne Arundel 4 lbs. of tobacco
In Baltimore 12 lbs.
In Frederick 8 lbs.
from each taxable inhabitant, and are to sell the same in August of each year in open court.
The supervisors are to have the roads well cleared, grubbed and stoned, 40 feet wide — except the road leading to Annapolis, which is to be 30 feet wide — and cause all necessary bridges and causeways to be made, and trenches and ditches to be cut for draining off the water. The roads when completed are to be public roads."
A peculiar provision is that " in the middle of the Watts Branch — George- Town road, until it intersects the Frederick-George-Town road, large posts shall be well set up in sight of and not exceeding 100 yards distance from each other. When this road is finished, no wagon or carriage of burthen with wheels of a less tread than 5 inches, shall pass upon the part of this road that lies to the North of the posts erected, under a penalty of 20s. current money.
The supervisors are empowered to call for a jury of condemnation to assess the value and damages of improved land through which, in their estimation, it is necessary for the road to pass."
A law of 1787 provided that several turnpike roads should be laid out in Baltimore county. One of these was to go toward Frederick
1774, chap. xxi. Chap, xxiii.
I. 1.— Breaking Stone Bv Hand, Washington C<)Unty.
Ta. 3.— HAULING WITH TWO-WHEEL OX-CARTS, PORT TOBACCO, CHARLES COUNTY. SURVIVALS OF EARLY ROAD-METHODS.
Lj,
1-J
Mabyland Gbologioal Bubvet 145
Town; one to Eeisterstown, branching there in one direction to Winchester Town [Westminster ?], and in another to Hanover, Pennsylvania, and a third road was to go to York, For some time, however, little progress was made on these roads and, as they were really turnpike roads, a detailed treatment of them may be left to a later section. In 1790 some of the principal market and post-roads in Cecil, Baltimore, Montgomery, Frederick and Washington counties were thought to be " very indirect, much out of repair," and to require considerable improvement. Therefore, an act ' was passed to improve the following roads:
(1) From Susquehanna Lower Ferry to the Ford at the Furnace, thence to Charlestown, thence to the bridge at the head of North East, and thence through Elk-town towards Christiana to the Delaware line [the Post Road].
(2) From the head of Elk to Rock Creek, to head of Bohemia, to Warwick, to head of Sassafras.
(3) From Baltimore Town, westward of Randallstown through the barrens" of Baltimore County towards Liberty-Town as far as the Frederick County Line, thence to Frederick, crossing the Monocacy at the Ferry next above the mouth of Israers Creek.
(4) From the end of Patrick Street, Frederick, crossing the Washington County Line by Peter Bainbridge's, to Elizabeth-Town [Hagerstown].
(5) From Middletown to Williams-port, by way of Turner's Gap.
(6) From Williams-port to Elizabeth-Town.
(7) From Elizabeth-Town through Charlton's Gap in the South Mountain, to Liberty-Town, nearly intersecting the road from Baltimore.
(8) From Elizabeth-Town to Hancock-Town.
(9) From Frederick over Rice's Ford on Monocacy by Hobbs, through Baltimore County to the line of Anne Arundel, to meet the turnpike to Frederick provided for by the law of 1787."
(10) From Frederick to Harper's Ferry.
(11) From Frederick to Georgetown.
(12) From Georgetown to the mouth of Monocacy, thence to the Court House of the said County.
(13) From Elizabeth-town to the Pennsylvania Line, in Nicholson's Gap. To cover the expense the Justices of Cecil, Frederick, and Washington
Counties, were to levy not more than 3s. 9d. on every £100 of assessable property, and the Justices of Montgomery County, not more than 2s.*
The next year, 1791, witnessed the enactment of several " group " laws, of which the most important was that " to strengthen and amend
Chap, xxxii. Chap, xxiii.
See laws of 1791, chap. Ixxxii; 1793, chap, xl: 1795, chap, xxviii; 1797, chap. xxix; 1798, chaps, xxxii, xlix; 1799, chap, xxxii; 1800, chap, xxii, all of which in some way modify this act.
146 Highway Legislation In Mabyland
the public roads in Harford comity, and for other purposes." This act provided for the roads specified as follows:
(1) From the Pennsylvania Line at the intersection of the road from Peach Bottom Ferry over the Susquehanna, to Thomas UnderhiU's mill on Deer Creek.
(2) From Bald Friars Ferry to Belle Air, thence towards Baltimore, to the Baltimore County Line at the Little Falls of Gunpowder.
(3) Prom Belle Air to Lower X Boads, thence to Smith's Ferry on the Susquehanna.
In 1793 five commissioners were appointed to lay out several roads from Denton, the seat of justice of Caroline county, to diiferent parts of that county,* to be added, when completed, to the public roads.
These " group " laws seem to mark a transitional stage in the highway legislation of the state. As they anticipated the turnpike laws in requiring improvement of the road-beds, so they were in some cases closely allied to county laws. The two laws last cited exhibit this characteristic. In these cases the Legislature seems to have wished to give to the county a start by the construction of the more important roads, leaving the future care of them to the county. But with the establishment of complete county road-laws and the development of the turnpikes, the necessity for this class of legislation appears to have passed away, and few examples of " group " laws of any importance are to be found.
Legislation For Separate Counties
After the French and Indian War, the rapidity with which the settlements increased in northern Maryland soon made that section one of the most prosperous in the Province. As was indicated in the preceding division, the " principal market roads," for which special provision was first made by a " group " law, lay, to a large extent, in Baltimore county. So, eight years before, the need of an improvement of local transportation in Baltimore county led to the passage of the first county law.
Chap. Ixx. Other " group " laws passed in 1791 were, chap, xxx for certain mill roads in Baltimore county; chap, liii for certain roads in Anne Arundel county.
1793, chap. liv.
Masyland Geological Sttbtey 147
In 1766 the inadequacy of the laws for the maintenance of highways in Baltimore county was recognized, and the justices were authorized to appoint as many overseers as they thought necessary, and these were empowered to hire a sufl&cient number of laborers for the repair of the roads. To cover the expense a tax of 10 lbs. of tobacco per poll was laid upon all the taxable inhabitants of the county, besides the sherifPs salary of 6 per cent for collection.
The overseers were to receive 6 lbs. of tobacco per day and render accounts to the justices. Carts or wagons loaded with iron ore should not pass within five miles of the iron-works to which they belonged, except when starting upon or returning from a longer journey, unless the felloes of their wheels were five inches broad at the least. No new gates were to be erected on or over any public road where then there were none.
This act, it will be observed, substitutes in Baltimore county the employment of hired labor paid for by a fixed tax for the compulsory attendance required by the earlier general law. It is notable, also, as the beginning of separate legislation for the different counties; since its enactment a permanent general system has not prevailed.
The counties of Anne Arundel and Frederick were provided with separate laws by one section of the act of 1774 mentioned above. The overseers and taxable in these counties were made chargeable to labor upon the highways, generally for not more than six months in each year. It was made permissible, however, for any one personally chargeable, or responsible for others, to employ substitutes, and such substitution was made imperative in the case of every female negro for whom he [the master] shall be chargeable." It is curious that special provision was made for eight-hour labor.
When, after the Revolution, the state returned with vigor to the development of its natural resources, the necessity for the improvement of local communication became urgent. Consequently the tendency to separate legislation heralded by the acts to which reference has been made becomes more and more apparent. In 1791* the Jus-
Chap, xxxii. An Act for Amending and Repairing the Public Roads in Baltimore County. 1774, chap. xxi. Chap. Ixvi.
148 Highway Legislation In Maryland
tices of Cecil county were empowered to " streighten and amend " the public roadfi to appoint commissioners to inspect them, and to levy not more than 2s. 6d. current money for the first year, and not more than Is. 6d. for succeeding years, on every £100 of assessable property in the county. They were to pay the proceeds thereof to the commisr sioners, who should, within four months, lay out, etc., the roads for which they were appointed, and return plats of the same, receiving for their service a reasonable compensation.
The Court is to agree for necessary land at a rate not exceeding £3 per acre; if such agreement is impossible, there shaU be issued a warrant to the sheriff to summon a jury of condemnation, of 12 freeholders. The Commissioners are given power to appropriate funds, and if expedient, to accept the substitution of labor for the payment of the tax. The Justices are empowered to appoint one or more supervisors to superintend, direct and contract for the making of the roads. Every supervisor has to bond for at least double the amount for which he is responsible, and is to render an account to the Justices yearly, receiving 9s. 6d. per diem of actual employment.
The Commissioners are given power to contract in writing with any person or persons for the necessary bridge or road-building. The provisions of the " group " law of 1790 are repealed so far as they relate to Cecil county.
The complications of this method of highway administration may account for its modification two years later. In 1793* the annual tax for Cecil county was raised to 3s. 9d. on every £100, the commissioners were dispensed with, and their powers were transferred to the supervisors appointed by the court. Meanwhile similar laws were enacted for Harford and Queen Anne's counties.
Attempts at Uniformity.
The next year, 1794, witnessed an important attempt to satisfy the various wants of the counties in one law by prescribing uniform methods of administration, with different rates of taxation.*
The existing laws regarding road management were characterized as " inadequate, partial and unjust," and the Justices of Peace in the respective counties were authorized to levy on each £100 of property, as follows:
Chap, xxxii. Chap. Ixxiii.
1791, chap. Ixx; 1793, chap. Ixv. 1794, chap. lii.
not nty
more
((
i(
(4 (t ti (t 4(
than
8d. 6d. 6d.
9d.
9d. 9d. 6d. 6d. 9d. 6d.
annually.
8 s.
3 s.
. 2 8.
Maryland Qeolooical Subvey 149
In Baltimore county,
Cecil 1
Prince George's county Queen Anne's Frederick Harford Caroline Montgomery Allegany Rent
The Justices may permit the substitution of labor at the regular rate for payment of the tax. They shall make out lists of taxable in each hundred of the county, and shall furnish the Collector with copies thereof.
Upon the application of two-thirds of the inhabitants of the hundred through which any road passes, the Justices shall appoint as Commissioners three disinterested persons, to alter or straighten the roads not more than 40 feet wide clear of ditches. In case of disagreement as to the yalue the Sheriff shall by warrant summon the usual jury of 12 men to assess damages. The Justices shall appoint supervisors who shall give bond for the performance of their duties. The laws of 1704 and 1753 are repealed, as regards these counties. The acts of 1791 for Cecil county and 1793 for Queen Anne's county are repealed; but so much of the acts of 1787 and 1790 as relates to Baltimore county is not repealed.
This act of 1794, thougli professedly an attempt at uniformity, admitted an exception to the general law by superimposing, in Allegany county, the old plan of compulsory labor upon the new methods of a fixed coimty tax. Any person summoned might, however, compound at the rate of 3s. 9d. per diem, and complete exemption from labor might be obtained by the annual payment of 15s. current money.
The next year the provisions of this law were extended to Anne Arundel and Washington counties, as they had " proved beneficial " in the others.
The rates to be levied in certain counties were changed as follows:
Baltimore Ss.
Somerset 2s.
Cecil 6s.
Kent 3s. 6d.
Special provision is made that one-third of the money levied on the inhabitants on the east side of Elk Run shall be expended on the same locality. " Chap, xliii.
150 Highway Leqislatiokt In Maryland
The Justices of Baltimore, Cecil, Montgomery, Washington, Talbot, Prince George's, Kent, Somerset, Frederick and Anne Arundel were given full power to contract for roads, etc., and to appoint persons to review them when finished.
The provision in the former act as to the distribution of the taxes is repealed as is also the " group " law of 1790 authorizing the Justices of Montgomery county to levy a tax of 2s. on every £ 100. This power is now transferred to the Levy Court. Since a sufficient number of hands cannot be hired in Queen Anne's and Caroline counties, supervisors in these counties are authorized to require as many male slaves as may be necessary; but not more than one-half of the number of slaves belonging to one person are to be summoned the same day. Other unimportant particulars follow.
Reaction towards Separate Legislation.
By these two acts a degree of generality was given to the law, which now applied to all the then existing counties except St. Mary's, Charles, Calvert, Dorchester and Worcester. The chief characteristic of the law as now in effect was, as has been seen, the substitution of a regular property tax for compulsory labor on the highways. One would naturally expect to find the remaining counties adopting this method, but the exact opposite is the case, for in the following year Somerset county drops out, and, with Worcester, goes back to the law of 1704 with its supplements.' The system provided is more detailed but the principles are the same. Apparently the change was not immediately successful, as the law regarding Somerset county was modified four times within the next five years. The same year* some alterations were made also in the existing provisions for Cecil, Talbot and Kent counties.
In Cecil additional provisions were made concerning the assessment of damages when new roads were opened. In Kent and Talbot it was found that a sufficient number of hands could not be hired at reasonable wages to repair the public roads, which, therefore, remained in bad condition, while the supervisors were subjected to a fine for neglect. The latter were consequently empowered to require of owners as many able-bodied slaves as might be necessary to work on the roads.
Chap, xxxii. " 1796, chap. Ux. By the acts of 1797, chap. Ixxxiv; 1798, chap, xxxviii; 1799, chap, v; 1801,
chap. Ixxxiii. 1796, chap. Ix.
By the same act the power of contracting granted the courts in these three counties by the supplementary act of 1795 is extended to roads laid out prior to the passage of that act.
Mabyulnd Geological 8Ubvey 151
A year later the law for Talbot county is again changed/ the present modes being " too expensive."
The Justices of the Peace are to meet, and in a well-bound book set down what are the public roads of Talbot county, and nominate overseers, not more than five in each hundred. A fine of $10 is provided for refusal to act as overseer, but no member of the legislature, magistrate, preacher or teacher, nor practicing attorney, nor physician, nor commissioner of the tax, shall be liable to such service, nor shall any one be liable to serve more than once in three years. Fines for non-performance of duty are provided, and after April 1st following, all former acts respecting Talbot county are repealed.
In 1798 Caroline county* also returned to the labor system, by which every free male inhabitant over twenty-one years of age was made to serve in road-repairing. So Kent county, which, it has been shown, began in 1794 with the property tax system, changed the rate in 1796,* and in 1796 ' added compulsory slave labor, now, in 1799,* goes over entirely to the labor system.
The overseers appointed yearly by the Justices are authorized to call upon all free male inhabitants between the ages of 20 and 50 and upon all male servants and slaves over 16 to labor upon the highways. The overseers are given power to contract, etc., and the Justices, to turn old roads upon application. Not more than one-half of the males of any family are to be called on at one time, but all persons are to be summoned.
The details of the provisions of this act, the fourth respecting Kent county in half a dozen years, might lead one to suppose that some progress had at last been made towards stability in road legislation; but the exact opposite was the case. The very next year, 1800,' the whole system was again modified.
" The present law has been found to bear very unequally on the citizens." An assessment of 40 cents on every £100 of property is to be made, and the supervisors are to require of the owners of slaves as many as they deem necessary. For the payment of the tax, labor may be substituted.
The various county laws have now been carried with some detail from 1766 to the end of the century, and an increasing tendency to diverge from the general law has been shown which is plainly due
1797, chap. Ixiii. Chap. xvi. Chap. lii. Chap, xliii.
Chap. Ix. Chap. Ixxxi. ' Chap. Iviii.
152 Highway Legislation In Maryland
to the difference in local conditions and needs. Occasional attempts at uniformity are apparent, but the instability of these attempts is equally clear. It is evident, however, that there are two main though conflicting ideas in the legislation of this period: (1) The plan of raiding money for road-repair by a general property tax, and the appropriation of such funds to the hire of labor upon highways; (2) compulsory labor, whether of freemen or of slaves.
It would be quite possible to discuss this county legislation to the present time, treating specifically each alteration and amendment of every law for every county. Such a treatment would, however, be extremely unprofitable, as it would deal chiefly with repeals and repetitions of very similar laws.* But while the provisions for the care and repair of roads, the appointment of supervisors, the collection of funds, etc, are constantly changing, a certain progress towards generalization is seen in the increased powers given to the various county commissioners in regard to the opening, changing, and closing of roads upon petition. That such powers should be granted was a matter of necessity. The legislation in regard to single, private roads, unimportant from a general standpoint, was extensive at an early period. As population increased the demand for new roads became greater; and the Assembly seemed in danger of being overburdened with the mass of road-legislation required. It was not long, therefore, before the powers of the county courts were enlarged, while efforts were made to check the demands upon the Assembly's time by regulations as to petitions for roads, compelling persons applying for roads of a personal or private nature to give notice thereof in the newspapers, or by advertisement on the Court-house door, for four weeks previous to such application.'
The extension of the powers of the county commissioners was at first confined to particular counties. In 1796,* for example, the levy courts of Somerset and Worcester counties were authorized to direct the surveyors of their respective counties to lay out new roads upon
With the exception, of course, of compulsory slave labor. 1813 Resolve, No. 8. 1796, chap. lix.
Mastiand Geolooioal Survey 158
the application of all the owners of the land through which the new road must pass.'
The discussion of the general extension of the powers of the county commissioners must be deferred to the following chapter on General Legislation. Meanwhile, it should be borne in mind that the lack of uniformity to-day in provisions for the management of county roads is no new thing, but dates back to colonial times, and has resulted from the various causes described in the first part of this chapter.
General Legislation.
The first road-law under the newly erected state government was passed in 1779,* while the Revolution was still in progress. This, an "Act relating to public roads," established new fines: for neglect of duty by overseers, £100; for refusal of laborers to work, £6; or refusal of masters to send servants when summoned, £5. It also repealed the exemptions to iron-workers granted by previous laws.
This act, with the earlier act of 1704,' variously modified and extended, remained for some time the general highway law of the state, and included provisions for all counties unprovided for by special enactment. There were also sundry attempts to harmonize the various needs of the counties in one law with special tax-rates; but these attempts, as has been indicated, were fruitless, because it was impossible to get all the counties to accept either the fixed road-tax, or the system of compulsory labor upon the highways.
Extension of the Powers of the County Courts.
Mention has been made of the extension of the powers of county courts relative to the opening and closing of roads, etc. It was along this line that general legislation again became practicable. Accordingly, the attempt to secure complete uniformity was relinquished,
The power of altering* old roads, upon petition of two-thirds of the inhabitants of a hundred, was conferred upon many of the county courts by 1794, chap, lii, which see.
Chap. xiv.
The law of 1704, as modified by 1723, 1753, etc. (which see) was frequently continued. See 1785, chap. Ixxvii; 1795, chap, xxxvii; 1789, chap. Ixv; 1798, chap. Ixxi.
154 Highway Legislation Maryland
and the counties were given as much special legislation for the care and repair of their roads as they desired, while the provisions concerning the powers of the county courts, or commissioners, in regard to opening new roads, etc., were eventually embraced in a general law. In 1818 the county courts, except in Worcester county, were empowered upon petition of any person interested in opening, straightening, or shutting up a public road, to issue a commission to three freeholders to examine whether the public convenience requires it.
After giving notice, these may decide, upon oath, for or against the road. The Court is to pass judgment if no objection is presented, and a trial by jury is authorized in cases where objection is made. The commissioners are to ascertain the damages, subject to the order of the Court, which is to determine whether they shall be paid by the petitioners, or by the county, or in proportion by both. The Levy Court is to levy money for the roads adjudged to be opened, etc., and for the damages, and is to cause the said road to be opened, etc. Such roads are to be thereafter public roads.
In 1853 there was substituted for the law of 1818 a much more detailed act,* which, with an act of 1856,* formed the basis of the code of I860,* and this, in turn, with the addition of laws of 1874 and 1888,* constitutes the present law on this subject as contained in the Public General Laws.
Penal Legislation and the Roads,
There remains a class of legislation for some time closely connected with that concerning highways. A penal statute of 1788 authorized the erection of a new Court of Oyer and Terminer and Gaol Delivery in Baltimore county. This Court was ordered to condemn any person convicted of the crime therein specified, and also any vagrants, to labor upon the roads in Baltimore county. The general court and the various county courts, also, were authorized to 'sentence persons convicted before them of the same crimes and misdemeanors to the same penalty of labor upon the roads in Baltimore county, the expense of their transportation to Baltimore being borne in the former case
Chap. Ixxxix. 1853, chap. ccxx. 1856, chap, cccviii.
Public General Laws (1860) art. 28. 1874, chap, cccxi.
1888, chap, cccclxvii. Public General Laws, art. 25. Chap. xi.
MABTLAND aEOLOOIOAL SUBVEY 155
by the state, in the latter by the county so passing sentence. In addition the county courts were authorized to sentence criminals to labor upon the roads of their own county, making such provision for their care and expenses as they might see fit.
This act seems to have been put into practice chiefly in Baltimore county, where the convicts were put to work on the main roads of the county. The turnpikes imdertaken by Baltimore county were, to a large extent, constructed by their labor, as appears from the accounts published from time to time by the commissioners of the roads. By a resolution adopted at the session of 1807, the Justices of the Levy Court were authorized to apply the whole, or the necessary part, of the dividend received by them from the Baltimore and Frederick, and the Baltimore and Eeisterstown roads, to the support of the convicts working upon the roads. Two years later* any male convict heretofore condemned to labor on the roads was allowed to pray the court to commute his sentence to confinement in the penitentiary.
When the turnpikes were surrendered by the county to private corporations, the convicts were transferred to the principal county roads. In 1810, for example, they were divided into two lots, onehalf to work on the Liberty road, and the other half on the Bel Air and the Philadelphia postrroad.* Upon the further development of the penitentiary system this method of road-construction was abandoned.
Private Roads.
The laws treated above referred exclusively to public roads, and for a long time private rights-of-way had apparently never been made the subject of legislation. In 1785,* however, an act was passed " To declare and ascertain the right of citizens of the State to private roads or ways."
"Whereas/* the preamble recites, the citizens of this State ought to have a road or way from their farms and plantations to places of public worship, mills, market-towns, public ferries and Court-houses. And such benefit ought to be enjoyed and experienced with as little possible dam-
Resolution No. 1. 1809, chap, xxxviii.
1810, chap. Ixxxviii. Chap. xlix.
156 Highway Legislation In Habtland
age or injury to the lands through which such private roads or ways shall pass/' The county courts on application are authorized to direct the surveyor of their county to lay out such private road, etc., not exceeding 16 feet, clear of ditches, in breadth; upon objection of any person through whose land the road may run the court may order such change as they may think desirable, shall direct the application and return to be recorded, and shall decide on the compensation due to the owners of the land through which the road is to run, which compensation shall be paid by the person or persons applying for the road. Thereupon such road is to be considered a private way, to be kept open and repaired at the expense of such person as shall use the same, and no one shall change or stop up such road under fine of £5, current money.
In 1834 was passed a new and more detailed law for private roads. This, together with certain provisions of laws of 1832/ 1836,' and 1839,* was embodied in the Code of I860,' whence it has been re-enacted into that of the present day.
Methods of Travel at the End of the Eighteenth Centtjby.
The extracts and references in this and the preceding divisions are typical of the legislation regarding highways. To learn the results of this legislation, to discover the actual conditions of travel, other sources than the laws themselves must be consulted.
After the Revolution the maps are much more detailed than in earlier years. GriflGith's map of Maryland in particular, contains indications of the more important roads, and would admit of interesting comparison with the knowledge derived from the laws, did space permit. The almanacs, which in earlier colonial days gave few facts as to the distances and routes from colony to colony, are later supplemented by detailed and exact road-maps giving every turn and twist in the road. Such a map is that of Christopher Colles, published in 1787, and entitled " A Survey of the Roads of the United States of America." Plates 51 to 62 give the roads from Philadelphia to Annapolis, the route being portrayed upon two or three plates to each page. Similar information is given by the " Traveller's Director or Pocket Companion," published at Philadelphia in 1804,' which includes a detailed description of the route.
' Chap, ccliii. Chap, ccxcii. ' Chap. cclv. Chap, xviii.
° Public General Laws (1860), art. 28, sec. 29.
In the Map Department of the Congfressional Library in Washington.
Volume Iii, Plate Xiv.
MABTLAin) OEOLOGIOAL SUBVEY 157
At the time of the French and Indian War, Governor Sharpens coach-and-fonr was out of place upon any other than the main road through the province. In fact, before the Revolution carriages were few in number, and rarely used except in the finest weather. Firstrate saddle-horses were much in demand, as the newspapers of the time plainly show. Fox-hunting and horse-racing were among the principal diversions, and the raising and importing of blooded horses received much attention. Members of the Assembly, lawyers, actors, and parsons, and indeed all to whom time was important and speed a necessity, preferred the activity of a thoroughbred to the lumbering " chariot " of these early times.
In Annapolis the use of coaches grew apace. The family coach, with its trappings and outriders, was a matter of pride in which the society of Annapolis turned out to every horse-race, or drove to Marlboro to see the latest company of players. " They have light and elegant carriages which are drawn by fine horses," is the comment of the Abbe Kobin on this phase of Annapolitan life, while Eddis writes just before the Revolution: "Our races, just concluded, continued four days, . . . and surprising as it may appear, I assure you there are few meetings in England better attended or where more capital horses are exhibited."
Stag£>-Lines Aitd Stages.
A glimpse at the methods of transportation in Maryland towards the beginning of this century, before the turnpikes had been completed, might go far to dispel any illusions as to the " good old times," of which so much is often heard.
Stage-lines indeed there were, and had been, since 1766, in which year the first line of stage-vessels and wagons was set up to go once a week from Philadelphia to Baltimore by way of Christiana and French-town on Elk river.* In 1785 the Maryland Legislature granted G. P. Van Home an exclusive right to keep stage-carriages
Robin. Nouveau Voyage dans TAmerique Septentrionale, p. 104 (Philadelphia, 1782). 'Eddis. Letters from America, p. 106 (London, 1792). Watson's Annals of Philadelphia, vol. i, p. 219.
168 Highway Legislation In Maryland
" on the publick road from the river Susquehannah to the river Patowmack," and five years later Robert Hodgson and James Thompson were granted the sole and exclusive permission to set up a stageline from the Delaware boundary, via Chestertown, to Gresham College on the bayside in Kent county by the great public road on the Eastern Shore, and were also given a right, not exclusive, to run stages from North Point to Baltimore Town. This route seems to have been popular, though stress of weather often made delay in crossing the Bay unavoidable. These stages started regularly from Mr. Grant's tavern in Baltimore every Monday, Wednesday, and Friday morning and at six o'clock on the same days from Mr. James Thompson's at the Indian Queen, Fourth Street, Philadelphia.*
Another favorite route was by packet up the Chesapeake and Delaware bays, using land transportation only across the peninsula. This was a very old and popular route, perhaps because it took less time. It was not long before rival companies sprang up, one between Frenchtown and Newcastle, and the other from Cecil Court House to Newcastle.*
Very many other stage-lines were afterwards opened. In 1790 one was advertised between Baltimore and Annapolis. The trip was made three times a week, the price being 10s. during the summer season including fourteen pounds of baggage." There were also many stage-lines from the western country.
The vehicle in which one ventured upon such a journey has been minutely described. The coach " was a sort of wagon on springs, an open carriage, with a top to it made of boards; and on each side, and at the ends, curtains, to be let down, baize on the inside, and a sort of canvas on the outside, tied with leather ties to the supporters of the top, on the sides and at the bottom, catching on a sort of stud like that of a single-horse chaise apron. The coach has three seats within the carriage and one the coachman sits on before. Thus it carries twelve people, three on each seat, as two passengers ride by the side of the
' Chap. xiv. Chap, xxviii.
See the newspapers of the period: e, g,, The Maryland Journal and Baltimore Advertiser, Jnly 22, 1791. Maryland Journal and Baltimore Advertiser, March 22, 1791. Maryland Journal and Baltimore Advertiser, April, 1790.
Mabyland Geolooioal Subvey 159
coachman; but the mail-coach carries only nine paasengers, the mail lying in the inside of the coach."
THE PAmS AND PLEASUBES OF TBAVEL.
One advantage certainly was afforded by the vehicles of the last century-time for observation. In such a conveyance as has been described, one might travel at the rate of 4 or 5 miles in fine summer weather, but in winter often not more than one mile an hour could be made. Yet time spent in this manner was certainly not disagreeably employed, for many picturesque scenes would present themselves to the traveler. Seated in such a conveyance, he might be entertained as was one gentleman in his journey through Maryland, on a Sunday morning a century ago, at the sight of girls riding to the parish church nearby, escorted by a negro boy perched behind one of the fair equestriennes, for whom he jumped down every few minutes to open the numerous gates that barred the road, and then nimbly resumed his seat without any detention of the party/ On a working day one might meet a long procession of horses, mules, or, more probably, oxen, dragging hogsheads of tobacco by pivots driven into each end and shafts attached.'
At another turn in the road one might barely escape coUison with a monstrous family coach, escorted by gorgeously-liveried outriders, and proceeding on its journey with more style than comfort to its occupants. Again, there is need to pull up sharply in order to yield the road to the more rapid wagon or " coachee " which has overtaken the coach. Numbers of carts are passing along, and farm-wagons, with high-ribbed bows covered with canvas, to shield the farmer from the sun by day and the dews by night. Nearer Baltimore Town one meets large gangs of " wheelbarrow men," those convicts who, before the institution of the penitentiary system, were condemned to labor upon the highways. Accompanying each group is an overseer, wear-
Parkinson, B. A Tour in America in 1798, 1799 and 1800, vol. i, pp. 252-3. (London, 1805.)
Satclilf, B. Travels in some parts of North America in the Years 1804, 1805 and 1806, p. 48. (Philadelphia, 1812.)
' Sutcliff. Travels, p. 91}.
160 Highway Legislation In Mabyland
ing side-arms and often carrying a musket. Here and there are cabins in which the convicts at night are lodged or imprisoned/
The driver is a steady man with a wonderful knack of avoiding the many stumps and large trunks of trees that fill the road. He guides his horses, usually named after the prominent politicians of the day, more by the diflferent noises he makes than by the use of the reins. Stopping over night at one of the wayside inns one may get a bed for a quarter of a dollar the night.' It will not do to appiear too anxious about accommodations, for the host, in an injured tone, informs one gentleman that he need give himself no trouble on that score, because no less than eleven beds may be found in one of his rooms.* For breakfast or supper one pays half a dollar; for dinner, one dollar. On the bill-of-fare may be found tea, coffee, fish, beefsteak, mutton-chops, sausages, eggs, several kinds of bread and butter, " cakes of buckwheat, &c."
Danger, as well as discomfort, attends the passage of the many ferries which are found on the line of the main road. If the wind is high the trip is perilous as well as uncomfortable. Ji the water is low we may have to mount upon the backs of sturdy watermen and so be " toted " out, with possibilities of descent into the mud." But even on land the journey may be filled with discomfort One traveler has left a particularly dolorous account of his misfortunes, experienced, strange to say, upon the main road from Philadelphia via Baltimore to Washington. His own words must recount his adventures: " But the best cultivated parts of the country are not seen from the road, which passes chiefly over barren and hilly tracts, called ' ridges.' The reason for carrying the road over these is, because it is found to be longer than if carried over the flat part of the country, where the soil is deep, a circumstance which the people of Maryland always take into consideration; for after a road is once cut, they never take pains to keep it in good repair. The roads in this state are worse
Tyson, M. E. A Brief Account of the Settlement of Ellicott's Mills, p. 18.
Parkinson's Tour, vol. i, pp. 253-4.
Weld, I., Jr. Travels through the States of North America during the years 1795, 1796 and 1797, p. 16, note.
Parkinson's Tour, vol. i, p. 255.
Sutcliff. Travels, p. 59.
MABYLAin> GEOLOGIOAL SURVEY 161
than in any one in the Union; indeed, so very bad are they, that in going from Elkton to the Susquehannah ferry the driver frequently had to call to the passengers in the stage to lean out of the carriage first at one side, then at the other, to prevent it from oversetting in the deep ruts with which the road abounds: Now, gentlemen, to the right,' upon which the passengers all stretched their bodies half-way out of the carriage to balance it on that side: Now, gentlemen, to the left,' and so on. This was found absolutely necessary at least a dozen times in half the number of miles."
His comments on the road-construction of the times are interesting: " Wherever they attempt to mend these roads, it is always by filling the ruts with saplings or bushes, and covering them over with earth. This, however, is done only when there are fields on each side of the road. If the road runs contiguous to a wood, then, instead of mending it where it is bad, they open a new passage through the trees, which they call making a road. It is very common in Maryland to see six or seven different roads branching out from one, which all lead to the same place. A stranger, before he is acquainted with the circumstance, is frequently puzzled to know which he ought to take. The dexterity with which the drivers of the stages guide their horses along these new roads, which are full of stumps of trees, is astonishing."
Speaking of the travel between Baltimore and Washington, he recites: " The roads passing over these bottoms are worse than any I ever met with elsewhere. In driving over one of them, near the headwaters of a branch of Patuxent river, a few days after a heavy fall of rain, the wheels of a sulky which I was in sank up to the very boxes. For a moment I despaired of' being able to get out without assistance, when my horse, which was very powerful, finding himself impeded, threw himself upon his haunches, and disengaging his forefeet, made a vigorous plunge forward, which luckily disengaged both himself and the sulky and freed me from my embarrassment. I was afterwards informed that General Washington, as he was going to meet Congress a short time before, was stopped in the very same place, his carriage sinking so deep in the mud that it was found necessary to send to a neighboring house for ropes and poles to extricate it.
162 Highway Legislation In Mabyland
Over some of these bottoms, which were absolutely impassable in their natural state, causeways have been thrown which are made with large trees laid side by side across the road. For a time these causeways afford a commodious passage; but they do not last long, as many of the trees sinking into the soft soil, and others exposed to the continual attrition of the wagon-wheels in a particular part, break asunder. In this state, full of unseen obstacles, it is absolutely a matter of danger for a person unacquainted with the road to attempt to run a carriage along it. The bridges over the creeks, covered with loose boards, are as bad as the causeways and totter as a carriage passes over. That the Legislature of Maryland can be so inactive and not take some steps to repair this, which is one of the principal roads in the state, the great road from north to south and the high road to the city of Washington, is most wonderful ! "
The D;bvelopment of Tubnpikes in Maryland.
The development of the turnpike system in Maryland and its influence upon the commercial welfare of the state is a subject to which little attention has been paid, but which would afford material for a separate volume. A complete discussion is forbidden, however, by the extent of the foregoing matter; and while the rise of the turnpikes will be traced with some detail, their history, after the period of their greatest importance, must be discussed only in the most general terms.
A " turnpike " or turnpike road is generally understood to have three characteristics:
1. An improved surface or road-bed.
2. A system of toll-gates placed at certain intervals.
3. An incorporated company with shares of stock, etc., furnishing the capital for the construction of the road.
The first road in the United States fulfilling all three conditions is said to have been that between Philadelphia and Lancaster, constructed by a company incorporated in 1791, for the stock of which frequent advertisements ' appear in the Philadelphia papers of that and the next year. This turnpike was finished in 1795.
Weld, L, Jr. Travels, etc., pp. 22ff.
' Watson. Annals of Philadelphia, vol. ill, p. 152.
Mabyland Geological Stjbvey 163
Baltimore County Tubwpikes.
Four years later, in 1787/ the Legislature of Maryland made provision for the construction of several roads called turnpike roads in Baltimore county. The language used in the preamble of the act then passed shows how strongly the need of improved road-beds was felt:
The public roads leading from Baltimore town to the western part of the state, by reason of the great number of wagons that use the same, are rendered almost impassable during the winter season, and the ordinary method of repairing the said roads is not only insufficient but exceedingly burthensome; and the establishment of several turnpike roads in the said county would greatly reduce the price of land-carriage of produce and merchandize, and raise the value of the land in the said county and considerably increase the commerce of the state.**
Commissioners were appointed " to examine, survey, lay out and mark a public road from Baltimore-town towards Frederick-town in Frederick County to the line of Baltimore County, sixty-six feet wide, and on as straight a line as the nature of the country will permit; " in so doing they should " consider not only the distance but the goodness of the ground on which the said road is to pass." Similarly, other commissioners were to lay out " roads from Baltimore-town to Eeisterstown," " from Reisterstown to Winchester-town [Westminster ?] ; " " from Eeisterstown to Hanover-town, to the line of Baltimore County," and a road " from Baltimore-town towards York to the line of Baltimore County."
These highways possessed two of the three usual characteristics of a " turnpike road; " special provision was made for the improvement of the road-beds, and the erection of toll-gates was ordered. The construction and subsequent management of these roads was entrusted, however, not to a private company incorporated for that purpose, but to numerous officials to be appointed by the court of Baltimore county.
The roads were to be cleared sixty-six feet wide, with beds forty feet wide, raised in the middle eighteen inches above the sides. " When necessary," the beds were to be " covered or crowned with small stones or coarse gravel.*' Milestones and guide-posts were to be set up.
To cover the expenses of construction and management, two means were provided: First, officers known as the Commissioners of Review were to set up toll-gates and collect tolls of specified rates. Secondly, a property
April Session, chap, xxiii.
164 Highway Legislation In Mabtland
tax of 38. 9 d. per £ 100 for the first year, and of 28. 6d. for succeeding years, was to be levied in Baltimore county. Besides the " Commissioners of the Roads and the Commissioners of Review,'* there were to be a Surveyor and a Collector. At least twice a year accounts were to be published in the Baltimore papers.
Thk unique plan of tumpiking under county authority was upon the whole unsuccessful. Within fourteen years the act of 1787 was amended no less than ten times. Manjr of these changes were unim* portant; in 1790, however, the influence of the legislation for counties led to a law ' empowering the Commissioners of Review to appoint one or more supervisors for the roads in question and permitting the substitution of personal labor for the payment of the tax authorized in 1787. This merely increased the division of authority that already existed; and finally, in 1801," provision was made " for better guarding the executive part of the said law" [of 1787]. It was now decided to dispense with the numerous officials of the earlier law, and the management of the turnpike roads was given to a superintendent who should be appointed by the court of Baltimore county, give bond for $5,000, appoint supervisors, clear the roads, etc. The books and property of the former commissioners and supervisors, and also the convicts at work upon the roads, were to be transferred to the new officials.
That some progress was made in the construction of these roads we may learn from the accounts published from time to time by the Commissioners of Review, two of which it may be worth while to give.
Baltimobb, Mabch 18, 1791.
Baltimorb County. For Turnpikb Roads. In Account With Samuel
OWINGS, TRBASURBR. DR. £. B. d.
To cash paid for Sundries from the 5th of July, 1788, to to the 14th of Feb., 1791, as follows:
For Centinels and Laborourers, Wagons and Cart hire 467 8 10
For Lands taken from the road to Beisters-Town, Surveying and laying out roads, carpenters work, physicians* attendance, medicine and commissioners' attendance 770 8 8
For clothing and victualling the criminals during that time, and for Carts, Horses, Waggons, and Sundry Tradesmen's Bills 3,332 3 9
4,570 1
To balance due the Treasurer per Contra 102 17 4Vi
1790, chap, xxxii. - 1801, chap. Ixxvii.
Maryland Geological Survey 165
CH. £. s. d.
By Cash received of Philip Gray bell, Esq 2,428 6 4
By ditto received of Thomas Butter, Esq 2,038 17 74
By balance due the Treasurer 102 17 4 Vi
4,570 1 3%
(Errors excepted.)
Baltimore, Feb. 14, 1791.
Samuel Owings, Treasurer. Baltimore, March 14, 1791.
Compared with the vouchers, and passed.
O. H. Williams, Commmissoners
Daniel Bowley, I of
Charles Ridgely of Wm. J Review.
Baltimore County, For Turnpike Roads, In Account With The
TREASURER OF SAID ROADS. DR. £. a. d.
To balance, per account filed last year 2,700 4 9V4
Paid overseers, centry, gate-keepers. Medicine and attendance, per vouchers up to October 1st, 1801 812 19 8
Paid for timber, fire-wood, building stone for bridges, masons, lime surveyors, commissioners, provisions and clothing for criminals, iron, steel, blacksmiths' tools, carts and horses, wagon hire, &c., per vouchers to October, 1801 4,341 10 93
7,863 14 6
CR. £. 8. d.
By C. H. Gist, Esq., since October, 1800 1,096 14 4
By J. Wilson, Esq., to October, 1801 1,398 17 4
By H. Stevenson 791 5
By Middle Gate 912 13 1
By York Gate 420 2 51/2
By Frederick Gate 278 11 5
By Sundry small credits 43 19 3
Balance due sundry creditors 2,921 11 4V
7,863 14 6
Samuel O wings. Treasurer. Baltimore, October, 1801.
Examined, compared with the vouchers, and past.
(Signed) James Ogleby,
J. Nathan Ellicott, William Owings, David McMechen, Charles Ridgely of Hampton.
166 HIGHWAY LBGI8LATI0W IN MABYLAin>
The lattei* account shows a marked deficit. The next year, 1801, by an act to which reference was made above/ an additional tax of 50 cents per 100 was laid in Baltimore county and new rates of toll were specified. The Levy Court was empowered to borrow $1,600 to finish the roads. This was insufficient, and a further tax of 16 cents per 100 was levied the same year." In 1802, fifteen years after the original act, it was ordered that the Eeisterstown turnpike should be recorded as completed.*
Incorpoeation Of Private Turnpike Cx)Mpanies.
When the failure of the experiment of tumpiking under county authority became apparent, efforts were made to attract private capital to investment in the construction of turnpike roads. For some time these attempts were equally fruitless. The first turnpike company in Maryland, incorporated in 1796, to build a turnpike road between Baltimore and Washington,* apparently accomplished nothing, and those immediately following seem to have been no more fortunate.*
The Turnpikes Of 1804-6.
It was not until the session of 1804-5 that legislation was enacted which had a permanent result. In that year there were passed two acts, which may be said to have laid the basis of the turnpike system in Maryland. The fifty-first chapter of this year's legislation is entitled " An Act to Incorporate Companies to make Several Turnpike Eoads through Baltimore County, and for other purposes." The preamble recites that " it is represented to this General Assembly, that by the several laws heretofore passed on this subject the desirable object
1801, chap. Ixxvii. 1801, chap. Ixxxvii. 1802, chap. Ixxx.
Chap. Ixix. Capital, $160,000.00.
The provisions for tolls include this: For every single horse, camel, ass or mule, $0.01.
Other companies apparently unsuccessful were: the Elizebeth Turnpike Company, incorporated 1797 (chap. Ixv); the Reisterstown turnpike roads (1797, chap. Ixx), intended to connect with the county turnpike of the law of 1787; the Alleghany Turnpike Road (1801, chap, xlv); and the Cumberland and Union Road (1801, chap. Hi). These incorporations make evident the desire to improve the conditions of intercourse with the western country.
MASYLAin) GEOLOOIOAL SUBYET
contemplated by the Legislature has not been obtained and the public expectation almost entirely frustrated." Three companies were accordingly incorporated to make roads as follows:
1. From Baltimore through New Market, Frederick and Middletown to Boonsborough.'
2. From Baltimore through Eeisterstown towards Hanover and through Westminster to the Pennsylvania line, towards Petersburgh, as shall be agreed upon by a majority of the stockholders.*
3. From Baltimore toward York to the Pennsylvania line.* Various extensions of these roads were subsequently authorized
(a) from Boonsborough to Hagerstown, (b) from Boonsborough to Wiliiamsport,* (c) from Frederick to Harper's Ferry,* afterwards, in 1815,* put under a separate company, and (d) from Boonsborough to the beginning of the Cumberland Turnpike Company's road/ By an act of 1805,* the second road might be extended from Westminster to Taneytown, Emmiteburg, and thence to Pennsylvania line.
The titles of the three companies were to be respectively — The President and Managers and Company of the
Baltimore and Frederick Town Turnpike Road, " Reisterstown " York Town and the companies were given full corporate powers.
The text of this act is very lengthy, containing thirty-nine sections. Some of the most important provisions are as follows:
The roads are to be made over, and upon the beds of the present roads, as laid out and confirmed by the Commissioners of Ileview [of 1787],
Baltimore county having expended considerable sums in turnpiking these roads, is to be reimbursed by the payment to the county of shares of turnpike stock to an amount equal in value to the old roads. This value is to be ascertained by the arbitration of nine commissioners for each road, three of whom are to be chosen by the Levy Court; three by each company, and the remaining three by the former six. The Levy Court, upon receiving the stock awarded by the commission, shall then liave all the privilege of
i(
it
a
a
u
a
Capital Stock, $220,000. 'Capital Stock, $100,000.
November, 1809, chap, cxxiv. ' See 1815, chap. cxxv.
Capital Stock, $100,000.
1S04, chap. ci.
Chap, clxvi, sec. 17.
Chap. Ixvil.
168 HIGmVAY LEGISLATION IN MARYLAND
voting, &c., of an individual holding the same number of shares. Anne Arundel and Frederick counties are also to be reimbursed for their expense in laying out such parts of the roads as lie within their limits.
Twenty feet in breadth, at least, is to be made an artificial road, which shall be bedded with wood, stone or gravel, or any other hard substance well compounded together a sufficient depth to secure a solid foundation; and the road is to be faced with gravel or stone pounded, or some other hard substance, in such manner as to secure a firm and, as near as possible, an even surface. The road is in no place to rise or fall more than will form an angle of 4' with a horizontal line, except over the Catoctin and South Mountains, where an angle of 6° will be tolerated. " The companies shall forever hereafter, during the continuance of said incorporation or incorporations maintain and keep the same in good and perfect order and repair."
Upon finishing the first and every subsequent ten miles of road the companies may notify the Governor of the state, who shall then nominate and appoint three persons to review the same. If they report favorably upon the completed work, the Governor shall, by license, permit the erection of so many gates as will be necessary.*
The Treasurer of the Western Shore is constituted a Court of Inspection, to whom the companies shall report annually as to their receipts and expenses. The Stockholders are not to receive more than 10% net profit on their investment. The companies shall keep accounts, an abstract of which is to be laid before the General Assembly by the Court of Inspection every third year until two years after the roads are completed. The Court of Inspection is to employ the surplus above 10% profits to purchasing out the stock of the respective roads. The General Assembly may purchase the road at any time by paying the respective companies the cost of the roads with interest equivalent to 10% on their investment.
If the road is considered to be out of repair, a jury of inquisition is to be summoned. If they find the road imperfect as alleged, the collection of tolls shall cease at the nearest gate on each side of the defective spot. Fines are provided for evading the tolls.
The companies are to erect posts and index hands and mile-stones, and the distance between gates is to be marked on the gates. The destruction or defacing of such posts, etc., is punishable by a fine.
Drivers are to be kept to the right. Persons living on or adjacent to the roads and within three miles of a toll-gate are to pay toll but once in
' The Levy Court of Baltimore County shall continue the present turnpike gates on the turnpike, and appoint toll-gatherers to receive the present tolls until the companies have finished their respective roads ten miles from Baltimore City.
Rates of toll are established by section 20 for any person riding, leading or driving horses, cattle, hogis, sheep, sulkey, chair, chaise, phaeton, coach, coachee, cart, wagon, sleigh, sled or other carriage of pleasure or burden. Two oxen are charged the same as one horse. Limits are set to the weight of loads upon wagons of specified tire width. The companies may erect scales and compel the weighing of teams.
MABYLAND (iKOL(>(3ICAL SURVEY 161)
tiventy-four bore. The tolls mnj- be farmed out. The laws relating to convict labor on the roads are to be in force until the tumpikea are finiehed. Provision is made as to the time of commencement and completion of the roads; and the construction of the York and Reisteratown roads is suspended until Jan, 1st, 1908. This provision was however modified."
Fin. 4.— Old aleo-board givlnj; the rates of toll on animals and Tehloles.
Tlie Falls Turnpike Company was incorporated in the same year, 1804." This was to nin from the cross-roads near Eichard Caton'a lime-kiln in Baltimore county, nearly along tho line of Jones' Falls to the City of Baltimore. Special provision was made against the York road trade being diminished by the Falls turnpike.
' In 1805, the requisite stock having been subscribed, the Iteisterstown Company was authorized to proceed at once [chap, xv], and similar permiaeion was granted the York Company in ISOT [chap, cxliv].
' Chap. Kci.
170 highway legislation in mabyland
Gallatin's bepobt on tuenpikess.
In accordance with a resolution of the Senate adopted March 2, 1807, the Secretary of the Treasury, Albert Gallatin, prepared a list of questions to acquire information concerning turnpikes, and copies of this list were distributed in the states through various Federal officers. From the answers to these queries much may be learned concerning the exact status, in 1807, of the turnpikes authorized by the acts of 1804 of the Maryland Legislature.
Falls Turnpike. "The Falls Turnpike," reports Hiehard Caton, "is expected to unite the trade of the North with Baltimore. It is in a direct line to Hanover and Carlisle." The $38,000 requisite to complete the road " will be eagerly subscribed when the company can get permission from the Legislature to make a good road from the end of the Falls Turnpike to a road which leads to the State-line of Pennsylvania," at a distance of nine miles. He thinks the Legislature has refused this permission from an over-scrupulous regard for the interests of the Reisterstown Road. " The application must, however, prevail, as it is founded on justice and public utility."
" The road is not yet completed; the cost is estimated at $7,500 per mile, including bridges, and the whole length is somewhat over nine miles."
Reisterstoum Roads. The Secretary of the Reisterstown Turnpike Road Companies reports:
(1) Baltimore and a point on the Pennsylvania line towards Hanover are united; distance about thirty-five miles; and Baltimore and a point on the Pennsylvania line towards Petersburg are united; distance about forty-flve miles. The road forks at Reisterstown, sixteen miles from Baltimore.
(2) The greatest elevation of the hills is 24 feet perpendicular from the bed of the road. The greatest angle of ascent which has been allowed is
(3) Describes the breadth of the road and continues: " The form convex, twenty-four feet in width along the middle of the road, and one foot in depth is bedded with stone broken small enough to pass through a ring of three inches diameter. The rest is clay."
(4) Details of bridges — all of which are of stone.
(5) Cutting throiigh hills and filling up valleys are particular difficulties surmounted and to be encountered.
(6) Expenses for construction, $10,000 per mile.
(7) Capital already expended is about $200,000; that vested is $420,000. Ten miles of road have been completed, and the work is progressing.
(8 and 9) Information as to tolls and charters.
Frederick Road. Jonathan Ellicott of the Baltimore and Fredericktown Turnpike Road reports at greater length:
The distance from Baltimore to Boonsborough is about sixty-two miles. The contract for the first twenty miles of the road was made July 4th, 1805, and the cost was $9,000 a mile on the average. The gates were up and toll being received by April 24, 1807. Seventeen miles farther are contracted for at about $7,000 per mile, and of these, only ten are completed.
Mabyland Geological Subvsy 171
" It may be observed,** he continues, " that from Boonsborough to Cumberland, a distance of seventy-four and a-half miles, as the road now runs, is as yet without any provision by laws for its improvement, further than as common county roads in other parts of the State. ... To bring into full operation the benefits contemplated by the general government by the road leading from Fort Cumberland to the Ohio,* it becomes necessary that the State of Maryland should either take this matter upon her own account or put it in the power of Congress to promote a design which it is to the interest of the Union to carry into effect.*
The Baxes Akd Tse Tuenpike To Cumberland.
The years of 1812 and 1813 witnessed an important step in the turnpike-construction of Maryland.' The president and directors of the several incorporate banks in the City of Baltimore, the president and directors of the Hagerstown Bank, of the Conococheague Bank, and of the Cumberland Bank of Alleghany, were incorporated by the name of " The President, Managers and Company of the Cumberland Turnpike Eoad," for the purpose of surveying, locating and making a turnpike road from some point on the west bank of Big Conococheague through Hancock to Cumberland.
This company is invested with aU the rights of those incorporated in 1804 with the same provisions as to tolls, etc. The charters of the banks included in the statute are extended to January 1, 1835, upon condition of the several banks subscribing in proportion to their respective paid-in capitals for as much stock as will cover the expense of completing the road. In case any one of these banks augments its capital, its President and Directors are required to subscribe for an additional amount of stock in proportion. The President and Directors of each bank subscribing are to choose one manager for every twenty-five thousand dollars of road stock subscribed by them, but every bank is to have the choice of one manager. The managers so chosen shall elect from among themselves a President and Treasurer.
The road is to be made, stoned, etc., in the same manner as the Frederick Turnpike, except in parts where stoning is thought unnecessar3\*
' The National Boad.
American State Papers, Miscellaneous, vol. i, pp. 900-909.
1812, chap. Ixxix; 1813, chap, cxxii. The latter act was a substitute for the former.
After Jan. 1st, 1815, all the incorporated banks in the state shall pay annually to the Treasurer of the Western Shore a tax of 20 cents on every $100 of their capital stock, as a further condition of the extension of their charters. The proceeds of this tax are to be invested in stock of the Commercial and Farmers' Bank of Baltimore and the Mechanics' Bank of Bal-
172 Highway Legislation In Maryland
Increase Of Turnpike Companies.
Meanwhile the incorporation of turnpike companies went on unceasingly. Many schemes that had previously failed were taken up again. For example, the unsuccessful Baltimore and Washington Turnpike Company of 1796 was succeeded in 1812 ' by a new company formed to make a turnpike road from Baltimore to Norwood's Ferry on the Patapsco, and thence by McCoy's Tavern, Vansville, the White House, Koss's Tavern and Bladensburg to Washington. In 1813 the Newcastle and French-town turnpike, which had not succeeded when first incorporated in 1809,' was revived, and the Baltimore and Strasburg,* Baltimore and Havre de Grace,' and the Westminster, Taneytown and Emmitsburg Turnpike Companies were incorporated. Two years later, in 1815, the Baltimore and Frederick Turnpike Company was authorized to open subscriptions for additional stock to the amount of $160,000, to construct a road from Boonsborough to that point on the west bank of the Conococheague, at which the Cumberland Turnpike road began. At the same time the control of the Harper's Ferry road was taken from them.'
GOVERNOR GOLDSBOROUGh's REPORT.
Three years later is found an interesting executive communication from Governor Charles Goldsborough to the Assembly on the subject of turnpike roads. This was prepared in accordance with a resolution of the House adopted the previous session, calling for information on this point. A list of queries was sent to the various turnpike
timore, to be a fund for the establishment of Free Schools, kept separated from the rest of the funds of the State of Maryland. The Treasurer is to report thereon annually to the General Assembly. The banks may escape the payment of the annual tax by paying to the state before January 1, 1816, the sum of $200,000. If the banks agree to these propositions, the faith of the state is pledged to impose no new tax on them and to incorporate no new banks in Baltimore before January 1, 1835.
Thus by this act two great ends were had in view. The connection of the Cumberland or National Road with Baltimore and the establishment of the public school item of Maryland.
1812, chap. Ixxviii. 1813, chap. Ixxxii. December Session. ' 1809, chap. Ixiv. 1813, chap, cxxvi. December Session. 1813, chap, clxvii. December Session.
1813, chap, clxxiii. December Session. ' Chap. cxxv. ' Chap, clxvi.
Maryland Geological Survey 173
companies, and a summary of the answers was given in the Governor's report
The report commeiices with some general remarks upon the subject. The aggregate capital invested in turnpike roads is valued at $2,100,000, the greater part of which is owned in Baltimore. The stock owned by the state is $10,000 in the Frederick Road and $5,000 in the York Road.
Concerning the difficulties of the turnpike companies in the existing situation, it is reported that each company sustains a great loss from parallel roads, which are neither turnpiked nor shut up, and in fine weather are patronized by all but the heaviest teams in order to avoid paying the tolls. Another mistake was made in fixing the tolls arbitrarily at so much per horse according to the kind of carriage, whereby an empty wagon pays as much as one with the heaviest load if the number of horses is the same.
It is suggested that the tolls be regulated according to the weight, and also according to the season, light in fine weather and heavy in winter. A most pernicious practice is that of locking the wheel of a heavily loaded wagon descending a hill, thereby tearing up the road, when frost and wet weather have made the foundation soft. This is especially true of mountain roads. The substitution of the " shoe is earnestly recommended, that is, " a piece of iron, or even wood, 18 inches or 2 feet long and 4, 6 or 8 inches broad, fastened to the cross-bar or bolster of the wagon by a chain which is just of such a length that when the shoe is slipped under the hinder wheel, the chain prevents it falling farther back, and the wagon being in motion, the shoe is dragged on bearing the wheel up on But the great scourge to a turnpike road is the narrow wheel, which should be made the subject of legislation.
As to the condition of the various roads, the report notes that the Frederick Road " was originally intended to be made eleven miles further to Williamsport on the Potomac, but failed, however, in consequence, it is believed, of the expenditure of the sum of $56,000 upon the bridge over the Monocacy, which the Company was not obliged by law to make, but assumed it voluntarily, in the belief that the Legislature would grant them a special toll to meet the special expense. In consequence, however, of the refusal of the Legislature to do so, their capital was exhausted and themselves discouraged from the prosecution of the road.*'
The Bank Road to meet the National Road at Cumberland appears to be peculiarily the object of legislative care. The importance of the retention and development of the connection with the Ohio country to the commercial interests of Baltimore is dilated upon at length. The Frederick Road is complete to Boonsborough, sixty miles from Baltimore. The Reisterstown Road is completed to the town of Westminster, whence the road proceeds northerly in the direct route to Chambersburg in Pennsylvania. The under-
resolution of 1808 extended the financial aid of the state to the turnpike companies by authorizing the Treasurer of the Western Shore to subscribe for 250 shares in the Baltimore and Frederick Turnpike Company's stock and 250 shares in the York Turnpike stock. An additional subscription was authorized the next year.
174 Highway Legislation In Mabyland
taking of another company to make a road from the Reisterstown Road near Westminster to Hagerstown through Barman's Gap in the Blue Ridge, is believed to be at a stand for want of funds. A return was made to the executive on Bee. 28 th, 1816, that Qy miles were completed, and license to "Crect a toll-gate was granted. The distance from Westminster to Hagerstown is estimated at forty miles. From Conococheague Creek to Cimiberland, fifty-eight miles, the road undertaken by the banks, will be completed by December, 1820.
It appears then, that there is a gap in the communication to Cumberland not provided for. This it is proposed to fill up in one of three ways: 1st. By finishing the road from Westminster through Harman's Gap to Hagerstown; 2d, by turnpiking from Boonsborough to Hagerstown; and 3d, by turnpiking from Boonsborough through Williamsport to intersect the Bank Road somewhere at the seventh or eighth mile-stone of that road west of the Conococheague. The executive does not undertake to decide which of these is preferable, but leaves that to the Legislature, whose attention he moreover directs to the Bank Road, recommending its purchase by the state, and the reduction of tolls. The creation of a board of Commissioners of Public Works, to be elected by the Legislature, and to serve without salaries, is recommended. The report is supplemented by statistical information from the various turnpike companies. From these it is plain that the dividends declared by the Reisterstown, Frederick and Y'ork turnpikes show upon the whole a steady increase down to 1817, the last year reported.
The immediate outcome of this communication was a resolution authorizing the Governor and Council to ascertain the best terms upon which the possession of the road might be obtained from the state, also upon what terms the banks would consent to release from toll all wagons having tires of certain width.
Further Baxk Aid.
In 1818 there was published a pamphlet of some thirty pages entitled " Eemarks on the Intercourse of Baltimore with the Western Country/' with an accompanying map, showing the contemporary status of the turnpike connection. The pamphlet emphasized the necessity of the undertaking to the commercial well-being of Maryland and also its unifying effect politically. This and similar presentations of the case seem to have had due influence upon the Assembly, which, in the session of 1821, extended the charters of the banks ten years longer, to 1845, upon condition of their forming a company to make 41 turnpike from Boonsborough to Hagerstown.
The new company is invested with all the rights of the previous company and like that is subject to an annual tax of 20 cents on every $100 of their capital stock, the proceeds of the tax to be invested for the benefit of the
Chap, cxxxi.
Mabvland Geological Survey 175
free schools. Work is to begin within two years, and the road is to be completed within four years thereafter. It is to be constructed like the Frederick Turnpike.
The assistance rendered to turnpike construction by investments compulsory or voluntary on the part of the banks was not limited to the cases mentioned above. The Frederick and Harper's Ferry, Williamsport and Hagerstown, Baltimore and Havre de Grace and other turnpikes received similar pecuniary aid. Dr. Bryan ' states that the liabilities thus assumed were unprofitable to the banks, and his view is corroborated by the Executive Report of 1817, to which reference has been made above. The directors of the Bank Boad, when asked to mention any particular grievances with which they were afflicted, reply: " The Company have but one grievance to complain of, and that is being compelled to make this road. It is a severe and oppressive tax upon the banks, and one which, under present circumstances, their business does not enable them to meet without great embarrassment."
The Tuhxpikes And Baltimore City.
"With the completion of the connection between Cumberland and the East, by the construction of this road, the importance of the turnpikes reaches its height. The further westward they extended the wider was the territory they " tapped.'' The National Road, whose historic relation to the State of Maryland will presently be considered more specifically, was now completed from Cumberland to the Ohio river; and from Cumberland to Baltimore was an easy descent.
By these channels a stream of wealth rolled down to Baltimore to be shipped to Europe, South America, or the West Indies. We owe to Jared Sparks, the biographer of Washington, a most pleasing description of Baltimore's prosperity in the third decade of this century. " Within the last thirty years," he says, " the population of Philadelphia has increased to a number three times as great as it was at the banning of that period; Xew York to a number four times as great, and Baltimore to a number five times as great. Among all the cities of America, or of the Old World, there is no record of any one
Bryan, A., State Banking in Maryland, pp. 60-61.
176 Highway Legislation In Maryland
which has sprung up so quickly or to so high a degree of importance as Baltimore. At the commencement of the Revolution it Avas a village of five thousand inhabitants, and at the close of the war it had increased to more than eight thousand. In magnitude it is now the third city in the Union, and has held that rank for nearly twenty years." In ascribing causes for this rapid development he gives first place to its situation, ..." presenting the nearest market to the western country," adding, as other reasons, the fast-sailing vessels, the almost exclusive intercourse with San Domingo for a long period, the two great staples, flour and tobacco, and lastly, and, it is to be hoped, the most enduring element of all, the energetic spirit of the people. In a more detailed manner he refers to seven turnpikes then entering Baltimore city — the Eeisterstown, York, Frederick, Washington, Bel Air and Havre de Grace. " Now," he continues, " the line of communication is complete between Baltimore and Wheeling over one of the best roads in the world, on which it is now in contemplation to set up a line of transport-wagons to run day and night."
From this and other sources it is possible to gather interesting details of the commercial activity of the time. " Large droves of live stock," Sparks tells us, " especially hogs, are now driven every year from the banks of the Ohio, in Kentucky, to Baltimore, in preference to being packed on the spot and sent down the river by a more speedy conveyance to the Xew Orleans market." ' " In 1827," another record relates, " a gentleman traveling thirty-five miles on the road between Baltimore and Frederick met or passed 235 wagons in his journey, nearly seven for eveiy mile. These wagons were generally of the largest size and very heavily loaded."
The capacious courtyards of the old inns and hotels in Baltimore city, which have one by one disappeared before the advance of modem civilization, long served to remind one of these old Conestoga wagons that came down to Baltimore drawn by five and six horses — oftentimes with a sturdy bull-dog chained behind. These wagons carried enormous loads. Upon one occasion an ordinary five-horse farmer's wagon brought from Gettysburg, Pennsylvania, to Baltimore, ten barrels of
" Baltimore," in North American Review (1825), vol. xx, pp. 99ff.
Ibid., p. 133. Xiles' Register, 1827, n. s., vol. viii, p. 34.
Maryland Geological Survey 177
whiskey and fifteen barrels of flour, besides a few kegs of butter, weighing in all over three tons and a lialf/
The Rise Of The Canal And The Railroad.
Hardly had the turnpike system been perfected, however, when its adequacy began to be threatened by another, beyond which the present dav has not definitelv advanced. The course of events is summarized by Pitkin as follows: " The enterprising citizens of Baltimore in 1826, perceiving that, in consequence of steam navigation on the western waters and the exertions of other states, they were losing the trade of the West, began seriously to consider some mode of recovering it."
The successful application of steam to water transportation preceded bv some vears its use upon land. As earlv as 1823 no less than seventy-eight steamboats were plying the waters of the Mississippi and the Ohio.* Upon land the use of iron rails had been urged in Maryland in 1816; but it was about ten years later before such a tramway was actually constructed in America, and twelve before Maryland built the first railroad in the United States, expressly intended for the transport of freight and passengers.
Almost contemporaneous with the agitation for railroads was that for canals, and in this also Maryland was not behind, for the Chesapeake and Ohio Canal was incorporated in 1823," three years before the Baltimore and Ohio Railroad, in 1826.*
In these two organizations have been reached the latest developments of the idea which began in the century before with the labors of Gist, Nemacolin and Washington. Into the further history of such internal improvement in Maryland, interesting as the subject may be, it will be impossible here to go; but it must be noted that the turnpikes of the early part of this century performed a greater service for subsequent years than the mere transportation of goods; themselves constructed upon earlier lines, they pointed out in almost every instance the general direction for the railroads which succeeded them.
NUes* Register, 1826, n. s., vol. vii, p. 91. Pitkin, Statistics of the U. S.
Niles' Register, 1823, n. s., vol. i, pp. 94-5.
Mies' Register, vol. ix, sup. p. 151. Chap. cxl. " 1826, chap, cxxiii.
Its Highway Legislation In Mabyland
Subsequbnt Tuenpike Legislation.
The statement that the completion of the turnpike connection between the East and West marked the zenith of the development of the turnpike system in Maryland, must not be misunderstood as indicating that the era of turnpikes was thereby terminated. On the contrary, very many turnpikes were afterwards constructed. But with the introduction of the railroad system their character was changed, and instead of being leading lines of communication, they became feeders to the railroads, radiating to them from the various towns and thus served to build them up as they had built up Baltimore. In some instances, moreover, on beds of the turnpikes, railroads were later constructed.*
All turnpikes were incorporated by special acts of Assembly until the year 1868, when a general incorporation law was provided. This was modified by the act of 1882, chap, cccc, and in this form represents the present law as found in The Public General Laws (art xxiii, 233). It remains only to note that in the course of time many of the turnpikes have become unprofitable. The companies have allowed them to lapse* into the hands of the various counties in which such roads or parts of roads lie. This had commenced as early as 1850, according to a publication entitled " History and Statistics of Maryland,'' based upon the census of that year. There were then 263 miles of turnpikes in use as such. A map has been prepared indicating which of the turnpikes are now kept up, and which are in the hands of the counties.
Maryland's Kelation to the National Koad.
To conclude this study of the development of highways in Maryland, perhaps no more fitting theme can be selected than a brief sketch of that highway, which, above all others, historically connects ilaryland with the United States, the state with the Xation.
Washington And The Ohio Country.
The colony of Maryland formed the gateway through which the English settlers of America entered into the Ohio country before
Acts of 1827, chap, ccvii; 1S25, chap, cxcviii; 1S29. chap. Ixiv.
Mabyiand Geological Subvey 179*
and during the French and Indian War. It was under the leadership of George Washington that the western wilderness was first really pierced and a claim for the English colonies established. It was fitting therefore that the further development of the Ohio country both economically and politically, and especially the idea of connecting it with the seaboard by improved means of transportation, should be thenceforth his constant care.
In the interval between the French and Indian "War and the Revolution, Washington in various ways secured possession of large tracts of land in the Ohio country, having regard, however, for " an extensive public benefit, as well as private advantage." He began negotiations for the introduction of German settlers from the Palatinate, of whose thrift and success in the cultivation of new country the German colonizers of western Maryland had doubtless afforded him ample proof. He next turned to the consideration of a plan for opening communication between the western country and the coast. The first means which offered itself was naturally the Potomac river, which, as far back as 1754,' had attracted his attention. On July 20, 1770, he writes to Thomas Johnson, afterwards Governor of Maryland, urging that public attention be invited to a scheme for opening up the communication of the Potomac " upon a more enlarged plan, as a means of becoming the channel of conveyance of the extensive and valuable trade of a rising empire."
At the close of the Kevolutionary War Washington again turned his attention to this project, and the result was the formation and incorporation of the Potomac Company in 1784. The history of this organization was unfortunate. Washington seems never to have doubted its success; and in his will he made the profits accruing from his share in it the basis of a fund for another of his favorite schemes, a National University.* But the company undertook more than its
Sparks. Writings of Washington, ii, pp. 375-7. On the whole subject see Adams, H. B. Maryland's Influence in Founding a National Commonwealth. Maryland Historical Society, Fund Publication No. 11.
Report of Mr. Andrew Stewart. Reports of Committees, 19th Congress, iBt Session. Report No. 228, pp. 1-2.
Stewart's Report, p. 29.
See Washington's will in Sparks' Writings of Washington, vol. i, pp.
180 Highway Legislation In Mabyland
finances would bear; and it was finally superseded by the Chesapeake and Ohio Canal.
The Northwest Territory.
But the realization of Washington's idea was not confined to the Potomac Company, for the Xational Road succeeded where the other had failed. The National Eoad, like the present magnificent system of public education in the western states, grew out of the public lands of the American Union. Maryland's firm refusal to agree to the Articles of Confederation until the larger states had yielded their claims to the territory west of the AUeghanies won the control over that country for the Congi*ess of the United States, and thereby exerted a powerful influence towards unity, at a time when discord ran high and the prospects of the United States becoming a nation were at the lowest ebV.
For the government of the territory thus subjected to National control provision was made by the ordinances of 1784, 1785, and 1787. The second of these provided for the reservation to the United States of certain sections in each township for future sale.* The last, the celebrated ordinance of 1787, provided that " the navigable waters leading into the Mississippi and St. Lawrence, and the carrying-places hetween the same, shall be common highways, and forever free, as well to the inhabitants of the said territory as to the citizens of the United States and those of any other states that may be admitted into the Confederacy, without any tax, impost or duty therefor." The sections of public land reserved for sale by the former of these ordinances later furnished the pecuniary basis for the National Road, while the phraseology of the latter anticipated the large national character of that highway.
Alexander Hamilton And The National Improvement Of
Highways.
Before the beginning of the present century there had been suggested plans for an improvement of the main routes of travel by the
For an elaborate discussion of this see H, B. Adams* work referred to above. Journals of Congress, 1785, May 20, vol. x, p. 171. Journals of Congress, 1787, July 13, vol. xii, p. 91.
Maryland Qeologigal Survey 181
National Government. Perhaps the most comprehensive of these early schemes was that of the great financier and statesman, Alexander Hamilton, who emphasized the value and necessity of the extension and the " improvement of the great communications, as well internal as coastwise, by turnpike roads," which " would be a measure universally popular. Xone can be more so. For this purpose," he continued, '' a regular plan should be adopted, coextensive with the Union, to be successively executed, and a fund should be appropriated sufficient for the basis of a loan of a million of dollars. The revenue of the post office naturally offers itself. The future revenue from tolls would more than reimburse the expense, and public utility would be promoted in every direction.*
Albert Gallatix And The Inception Of The National Road.
Hamilton's suggestion and others of a like nature prepared the way for the policy later supported by Gallatin, Calhoun, and Clay. To Albert Gallatin, who was Secretary of the Treasury under Jefferson, is due the peculiar character of the " enabling act " for the admission of Ohio into the Union as a state. This act contained a provision that " one-twentieth part of the net proceeds of the lands lying within the said state sold by ( "congress, from and after the 30th of June next, after deducting all expenses incident to the same, shall be applied to laying out and making public roads leading from navigable waters emptying into the Atlantic to the Ohio, to the state and through the same, such roads to be laid out under the authority of Congress, with the consent of the several states through which the road shall pass.'' An attempt to devote one-tenth, instead of onetwentieth of the proceeds of land sales to this purpose failed in the Senate.*
Gallatin recommended the construction of these roads in the highest terms. They " will be," he said, " as beneficial to the parts of the Atlantic States through which they are to pass, and nearly as much
Hamilton to Dayton (1799) in Lodge, Hamilton's Works, pp. 517-19.
Act of April 30, 1802.
Provisions similar to the above were contained in the acts for the admission of Indiana, Illinois and Missouri.
182 Highway Legislation In Mabyland
to a considerable portion of the Union, as to the Northwestern Territory itself." '
A year later Congress appropriated three-fifths of the one-twentieth, or five per cent. ; i. e., three per cent of the whole, to " laying out and making roads from the navigable waters emptying into the Atlantic to the river Ohio, to the said State." '
In the next Congress an attempt was made to pass a law authorizing the President to provide for the exploration of suitable routes, but this was frustrated by the Senate. In 1805, however, a report was presented by Mr. Tracy of Massachusetts, showing that the net proceeds of the sales of lands in the state of Ohio from July 1, 1802, to September 30, 1805, amounted to $632,604.27, 2 per cent, of which, or $12,652, was then subject to the uses directed by the law of 1802. This report also discussed the best location for the proposed road or roads, treating especially of the relative distances of the cities of the Atlantic coast to the Ohio river. A route was recommended as follows:
" The State of Maryland, with no less spirit and perseverance [than Pennsylvania], are engaged in making roads from Baltimore and from the western boundary of the District of Columbia, through Frederick-town to Williamsport. Were the Government of the United States to direct the expenditure of the fund in contemplation upon either of these routes, for the present, in Pennsylvania or Maryland, it would, probably, so far interfere with the operations of the respective States, as to produce mischief instead of benefit; especially as the sum to be laid out by the United States is too inconsiderable, alone, to effect objects of such magnitude. But as the State of Maryland have no particular interest to extend their road across the mountains (and if they had it would be impossible, because the State does not extend so far), the Committee have thought it expedient to recommend the laying out and making a road from Cumberland, on the northerly bank of the Potomac, and within the State of Maryland, to the river Ohio, at the most convenient place between a point on the easterly bank of said river, opposite to Steubenville, and the mouth of
Letter of Feb. 13, 1802. Act of March 3, 1803.
MASYLA2n> GEOLOGICAL SUKVEY 183
Grove Creek, which empties into said riyer Ohio, a little below Wheeling in Virginia. This route will meet and accommodate the roads leading from Baltimore and the District of Columbia; it will cross the Monongahela river, at or near Brownsville, sometimes called Redstone, where the advantage of boating can be taken; and from the point where it will probably intersect the river Ohio, there are now roads, or they can easily be made over feasible and proper ground, to and through the principal population of the State of Ohio.
"... To enlarge upon the highly important consideration of cementing the union of our citizens located on the Western Waters with those of the Atlantic States, would be an indelicacy offered to the understanding of the body to whom this report is addressed, as it might seem to distrust them. But from the interesting nature of the subject the Committee are induced to ask the indulgence of a single observation. Politicians have generally agreed that rivers unite the interests and promote the friendship of those who inhabit their banks, while mountains, on the contrary, tend to the disunion and estrangement of those who are separated by their intervention. In the present case, to make the crooked ways smooth, will, in effect, remove the intervening mountains, and by facilitating the intercourse of the western brethren with those of the Atlantic, substantially unite them in interests, which the Committee believe, is the most effectual cement of union applicable to the human race."
The Makylaxd Route Selected.
In accordance with these recommendations, a law was finally passed by Congress in March, 1806,' authorizing the President to appoint " three discreet and disinterested persons to lay out a road from Cumberland or a point on the northern bank of the river Potomac, in the State of Maryland, between Cumberland and the place where the main road leading from Gwynn's to Winchester, in Virginia, crosses the river, to the State of Ohio." They were to examine the route, and make a report to the President. Also, by this act, the first appro-
Senate Beports. 9th Cong., 1st Sess., Rep. No. 195.
*An Act to Regulate the Laying out and Making a Road from Cumberland, in the State of Maryland, to the State of Ohio. Approved Mar. 29, 1806.
184 Highway Legislation In Maryland
priation of $30,000 was made to defray the expense of laying out and making the road. The President was authorized, if he accepted the report of the Commissioners, to pursue such measures as he thought proper and to obtain the consent of the necessary states for the construction of the road through their territory.
The Commissioners appointed by President Jefferson — Eli Williams, Thomas Moore, and Joseph Kerr — presented one report December 30, 1806, and a second January 15, 1808. The latter was transmitted toCongress by President Jefferson with his approval on February 19, 1808.'
Consent Of The States And Federal Appbopriations.
In the meanwhile Maryland,' Pennsylvania, and Virginia had by statute granted permission to the Federal Government to construct the road through their territory. In 1810 accordingly, there was begun a series of appropriations for the Cumberland Road which finally aggregated about $7,000,000.* The contract for the first ten miles was given in 1811 and the road was thrown open to the public in 1818.* From that time " until the coming of the railroad west of the Alleghany Mountains, in 1852, the National Road was the one great highway over which passed the bulk of trade and travel and the mails between the East and West." '
The details of the construction of the National Road and its very interesting historical associations must be omitted here, with the exception of a brief resume of the important events of its subsequent history.
In 1817, John C. Calhoun introduced into the House of Representatives a bill to set aside for roads and canals the bonds and dividends received by the United States from its newly-chartered National
Exec. Commun., 10th Cong., 1st Sess.
See Message of President Jefferson, Feb. 19th, 1808. Maryland expressed her consent by 1806, chap. Ixx, " An Act vesting certain powers in the President of the United States."
The appropriations are to be found in Searight. The Old Pike, pp. 100-6.
Searight. The Old Pike, p. 16. See below.
° Searight. The Old Pike, 16. A work containing many interesting descriptions and anecdotes brought together in a colloquial manner.
Maryland Geological Survey 185
Bank. Henry Clay supported the bill; but as amended and passed, it was vetoed by President Madison upon the ground that it was beyond the constitutional powers of Congress.' Five years later President Monroe vetoed another bill which, besides making a regular appropriation for the preservation and repair of the road, provided for the erection of turnpikes and the collection of tolls and for the protection of the road from malicious injuries.'
National Boad Under State Control.
Regular appropriations, however, were permitted to go on and the road was continued farther west from time to time. The eastern part fell into bad repair; and in 1831 the Legislature of Pennsylvania passed an act, appointing commissioners to build toll-houses and erect gates on so much of the road as lay within the State of Pennsylvania. The act was to be effective only upon the condition that Congress should have the road put in good repair and make an appropriation for the erection of toll-houses by the Pennsylvania Commissioners.*
A similar act had been passed by the Legislature of Ohio a short time before. In 1832* Maryland proposed her acceptance of the road upon the same terms as Pennsylvania; and Virginia did likewise. Congress assented to this proposition the same year,' and commissioners were appointed by the states. The road, as repaired by the Federal Government, was finally accepted by the states at slightly different times. Maryland signified her acceptance in 1834," and the next year made provision for its preservation under state control by the establishment of rates of toll and the appointment of officials.' The road then remained the subject of frequent legislation until 1878, when it was put under the control of Allegany and Garrett coimties.*
Other roads were constructed bv the Federal Government at variouB times and in different parts of the Union ; but the road from Cumberland has borne the lasting title of " The National Koad." Attempts
Richardson [Ed]. Messages and Papers of the Presidents, vol. i, p. 584. (Mar. 3, 1817.)
Ibid., vol. ii, p. 142. (May 4, 1822.)
Laws of Pennsylvania, 1831, approved April 4. Chap. Iv.
22nd Cong., Sess. 1, chap, cliii, approved July 3, 1832. Chap, cciii. Chap. cccv. Chap, clviii.
186 Highway Legislation In Kabtland
were made to provide for the construction of other national roads passing through the state of Maryland, but they were entirely unsuccessful. The National Road, however, was a success, and for many years was, indeed, the " channel of conveyance of the extensive and valuable trade of a rising empire."
The National Road was described in 1879 as follows: "It was excellently macadamized; the rivers and creeks were spanned by stone bridges; the distances were indexed by iron mileposts, and the toll-houses supplied with strong iron gates. Its projector* and chief supporter was Henry Clay, whose services in its behalf are commemorated by a monument near Wheeling. There were sometimes twenty gaily-painted four-horse coaches each way daily. The cattle and sheep were never out of sight. The canvascovered wagons were drawn by six or twelve horses. Within a mile of the road the country was a wilderness, but on the highway the traffic was as dense as in the main street of a large town. Ten miles an hour is said to have been the usual speed for coaches; but between Hagerstown and Frederick they were claimed to have made twentysix miles in two hours. These coaches finally ceased running in 1853. There were also through freight-wagons from Baltimore to Wheeling, which carried ten tons. They were drawn by twelve horses, and their rear wheels were ten feet high.*
Though its glories have long since departed, and coach and wagon no more throng its way, the National Road, rich in its associations of historic interest, still constitutes one of the most enduring monuments of Maryland's past, while the idea to which it owes its existence — the welding of the West and the East in commercial and national unity — has found other and more lasting expression.
E, g.f 1. A turnpike road along the Atlantic coast, from Maine to Georgia. 2. A national road from Washington to Buffalo.
*An error.
Quoted in an article by Richard Stone, " Historical Sketch of National Road Building/' in Journal of the Massachusetts Highway Association, vol. 1, No. 3.
Part Iv
The Present Condition Of Maryland
Highways
By
Arthur Newhall Johnson
The Present Condition Of Maryland
Highways.
By
Arthur Newhall Johnson.
Introduction.
A knowledge of the present condition of Maryland highways is of value to all who are interested in their improvement, and any satisfactory study of the subject must give information which will lead to the betterment of the roads of the state without any marked increase in the expenditures upon them. The present investigation, which ia based upon all of the available official information concerning the highways and upon a personal study of the greater portion of the roads, is intended to give facts regarding their present condition and the methods of road-repair now in vogue.
A complete statement regarding the roads must include an account of the mileage, kinds of roads, and their state of repair. The figure introduced in this report are believed to be as accurate as it is possible to obtain at the present time. They are based upon the figures obtained from the offices of the County Commissioners in the several counties and from nearly nine hundred replies to inquiries sent tofarmers in almost every neighborhood in the state. The statements regarding the state of repair, the amount, distance, and cost of hauling are based upon a personal inspection of over 2,500 miles of road representing every county of the state and upon the information furnished by the farmers in answer to the circulars distributed among them. Additional facts concerning the general scope of road-repairs methods, machinery, and expenditures, were obtained from the offices of the County Commissioners.
The methods of applying the funds appropriated for highway-
190 THE PRESErr coxDmo of mabyland highways
-construction fall into two classes. In the case of bridges, and, manifestly necessary improvements at local points, it has been customary in almost all of the counties to allot relatively large sums for special -cases. In the matter of repairing the road-bed it seems to be the custom in nearly every county to so apportion the money that its expenditure will be uniformly distributed over the mileage of the county with little regard to the needs of any particular portion of a ven road. In this way it often happens that a sum is assigned to a road to be applied at a uniform rate, mile by mile, instead of locally, in the reduction of a heavy grade or the betterment of the worst portions of the road. The present method leaves very much to be desired, as the thin veneering of improvement upon the roads is soon lost and the roads return to their former condition. With the appli- -cation of the money for specific improvements the result is far different, since in a few years there is a marked advance in the average Kondition of the highway. The few cases in which this method has been employed emphasize most strongly the general lack of benefit received from the larger portion of the money spent annually on the roads.
Mileage.
The total mileage of the highways in Maryland, as shown by the Tecords in the County Commissioners' offices and the best maps published, amounts to 14,483 miles exclusive of city streets. This is an average of 1.47 miles per square mile of area. The roads embraced in this estimate may be classified in various ways. According to the nature of the surfacing, they include stone, gravel, shell, and dirt roads, the last including all which have had no surfacing other than that of the earth composing the original road-bed. The grouping of the highways in this manner brings out the fact that there are 890 Tniles of stone road, including the turnpikes or toll-roads, 225 miles of gravel road, and 250 miles of shell road, leaving 13,118 miles of dirt -or unimproved roads.
If another classification is made dividing the highways into main
thoroughfares and by-roads there are found to be 2,021 miles of
jain roads or 14 per cent, of the total mileage. The general location
of these roads for the whole state is given in Plate XV, while on the
Maryland Oeolooical Survev
Main Highways
Including
DELAWARE and the DISTRICT ot COLrMBIA
SCALE 1:1,250.000, ZOTkOleB-lhtoh
MARVUkND OEOLOOICAL tURVEY
—
Mabyla19D Oeolooioal Survey
individual county maps, Plates XX to XXVIII, the towns along the routes have been shown so that a more complete conception may be gained of their location. Xearly all the turnpikes are included in this list, as they still constitute some of the principal routes.
Since the building of many of the turnpikes the section of country opened by them has been traversed by railroads. This has reduced to almost zero the hauling over some sections of the turnpikes, so that there is no longer revenue enough derived to maintain the road. When this has happened the particular section of a turnpike has been abandoned and turned over to the care of the counties. These abandoned portions of turnpike, where the old road-bed has been left, are shown on the map by dotted red lines. This leaves at present 497 miles of road on which toll is collected, or about 25 per cent, of the main roads of the state. The following table gives the mileage by counties for each type of road enumerated above:
Table Showing The Mileage Of Maryland Roads By Counties And
Types.
Couatj.
Toul
Uileure.
Mllt of road per M . mile or area.
Dirt roadft.
Stone roads.
Oravel road.
Shell
Mllee Percentage of Main of Main Tollroads, roads, roads.
Allegany
. 550
Anne Amndel . .
. 521
Baltimore
. 1,060
. 266
Caroline
. 547
Carroll
. 800
Cecil
Charles
. 465
Dorchester
. 600
a a a a
Frederick
. 1,280
1,150
Garrett
. 650
a a a a
Harford
. 800
Howard
. 448
Kent
Montgomery. . . .
. 885
Prince Georges.
a a a a
Qneen Anne's . .
. 563
a a a a
St Mary's
. 535
a a a a
Somerset
. 495
Talbot
. 400
Washington
. 799
672*
WIcomf CO
Worcester
. 600
2,021
State
14,488
13,118
192 Tiie Present Condition Of Maryland Highways
General Outlixe Of Highway Coxditioxs.
The Surface of the Country Traversed.
The discussion of this subject falls into three major divisions corresponding to the physiographic provinces of the state, in each of which, as earlier described by Professor Clark, characteristic highway conditions prevail. These differences modify the construction of the roads relative to location, grade, and material of the road-bed.
Appalachian Region.
The steepest, most rugged, and wildest portions of the state are found in the western part of the Appalachian district, where the amount of travel is sometimes so small that the roads are little better than well-cleared wood-roads.
The difficulties have also been so great that little effort has been made to locate and construct the roads to advantage. That the difficulties are surmountable was shown by the construction of the National Eoad, which begins at Cumberland and traverses the many mountainous ridges in the northwestern portion of the state. In the building of this road the location was so carefully planned that there are no grades over eight per cent. The Williams Road, situated east of Cumberland, also shows the result of considerable skill employed in its location.
A second feature of the roads in this area is their location either in the valleys or on the level tops of the ridges. The former are serviceable for short hauls, as many of the farms are located in the valleys. The main lines of travel, however, include the roads on the top of the ridges, such as the Hoop Pole Ridge Road in Garrett county. These ridges trend across the state in a northeasterly-southwesterly direction. The connection between the valley and ridge portions of the road involves steep grades, which invariably are much higher than is suitable for a good highway. Grades as high as twenty-two per cent, were measured, while those of twelve to fifteen per cent, were of frequent occurrence. Such steepness in the roads,
Maryland Geological Survey 193
together with the roughness of their surface, precludes economic hauling.
Central And Southern Maryland.
In the counties of central and southern Maryland the general level is more uniform, but steep grades are always encountered at the stream-crossings. The length of these grades varies from one-eighth to one-half of a mile, depending upon the depth to which the stream has cut below the general level of the surface. The grades at these points generally average 10 feet in 100 and are seldom less than 8 per cent.
The part of the Coastal Plain on the Western Shore, which includes southern Maryland, presents typical characteristics of topography and soil which give to this section conditions producing especially bad roads. The general level of St. Mary's, Calvert, and portions of Anne Arundel, Prince George's and Charles counties, is about 100 feet, while farther inland, adjacent to the Piedmont Plateau, it increases to more than 200 feet. Since the soil consists mostlv of clays, often overlain with sands and gravels with no underlying rocks to withstand the erosive action of the streams, the latter have been cut down to very nearly tide-water level, while their banks have been carved by the rains into deep gullies which extend in every direction.
All the streams in reaching tide-water level have cut through the soil from 100 to 180 feet, leaving slopes of this height which it is necessary to descend and ascend in crossing from one side of a stream to the other. In some instances a road crosses the gully diagonally and so avoids excessive grade, but most of the crossings are at right angles with the course of the stream. Owing to the hilly character and the great depth of soil the roadways in this section have suffered much from washouts. Frequently the side ditches are gullied to a depth of five or six feet below the surface of the road, which itself is a number of feet below the general level of the ground. This has caused, in consequence, many narrow and dangerous roads. Sometimes the entire roadway becomes so cut down that its identity is lost and it is impossible for vehicles to pass. Then a new roadway is started.
194 THE PRESENT CX)NDmON OF MARYLAND HIGHWAYS
In the endeavor to save the road stakes are driven along the sides of the ditches nearest the road and brush is interwoven with them. Small trees are also thrown into the ditches to check the force of the water. The roads suffer least when a thick growth of trees and bushes has grown between the roadway and the ditch, for the dense mass of roots holds the bank in place and prevents a further encroachment upon the road itself. But only a few favorably situated roads are thus protected, as the conditions are not such as would warrant any attempt toward starting such a growth.
Wherever the roads are over a hilly or rolling country it may be noticed that there are many sections in which the road-bed is much below the level of the adjacent surface of the land. Moreover, it is evident that a large quantity of earth has been removed which has not been used towards filling the hollows, for embankments are formed on only a few of the roads. "When first opened the roads follow the irregularities of the surface, the road-bed being practically at the same elevation. The travel over these roads soon forms ruts and hollows in which the storm-water is collected and carried from the tops of the hills along the roadway to the bottom. Wherever there is clay or loose soil to be easily washed away the ditches are eroded and increased in size with everv rain. The water carries the earthy material to the valleys where it is deposited at the sides, to be further removed through some natural drainage channel, scarcely any being deposited in the roadway. On the tops of the knolls the water has verv little erosive action, but as the volume and velocitv increase in its course down hill, greater energy is developed and a greater quantity of earth is cut away.
This accounts for the fact that the deepest cuts on country roads are so often found part way up the grades, while at the top there has been little cutting, perhaps only a foot or two. Reference to Fig. 5 will perhaps make this point clear and bring out, in addition, an important feature which has not been generally commented upon. This figure shows a longitudinal section or profile of a road on a hill. The light line represents the natural surface of the ground which was originally the road-bed; the heavy line shows the relative elevations of the
Mabvlakd Oeological 8Ukvey 195-
road-bed at present. As before mentioned, there is very little cutting at the tops of the hills, while the dirt washed from the road does not materially raise the road in the hollows. Though the hill remainsabout the same in height, the beginning of the ascent is nearer the top, as the sides have been washed away, thus decreasing the distance in which to climb the hill. The grade of road is thus increased. Another point which will be observed on hilly roads which have been gullied out by the storm-water is that the grade is steeper towards the top, which is just the reverse of what it should be. It is better to begin the ascent on a steeper grade and gradually diminish it towards the top, thereby making it easier for the horse as he becomes fatigued.
Fig. 5. — Showing effect of Btorm-water on a steep grade. (Vertical scale exaggerated.)*
The broken line in Fig. 5 shows what the grade of the road should be. The deepest cut is made at the top, the earth being removed to the bottom of the hill to make an embankment. The vertical distance to be overcome, instead of being if, is reduced to A, while the grades are less than on any portion of the original road-bed instead of steeper.
The Eastern Shore.
There is a marked contrast in the condition of roads on the western and eastern portions of the Coastal Plain, due to the difference in the topography of these sections. On the Eastern Shore there are nolong grades, although at the stream-crossings grades of 6 to 10 per cent, are common, which, however, seldom extend over 100 yards. The present elevation of the bridges at these points is about 30 feet. below the level of the surrounding land.
196 The Present Condition Of Maryland Highways
The Eastern Shore presents conditions well suited to excellent dry-weather roads, as the land is nearly level, few areas being over 50 feet above tide-water, and the soil for the most part is composed of a mixture of clay and sand. The proportion of sand and clay varies in different localities, there being extensive stretches of nearly pure sand, which makes some of the poorest roads on the Eastern Shore.
There is a very interesting phenomenon connected with the occurrence of the sandy sections of road, which has probably been noticed by all familiar with them. On the southeastern banks of the rivers there regularly occurs a surface covering of loose sand frequently extending a mile or so back from the river, while on the other bank there is found a clay soil. Thus the roads near the rivers on the westerly banks are over a hard clay soil, while those on the eastern banks are very sandy. In addition to these sandy sections, other limited areas covered with a loose sand occur more or less irregularly.
The roada through these sandy sections are practically poor throughout the year, being in poorest condition when dry. If too wet they are also bad, and there seldom is just the right proportion of moisture to render the road at all firm. A small amount of clay mixed with sand on the other hand makes a very good dry-weather road, although in very wet weather this renders it much worse than a pure sand road.
Instructions to Supervisors.
Most of the counties issue to the Road Supervisors instructions which are more or less detailed in character. Those issued to the Supervisors of Washington county are perhaps the most explicit and are here given in full.
Reaei InstructUms,
instructions.
It shall be the duty of the Supervisor, as early in the Spring as it is at all practicable, to open drains on the hills of his road and repair the breakers.
AH breakers must be made with well broken stone, covered with sufficient dirt to keep them in place, and must be made as near square across the road as possible; also must be well extended so as not to be so abrupt.
All open drains across the road must be not less than six or eight feet wide.
Fia. 1,— DIRT ROAD, HARFORD COUNTY.
Fig. a.-LIMESTONE ROAD, WASHINGTON COUNTV. TYPES OF ROADS.
Maryland Geological 8Uevby 197
In localities where stone can be had without entailing too much expense three-fourths of the appropriation must be expended in macadamizing.
Filling up holes with dirt is especially prohibited.
Where stone cannot be obtained the road should be well graded up in the center and the side drains kept well open.
Ten cents per perch shall be allowed for stone delivered on the road, the furnishing of which must be by and under the supervision of the Supervisor, and must be paid for out of the appropriation made for such road.
In all instances stone must be well broken, not only the top ones but all that are put on the road.
When an appropriation of more than ten dollars is made the Supervisor shall employ three good hands.
At least three-fourths of the appropriation must be worked out before July 1st, and the remainder before November 15th.
If Supervisors expend more than the appropriation without first gaining consent of the Board of Commissioners, the excess will not be paid.
The above instructions must be fully complied with, and upon satisfactory information of their not being, the above commission will be revoked and another person appointed to succeed such Supervisor.
By order,
Debt Roads.
A considerable variety in the method of treatment of dirt roads is found in different parts of the state, according to their character and location. Thus, the roads in a clay soil are susceptible to different treatment from those of a sandy or stony ground, and roads on the hillsides require different treatment for their preservation from those traversing level country.
The usual method of working a dirt road when composed of soil free from large stones, is to run a plough along either side to form a ditch, and if there is no more money to carry the work through, it ends here, leaving the road with a mound of earth on either side, which prevents the water from leaving the road-bed. There are many roads in various sections left in this maxiner. Another step toward working the road is to throw the loose material from the ditch into the center. Where the road-machines are used the work of shaping the road is much facilitated and for a time the road presents a much neater appearance. On level tracts, especially where there is a hard, compact soil, a considerable improvement can be made very cheaply with the road-machine, but generally too much is expected of it and its work is not supplemented, as it should be, by proper grading and
198 THE PRESENT CJONDmON OF MAKYLAND HIGHWAYS
subsequent rolKng of the road-bed. It oftentimes happens that instead of the road being improved, time and money are spent producing results absolutely harmful. In very stony soil road-machines and scrapers cannot be used at all, so that whatever work is done upon such roads must be with pick and shovel. Occasionally projecting outcrops of rock are broken off with hammers.
The steeper portions of the roads have " water-breaks " or " breakers " constructed at intervals more or less frequent according to the amount of money at hand for the purpose. They are made in various ways and often show considerable individuality of treatment. Usually they consist of a mound of earth or broken stone covered with dirt extending square across the road. Plate XXXIII shows a road liberally provided with these breakers. The object is to turn to one side the storm-water, preventing the gullying of the roadway. At the same time they form ugly obstructions to travel and increase the work of a horse hauling over them. They are often 2 feet above the road. An instance was noticed where the supervisor had made a breaker of small logs 4 to 6 inches in diameter, placed across the road and covered with stone and dirt, the whole making a formidable obstruction.
A method frequently seen employed on dirt roads is to plough the entire roadway and then shape with the scraper or some form of roadmachine. This leaves a mass of loose dirt in the roadway, in which ruts are soon formed ready to collect the rain-water. This readily finds it way to the subsoil, and so softens it that the wheels cut yet deeper into the soft mud which forms after a protracted period of wet weather. It is a great mistake to loosen the firmly compacted earth road-bed, as bad effects are sure to follow. It is only where the roadbed has become worn very uneven that ploughing should be done. The better way is to build up with new materials from the sides of the road, then shape and roll as firmly as possible. The dirt roads receive far too much scraping and digging. They are shaped up at the expense of material in the roadway and not by the addition of material to it. There is much material washed away by the rains which is not replaced, and the roadway as a result gradually becomes worn more and more below the general level of the surrounding land.
Maryland Geological Survey 199
Stone Boads.
The state and character of the stone roads vary according to the authorities that built or at present operate them. Of the 890 miles of this class nearly 600 miles are toll-road, operated and maintained by the different turnpike companies. About 130 miles of former turnpike have been abandoned by the owners, who have left the old road-beds, which are still used. This leaves about 260 miles of stone roads which have been constructed by the counties.
In almost all instances the roads constructed by the companies are better than those built by the counties, although many of the methods employed are the same. The turnpikes have generally been constructed with a heavy foundation course of large stones over which has been spread a course of more finely-broken material.
The method of breaking the stone for the roads has usually been by hand, although crushers have been used in a few instances. It is customary to see the road-maker equipped with a long-handled hammer, breaking, one by one, the large pieces of rock which have been thrown over the road in piles. Each piece of stone is broken and rebroken until the desired size is reached. When thus broken by hand the pieces are invariably too large, many of the loose pieces of rock which are on the surface having faces measuring six or more inches across. When the material is obtained from a crusher it is but little better, as it is usually unscreened so that there is a wide range in the size of the pieces. Such material is almost certain to give unsatisfactory results.
The manner in which the stone is placed upon the surface of the road is equally at fault. It is usually spread upon the surface with little attempt at shaping and almost none at compacting the material. It is usually expected that the stone will be consolidated by the traffic passing over it. In order to gain this result more readily a thin covering of dirt is thrown over the stone which renders the surface somewhat smoother until rains come and soften the dirt between the stones, allowing the wheels to cut into the loose surface.
Without constant attention, ruts are almost sure to be formed on stone roads which are compacted by wagon-wheels. On Plate XVII,
200 The Present Condition Of Mabtland Highways
Fig. 2, showing a recently stoned portion of Edmondson avenue in Baltimore near the city limits, it may be noticed that the ruts have already been started. While it costs a comparatively small sum to throw loose stone upon a road, and while by this ill-adapted method good roads can be made in time, if proper care is given, a heavy tax is imposed upon all vehicles until the roadway has become hard and smooth enough for traffic. This tax is far in excess of what it would cost to construct a road bv modem methods.
The loose cnished stone, placed commonly upon the highways for the wagons to compact, and the roughness of the surface of these roads due to the working through of the large stones in the well-worn crown of the roadway, lead the teamsters and the drivers of lighter vehicles to seek the more comfortable lines of travel found in the dirt roads along most of the turnpikes. In dry weather these are traveled much more than the stone road, especially if the latter has been recently repaired. The dirt roads wear more readily and are soon at a lower level than the stone road. In fact, these dirt roads are frequently worn so deeply below the grade of the main road as to form a dangerous bank. On the Baltimore and Reisterstown turnpike guard-rails have been erected where there is any danger of vehicles driving over the embankment. This is the only road in the state which is thus protected throughout its entire length. The view of a portion of the old turnpike between Rockville and Washington, as it was previous to the recent improvement, is given in Plate XXXIV, Fig. 2, which shows the depth to which the dirt side-roads are sometimes worn.
The best stone roads which have resulted from this somewhat antiquated method of road-constniction are the turnpikes. These vary among themselves according to the character of the stone employed in their construction which is determined in great measure by the country rock over which they pass. The best of these are found in the vicinity of Ilagerstown and Frederick where, taken as a whole, the roads are better than in other parts of the state. The turnpikes in these vallevs are made of the softer varieties of limestone, which are easily compacted by a moderate amount of traffic. While the soft-
Marvland Geoloqical Survey.
I. l.-TKAP ROAD, BALTIMORE COirNTY. STOKE SPREAD I.V LAVE]
Fio. 2,-GNEISS ROAD, BALTIMORE CITY. STONE SPREAD WITHOUT TYPES OF ROADS.
Maryland Geological Survey 201
ness of the limestone is of great advantage in this respect, it is the cause of frequent repair. Yet where there is a good traffic the revenue derived from tolls is found to be sufficient to maintain these roads in good condition and still leave a fair profit for the operators. This is especially the case with the turnpikes mentioned, which are located in broad level valleys with few heavy grades. One of these roads at its best is shown in Plate XVI, Fig. 2.
The sections of the state where there is no limestone are at a greater disadvantage to keep up a smooth roadway. The harder varieties of stone do not form themselves so readily into a compact mass, and it is only where there is a heavy traffic over the road that a smooth surface can be obtained. The turnpikes in the vicinity of Baltimore use several varieties of the harder rocks, usually such as can be found in the immediate vicinity of the road. On the portions of these turnpikes where the repairs are made with fine broken stone the traffic is sufficient to form a hard and comparatively smooth surface.
If, before attempting to construct a stone road its fundamental requirements were observed, better results would be obtained and money saved. The most important of all, and on which too much stress cannot be laid, is that of previously grading the road-bed before surfacing. This has been mentioned elsewhere, but is such an important consideration and a part of road-construction which has been so much neglected that repetition is not amiss. In fact, the surfacing of steep grades is an absolute waste of money and material. After a road has received a layer of stone it is very difficult to have further improvements made, which necessitate the removal of the stone surfacing, as there always exists a prejudice against improving what is already considered an improved road. The surfacing of an ungraded road simply preserves it in a bad condition, making it more expensive to reconstruct it as it should be. Xo greater improvement of the highways of Maryland can be suggested than a reduction of the excessive grades now found in nearly every county. It is an improvement which does not need to be and cannot be made upon all the roads at once, but it is one toward which much of the money now spent on useless so-called repairs can be applied with real and lasting benefit to the roads.
202 The Present Condition Of Maeyland Highways
Gravel Bo.4J)s.
The beds of gravel employed in road-construction occur in several bands, extending northeast-southwest across the more westerly portions of the Coastal Plain. They usually occur in beds composed of pebbles nearly uniform in size, so that screening is not, as a rule, necessary. With such excellent road-building material at hand in many of the counties of the state, it seems strange that so few miles of road have been improved with this material.
Even where gravel has been applied, owing to its method of application, the roads do not always maintain their form as they should in wet weather. This fault is usually due not to the material employed so much as to an entire lack of proper grading and under-draining. Merely to throw some gravel over a wet or spongy place without raising the level of the road-bed or making any provision for the drawing off of the water can never make a road which will not cut through and become muddy whenever the frost comes out of the ground. The water sinks through the gravel-covering into the clayey foundation and renders the latter yielding to the overlying load which pushes the wheels through the gravel into the clay, or, if the covering is thin, causes the clay to be pushed up between the pebbles.
With proper attention towards grading, under-draining, and the shaping of the road before the gravel is placed upon it, considerable improvement may be made on almost any of the roads where gravel is obtainable, as it makes an even, hard and firm road-bed when supported by proper foundations. An example of the better constructed gravel roads is that extending from Marlboro to Washington, which was built originally as a toll-road. Plate XVIII, Pig. 1.
An economical form of construction is to use the gravel as a support for a macadam surface where the travel over any particular thoroughfare would warrant such an improvement Many of the roads in Prince George's county, in the neighborhood of Washington, might be treated in this way, as gravel is abundant and the stone for surfacing could be brought by rail at a reasonable cost.
Shell Eoads.
The only road-metal of importance in the sandy country along the lower Eastern Shore of the Bay consists of the oyster-shells con-
Maryland Geologioal Survey 203
stantly accmnulating at the large oyster-packing establishments near the water-front The roads surfaced with this material aggregate 250 miles, and are found most fully developed about the head and on the Eastern Shore of the Bay. One of the longest pieces of shell road in the state extends from Princess Anne to Crisfield, which has been shelled nearly its entire length, a distance of about twenty-two miles. This, however, has not been kept in good repair in many sections, so that now the shell covering is almost entirely worn away in spots. The roads at present are shelled for sections two or three miles in length, although now and then a continuous stretch of ten or more miles is encountered. In the main, these shell roads are satisfactory and supply this portion of the state with highways more serviceable than many in those counties which are richer in roadbuilding materials. Plate XVIII, Fig. 2, shows the shell road between Baltimore and Chasers station in Baltimore county.
The manner of applying the shells is to spread them loosely over the surface, where they are left to be compacted by the traffic. Where this is heavy, as in the shell road along Eastern avenue, extending from Baltimore into the lower part of Baltimore county, the shells are thoroughly broken up and compacted by a week's wear. On the Eastern Shore, where the travel is less, it takes a much longer time. The shells are usually either thrown upon the road without first shaping the road-bed in the proper manner, or they are used to fill in muddy places on clay roads. The result is that the shells are easily pushed into the soft bottom, leaving a depression in the surface of the road-bed where water collects. The water tends to dissolve and percolate through the shells, destroying the coherence of the compacted mass, or the mud works up between the shells and forms a mud-hole which must in turn be filled with new material to maintain the surface of the road. Such failures in construction could be avoided by first removing all the loose mud and earth and then refilling with a sandy soil, which should be rolled over or tamped until firm. When shells are spread over such foundations they maintain their surface. A sandy soil is better than one of clay, as it does not work up as readily into the shells.
204 The Present Condition Of Maryland Highways
A still greater difBculty experienced with shell roads is the rapid formation of horse-tracks on those portions of the highway which receive only a small amount of travel. If the hollows in the center of the road are not filled they hold the water which in turn softens the road, causing it to wear through very rapidly. This difficulty is sometimes remedied by spreading loose shells in the ruts and holes as soon as they are formed. The horses, in avoiding the rough coating, bring the wheels over the shells which have been spread in the center of the road, and in this manner, by crushing and compacting, restore the crown of the road. At the same time the traffic is diverted from the center of the road to either side, so that the wear is more evenly distributed over the entire surface. The shells in the center are compacted before a second horse-track has been formed. When the travel is once distributed over the entire width of the road the horses do not again follow a single track so closely.
The use of shells as a pavement in the streets of the larger towns on the Eastern Shore is not wholly satisfactory, since the material, although well adapted to lightly-traveled country roads, is not suitable for the surfacing of much-used thoroughfares. Moreover, owing to their rapid wear, dust is formed in large quantities, to be blown about by every breeze. The color and adhesion of the dust render it a great inconvenience to householders and a positive injury to storekeepers along the roads where shells are used.
The cost of constructing and maintaining a shell road 18 feet wide and 18 inches thick in the center, reducing to 9 inches at the side, may be based upon the following estimates: Such a road requires about 8 bushels of shells per linear foot, or approximately 58,000 bushels of shells per mile, the cost of which is about 2 cents per bushel for the material and 1 cent per bushel for the hauling, making a total of $1,740. For the maintenance of shell roads in the vicinity of Salisbury, from 2,000 to 3,000 bushels per mile are required each year, which, at the rate of 3 cents per bushel, annually cost about $75 a mile.
If, instead of shells for a wearing surface, there should be used material which offers ten to fifteen times as great resistance to wear,
Marvlano Qeological Survev. Volume Iii, Plate X
FlQ. 1. -GRAVEL ROAD, PRINCE GEOKGE S COUNTY.
FlO. 2.-SHELL KOAl), BALTIMORE COUSTV. TYPES OF ROADS.
Maryland Geological Survey 205-
repairs would necessarily be much lighter and less frequent. Reference to the tables, pp. 327-9, giving the relative wearing qualities of the different road-materials, shows that the relative value of shells a& compared with the average limestone is as 9 to 1 ; compared to granite as 11 to 1; compared with trap-rock as 16 to 1. Thus, under similar conditions, a stone road would last about 12 times as long as one built of shells.
The cost of shell roads is estimated to be from $1,000 to $2,000* per mile according to the width and thickness of the shell covering. It would then be a saving if a surface could be constructed of material, for example, which had ten times the wearing qualities of shells, and costing, perhaps, five times as much.
There is scarcely an important center on the Eastern Shore not in the immediate neighborhood of a wharf. Thus to all parts of this section of the state there could be sent by water broken stone from some of the numerous points at the head of the Bay, where there is abundant material. The estimated cost of broken stone per cubic yard, delivered at the wharf, in places on the Eastern Shore varies from $1.50 to $2. Shipped by rail, the cost would be about 25 per cent. more.
Bridges.
The total amount spent upon bridges during the past ten yearscan only be approximated, as the exact figures could not be obtained at the offices of the various boards of County Commissioners. The amount is estimated at $820,000, or about 18 per cent, of the total spent upon roads and bridges. Under the head of bridges is included not only bridges proper, but also culverts and smaller drains.
No detailed examination of the many bridges was attempted,, though note was made of their general character and condition. They may be divided into three classes — wooden, iron, and stone.
The majority of the small bridges, with spans up to 30 feet, culverts and drains are of wood. The shortest spans are a simple beam to which is nailed the flooring and rails. For spans from 10 to 30 feet, a simple triangular frame with a central tension rod or post forms the supporting truss. They are in various stages of repair varying
The Pkesent Condition Of Maryland Highways
from some newly-built to those over which it is unsafe to ride. There are still to be seen across the larger streams a number of the long, old-style, wooden, bow-truss bridges with a heavy curved upper chord built up from planks bolted together. To protect these bridges from the weather a covering of light boarding completely encloses the whole structure.
Iron bridges are, however, fast replacing the longer wooden spans. Plate XIX, Fig. 1, gives a view of the Dover bridge recently erected
Fig. 6. — Cross-section of I-beam bridge.
across the Choptank river betwen Talbot and Caroline counties. The three new steel spans replace a part of the old wooden bridge. The portion so far erected is on the Caroline county side. There are also many short iron bridges, some of which are of a flimsy construction. There are comparatively few I-beam biidges, one of the cheapest and best forms for spans less than 25 or 30 feet. No method of construction is more durable than the combination of masonry and I-beams, between which are transverse arches of brick, the whole covered with concrete, over which is laid the roadway. Fig. 6 shows a cross-section of such a bridge.
Mabyland Geological 8Usvey 207
In the early part of the century, when a number of the turnpikes were built, massive stone arches were constructed over all the streams. Substantial as they were, to-day there are plain traces of weakness and disintegration, which have been caused by the weather and in part by willful destruction. Moisture has in some instances gradually penetrated through the joints and crevices, causing, with the frost, a perceptible bulging and cracking of the walls. One instance noted, in particular, is that of the bridge on the Baltimore and Cumberland road, where the Monocacy river is crossed. This bridge consists of four arches, each with a span of 65 feet. The side walls are here bulged to a very noticeable extent. At the easterly end of this bridge is a rather curious monument, on which, among others, may be found the inscription " Built in the years 1808 and 1809. Jona*° Elliott first produced a bold plan of this bridge." On this same road heavy masonry arches were built across Antietam Creek and the Conococheague river. The bridge over the latter is shown in Plate XIX, Fig. 2.
The longest masonry arch in the world and next to the longest ever constructed is that of the bridge on the Conduit Boad, across Cabin John Creek in Montgomery county, a few miles west of the District of Columbia. The length of this arch is 220 feet. The longest one, destroyed in 1427, was built in Trezzo, Italy, and had a span of 251 feet. The Cabin John bridge was built and is maintained by the National Government. Across Castleman's river, in Garrett county, on the National Turnpike is a noted arch, a view of which is shown in Plate I. This is one of the longest highway arches in Maryland. The parapet walls have suffered much from neglect and wanton injury, though the arch is apparently as sound as ever.
One of the items of cost, and often a large one in the construction of any bridge, is that of the abutments upon which the stability of the whole structure depends. It is therefore important that they be properly located. This can only be done after a careful study has been made of the proposed bridge site, and especial care must be exercised that the waterway is not so constricted as to endanger the bridge during high water. The foundation for the abutments should be unyielding. To secure this it is oftentimes necessary to drive piles
208 The Present Condition Of Maryland Hiohway8
and rest the masonry work upon them. Iron tubes filled with concrete are employed when there is a deep layer of loose soil overlying the firm substratum. Such a construction was adopted for the piers to the Dover bridge on the Choptank river, to which reference has been made. See Caroline county and Plate XIX, Fig. 1.
Hauling Distances.
The distances which farm products are hauled in different sections of the state have an important bearing on the cost of hauling, the value of the roads, and also in determining what lengths of road are most used.
The conditions governing the length of haul in different districts depend upon the proximity of shipping-jx)ints or large markets. In the vicinity of large cities, where there is always a demand for garden products, truck-farmers prefer to haid a considerable distance rather than pay the cost of loading and unloading when shipping by rail. Moreover, the perishable nature of such produce reqiures that it be handled as little as possible. On this account garden truck is hauled considerably longer distances than is usually the case with other kinds of produce. Thus, around large cities, it will usually be found that the limit of the practical hauling distance is considerably greater than in sections remote from urban influences. The following table shows the average hauling distance for each county in Maryland:
average hauling distance in the counties.
Coanty. Miles. County. Miles.
Allegany 9 Howard 13
Anne Arundel 10 Kent 4
Baltimore 11 Prince Georjje's 18
Calvert 5 Montgomery 13
Caroline 3 Queen Anne's 5
Carroll 5 St. Mary's 5
Cecil 5 Somerset 6
Charles 6 Talbot 4
Dorchester 5 Washington 4
Frederick 5 Wicomico 5
Garrett 8 Worcester 5
Harford 7 A v. for state 6.7
A study of the foregoing table brings out the interesting point that the farmers are accustomed to haul considerably longer distances in
PiUnVLANO OEOLOOICAL SURVEV. VOLUME III, PLATE X
FlQ. l.-IRON HRIDGE OVER CHOPTANK RIVER, CAROLINE COUNTY.
FlO. 2.-STONE HKIDGE OVER LDNOCOCHEAGUE RIVER, WASHISCTON COUNTY. TYPES OP BRIDGES.
J-n
' T- I
'I'll]
Maryland Geological Survey 209
Anne Anindel, Baltimore, Howard, Prince George's, and Montgomery counties than in any other parts of the state. The average for the first three is about 11 miles, and for the last two, 13 miles; while the average for the whole state is only 6.7 miles. The relative positions of these counties, with reference to Baltimore and Washington, shown by a glance at the map, account for the high average found. Subsequent tables show that the practical limit of the hauling distances is greatest in the neighborhood of the various cities of the state.
It will be further noticed that the hauling distances of the Eastern Shore counties, which are so well provided with shipping facilities by water, are small. In Caroline county, for example, it is seen to be but 3 miles; in Kent and Talbot, 4 miles each. In Somerset county the distance is somewhat greater, being 6 miles. In those counties that are well provided with railroad facilities, such as Washington, Frederick, Carroll and Cecil, none of which are in the neighborhood of large markets, the hauling distance averages about 5 miles. Harford county is exceptional, since the influence of the long hauls to the Baltimore markets raises the average to 7 miles. The comparatively high values found for Allegany and Garrett counties are accounted for by a lack of shipping facilities.
The following table shows the average limit to which it is found practicable to haul in the neighborhood of the larger markets and shipping points of the state:
A\Tbrage Maximlti Hauting Distanx'E.
Miles. Anne Arandel county 15
To Baltimore from . "
Baltimore " 14
Harford " 18
" Washington from / Oeorge's county 15
I Montgomery 17
Cumberland 10
" Cambridge 6
Centreville 6
Elkton 5
Frederick 5
Hagerstown 5
Easton 4
" Salisbury 4
210 The Present Condition Of Maeyland Highways
These figures do not indicate the average distance over which the produce is carried into these places, but each is an average of the longer hauls and shows the practical limit to which wagon-carriage is usually done. Thus in the instance of Washington and Baltimore many farmers haul a distance of twenty miles, though few exceed this limit. In no other section of the state is it customarv' to make such long hauls. The effect of Baltimore and Washington upon the average hauling distance in the adjacent counties has already been noticed.
On the Eastern Shore there are occasionallv 10 and 12-mile hauls, but they are not frequent enough to affect the general average, as the smaller, shipping centers have little or no effect upon the average hauling distance of the county in which they are situated.
Amount Hauled.
In connection with the distance products are hauled, it is of considerable interest and importance to note the loads usually carried. The following table, showing in tons of 2,000 pounds per horse, the loads hauled over the roads in winter, spring, summer and fall, was compiled from a large number of replies obtained in every county from those who go over the roads at all times of the year, and know by experience the difference made in the hauling capacity of their teams by the condition of the roads at different seasons of the year. The figures clearly show that about one-third more can be hauled in summer and fall, when the roads are at their best, than in winter and spring.
There are so many factors which affect the figures in this table that it is difficult to assign in each instance the reason for the particular differences found between the counties:
Amount In Tons Per Horse Hauled Over The Roads.
AverAg;e for Coantlen. Winter. Spring. Summer. Kail. year.
Allegany 45 .40 .63 .61 .62
Anne Arundel 57 .59 .67 .65 .62
Baltimore 55 .56 .70 .68 .62
Calvert 35 .38 .51 .50 .44
Caroline 58 .56 .64 .64 .61
Carroll 58 .56 .64 .64 .61
Maryland Geological Survey 211
Average for Counties. Winter. Spring. Sammer. Fall. year.
Cecil 47 .51 .78 .73 ,61
Charles 41 .46 .66 .65 .55
Dorchester 65 .78 .82 .79 .76
Frederick 57 .61 .82 .82 .71
Garrett 41 .36 .56 .51 .46
Harford 46 .45 .58 .59 .52
Howard 50 .55 .66 .65 .59
Kent 44 .52 .65 .67 .57
Montgomery 48 .59 .68 .68 .61
Prince Georges 55 .56 .72 .74 .64
Qaeen Anne's 42 .50 .61 .61 .54
St. Mary's 27 .35 .50 .50 .41
Somerset 41 .50 .81 .81 .63
Talbot 44 .58 .72 .69 .60
Washington 58 .57 .68 .71 .68
Wicomico 44 .44 .44 .46 .45
Worcester 42 .54 .71 .71 .60
Average for state 48 .52 .66 .65 .58
The average weight hauled per horse for the state per year is .58 of a ton. The diflFerence between this average and the lowest and highest found in a single county is only 350 pounds. If steep grades do not preclude heavy loads, it often happens that the condition of the road will. For example, in certain sections of the Eastern Shore, the deep sands are always a barrier to large loads. On the other hand there is no very large area in which the roads have been improved to such an extent as to make an extraordinary difference in the amount hauled. Of course there are short pieces of road in many localities which are adapted for heavy hauling; but it is too often the case that the roads have been surfaced while the steep grades remain.
For a discussion of the amount hauled in other places, see a succeeding chapter by Professor Eeid.
Cost of Hauling.
The average cost of hauling one ton one mile in Maryland is estimated at 26 cents. The average for the United States has been estimated by General Stone to be 25 cents. Further account of the cost of hauling in different countries will be found in a subsequent chapter on road*administration in Europe.
12 the present condition of mabyland highways
Guide-Boards.
Few features connected with highways and their construction more greatly facilitate the travel of people unfamiliar with a given road than the guide-boards; and few additions of equal expense add more to the pleasure of the traveler. While the laws of nearly all of the counties require the erection and maintenance of guide-posts at all the intersections of the roads, there is little evidence of their enforcement, as guide-posts on the county roads are almost unknown throughout the entire state. One or two neighborhoods, however, in Harford and Baltimore counties have local farmers' clubs or road leagues, which have put up and maintained guide-boards at all the cross roads.
With the turnpikes it is different, as the law requiring them to establish posts every mile has been enforced. Each post shows the distance of its location from either end of the turnpike. Most of them are made of stone in which the lettering has been cut, others are of wood. On the Xational Road three-sided iron pillars were erected, set with two faces toward the road on which were indicated the distances from Cumberland and Wheeling respectively. These posts were cast hollow, the iron being from one-half to three-quarters of an inch in thickness. At the present time either through wanton injury or accidents, few of them remain intact.
Surveys.
Many of the roads in Maryland have been in use for so long a time that it is impossible to gain any facts regarding the care with which they were constructed, the surveys made, and the grades established, beyond the evidence given by the road itself at the present time. It is probable that they gradually developed from trails and by-paths to well-established thoroughfares. In the case of later roads there is little more to indicate the care with which they were laid out. The usual record consists of a description of the bearings and distances run, which may or may not be accompanied by a sketch. No profiles have been made for establishing grades, and there seldom exist any records by which the locations of a majority of the roads can be identified upon the ground.
Maeyland Geological Suevey 213
Since many deeds introduced the center of a given road as the initial point for bounding adjacent lands, it is of importance that the position of the roads be clearly defined. If no other trace remains to indicate the center of a highway, the middle of the traveled portion of the road must be taken to define the boundary. This, unfortunately, changes, and so may be a number of feet away from the point considered at the time the deed was written. It frequently happens that the encroachments upon the roadway are made by the movement of the fences on either side. This may occur where the land is less favorable for cultivation on one side than on the other, or where there is a personal interest in the gradual shifting of the boundary. After many years it is difiicult to locate the original line of the fence. Where the land is cheap this is not of great moment, but with the increase in value of the land as the area becomes more settled, it is of the first importance that the lines of the roads be well defined and fixed by permanent marks upon the ground.
Highway Conditions In The Counties.
In the foregoing discussion the present condition of the roads has been reviewed from the standpoint of the entire state. The following pages present much more detailed information regarding the roads and their problems in the individual counties. In order that these facts may be readily available, a general uniformity of treatment has been adopted. The discussion under each county includes statistical information regarding the total mileage of the highways and its distribution among the different types of road; succeeded by a general description of the topography, or natural surroundings, and the problems in road-construction which these features present. When the conditions warrant, special descriptions are given of the more important roads, their location, construction, and state of improvement. Information is also given concerning the general condition of the turnpikes which form so im{X)rtant a part of the roadsystem in many of the counties. As tlie figures for the cost of maintenance of the present road-system would be incomplete without in-
214 THE FKBSENT COimiTION OF MABYLAIH) HIGHWAYS
eluding the amounts paid in tolls an estimate of these has been made for each county. The facts concerning the methods of construction and repair of the roads include data relative to the administration of road-affairs, the number of supervisors and men employed, together with their wages, the machinery utilized in the road-work, and the methods in vogue at the present time. The individual accounts are closed with facts regarding the material available for construction of roads found in the county and the figures showing the expenditures during the last ten years. Many of the facts upon which the succeeding pages are based were obtained from the County Commissioners' ofiGlces in the several coimties.
Allegany County.
In Allegany county there are 550 miles of public roads ot 1.15 miles of highway to each square mile of area. Of these roads 60 miles are surfaced with stone while the remainder are of dirt. The main thoroughfares amount to 107 miles or 19 per cent of the total mileage of the county. The location of these roads is given on Plate XX. All of them are free as there are no toll-roadB in the county.
The surface of the country is so rough and mountainous that it renders the location and maintenance of the roads very difficult. Several of them, however, have been located so successfully that although they traverse some of the roughest portions of the state they do not have excessive grades. The required width between fences on new roads is 33 feet. Most of the culverts and drains are constructed of wood, but a few hundred feet of tile drain have been laid.
The roads in Allegany county include some of the most important constructed within the limits of the state, embracing the National Road, and the old Baltimore and Cumberland turnpike. The National Road, which begins at Cumberland and runs westerly towards the Ohio, was first laid out about two miles to the south of its present location and passed over Wills Mountain which was gained by a long steep grade. The present route, which takes advantage of the gap in Wills Mountain known as The Narrows, practically avoids this grade and affords a good example of the advantage to be gained through reconnaissance surveys before the final location of a route is chosen. The portion of the National Road for two or three miles west of Cumberland has been well maintained as this is the principal driving road out of the city. In addition to the large amount of lighter travel, the road sustains all the heavy traffic from the region to the west and north of Cumberland. At present also, part of the road-bed is occupied by the tracks of an electric car line so that at several points the road-way is too narrow for the large number of vehicles. An especially dangerous point is at The Narrows, where the whole available width for the road, the railroads and the electric line is not over 25 feet.
About one-fourth of a mile of the National Road within the limits of
Maryland Geological Subvby 215
Frostburg has recently been resurfaced with limestone, over which was spread a large quantity of cinders. The latter proved an utter failure as they form a mass of black mud in wet weather and are a greater nuisance in dry weather owing to the large amount of black dust which is constantly forming.
The old Baltimore and Cumberland turnpike, although having somewhat higher grades than were permitted in the construction of the National Road, is not excessively steep when the nature of the country is taken into consideration, the maximum grade being 8.5 feet in a hundred. This road was formerly a turnpike but at present no toll is collected west of the Gonococheague river in Washington county, as this portion of the highway is under the care of Allegany and Washington counties. It is now in very bad shape since almost all of the top stone has been worn and washed away leaving the large foundation stones exposed. Sometimes dirt is thrown upon the road to secure a smoother surface. Broken stone has also been put upon some sections for a width of 8 or 9 feet. The old road-bed is about feet wide, much wider than the traffic now requires, so that no attempt is made to maintain the full width excepting along a portion of the road near Cumberland where fine broken shale has been used for surfacing. This makes a very smooth and comfortable road for travel but it cannot, however, withstand any considerable wear.
Many portions of the Williams road running from Cumberland through Twiggtown to Bush are carefully located and well graded.
In Cumberland a number of streets were macadamized a few years ago in a substantial and thorough manner and they are now among the best macadam roads in Western Maryland.
One hundred and sixty supervisors have charge of the roads, and receive $1.50 per day when superintending five or more laborers, and $1.25 when superintending less. About two hundred and sixty laborers are employed, who receive $1.25 per day. An average of forty days in each year is spent in working on the roads.
The road machinery owned by the county consists of four road-machines which cost $940.00. There is in addition one stone-crusher which has been abandoned. It costs about $40.00 a year to keep this machinery in repair. There are to be found very few wagons with tires as wide as three and a half inches — not over 5 per cent. This applies to old and new wagons alike.
The rocks available for road materials consist, for the most part, of limestones, sandstones and shales. The limestones are the most valuable and occur widely distributed. Many of these limestones having a large percentage of sand and siliceous materials are shown by actual tests to have a wearing power considerably above that of the average limestones. Especially good varieties are found exposed along the railroad near Barrellville. The purer sandstones have very little cementing material and as a consequence do not readily compact but form very dusty roads. The shales have little durability and do not make a satisfactory road-metal. The map on Plate XX shows the general distribution of the different rocks in the county.
The following table shows the expenditure for roads during the last ten years. The figures were obtained from the office of the County Commissioners:
The Present Condition Of Maeyland Highways
Allegany Colttty.
Total amount levied Amount cpeut Amount spent Amount spent Amount spent Year. forrondsandbridKeH. for bridges. for new roads, for sione roads, for road repairs.
1889 $18,304.00 $ 5,904.00
1890 34,090.00 16,790.00
1891 30,860.00 About About About 13,560.00
1893 38,500.00 $6,000.00 $800.00 $500.00 31,200.00
1893 36,000.00 per year per year per year 38,700.00
1894 86,365.00 on the on the on the 39,066.00
1895 18,534.00 average. average. average. 11,234.00
1896 32,015.00 34,715.00
1897 37,000.00 19,700.00
1898 33,484.00 35,184.00
$269,042.00 $60,000.00 $8,000.00 $5,000.00 $196,043.00
Cumberland, Frostburg, Lonaconlng and Westernport are the only incorporated towns in the county, and they have been paid the sum of $6200.00 for years, divided as follows: Cumberland, $3500.00; Frostburg, $1100.00; Lonaconing, $900.00; Westernport, $700.00.
Anne Arundel County.
There are 521 miles of road, or an average of 1.31 miles of highway to each square mile of area in Anne Arundel county. Of these about 50 miles are gravel and shell roads, the remainder being of dirt. There are 96 milea of main traveled roads, or 18 per cent of the total mileage. They are shown on the county map in Plate XX. There are no toll-roads in the county.
The Hoad Commissioners have divided the roads into three classes, known as High Boads, First-class, and Second-class Koads; there are 212 miles of the first, 162 miles of the second, and 147 miles of the last.
The surface has been much cut by deep ravines eroded by the action of the streams, and the roads when obliged to cross them invariably have steep grades, frequently reaching 15 to 20 per cent. The more level stretches of road are very sandy, but on the grades the sand has been washed away, leaving a road-bed which is frequently not more than 7 or 8 feet wide, cut a number of feet below the general level of the land, with nearly vertical banks at the sides. On many of the hills there is not room for teams to pass one another. The required width between the fences on the new roads is 30 feet.
Road-machines are used to shape up the road-beds of the dirt roads. Bitches are dug at the sides in some instances, Iput it is found that these roads are so washed on the hills that it soon become necessary to adopt other methods to protect the roadway from destruction. On some of the hills, shells have been placed as a protection to the road-bed, on others corduroy construction has been used for the same purpose but the results obtained have been onl' partially successful.
A few miles of shell road have been built in the northern portion of the county where it has been found that a road 8 feet wide with shell 6 inches
Approximate.
Maryland Geological Survey 217
deep requires from 15,000 to 20,000 bushels of shells per mile. x\n experiment has been made in the construction of stone roads with limestone brought from Frederick county. About one mile of road was covered with the stone which was left loose and unrolled. This cost, including some repairs to the road, was about $6000.00, but it was not considered a success.
Many of the small wooden drains have been replaced by tile drain pipes or brick culverts. About $1500.00 have been expended on the former and $2500.00 -on the latter during the last three years.
Bepairs on the roads are generally made under the contract system. In case any .portion is not let by contract it is done by day labor, the overseers receiving $1.50 and the laborers $1.00 per day. The road-machinery owned by the county consists of 7 new road-machines which cost $150.00 each.
Wide tires are practically unknown on farm wagons, the usual width being about 2% inches.
Considerable quantities of furnace slag are found on the sites of the old iron furnaces. Some of the slag is very brittle and glossy in appearance and does not make a good road-metal. Other portions are less brittle and will easily compact to form a smooth road-surface, though one that will not withstand heavy traffic, as was shown by the tests made on slag from the Ellicott Fumice at Elkridge, the wearing quality of which is considerably below the average limestones. This can also be seen by reference to the table on page 330. Roads in the vicinity of Muirkirk have been surfaced with slag from the furnace at that place. Gravel is the principal roadmetal, as there are no rocks in the county with the exception of a small area near Elkridge Landing.
The following table shows the total amount levied for roads and bridges during the last ten years. At the office of the County Commissioners there could be obtained onl3' the amounts for the years 1892 to 1898 and it is practically impossible to find the amount for bridges, new roads, etc. The county makes no appropriation for the towns towards the maintenance of their streets, but all towns are exempt from road taxes:
Anne A Bun Del County.
Total amoant levied for Total amount levied for
roads and bridges. roads and bridges.
1889 $28,000. 00 1894 $34,006.02
1890 28,000.00" 1895 3.5,686.92
1891 28,000. 00 1896 33,895,45
1892 28,887.68 1897 29,770.30
1893 33,790.41 1898 31,684.45
$311,121.23
Baltimore County.
In Baltimore county there are lOCO miles of road, or 1.72 miles per square mile of area. This total includes 640 miles of dirt road, 310 miles of stone road, and 110 miles of shell road. The main roads which are shown on the county map on Plate XXI measure 170 miles or 10 per cent of the total;
Estimated.
The Present Condition Of Maryland Highways
included in the above figures are 154 miles of turnpikes or toll-roads, whose location is also shown upon the map. The following list gives the names and locations of the various turnpikes operated within the county:
Name.
Baltimore and Frederick Turnpike.
Franklin and Baltimore Turnpike.
Baltimore and Liberty Turnpike.
Baltimore and Reisterstown Turnpike.
Falls Turnpike.
Western Run Turnpike.
Baltimore and Yorktown Turnpike.
Dulaney's Valley and Towsontown Turnpike.
JarrettsvlUe Turnpike.
Dulaneys Valley and Sweet Air Turnpike.
Baltimore and Harford Turnpike.
Bel Air Turnpike.
Philadelphia Turnpike.
Back River Neck Turnpike.
" Piked."
Baltimore to Howard county line.
Baltimore to Franklin.
Baltimore to Carroll countv line.
Baltimore to Reisterstown — two branches to Carroll county line.
Baltimore to Brooklandville.
Marble Hill to Butler P. O.
Baltimore to Pennsylvania line.
Tolls Collected.
Baltimore to Howard county line.
Baltimore to Franklin.
Baltimore to Carroll county line.
Baltimore to Reisterstown — two branches to Carroll county line.
Baltimore to Brooklandville.
Marble Hill to Butler P. O.
Baltimore to Pennsylvania line.
Towson to Meredith* 8 Ford.
Towson to Meredith's Ford.
Meredith's Ford to Taylor P. 0.
Meredith's Ford to Taylor P. 0.
Meredith's Ford to Knoebel.
Meredith's Ford to Knoebel.
Baltimore to Harford county line.
Baltimore to Harford county line.
Baltimore to Harford county line.
Baltimore to Gunpowder river.
Baltimore to near Cow-
No tolls collected.
antou.
From Middle River, 3 miles toward Baltimore.
From Middle River, 3 miles toward Baltimore.
The wide range of soil and topography gves rise to a variety of conditions from that of the hilly, steep portions in the northern part of the county to the level sections in the southern part. Between these extremes are broad areas of slightly rolling country. With such a wide range in conditions nearly all of the different problems in road-making are encountered. The surface in the upper part of the county is so hilly and broken that steep grades are almost unavoidable except by a heavy amount of cutting and filling. Up to the present little of this has been done to reduce the natural grades. It is not alone on the side-roads that these steep grades are found, for there are many on the turnpikes which, like those in otlier counties, were built with too little attention towards securing a proper reduction oi the grades before surfacing.
While the road-beds- of the turnpikes are solid enoug-h their surfaces leave much to be desired. In the vicinity of Baltimore all the roads are welltraveled and the turnpikes, as a consequence, are here in better condition than at a distance where the traffic is lighter. They are repaired in the usual manner by throwing on broken stone which is left to be consoli-
Uajbyland Oeologioal Subvby 219
dated by the wagODs. This has resulted in an uneven road-surface, making an uncomfortable road on which to travel. In addition to the turnpikes there are many miles of road that have been macadamized by the county, particularly in the southern part. This work has been much facilitated by the use of the steam-rollers owned by the county, and more finished roads have been built than is the case in other counties. One of the best of these roads is that between Fork and Kingsville near the latter place. Here is a stretch of macadam road 12 feet wide and about one-half mile long which is now in excellent condition, having stood about 15 months' use with little sign of wear save that a horse-path is beginning to show in places. This piece of road was built of an excellent quality of trai>-rock found in abundance at the roadside. The foundation was first shaped and rolled, then covered with a layer of 2-inch stone, which in turn was thoroughly rolled. The second layer of stone was then spread and rolled. A thin " binder " course was then added making the total thickness of the macadam about 6 inches. The cost of this piece of road was $2268.00. At the beginning of the work Mr. E. G. Harrison, Road Expert of the National Road Inquiry Office at Washington, had charge and completed a section about 200 yards long showing in detail the exact method to be followed. The remainder of the road was completed by the county supervisors according to the directions given by Mr. Harrison and a thoroughly good road has resulted. A view of this road is shown on Plate XVn, Pig. 1.
Immediately west of this piece of road is a stretch which is covered with broken stone to a depth of 10 or 12 inches. The stone was not well spread but simply dumped in cart-loads upon the road. The roller 'then went over the stones compacting them into a firm mass but was not able to efface the trace of each pile of stone which at present can be readily noticed by the slight swells on the surface that have become more and more pronounced with subsequent wear.
Many miles of road have also been surfaced with oyster-shells. One of the finest shell roads in the state is that between Baltimore and Chase, a portion of which is shown in Plate XVIII, Fig. 2. An exceptionally large amount of travel of all descriptions goes over this road, a portion of which west of Middle River is a toll-road, so that repairs are constantly needed to preserve the road smooth and even. The worn-out shells form a large amount of dust which greatly detracts in dry weather from what is otherwise a good road-surface.
The general work done upon the county roads consists in opening the side-ditches, shaping up the dirt roads, and filling in the soft places with broken stone. It often happens that much useless and mud-making material finds its way into the middle of the road rendering it rather worse than better. Much of the broken stone used for patching the bad places in a dirt road becomes useless owing to the soft foundation. Before broken stone is put upon such places the roadway should first be drained and raised to insure an even and hard surface. Shells have been used as a "binder" course on some of the macadam roads. This has smoothed the surface temporarily but the shells soon become fine dust which is a great detriment and accomplish no lasting good.
220 The Pbesext Condition Of Maryland Highways
The maintenance of the roads is under the immediate charge of 15 super* visors who are paid an annual salary varying from $250.00 to $1200.00. Additional men are employed by the supervisors, the number varying according to the amount of work on hand. They receive $1.25 per day. No estimate could be obtained of their average number. Supervisors and men average about 200 days per year upon the roads.
The road-machinery owned by the county consists of two 10-ton steamrollers, three crushers, and five road-machines, the total cost of which was $11,500.00 and it costs about $200.00 annually for repairs. Baltimore is the only county owning steam-rollers. About one-half of the wagons used for heavy hauling have wide tires and nearly all the new ones are equipped with them.
The southern central portion of the county is especially well provided with good road-material. The large area of trap or " nigger head " rock to the north and west of Baltimore has furnished the surfacing for many roads in that vicinity. The gneisses from their wide occurrence form one of the important road-materials. The quality, however, even in the same quarry varies greatly. The marbles do not prove very satisfactory as they are too friable to withstand any considerable traffic. In addition to the rocks there are available within the county quantities of oyster-shells and slag. The slag obtained from the furnaces at Sparrow's Point has exceptional cementing qualities and roads made from this material soon harden and form a surface which is practically a monolith.
The following table shows the amount expended for roads and bridges for the past ten years. These figures were obtained from the office of the County Commissioners:
Baltimore County.
Total amount levied for Total amount levied for
Year. roads and bridisceB. Tear. roads and brldgei.
1880 $ 69,857. 00 1894 $146,689.85
1890 75,056.00 1895 161,691.19
1891 51,074.26 1896 143,867.90
1892 134,793.00 1897 143,000.00
1893 143,936.34 1898 157,215.82
$1,226,681.36
As there are no incorporated towns in the county and all the village streets are maintained out of the general road and bridge fund, the above figures show more than is actually expended upon the county highways proper; but is was impossible to obtain any estimate of the proportion spent in this way so no division of the total amount has been made.
Each year due appropriation is made for roads and bridges and there is no separate account kept of the costs of each material used, but all is charged against the appropriation to the district in which the road or bridge is located, and the whole appropriation is spent.
In addition to the amount shown in the above table it is estimated that $521,000.00 have been paid in tolls during the past ten years, making the total cost to the people of maintenance of the public roads and turnpikes approximately $1,747,700.00, exclusive of private contributions.
MARVLAMO (WOIjOOICAL aUKVIV VOLUME III. PLATE XXI
ROADS AND ROAD MATERtALS.
Maryland Geological Suevey 221
Calvert County.
The total mileage of roads in Calvert county is 265 miles, or an average of 1.21 miles of road for every square mile of area within the county. There is but little gravel and only occasional patches of shell road near the landings. Aside from these all the roads are of dirt.
The main county routes are shown upon the map on Plate XX. The length of the main roads is about 58 miles which is 22 per cent of the total mileage. There are no toll-roads in the county.
The eastern part of the county drains into the Chesapeake Bay while the streams of the western portion flow into the Patuxent river. On the divide separating these drainage areas extending nearly the entire length of the county is located the main road of the district, which encounters comparatively few steep grades. The soil is mostly clay mixed with a varied proportion of sand. The average width of the traveled portion of the road is about 11 feet, except in the sandy portion, where it is but a single track. The required width between fences on the new roads is 30 feet. There has been very little surfacing of any sort put upon the roads and practically no grading has been undertaken.
The road from Sunderland to Hill's Bridge is the direct route from Prince Fredericktown to Upper Marlboro. It crosses many streams, on the banks of which will invariably be found steep grades. At these points the roads are often worn down 10 to 12 feet.
The repairs to the roads are of the simplest character. Three supervisors, one in each district, have charge of repairs, the salary being $35.00 per month. Five laborers are employed by each supervisor and receive $1.00 per day. Supervisors and men work about 150 days every year upon the roads, the work being done between April 1st and October 15th. "With the exception of some smaller tools, ploughs, shovels, etc., there is no roadmachinery owned in the county and there are few or no wide-tired vehicles.
Gravel is the only road material at hand. As much of this is overlain by a covering of soil, sand and clay of varying thickness it is available only on the hillsides when the top soil has been worn away. The general distribution is shown on the map on Plate XX.
The following table shows the expenditure for roads for the last ten years. The amount for bridges, new roads, etc., cannot be separated from the total. These figures were obtained from the office of the County Commissioners:
Caltert County.
Total amount Ii'vled for Total amount levied for
roads and brldgen. roads and bridges.
1889 $4,000. 00 1894 $4,500.00
1890 4,600.00 1895 4,700.00
1891 4,350.00 1896 5,500.00
1892 4,400.00 1897 4,800.00
1898 4,800.00 1S98 4,000.00
$45,650.00
Caroline County.
There are 547 miles of road in Caroline county, or 1.74 miles of highway per square mile of area. Ten miles have been surfaced with either marl or
222 The Present Condition Of Maryland Highways
shells. Of the remaining 537 miles, 413 are on claj soil and 124 miles are on sandy soil. The main roads are shown on the map on Plate XXII. Their length is 60 miles, or 11 per cent of the total mileage. There are no tollroads in the county.
The surface is exceptionally fiat. The grades are less steep than in any other county on the Eastern Shore, but great difficulty has been experienced with sandy roads. Where the depth of sand is not too great, the roadway has been ploughed and this mixes the subsoil with the sand. The road is then reshaped with a road-machine and compacted with a roller. This has been found a great improvement. Where there is a stiff soil the roadmachines are used to shape up the road. A number of short sections have been surfaced with shells which the farmers often haul free.
The road leading from Denton to the Choptank river is much traveled and requires re-shelling nearly every year. The road is on a grade of 6 or 8 per cent over a heavy clay soil. With the exception of a few tile drains which have been laid recently, all the subdrains are made of wood.
There are 53 road-district and 85 supervisors who receive $1.00 per day. They hire on an average 5 men each, who receive 85 cents per day. The county has 5 road-machines and one road-plough, the total cost of which was about $1230.00. There is spent annually on repairs to this machinery between $50.00 and $60.00.
The county has recently rebuilt a portion of the bridge across the Chox>- tank river known as the Dover bridge. The westerly portion of this bridge will be built by Talbot county. As seen from the view on Plate XIX, Fig. 1, the bridge consists of three through trusses. The spans are each 130 feet long and 18 feet wide. The piers are iron cylinders about 5 feet in diameter, filled with concrete. The shore piers are driven 25 feet, the next pair 45 feet, and the two remaining 65 feet. The fioor of the bridge is about 3 feet higher than that of the one replaced. The center span will be a draw-span.
Road Maps.
In the office of the County Commissioners there are maps made in 1896 by the late M. L. Saulsbury, C. E. One is drawn on a scale of three inches to the mile, and the other on the scale of two inches to the mile. The larger scale map shows all the roads in the county, indicating whether each is a clay, sand or shell road; it also gives the length and vndth of all bridges and drains and the distances between intersections of the roads. Such a map is extremely useful, for as changes are made from time to time they can be entered upon the map thus furnishing a record which will show at a glance the general progress and condition of the highways. The smaller scale map shows the roads and other features but is more especially an assessors* map, showing the different property owners.
In addition to the mileage of the roads as given above there are shown on the map 9525 feet of bridges and 323 box drains. Since the time it was made the map has not been posted and brought up to date so that the figures for the roads, bridges, etc., would be somewhat larger at the present time.
Marl and shells are the only materials which have been used upon the roads. Between Denton and Greensboro, marl has been used which was
Maryland Geological Survey 223
obtained from the dredging of the bed of the Choptank river. The amount thus obtained has been practically exhausted and owing to the depth to which the marl lies there is no other way of procuring it.
The following shows the amounts spent upon the roads for the past ten years. No subdivisions of the cost could be obtained at the office of the County Commissioners:
Caroline County.
Total amount levied for Amount spent for Year. roads and bridges. new roads.
1889 $9,000.00
1890 7,000.00 111,000.00
1891 8,000.00
1892 8,000.00
1893 7,000. 00
1894 7,000.00
1895 5,000 .00
1896 6,000.00
1897 6,000.00
1898 6,000.00
168,000.00 $1,000.00
Carroll County.
In Carroll county there are about 800 miles of road or 1.88 miles to the square mile. Of these 42 miles were built by turnpike companies who now collect on only 30 miles, as 12 miles have been abandoned and are now maintained by the county. With the exception of a few short patches of stone road the county roads are of dirt, generally made over a clayey soil.
The main highways of the county are shown on the map, Plate XXI, and are 68 miles in length, or about 9 per cent of the total mileage.
The soil varies from fine-grained compact clay to one with a larger proportion of sand. Occasionally there are found a number of small fragments of quartz intermixed but the proportion of rock fragments is small. The general character of the surface is that of a rolling country, the streams having worn for themselves broad channels which have been cut below the general level to depths varying from 30 to 200 feet. Wherever the roads cross the streams there are steep grades on either bank.
The divides between many of the water courses are comparatively high level tracts on which, so far as possible, the main highways of the county have been located. Such portions of the road have, as a rule, grades rarely exceeding six feet in a hundred. Descending from the higher ground, in order to pass the streams, the grades average 10 per cent vnth occasional short stretches as steep as 12 per cent. The course of a large number of the county roads is at right angles to the general trend of the divides which they cross one after the other. These roads are in consequence very hilly and the most tedious to travel.
The required width between fences on new roads is 30 feet.
The Hanover turnpike which runs north from Manchester is not at present much traveled and has been abandoned. The full red lines on the map
The Present Condition Of Maryland Highwayh
show the portions of turnpikes on which tolls are now collected, the dotted lines showing the portions on which tolls were formerly collected but which are now free roads under the control of the county.
The following list gives the names of the four turnpikes actively operated within the county:
Name.
Liberty and New Windsor Turnpike.
Liberty and Pipe Creek Turnpike.
Westminster and Meadow Branch Turnpike.
Baltimore and Reisterstown Turnpike.
(There is also 1 mile of the Baltimore and Fredericktown Turnpike in this County.)
Piked."
New Windsor to one mile north of Uuionville.
Liberty to Union Bridge.
Westminster to Meadow Branch (2 miles).
Uniontown to Westminster.
Penn. line through Union Mills to Westminster.
Westminster to Reisterstown.
Gambert to Finksburg.
Penn. line through Manchester to Balto. Co. line.
Tolls collected.
New Windsor to one mile north of Unionville.
Liberty to Union Bridge.
Westminster to Meadow Branch (2 miles).
Uniontown to miles S. E. of Uniontown.
Penn. line through Union Mills to Westminster.
Westminster to Reisterstown.
Gambert to Finksbnrg.
The Washington road from Dorsey's Corner to Westminster is probably the most traveled of any in the county, excepting portions of the Baltimore " Pike." Along this road there is very little fencing of any description. The fields have been ploughed on each side leaving 16 to 20 feet for the roadway which has been worn so as to form a broad shallow trench. The width of the traveled portion of the road varies from 13 feet in the vicinity of Westminster to 8 feet on the lesser traveled part. Owing to the lack of grading, pools of water collect after every rain causing deep mudholes. There are a few 10 per cent grades, the average hill on this road being about 7 per cent.
The Manchester road is another important county road. It is a clay road, hilly and rough, most of the grades being from 8 to 10 per cent. In a few places it has been covered with stone which unfortunately was not broken small enough so that the surface is very rough. On the hills the road has been much washed by the rain. The fences are from 20 to 30 feet apart. The traveled way averages about 10 feet in width being narrower on the steep grades and wider on the more level portions.
There is more traffic over the Baltimore turnpike than over any of the county roads. This is a toll-road and receives much attention. The fences are about 15 feet apart and the traveled portion of the road is 10 to 15 feet wide, and still wider near Reisterstown. In places at the side of the turnpike there is a dirt road which has worn down below the grade of the stone road sometimes from 4 to 5 feet. Whenever this occurs or the road is built on an embankment, guard-rails have been erected to prevent teams from accidentally driving over the edge. This is the only road in the state as well protected in this respect. The grades are not over 6 feet in a hundred. The road-surface is formed principally of quartzitic rocks though
MARVLANO OEOLOCUCAL lURVCY VOLUME III, PLATE XXII
Roads And Road Materials.
r
Maryland Geological Survey 225
cr'stalline limestone and hard shale have also been used. The stone for repairs, which are made frequently, is broken to about one inch and a half in size, and this together with the heavy trail&c has produced a hard roadsurface with few or no rough places.
Perhaps the worst piece of toll-road in the state is that running from Gambert to Finksburg, connecting with the Baltimore turnpike. Its condition is in great contrast to that of the latter. Not graded, covered with loose rock, and with little heavy traffic, there only remains a very rough and uneven surface and the toll-gates.
The work done upon the county roads consists of ploughing and opening ditches at the sides, the loose materials being scraped into the center of the road. On the hills breakers are constructed so that the water flowing down the center of the road will be turned to one side when it meets them. With the exception of some of the turnpikes there has been very little grading done upon any of the roads. Small patches of stone road have been constructed here and there but the stone is seldom broken small enough to insure the formation of a smooth surface. Nearly all the small culverts are made of wood, very little tile drain having been used.
The repairs to the roads are under the charge of 37 commissioners, corresponding to supervisors in other counties, who receive $2.50 per day while employed on the road. In addition there are hired some five hundred laborers receiving $1.25 per day. About twenty days in each year are spent in working on the roads. The road-machinery owned by the county includes 15 road-machines, costing in all $3375.00, and one stone-crusher which cost $400.00. There is also a steam road-roller owned by Westminster. Over 75 per cent of the wagons used for heavy hauling have 3*4 -inch or wider tires.
The best of the road material, which is the trai>-rock, is not widely distributed in the county but is confined to limited areas to the south and west of Westminster. It is, however, of excellent quality. The marbles are not suitable for macadamizing as they form dusty roads and their color is very trying. In the northern portion of the county are found quantities of sandstone. Gneiss is distributed throughout the eastern portion. The map on Plate XXI shows the location of these rocks in the county.
The following table gives the amount spent upon the roads and bridges during the last ten years. These figures were obtained from the office of the County Commissioners:
Carboll County.
Total amount levied for Amount spent Amount Bpent for road Year. roads and bridges, for large bridges, repairs and small bridges.
1889 $14,179.31 $1,476.00 $12,703.31
1890 17,201.94 1,081.00 16.120.94
1891 14,653.22 14,653.22
1892 20,542.73 5,71S.0O 14,824.73
1898 14,547.11 206.00 14,341.11
1894 :. 14,798.88 1,500.00 13,238.88
1895 20,835.00 3,853.00 16,982.00
1896 18,223.85 1,464.00 16,759.85
1897 17,474.20 1,041.00 16,433.20
1898 19,632.25 2,039.00 17,593.25
$172,088.49 $18,438.00 $153,650.49
226 The Pbesent Condition Of Maryland Highways
Amounts appropriated to the towns for road repairs are: Westminster, $800.00 per annum since 1894; Manchester, $105.00 per annum since 1896; Xew Windsor, $96.00 per annum since 1896; Taney town, $123.00 per annum since
In addition to the amount shown in the above table it is estimated that $75,000.00 have been paid in tolls during the last ten years, making the total cost to the people of the maintenance of both public roads and turnpikes approximately $247,100.00, exclusive of private contributions.
Cecil County.
In Cecil county there are about 700 miles of road, or 1.87 miles to each square mile of area. There are about 5 miles of stone road, 10 miles of gravel road, 2 miles of shell road, and 683 miles of dirt road. The main county roads are shown on the map on Plate XXn and measure 91 miles, or 13 per cent of the total mileage. There are no toll-roads in the county.
Cecil county presents a greater variety of topography than is usually the case, since the boundary-line separating the Coastal Plain from the Piedmiont Plateau passes across the center of the county while its western border is formed by the deep gorge of the Susquehanna. In the Rising Sun and Port Deposit districts the roads for the greater part are rough and hilly, in some places the grades being over 15 feet in the hundred, while grades of 12 feet in the hundred are of frequent occurrence. On the steeper grades the roads have gradually been cut deeper and deeper by the rains until the sides have become steep and the width of the roadway about 8 feet.
On the tnore level sections of traveled way a width has been maintained varying from 12 to 14 feet, averaging about 12 feet. Many of these level portions present a very neat appearance, being lined with rows of carefully trimmed hedges and closely cut turf-banks at the sides. Clay, gravel, and occasionally sand form the natural road-bed of these districts.
The portion of the county south of Chesapeake City is flat, the roads in consequence having but few heavy grades which are found on approaching streams whose channels are some 10 to 20 feet below the general level of the surrounding land. Sandy roads predominate. Clay forms the material of the lesser portion.
The road from Elkton to Chesapeake City is one of the most traveled routes and is the main road leading into Elkton from the southern portion of the county. The grades for the most part are not excessive, 8 feet in a hundred being the maximum. Where the grades occur the roadway has gradually been worn down by the action of the water and narrowed, but on the average the traveled portion of the road is about 14 feet, varying from 10 to 15 feet. The width between the fences or hedges is from 30 to 35 feet. In some parts the road-scrapers have been used for shaping up the roadway, the turf and dirt at the sides being put upon the middle of the road. The ditches are about 3 feet from the fence line. Clay and sand either separate, or mixed, form the soil of the road-bed. A portion of the road from Chesapeake City has been made into a good shell road.
Perhaps no better example of a clay road can be found than the one from Elkton to Northeast. During the winter months and wet weather this road is practically impassable. Some attempt has been made to raise the roadway by throwing clay from the sides to the center, but the rains soon wash it back into the ditches. To put this piece of road into passable con-
Mabtland Obologioal Subvsy 227
dition would require the construction of deep sidc'bitches, thorough underdrainage, and a filling in of the roadway with good grayel.
The only long stretch of stone road in the county is between Elkton and Providence. The larger part of the cost of its construction was borne by the late Wm. L. Singerly, the owner of paper mills at Providence and a pulp mill at Elkton, who found it imperative to have a good connecting road. This road was built between 1880 and 1897, during which time the county appropriated from $600.00 to $800.00 annually towards the cost of construction. The total cost of the road is reported to have reached $60,000.00. The bed of this road consists of two layers of stone, the first coarsely and the second finely broken, covered with a rather thick layer of cinders. The cinders aided in smoothing up the road in the begrinning, but now have been ground to a fine dust that is very disagreeable in either wet or dry weather.
In the spring and summer the roads are shaped and the ditches opened. When the character of the soil will permit the shaping is usually done with the road-machine. It is not uncommon to see as the result of repairs, mounds of sod along the center of the road.
Broken stone has been used to a very limited extent. It is spread and left loose to be compacted by the traffic. Dirt is oftentimes thrown over the stones to smooth up the surface, but in no instance has a smooth road resulted. The stone is not broken small enough and the trafiic is insufficient to compact it.
The repairs are made under the direction of 90 supervisors, 10 being assigned to each district. The pay of the supervisors is $1.25 per day. Each employs from 2 to 10 men according to the circumstances, who receive $1.12 per day.
The road-machinery owned by the county consists of 12 road-machines and a stone-crusher, the total cost of which was $3500.00. About $150.00 is spent annually on repairs to this machinery.
There are very few farm wagons provided with wide tires and it does not seem to be the custom to order them for new wagons.
The northern section of the county is well provided with a variety of good road materials. Between Conowingo and Bising Sun is a large area of gabbro or trap, while south of Port Deposit, near Elkton and at numerous other places there are ledges of trap that rank with the best road-metals in the state. At Port Deposit also, granite is quarried extensively and the smaller pieces are crushed to a size suitable for use on the roads. In the southern portion of the county, gravel and oyster-shells form the local road-metals.
The following table shows the amount that has been expended upon the roads during the last 10 years. No division of the cost has been made, so that only totals for the different years can be given. The figures were obtained from the office of the County Commissioners:
Cecil County.
Total amouDt levied for Total amoant levied for
Tear. road and bridges. Year. roads and bridges.
1889 $15,000.00 1894 $20,000.00
1890 22,000.00 1895 17,777.00
1891 13,212.09 1896 20,000.00
1892 20,000.00 1897 20,000.00
1893 25,000.00 1898 20,000.00
$192,989.09
228 The Pbe8Ext Condition Of Mabtulnd Highways
The total an)r>unt received by Cecil ton, Chesapeake City, ELkton, Northeast, Charlestown, Perry ville. Port Deposit and Rising Sun for road-repairs in 1898, was $1575.00.
Charles County.
In Charles county there are 465 miles of road, or 1 mile of highway to each square mile of area. 365 miles are of dirt, and about 100 miles are of gravel. The main roads shown on the map on Plate XXII are about 100 miles in length, or 22 per cent of the total mileage. There are no toll-roads in the county.
The general surface features are those of the Coastal Plain west of the Chesapeake. There is, however, a considerably larger proportion of level area than is found in adjacent counties. Wherever the roads cross the streams, they invariably have steep grades, of from 10 to 15 per cent. At these points the roadway has been much worn away by storm- water and is generally too narrow.
The change of the county seat from Port Tobacco to La Plata necessitated opening new roads, making more direct routes to the new county -seat. Among these was the new road between La Plata and Lothair which shortened the distance to La Plata for all travel from the neighborhood of Cox*s Station. The route followed runs parallel to and a few hundred yards to the west of the railroad line. By adopting this location it was necessary to cross the headings of a number of small ravines, thus making a hilly road which could have been avoided if the location had been on the easterly side instead of the westerly side of the railroad. The road as opened has not been graded and is merely a surface road. The roadway has been cleared for a width of 30 feet, with a width between ditches of about 25 feet. There are a number of short grades as steep as 15 per cent. It is intended ultimately to gravel the whole of the roadway, and a part of it has already been surfaced, but this road in its present location cannot be made a good one without a very large amount of grading. The length is about 2 miles and the cost $2500.00.
The road from La Plata to Bryantown has been surfaced with gravel and is one of the best in the county.
The repairs of the county roads are in the charge of 9 supervisors who employ 27 laborers. The supervisors are paid $1.50 per day, and the laborers $1.00 per day. The laborers are divided into 9 corps each in charge of a supervisor. They work on the roads about 125 days in each year. At one time the county owned one road-machine, but its use has been discontinued. Aside from this the county owns no road-machinery.
Wide tires on the farm wagons are the exception, and it is not generally the practice to have them on new wagons.
The required width between the fences on new roads is 40 feet. It has been found that roads surfaced with gravel to a width of 9 feet and about 6 inches thick using 750 cubic yards of gravel have cost approximately $225.00 per mile. This merely covers the cost of throwing the gravel upon the road, the grading and draining being additional. Only wooden drains have been used for draining as no tile drains have been laid for this purpose. Those portions of roads which have been repeatedly graveled and
Maryland Geological Survey 229
are now well-seasoned and compacted, remain firm and hard in all kinds of weather.
As is seen by a glance at the map, Plate XXII, the gravel beds are well distributed over all portions of the county. The character of the gravel varies, one section containing different proportions of clay and sand from that of another. The gravel used upon the roads in most instances was that which was closest at hand and showed considerable variability. On some roads the gravel has compacted, making a firm and solid road-bed, while on others, owing to the sandy nature of the gravel it has not compacted as well. To obtain the best results it would be necessary to make a careful selection of the material used.
The following table shows the amounts expended for roads and bridges during the last ten years as obtained from the office of the County Commissioners:
Total amount levied for Amount spent for Amount spent for
Tear. roadH and bridges. bridges. new roads.
1889 18,000.00
1890 8,000.00
1891 8,000.00
1892 8,000.00
1893 7,000.00
1894 7,000 .00
1895 7,000.00
1896 7,000.00 $750.00
1897 7,000.00 900.00
1898 9,500.00 |t2,500.00
$76,500.00
The amounts levied for road and bridge purposes in years indicated have generally been spent without separating — most of the bridge repairs and work having been done under the direction of the supervisor.? and the regular road force.
The two amounts in column for bridge expenses were for two iron bridges built under contract, and represent the only iron bridges in the county.
Dorchester County.
In Dorchester county there are 600 miles of road or 0.99 miles per square mile. There are about 20 miles of shell road, the remainder being of dirt. The main county roads shown upon the map are 109 miles in length, or 18 per cent of the total mileage. There are no toll-roads.
About the flattest portion of the Eastern Shore is found in Dorchester county, the southern part of which is but a few feet above tide-water. The road-beds are practically without grade and in many portions it is very difficult to obtain sufficient slope for the side-drains to carry off surfacewater. Where the areas are marshy the roads have frequently been corduroyed and covered with earth while the sandy roads have become deeply rutted by the teams following each other in the same tracks.
From Cambridge to Church Creek, which is one of the principal lines of
The Present Condition Of Maryland Highways
travel of the county, a shell road has been constructed. In the Tlcinity of Cambridge the shelled portion is from 15 to 20 feet wide, narrowing down to 10 feet farther away. From Cambridge to East Newmarket the road has been shelled an average width of 12 feet for three or four miles out of Cambridge. There is also a shell road fully 15 feet wide from East Newmarket to Secretary over which there is a considerable amount of hauling. Most of the other roads in the immediate vicinity of Cambridge have likewise been shelled.
A mile of road covered 10 feet wide and 8 inches thick requires about 40,000 bushels of shell, which cost % of a cent a bushel. The average cost for hauling and spreading is about cents to 3 cents per bushel, making a total cost of shells placed upon a road about 3 cents per bushel. A man can spread in the neighborhood of 2000 bushels per day. The required width between fences on new roads is 30 feet.
Repairs on the roads are in charge of 53 supervisors who receive, when engaged upon general work, $1.25 per day, which work is usually done before July 1st; during the remainder of the year, for such work as may be necessjiry, they are paid $1.00 per day. On general work the supervisors employ from 4 to 8 laborers, and on other work, 1 to 8, according to the necessity. Laborers are paid 75 cents per day. On an average there is annually paid to the supervisors, $1500.00 and the yearly amount paid for other labor during the last three years has been $5000.00. The attempt has been made to let out the work by contract, but there were no bidders within reasonable limits and this system was abandoned. There was formerly one road-machine. The county at present has no machinery, the results not being satisfactory. Wide tires are used but little, the majority being 2 to 2yg inches in width.
There is neith'r stone nor gravel in the county, the only road material at hand being oyster-shells.
The following table shows the amount expended for roads and bridges during the last ten years. These figures were obtained from the office of the County Commissioners.
Dorchbster Cofnty.
„ Amount spent
Total amount levied for for
roads and bridges.
Year.
lH8t $10,728.00
1890 10,717.00
1891 12,709.00
1892 11,125.00
1893 9,782.00
1894 8,979.00
1895 8,810.00
1896 11,387.00
1897 12,902.00
1898 10,000.00
bridges.
$2,000.00 2,000.00 2,000.00
Amount spent for new roads.
$297.00
Amount spent for
shel
roads.
$1,200.00 1,900.00 8,500.00
Amount spent for road-repairs.
$7,890.00 8,941.00 4,152.00
Total $107,134.00
The amonnta in bridge expense column are average amounts for the last three vears.
Makyland Geological Survey 231
Amounts for shell roads are given in round numbers, being within a few dollars of amounts found by actual search of the records.
Cambridge received $700.00 per annum previous to 1898 and for that year, $1200.00: East Newmarket, $20.00 per annum.
Frederick County.
The total mileage of roads In Frederick county is 1280 miles, or 2.02 miles to the square mile. This is the largest mileage of any county in the state. There are 1150 miles of dirt road and about 130 miles of stone road. Toll is collected over 129 miles of stone roads, leaving only short patches built and maintained by the county. The main roads, including the turnpikes, are shown on the map, Plate XXIII. Their mileage is 172 miles or 13 per cent of the total mileage. It is a noticeable feature that nearly all of the main thoroughfares in the county are turnpikes. This is especially true about Frederick from which radiate nine turnpikes that are very well traveled within three to five miles of the city. The portion gf the Frederick and Woodsboro turnpike from Frederick to Ceresville bridge is more traveled than any of the others.
The amount of travel on the majority of the county roads is secondary in consideration to that which follows the turnpikes, as they are usually feeders to the latter. The most traveled county roads are those from Knoxville to Brunswick, and from Woodsboro to Libertytown. Much of the heavy hauling that now goes over the Liberty and Woodsboro road formerly went over the turnpike through Johnsville and Uniontown, and thence to Baltimore, or else by the way of the old Liberty road to Baltimore. Much of the produce of the lower portions of Middletown valley is now hauled over the Knoxville and Brunswick road.
Nearly all of the turnpikes in the vicinity of Frederick cross the gently rolling country forming the Frederick valley which is shut off from the Middletown valley and the western portion of the county by the Catoctin mountain. The northern portion of the county is more broken and the roads as a consequence rougher.
The " pike " west of Frederick where the grades are light crosses the Catoctin mountain to Middletown with nearly an 8 per cent grade. Across the Middletown valley the " pike " follows the undulations of the country resulting in many short grades of 8 to 9 per cent. Part of the road in the Frederick valley is surfaced vth limestone for the first two miles from Frederick and is worn down comparatively smooth. The vdth of the traveled way on this section is about 15 feet. On the x>ortion over the Catoctin mountain and acro the Middletown valley the surface is for the most part of " flint or quartzitic sandstone, and paralleled in many places by a dirt roadway. As the sections having the " flint " rock are rough, dirt and soft shale have been thrown over the stone to render the surface smoother. The surfaced portion of the roadway through Middletown valley does not average over 9 feet in width, although the road-bed is about 30 feet wide. The fences along this road are from 50 to 55 feet apart.
The turnpike leading to Yellow Springs, except for the first mile or so from Frederick, is generally rough, with many loose stones on the surface. There is not enough hauling over it to compact the quartz rock with which
THE PRESENT CONDITION OF MARYLAND HI(iII\VAV5<i
the greater portion of the road is surfaced. On the part near Frederick limestone has been used and this has compacted better. The width of the traveled portions of the road is about 11 feet; fences are from 35 to 40 feet apart.
The Woodsboro turnpike from Frederick to the Monocacy river, is the best piece of road in the county and one of the best in the state.
The following turnpikes are operated in Frederick county:
Name. Adamstown Turnpike.
Buckeystown Turnpike.
Frederick and Ballinger Creek Turnpike.
Frederick and Emmitsburg.
Frederick and Jefferson.
Frederick and Monocacy.
Liberty and New Windsor.
Liberty and Pipe Creek.
Frederick and Woodsboro.
Liberty and Frederick.
Monocacy and Urbana.
Woodsboro and Creagerstown.
Woodsboro and Frederick.
Woodsboro and Double Pipe Creek.
Baltimore and Frcdericktown.
Frederick and Catoctin Mountain.
Frederick and Opossum.
Frederick and Washin?-
ton (or Georgetown).
The cost of putting stone on the roads for a width of 14 feet and a depth of 9 inches was given as from $1750.00 to $2000.00 per mile, 3.500 perches of broken stone being used. In the last three years there have been laid from 1000 to 2000 feet of tile drains for draining the roads.
There are 346 road supervisors in Frederick count}' who receive $1.25 per day, or when superintending six or more laborers $1.50 per day. In addition to these supervisors there are employed for a short time about 1000
"Piked." Adamstown to Doubs, and to intersection of Noland's Ferry Road.
ToUb Collected. Adamstown to Doubs, &c.
Frederick to one mile beyond Buckeystown.
Frederick to one mile beyond Buckeystown.
Jefferson Turnpike to Ballinger Creek.
Jefferson Turnpike to Balliuger Creek.
Worman's Mill to Emmitsburg.
Frederick to Jefferson.
orman's Mill to Emmitsburg.
Frederick to Jefferson.
Frederick to Monocacy river.
Frederick to Monocacy river.
New Windsor to one mile north of Unionville.
New Windsor to one mile north of Unionvllle.
Liberty to Union B'dge.
Liberty to Union B'dtre.
Frederick to Monocacy river.
Frederick to Monocacy river.
Monocacy river to Liberty.
Monocacy river to Libertv.
Araby to three miles beyond Urbana.
Araby to three miles beyond Urbana.
Woodsboro to Creagerstown.
Woodsboro to Creagerstown.
Liberty ''Pike" to Woodsboro.
Liberty "Pike" to Woodsboro.
Woodsboro to Double Pipe Creek.
Woodsboro to Double Pipe Creek.
Blue Ridge to Ridgeville.
Blue Ridge to Ridgeville.
Frederick to Catoctin mountain.
Frederick to Catoctin mountain.
Frederick to Forks of County Rd. (3 miles.)
Frederick to Forks of County Rd. (3 miles.)
Frederick to Arabv.
Frederick to Arabv.
! i i
Hi!
Roads And Road Materials.
Makyland Geological Survey 233
laborers, who are paid $1.25 per day. The supervisors and men average from six to ten days' work per year.
The road-machinery owned by the county includes four rock-crushers, 15 road-machines or scrapers, a few hand scoops and picks, hammers, sledges and shovels. The rock-crushers cost about $700.00 each, and the road-machines about $200.00 each. There are $300.00 worth of small tools, making in all about $6100.00 worth of road-machinery. From $300.00 to $400.00 are spent annually for repairs.
Over three-fourths of the wagons used for heavy hauling have tires 3% or more inches in width. Nearly all of the new wagons are provided with wide tires.
The required width between fences on new roads is 30 feet.
The road-materials consist of trap-rock, limestone, quartzite and sandstone. The best of these is the trap-rock which is popularly known as " nigger-head " rock. This occurs in massive bands or dikes extending southward from Knimitsburg to the Potomac. About Emmitsburg this rock has a coarse granular structure and is known commercially as Gettysburg granite. This coarse-grained variety is not of so great value for a roadmetal as the compact fine-grained rock found elsewhere in this dike. This stone can be conveniently shipped by rail. The limestone is confined to a limited area about Frederick and is generally rather soft. The harder varieties are found to have a considerable percentage of siliclous material and made a better road-metal than those with less silica. The western portion of the county is furnished with sandstone and quartzitic rocks which present a very great variability of structure. The shales in the eastern portion are not of especial value as a road-metal. The map on Plate XXIII shows the location of the different rocks in the county.
The following table shows the amount expended for roads and bridges during the past ten years. These figures were obtained from the office of the County Commissioners:
Frcderick County.
Aiuonnt spent Amount speLt Amount spent Amount Apent Total amount levied for for Cpr for for
Tear. roads and bridges. bridges. new roads. stone roads. road-repairs.
1889 $47,964.64 $25,065.58 $1,515.91 $21,383.15
1890 21,227.80 2,500.001 190.98 18,536.82
1891 21,543.65 2,.500.00i 374.50 18,669.15
1892 26,031.77 2,500.001 1,184.11 22,347.66
1893 27,649.07 2,500.001 1,439.07 . .. 23,710.00
1894 81,6-.54.50 5,000. OOi 424.50 26,200.00
1895 37,309. 71'J 2,500.001 2,069.01 32,740.70
1896 29,106.46 3,758.54 504.87 $500,001 24,343.05
1897 39,545.05 13,495.81 3,919.24 2,000.001 20,130.00
1898 26,814.75 3,000.001 1,814.75 500.001 21,500.00
$308,817.40 $62,819.93 $13,436.94 :?3,000.00 $229,560.53
- Estimated. Previous to 196 there was little or nothing spent for stone roads as far as the books show, and since then onlv a rou£h estimate can be made.
- Includes $9000 for snow drifts.
234 The Present Condition Of Maryland Highways
Walkersville and Unionville receive $25.00 each; and all the roads (except turnpikes of incorporated companies), in towns, except in Frederick City, Thurmont and Emmitsburg, are allowed the regular appropriation of $12.00 per mile.
In addition to the amount shown in the above table it is estimated that $395,000.00 have been paid in tolls during the past ten years, making the total cost to the people of the maintenance of the public roads and turnpikes approximately $003,800.00, exclusive of private contributions.
Garrett County.
The total mileage of roads in Garrett county is 650 miles, or 0.96 miles per square mile of area. In the disputed strip of land along the western boundary of the county there are about 50 miles of road, but as these have never been under the care of Garrett county, they are not included in these statistics. No stone roads have been constructed by the county. The 22 miles of the National Road vdthin the county is the only stretch of stone road. The main roads are shown on the map on Plate XXIV, and have a mileage of 80 miles, or 12 per cent of the total mileage. There are at present no toll-roads in the county as toll has not beer, collected on the National Hoad since 1878.
The roughest and wildest country to be found in the state is in Garrett county. The mountainous character of the whole area imposes some of the hardest conditions upon road-construction. Many of the roads on a sidehill location are oftentimes so narrow in places that teams cannot pass. Some of the roads when first opened were simply lumber roads, and were scarcely more than clearings. As the timber from a particular area was exhausted, a large number of these roads became disused. Some of them, however, have been kept open and they are the roughest in the state.
A good example of a narrow side-hill road is to be found near Friendsville on the road to Accident where the entire roadway is not over 12 feet wide and extends for about three-fourths of a mile on a 10 per cent grade. The mountain slope is very steep, and no form of guard-rail is provided to prevent a frightened animal dashing dovni the mountain side.
Tn the location of the Hoop Pole Ridge Road advantage was taken of the narrow level strip found on the top of the Hoop Pole Ridge, which portion of the road has comparatively easy grades. This thoroughfare continues on through McHenry and Hoye's to Friendsville, on the westerly slope of the divide between the area draining into the Potomac river and the area draining into the Youghiogheny river. On this slope are very steep grades. On a hill near Hoye's they are as high as 20 per cent.
The road running south from Oakland to Gormania has many steep grades. One in particular near Gormania measured twenty-two per cent. In the summer of 1898 the County Commissioners had surveys made for a relocation of a portion of the road so as to avoid this excessive grade.
Around Oakland and Deer l*ark, where the road-beds are comparatively free from rock, road-machines have been used to shape the roadway. As most of the soil is clay with some sand, verj' good dry- weather roads can be made, but with much travel they become deep with dust in dry weather or with mud in wet weather.
The portion of the National Road within Garrett county is in bad condition. In many places it has been worn down to the large foundation stones.
Maryland Geological Survey 235
while on the hills it is gullied into a very rough and uneven roadway. Sections have been covered with broken stone, which was put on in such large pieces that travel invariably turned to one side. The width of the old roadbed is about 20 feet, which is far wider than the present small amount of travel requires. An appropriation of $600.00 per year is made by the county for this road.
On the hilly portions of the roads breakers are constructed to turn aside the rain-water, and some of them, judging from their size, have received too much attention. Broken stone has only been used to fill up mud holes, a method of repair which has oftentimes resulted in forming two new depressions on either side of the first, for the dirt soon wears away from the stone, making new places for the wat-er to collect. It is the common custom to throw everything from the ditches into the middle of the road. The steep grades on most of the county roads which resulted from inattention to their proper location when the roads were first laid out can only be remedied by relocations.
The required width between fences is 30 feet. The width of the traveled way varies from 15 feet on level stretches to 7 or 8 feet on the hilly portions. Lumber is used for constructing the drains.
Itepairs to the roads are under the immediate control of 167 supervisors, who are paid $1.50 per day. The supervisors have under them five men each, who receive $1.25 per day. Supervisors and men average one week per year on the road. The county owns five road-machines which cost about $800.00 in all. $50.00 a year is spent in repairs to this machinery. AVide tires are seldom found on the farm wagons.
The rocks available for road purposes shown by the map on Plate XXIV are widely distributed and consist of successive bands of sandstones, limestones, and shales. While these rocks do not make the best road-metals, yet it is possible to obtain very satisfactory results from many of the harder sandstones and limestones. The shales compact easily but are not durable and roads made of them become very dusty in dry weather and muddy in wet.
Good exposures of limestone occur at Sang Run, on the road between Accident and Friendsville, and at many other points, especially along the Baltimore and Ohio Railroad. Sandstone has been used in and about Oakland, but not always of the hardest and most durable varieties.
The following table shows in detail the expenditure for the last ten years on different portions of the road-work. These figures were obtained from the office of the County Commissioners:
Garrett County.
Total amount le ied Amount spent Amount spent Amount spent
Year. for roads and bridges. for bridges. for new roads. for road repairs.
18M9 $8,999.46 #1,804.96 $131.50 $7,063.00
1890 9,112.98 554.02 63.75 8,495.21
1891 8,649.14 1,318.12 160.92 7,170.10
1892 9,677.27 1,289.46 194.50 8,193.31
1893 9,708.38 1,004.53 288.00 8,410.85
1894 13,990.82 1,805.53 2,020.32 10,164.97
1895 12,153.86 1,. 575. 04 185.50 10,393.32
1896 15,772.43 1,797.97 3,400.00 10,574.46
1897 11,707.11 1,616.59 10,090.52
1898 13,647. 60 3,398. 10 64 . 50 10, 190 . 00
$113,414.1)5 $16,19)732 $008.99 $90/745774
The Present Condition Of Maryland Highways
Amoants levied Tear. for towns.
1890 $430.00
1891 430.00
1892 430.00
1898 580.00
1894 580.00
Amounts levied Year. for towns.
1895 $630.00
1896 630.00
1897 630.00
1898 680.00
Harford County.
There are 800 miles of road in Harford county, or 1.90 miles per square mile. 680 miles are dirt road, 100 miles stone road, 15 miles gravel road, and 5 miles shell road. The main roads are shown on the map, Plate XXIV. They have a mileage of 96 miles, vthich is 12 per cent of the total mileage. Included in the mileage of stone roads are 8 miles over virhich toll is collected.
The location of Harford county gives a great variety of roads, due to the varying surface conditions. In the northern portion, the land is much broken and there is an abundance of rock. This rough and hilly area merges by degrees into the low and level section on Gunpowder Neck.
Although considerable attention has been given to the building of stone roads, many being built of trap-rock, the stone has generally not been broken small enough to be compacted readily by the traffic. Consequently the surface of these roads is invariably rough, although a firm road-bed has been obtained which is far better in winter and spring than the former dirt roads.
The road from Bel Air to Hickory has been surfaced with trap-rock but ruts have formed over nearly the whole distance. In many places there are two or three sets of such ruts, the second set being formed in avoiding the first set, and so on. The width of the stone covering varies from 15 feet in some places to not over 7 feet in others. Where the macadam is narrow there is generally a dirt road at the side. Such a road as this could be made hard and smooth by surfacing it with a two-inch layer of broken stone well rolled down.
Near Dublin there has recently been constructed a few hundred yards of stone road furnishing an excellent example of how not to construct a road. A layer of boulders ranging in size from one to two feet was laid on an ungraded road-bed to a depth varying from 10 to 24 inches. These large stones or boulders were placed in a loose and unskillful fashion leaving large spaces between them. Over this layer of large rocks was spread a layer of stone from 3 inches to 6 inches in size. The road when seen had been left in this condition for over six months. Wherever possible the travel has turned into the neighboring fields to avoid going over this mass of loose stones. Such a piece of work is a waste of both time and material.
On the roads in the hilly portions of the county the roadway is generally narrow and the repairs consist in making water-breakers. The dirt roads on less rocky soil are rounded up with road-machines.
The roads in the southern section on the Gunpowder Neck have no heavy grades. The soil is a clay mixed with more or less sand which forms a
MAirVLAMO OaOUMMOAL aunVKV VOLUME III, njTE XXIV
Roads And Road Materiaia
Maryland Geological Suevey
hard road in summer, but one which becomes very dusty with any considerable traveL
Near Churchville there is a piece of road that was improved under the direction of Mr. Harrison, Highway Expert of the Office of Road Inquiry, U. S. Department of Agriculture. A small amount was macadamized, but for the larger portion of the distance the money was sufficient to provide only a system of underdrainage. About 175 yards of road 12 feet wide was surfaced and the underdrainage was extended 400 yards further. The whole work cost $608.39.
The following turnpikes are operated in Harford county:
Name. Harford Tampike.
Bel Air Turnpike.
From Baltimore County line to within miles of Bel Air.
From end of Harford Turnpike to Bel Air.
Tolls Collected.
From Baltimore County line to within miles of Bel Air.
From end of Harford Turnpike to Bel Air.
There are 10 general supervisors, who appoint sub-supervisors; the former receive $2.00 per day, the latter $1.25 per day. The repairs in the neighborhood of Darlington, Churchville and Bel Air, have been under the supervision of local Boad Leagues. The first of these Road Leagues, and the first of its kind in the United States, wrs the one formed at Darlington in 1S87 by residents in the vicinity of that place. The League has now in charge the maintenance of about 15 miles of road. The work is in the hands of an overseer, the same one being employed from year to year. He, in turn, hires what men are necessary. Formerly the League raised a portion of the funds by subscription, the county also making an appropriation. At present, however, the only money spent by the League is the amount granted by the County Commissioners, which is from $400.00 to $500.00 per year. The machinery owned by the League consists of a road-machine, a stone-crusher, and an equipment of smaller tools. The Bel Air and Churchville Leagues are modeled after the one at Darlington. It has been found that while the enthusiasm is great in the beginning it soon abates and leaves the carrying on of the work to a very few. The Bel Air and Churchville Leagues were both organized in the fall of 1894.
The road-machinery owned by the county includes 11 road-machines, 1 stone crusher, and 1 horse-roller, which cost in all about $3000.00. The repairs to this machinery cost $200.00 a year.
It is estimated that only 1 per cent of the farm wagons have tires 3V2 inches or more in width, and it is not the general custom to have new wagons provided with wide tires.
Good road material is found more widely distributed in Harford county than in any other. Broad areas of tmp-rock extend in a northeasterly direction across the entire county and, save in the extreme northern and southern portions, there is no section which cannot be readily supplied with this rock. Near the mouth of the Susquehanna the trap-rock is most favorably situated for shipment by water to any point to which it may be desired to send it, especially to the southern and eastern parts of the state which are entirely devoid of good road-material. In addition to the trap-
238 The Present Condition Of Maryland Highways
rock there are found quantities of gneiss and quartzitic rocks which lend themselves fairly well for road-purposes. The map on Plate XXIV shows the general distribution of the various rocks throughout the county.
The following table shows the amount expended upon the roads and bridges for the past ten years. These figures were obtained from the office of the County Commissioners:
Habfobd Oountt.
Total amoant levied for Amoant spent Amonnt spent
Year. roads and bridges. for bridges. for road-repairs.
$19,000.00 $19,000.00
1890 40,000.00 $1,000.00 39,000.00
1891 37,496.00 1,000.00 36,496.00
1893 57,554.00 1,000.00 56,554.00
1893 39,000.00 800.00 38,300.00
1894 37,000.00 900.00 86,100.00
1895 35,000.00 700.00 34,300.00
1896 33,000.00 600.00 33,400.00
1897 30,000.00 500.00 19,500.00
1898 31,000.00 700.00 30,300.00
$309,050.00 $7,300.00 $301,850.00
In addition to the amount shown in the above table it is estimated that $30,000.00 have been paid in tolls during the last ten years, making the total cost to the people of the maintenance of the public roads and turnpikes approximately $329,050.00, exclusive of private contributions.
Howard County.
In Howard county there are 448 miles of road, or 1.79 miles per square mile. There are 400 miles of dirt road and 48 miles of stone road, which includes 35 miles of toll-road. There are 13 miles of stone road built and maintained by the county. The main county roads shown on the map on Plate XXIV, aggregate 60 miles, or 13 per cent of the total mileage.
Howard county occupies a portion of the Piedmont Plateau and has a general level rising from 500 feet on the east to 750 feet on the west. The main topographical feature is the continuous stretch of comparatively level land which forms the divide between the Patapsco and Patuxent drainage basins, and which extends easterly and westerly the entire length of the county. The Old Frederick Road follows this divide very closely, but the location of the more direct New Frederick Road takes it near the southern edge, necessitating somewhat heavier grading than on the earlier location. The streams have cut deeply into the surface making many rough and steep hillsides. The soil is for the most part a mixture of clay and sand, some places being a very heavy stiff clay.
There is much hauling over the roads which lead to the different stations on the Baltimore and Ohio railroad, so that the portion of the Baltimore and Frederick turnpike between Lisbon and St. Charles College has little through teaming. A particularly good example is here afforded of the effect upon the direction of travel produced by the building of a rail-
Maryland Qeological Survey 239
road. Formerly all the heavy hauling was along the turnpike, whereas now the turnpike is followed only to the nearest cross-road which leads to a railroad station. For 6 or 8 miles west of Ellicott City there is more travel of all descriptions over the Baltimore and Frederick turnpike than over any other piece of road in the county.
This turnpike is the principal road of the county which it traverses from east to west. Repairs are made frequently, and it is, as a whole, in good condition. It was noticed that the better traveled portions were smoother than the lesser traveled ones. Considerable trap or nigger-head " rock, taken from the diabase dike near Pine Orchard, has been used for surfacing. This rock is broken by hand and left in piles at the side of the road to be used as occasion requires.
Many of the county roads have been improved by vddening and in some instances by stoning them. The method of placing the stone on the road does not produce a smooth surface, as it is spread upon it in coarsely-broken pieces forming a layer 6 to 15 inches deep and 10 to 15 feet in width. The cost of such a road with a covering, of stone 12 feet wide and 6 inches deep is given as $1000.00 per mile, 1056 perches of stone being used.
The turnpikes operated in Howard county are:
Name. "Piked." Tolls Collected.
Baltimore and Frederick Ellicott City to Ridge- Ellicott City to Ridge-
Turnpike, ville. ville.
Ellicott City and Clarks- Ellicott City to Clarks- Ellicott City to Clarks-
vllle Turnpike. ville. ville.
Triadelphia Turnpike. Glenelg to Balto.- Glenelg to Balto.-
Fredk. Turnpike. Fredk. Turnpike.
The roads are under the immediate charge of 13 supervisors who employ in addition 118 men. The pay per day of the men is $1.00. The total amount paid to the supervisors is $360.00 per year.
There are 13 road-machines and one stone-crusher, with a capacity of about 40 perches per day, owned by the county. The road-machines cost $200.00 each, and the stone-crusher $740.00, making a total of $3340.00. It costs about $100.00 per year for repairs to the crusher and about $15.00 each for repairs on the road-machines. It is safe to say that one-half of the farm wagons have tires 3% inches wide and wider. In those localities near the turnpikes it is the general practice to have wide tires put on new wagons. In sections more remote this practice is not so general. The required width between fences for new roads is 30 feet.
The road-materials include some excellent rock. That found in the trap or diabase dike crossing the county in a northerly and southerly direction is the best road-metal in the county. Near Pine Orchard this rock has been used upon the turnpike. In the eastern portion is another area of trap-rock. There are also granites and gneisses widely distributed but these are inferior to the trap-rock. The map on I*late XXIV outlines the general location of the different rocks in the county.
The following table shows the amount that has been spent on roads and bridges during the last ten years. These figures were obtained from the ofRce of the County Commissioners:
240 The Pre>Ext Coxditiox Of Mabvlaxd Highways
Howaad Couhtt.
Total amoont alerted for Amoant riit AmooBt spoit Amouit peai
Yar. road* and bri<lKe. for bridge*. for new roads, for road-repatn.
lHi9 $14,000,001
mm 16.403.00 flO.S03.00 t3,600.00
181 11,704.00 6,198.00 $506.00 5,000.00
18'J3 15,196.00 8,000.00 396.00 6,800.00
1894 16,750.00 9,233.00 717.00 6,Soo.Oo
1895 9,925.00 3,000.00 125.00 6,>!>O0.00
1896 10,978.00 3,260.00 918.00 6,S00.00
1897 11,667.00 2,888.00 2,067.00 6,712.00
1898 15,997.00 4,890.00 1,657.00 9.450.00
$134,901.00 $52,520.00 $7,619.00 $55,762.00
In addition to the amount shown in the above table it is estimated that $100,000.00 have been paid in tolls during the last ten years, making the total cost to the people of the maintenance of the public roads and turnpikes approximately $2:{4,900.00, exclusive of private contributions.
Kent County.
There are 435 miles of road in Kent county, or an average of 1.37 miles of road for each square mile of area. There are 5 miles of shell road; the remainder are of dirt. The main roads are shown upon the map on Plate XXV and have a mileage of 03 miles, or 14 per cent of the total mileage. All of the roads are free.
The soil, which is generally hard clay with some sand, is about the best that can be obtained for dirt roads and this, together with the flat character of the country, makes it possible to have fairly good roads for a considerable portion of the year with comparatively little work. During wet weather, especially in the hollows, the clay soil becomes soft and sticky, rendering a passage through it very difficult.
Many of the roads in Kent county are considerably wider than the average county road. For example, on the roads leading into Chestertown the fences and hedges are from 50 to 60 feet apart. On the road near Tolchester the fences are 60 feet apart. The traveled portion of these roads is correspondingly wide, and is oftentimes 25 to 30 feet broad. Much attention has also been paid to building substantial culverts in all parts of the county. They are made of tile drains with ends well protected by neat brick walls generally carried two or three feet above the level of the roadway. The amount of tile drains laid cannot be ascertained, but there is probably more in proportion to the number of miles of road than in any other county of the state.
A great improvement has also been made on some roads by grading. Near Galena, on the road towards Still Pond, a section has recently been relocated and graded by filling to a depth of 10 feet in places. The width of the top of the embankment is about 25 feet. This is one of the few in-
Estimated.
Marvland Oeological Survey
Volume Iii, Plate Xxv
R0A08 And Road Materials.
-J
Maryland Geological Survey 241
staiK-es where a county road has been well graded. The road near Betterton has also been much improved by grading, as have many of the roads in the vicinity of Chestertown.
There are 110 supervisors in the county who have charge of the roadwork. They receive $1.00 per day and when superintending other laborers, $1.25. Laborers receive $1.00 per day. The average number of men employed by each supervisor is 4. The work upon the roads is done between April 1st and July 1st.
The road-machinery consists of 10 road-machines which cost about $1500.00, and about $50.00 a year is spent for repairs. Wide tires are practically unknown in the county.
No stone is found in Kent county. There are, however, large scattered areas of gravel, but not in sufficient quantities or of a character to be considered available for general use as a road-material. In the vicinity of Chestertown oyster-shells have been used which cost hauled upon the road, about 3 cents per bushel.
The following table shows the total amount spent for the last ten j'ears on roads and bridges; also the amount spent for bridges and new roads:
Kent County.
Total amount levied for Amount Rpent Amount tpent Amount spent
Year. roadu and biidgee. for bridges. for new roads. for road-ropalrs.
18H9 $11,853. 99 $100.00 $770.00 $10,983.99
Ihw 13,687.99 1,194.26 828.49 11,665.24
1891 15,475.81 909.61 14,566.20
1892 27,823.34 5,650.00 674.52 21,498.82
1893 28,640.56 1,000.00 404.02 22,236.54
1894 22,960.15 1,200.00 2,060.09 19,700.06
1895 20,638.17 3,238.21 1,224.74 16,175.22
1K96 22,354.10 2,096.84 20,257.76
1897 16,525.12 188.76 16,336.36
1S9S 23,246.37 692.72 3,710.71 18,842.94
$198,205.60 $18,075.19 $12,867.28 $172,'J63. 13
Chestertown under act of 1888 has received $22,079.57 — prior to said act and under act of 1882, from $300.00 to $625.00 annually — and prior to the last named act $300.00 annually under act of 1876.
Montgomery Cx)Unty.
There are 835 miles of road in Montgomery county, or an average of 1.64 miles to each square mile of area. 790 miles are dirt road and 45 miles are stone road. The latter estimate includes 37 miles of toll-road but does not include short patches scattered over the county. The main roads of the county are shown on the map on Plate XXV. They aggregate 120 miles or 14 per cent of the total mileage.
Montgomery county is on the border between the hilly country of the Piedmont Plateau and the flatter sections of the Coastal Plain. The surface is characterized by broad, level terraces offering locations for the roads free from excessive grades. On the main thoroughfares the grades are generally low except at the stream crossings. On the road east of Dawson-
242 The Present Condition Of Maryland Highways
Tille crossing Seneca creek the grades are 12 to 15 per cent. Smaller streams have not eroded as deeply as the larger ones and the grades are consequently shorter and not as steep. If the grades of all the roads were raised at the stream crossings one of the most needful improvements would be accomplished.
The most extensive piece of road-construction undertaken in this state for a number of years is the rebuilding of the old turnpike between Rockville and Georgetown. No road in the county was more in need of improvement both on account of its condition and of its importance as the direct route from Rockville to Washington. It has long been known as one of the worst pieces of main highway in the state. The old foundation stones, many two or three feet in size, formed the surface of the roadway proper which was but little used. At the sides a rough single-track dirt road had been worn sometimes five to ten feet below the level of the old road-bed, as is shown on Plate XXXIV, Fig. 2. As a result where there should have been a well-travelled road and much improved suburban property there was but little travel and land values below those of other neighborhoods no farther removed from Washington.
To meet the cost of improving this road bonds were issued by the county to the amount of $25,000 as authorized by an act of the General Assembly in 1898. The law further provided that the county should build the entire length of the road from Rockville to the District of Columbia, a distance of 714 miles; grade it to a width of 40 feet; and surface it 20 feet wide and 12 inches thick with macadam thoroughly rolled with a steam-roller. As soon as construction was begun it was evident that these specifications could not be fulfilled with the amount of money at hand. The road as constructed has 16 feet of macadam finnked on either side by a 12-foot dirt road. Broken stone is put on to a depth of 12 inches for a short distance from Rockville but elsewhere it is 9 inches.
To prepare the roadway for the macadam it is first necessary to remove the foundation stones of the old turnpike which are taken out and thrown to one side and afterwards crushed to form the material for the new road. Considerable grading is done on account of the depth to which the sides have been worn and also to reduce the grades to 6 per cent, as required by the law authorizing the improvement.
The crushed stone is put on in two courses. The lower one consists of the tailings " from the crusher which range in size from 2 to 6 inches. The top course is a mixture of what are commonly known as No. 1 and No. 2 stone, which vary from % of an inch to 22 inches in diameter. Over this screenings are spread for 1 to 2 inches in depth. Where there are not enough screenings clay is substituted. The rolling is done by a fourton horse-roller, but very ineflBciently, as the stones are by no means com.- pacted; the wagon wheels on the finished portion forming ruts, especially where clay has been used.
At the present writing, October, 1899, about 3 miles have been completed. It was at first thought that there was suflicient stone in the old road-bed for the new one, but it is found that much additional stone will be needed.
The work was let by contract at the following prices: Grading per cu. yd., 121/2 cents; macadam, per sq. yd., 12 cents; removing old stone from roadbed, per sq. yd., 9 cents; rubble masonry per cu. yd., $4.50; brick masonry.
Maryla.Xd Geological Subvey 243
per cu. yd., $0.00; concrete, per cu. yd., $3.00; timber, per 1000 ft., $24.00; laying 12-inch pipe, per linear ft., 10 cents; 18-inch pipe, 16 cents; 24-inch pipe, 20 cents; cobble-paving, per sq. yd., 16 cents.
The other stone roads as built by the county are made by spreading the broken stone of various sizes, large and small being mixed together, over the road where it is compacted by the traffic, so that no good roads have resulted from this treatment. In every instance possible the dirt road is preferred to the stone road except during wet weather. The county uses one-half its appropriation each year in macadamizing, which costs from $1000.00 to $1500.00 per mile according to the price paid for the stone. Quartzitic rocks are principally used and these are very difficult to compact so as to form a smooth surface under even the most favorable circumstances. There has been very little grading done.
The width between fences on different roads and different parts of the same road varies from 25 to 30 feet. The required width for new roads is ::0 feet. On the turnpikes the width is 30 to 50 feet.
The turnpikes operated in Montgomery county are:
Name. Plkcd." Toll* Collected.
Union Turnpike. District of Columbia to District of Columbia to
Brookville. Brookville.
Gluey to Ashton, and Gluey to Ashton, aud
from Saudy Springs from Saudy Springs
to Gleumont P. 0. to Glenmout P. O.
Washington, Colesville Sllgo to Ashton. Sligo to Ashton.
and Ashton Turnpike.
Georgetown aud Rock- RockviUe to District of No tolls,
villc Turnpike. Columbia.
There are 290 road supervisors in the county whose pay ranges from $1.10 to $2.00 according to the number of laborers they superintend, the average pay being $1.50. The number of men generally employed by a supervisor is 5, each of these receiving $1.10 per day for from 5 to 7 days each year.
The road-machinery owned by the county consists of 15 road-scapers of various makes, 1 stone-crusher and a 314-ton horse-roller. The road-machines cost $200.00 each, the crusher $700.00, and the roller $300.00; making a total cost of $4000.00. The cost for repairs is about $100.00 a year.
Over three- fourths of the wagons are provided vnth tires over 314 inches in width.
Trap-rocks, granites, gneisses, and sandstones comprise the road-materials of the county and are especially well distributed throughout the eastern and central portions. In the extreme western part there is a narrow band of trap-rock in a wide area of sandstones and sandy shales. Especially good material is found in the region about Hunting Hill. The map on Plate XXV shows the general distribution of the rocks throughout the county.
The following table gives the amount spent upon roads since 1892. No figures for years earlier than this date can be obtained from the office of the County Commissioners:
:44 THE PRESENT CONDITION OF MARYLAND HIOHWAiS
Montgomery County.
Amount spent Amount spent Amount spent Amount spent Total amount levied for for for for
Year. for roads and bridges. bridges. new roads. stone roads. road-repairs.
1892 $23,044.57 $2,667.88 $3,881.94 $1,786.25 $14,708.50
1893 28,798.80 2,793.34 6,097.28 8,128.62 16,779.06
1894 22,0.51.23 2,633.88 1,264.77 4,388.87 13,764.21
1895 22,590.00 3,258.44 899.25 4,368.61 14,063.70
1896 21,363.38 4,076.35 438.88 5,016.85 11,832.80
1897 23,196.76 3,478.37 529.84 6,090.39 13,098.16
1898 22,873.54 4,264.13 1,253.54 7,167.69 10,188.18
$232,917,781
In addition to the amount shown in the above table it is estimated that $96,000.00 have been paid in tolls during the last ten j-ears, making the total cost to the people of the maintenance of the public roads and turnpikes approximately $328,900.00, exclusive of private contributions.
Prince George'S County.
There are 530 miles of road in Prince George's county, or 1.10 miles per square mile. There are about 50 miles of gravel road and in addition there are numerous pieces of corduro3' road and short sections built of slag. The main roads are shown on the map on Plate XXVI and have a mileage of 73 miles, or 15. per cent of the total. There are no toll-roads.
The surface is much gullied and worn by the action of the storm-water and the opening of small ravines which are constantly forming compels the farmer to apply various devices to preserve his roads and fields from destruction.
The roads have generally been located so as to avoid stream-crossings and where these are not encountered few or no excessive grades exdstw At the stream-crossings steep grades averaging 10 per cent are always found. On the road from Silver Hill to AUentown there are two stream-crossings where the grades on the banks measure from 9 to 10 per cent.
The road from Marlboro to Washington was formerly a toll-road. It was graded to some extent and then surfaced with gravel which has now become compacted into a firm, hard roadway. This road is 12 miles long and is the longest piece of gravel road in the state. The roads about Suitland have been gravelled and are among the best gravel roads in the state. On the Washington and Baltimore road between Beltsville and College thero are about 2 miles of corduroy road constructed at a cost of $750.00, $500.00 of which were appropriated by the county, the remainder being subscribed by people in the vicinitj'' of the road.
One of the best improvements made by the county was the extension of Central Avenue, necessitating the building of 2 miles of new road, thereby forming a direct route from Hall's Station to Washington. This is also the direct road between Annapolis and Washington. A dirt road has been made in which a special feature is the extensive amount of grading on the westerly portion where embankments 10 to 12 feet high have been built.
' Estimated total for past ten years.
Maryland Oeolooical Survey Volume Iii, Plate Xxvi
Roaos And Road Materials.
Maryland Geological Survey 245
The larger portion of the road, however, still requires much grading to put it in good shape. The heavy grading necessary on the western portion took most of the funds, leaving only enough to clear and shape the easterly portion. . This piece of work cost in the neighborhood of $5000.00, about onehalf of which was paid for land damages.
But very little tile drain has been laid, $300.00 covering the cost of all such work which has been done so far. Where drains have been put in they are usually made of planks. The required width between the fences on new roads is 30 feet.
Repairs to the roads are in charge of 35 supervisors who are appointed in the different districts some having but 1 while others have 3. The supervisors generally work 5 men, in which case they receive $1.50; otherwise $1.00 per day. The laborers receive $1.00 per day. About 50 days each year are spent by the supervisors upon the road, or as much time as may be necessary to work out th6ir appropriation.
The county owns 3 road-machines which cost about $550.00.
Wide tires are not in general use though a number of farmers have ordered them on their new wagons, while others have replaced their old tires with wider ones.
The principal road material in the county is gravel, a good quality of which is found widely distributed. Care should be taken not to use that which is mixed with a very large proportion of either sand or clay.
There is no rook in the county which is available and suitable for a roadmetal. At Muirkirk, however, there is a large quantity of slag which has been used to a limited extent on the roads in that vicinity. Much of this slag makes a fairly good road-metal, though some of it is too brittle to form a good road-surface. It would answer well as a foundation course with either gravel or a crushed stone surfacing. Gravel is well distributed over nearly all of the county.
The following table shows the amount expended upon the roads since 1890; no records can be obtained from the County Commissioner's office for years previous to this date. Assuming that the same average amount was spent from 1888 to 1891, the total amount spent for roads and bridges in the past ten years is $190,000.00, $20,000.00 of which was spent for bridges. Repairs to the roads proper havo cost, therefore, $170,000.00.
Prince George'S Cou??Ty.
Total amount levied Amount spent Amount spent
Year. for roads and bridges. for bridges. for road-repairs.
1891 $19,000.00 $2,000.00 $17,000.00
1892 19,000.00 2,000.00 17,000.00
1893 19,000.00 2,000.00 17,000.00
1894 19,000.00 2,000.00 17,000.00
1895 19,000.00 2,000.00 17,000.00
1896 19,000.00 2,000.00 17,000.00
1897 19,000.00 2,000.00 17,000.00
1898 19,000.00 2,000.00 17,000.00
$190,000,001
' Estimated total for ten years.
246 The Present Condition Of Maryland Highways
Upper Marlboro receives for road repairs $300.00; Laurel 10 per cent of the tax paid by the corporation; Hyattsville, Takoma Park and Bladensburg, $86.00 yearly.
Queen Anne'S County.
The total mileage of roads in Queen Anne's county is 563 miles, or 1.60 miles per square mile of area. There are 555 miles of dirt road and 8 miles of shell road. On the map on Plate XXVI are shown the main thoroughfares of the county which measure about 70 miles or 12 per cent of the total mileage. The road from Chestertown to Stevensville has the largest amount of travel. There are no toll-roads.
The eastern part of Queen Anne's county around Church Hill, Centreville, and Wye Mills is more hilly than other sections of the county and the greater part of the Eastern Shore. On the south bank of the Chester river is a level stretch of very sandy country extending one or two miles from the river bank. There are also other small areas of very sandy soil but the larger portion is a mixture of sand and clay.
On the road traversing the section between Church Hill and Wye Mills are a number of 8 or 9 per cent grades from 100 to 200 feet long where the ditches have been considerably eroded by storm->vater. Oyster-shells have been spread on the roadway to prevent further washing away.
Level sandy roads receive few or no repairs, but roads through the stiffer clay soil are shaped with a road-machine. The distance between fences varies from 20 to 40 feet, being generally about 30 feet. The required width between fences on new roads is 33 feet, or is 3 feet more than is provided by the laws of the other counties. The width of the traveled way ranges from a single-track sandy road 6 or 8 feet wide to one 15 or 20 feet in width on the level sections ov3r a firmer soil, the wider sections being near the towns.
A considerable amount of tile drain has been laid, the total cost of which for the last three years is $3700.00. The repairs are done both by day labor and contract. Where a section of road was to be scraped good results were obtained by the contract system. Where the repairs were of such a nature as to require but small amounts of work here and there the day labor was better.
The repairs are made under the supervision of 32 supervisors who are paid at the rate of $1.00 per day. Laborers are hired by them at the same rate. All the regular work upon the roads is done between April 1st and October 1st. There are 10 road-machines owned by the county which cost from $150.00 to $235.00 a piece, the total cost being $2005.00. It costs about $120.00 a year to keep this machinery in repair.
There are very few wide tires on the farm wagons, the majority being 2 to 22 inches wide.
The only road-metal immediately available is oyster-shells.
The following table shows the amounts spent upon the roads for the last 10 years according to figures obtained from the ofiice of the County Commissioners:
Maryland Geological Survey
Queen Anne'S Count Y.
Year.
Total amount levied
for roada and
bridge.
Amoant spent for brideti.
Amount
new roads.
Amount
spent for
shell roads.
Amoant
spent for
road-repalra.
$16,000.00
$5,550.00
$ 609.00
$1,000.00
$8,841.00
15,000.00
4,127.00
1,278.00
8,645.00
18,000.00
2,886.00
2,020.00
1,068.00
7,026.00
15,000.00
4,175.00
624 . 00
9,347.00
15,000.00
4,300.00
10,300.00
. ... 14,000.00
4,188.00
1,600.00
8,062.00
. .. 13,300.00
7,191.00
2,429.17
8,087.83
16,100.00
5,886.00
9,741.00
. ... 15,000.00
5,071.03
5,094.21
4,474.76
. .. 21,100.00 $158,500.00
4,000.00 $46,824.03
$6,111.00
5,000.00 $18,940.38
12,100.00
$81,624.59
St. Mary'S County.
In St. Mary's county there are 535 miles of roads, or 1.49 miles of road per square mile of area. 505 miles are dirt road, 25 miles gravel road, and 5 miles shell road. The main roads of the county shown upon the map on Plate XXV are 85 miles in length or 16 per cent of the total mileage. The most important of these is the Three Notch Road which extends from Mechanicstown to Point Lookout. There are no toll-roads in the county.
The general level of the surface, which is about 140 feet above tide- water, is interrupted in all "directions by the deep gullies that have been worn by the numerous streams. Near their mouths these valleys are about 100 feet deep and from IV2 to 2 miles broad according to the volume of the stream which formed them. Two miles back from tide-water, erosion has taken place to a depth of 60 feet leaving level tongues of land between the valleys extending parallel to the streams. The main road is on the watershed between the Patuxent and the Potomac rivers extending the entire lengfth of the county. From this stem-road numerous others branch off along the watersheds between the streams flowing into the Patuxent or Potomac as the case may be. The effect of this topography upon the roads is marked. The Three Notch Boad which keeps up on the main divide has no heavy grades and there are very many stretches that are nearly level, a very favorable condition for maintaining a good road. Branching from this main stem are roads leading to numerous points upon the shore. These follow for the first few miles one of the divides separating the small streams but they extend only a short distance before they are obliged to leave the higher level and cross one or more streams. It is here that one finds steep grades on which the roads are invariably cut far below the general level. In some instances the roadway is so washed by the storm-waters that it can no longer be used and the travel has been obliged to turn to one side and seek a new way for itself. As nearly all traffic begins or ends at some wharf or landing, except in the immediate vicinity of Mechanicstown where connection is made with the railroad, it is necessary to pull over sections of road which are bad at all times. In the spring when softened by tha\ving
248 The Psescnt Condition Of Mabtland Highwatb
they are deep with sticky clay and practically impassable. There are very few sandy sections; the soil being generally clay or clay mixed with sand.
The repairs to the roads consist of ploughing ditches at the side, throwing the material to the center of the road and shaping with scoops and shovels. Gravel is spread on some sections of the road, and in the vicinity of the landings there are short strips of road surfaced with shell. On the hills a constant effort is required to prevent the total destruction of the roadway by the encroachment of the ditches which become deeper and wider with every storm. Stakes are driven into the banks of the ditches, bushes and small trees are interwoven to uphold the bank, and sometimes small trees are thrown into the ditch itself. The latter is of doubtful advantage, for as soon as there is a small space between the bottom of the ditch and the brandies of the tree the effect will be to produce more intense scouring owing to the increased velocity of the water. Tile drain is used to some extent, $600.00 having been spent on this work in the last three years.
The repairs to the roads are under the immediate direction of 17 supervisors who are paid $1.12 per day while employed upon road-work. Under them are two to four laborers who receive 90 cents per day. About 70 days each year are spent upon the road. The county owns scoops, ploughs, and smaller tools which cost in all $250.00. About $25.00 a year are spent in repairs. There are wide tires on few or no farm wagons.
The road-material in the county consists of gravel. There is no stone of any kind. The gravel is well distributed, as seen upon the map, but this is generally overlain by a layer of clay soil to a depth averaging about. 10 feet. Thus the points at which these gravels become practically available are on the hillsides where the top layer of clay has been washed away. Good exposures of gravel are seen on the road just east of Leonardtown where the overlying earth is about 15 feet thick. Gravel has been used from this point upon the roads and has formed a hard, smooth surface. Upon many of the other roads similarly situated may be found exposures of gravel which is available for the roads in the immediate vicinity. With a roadbed previously well shaped, 6 to 8 inches of these gravels thoroughly rolled will form roads well adapted to a moderate amount of traffic.
During the past 10 years there has been levied $5000.00 a year for roads and bridges; and in addition to this there has been appropriated annually $250.00 to cover additional expenses, making a total for the 10 years of $52,500.00. No figures can be obtained at the office of the County 0)mmissioners showing what portion of this amount has been spent on bridges, new roads, etc.
ST. Mary's countt.
Total amount levied for Total amount levied for
Year. roads and bridges. Year. roads and bridges.
1889 $5,350.00 1894 $5,350.00
1890 5,350.00 1895 5,350.00
1891 5,250.00 1896 5,350.00
1892 5,350.00 1897 5,350.00
1893 5,350.00 1898 5,250.00
$53,500.00
Mabyland Geological Subvey
Sombrsbt County.
There are 495 miles of roads in Somerset county, or an average of 1.36 miles of highway for each square mile of area. Of these roads 465 miles are of dirt and 30 miles are of shell. The main thoroughfares are shown upon the map on Plate XXVII and have a mileage of 50 miles or 10 per cent of the total. All of these highways are free as there are no toll-roads in the county.
The surface of the country is generally flat and the soil over which the roads run is a mixture of sand and clay which in places becomes exceedingly sandy. Up to the present about 5000 feet of tile drain have been laid replacing some of the wooden drains and culverts. The application of shells to the surface of the roads is the best method of improvement so far utilized although it is found that the shell roads require constant attention and that where the travel is heavy they cut through within two years so that they must then be reshelled. On account of the location of the roads near shellpiles or navigable water, the cost of shelling is not excessive, averaging about $350.00 per mile where the shells are spread over a surface 12 to 14 feet in width at the rate of 35,000 bushels to the mile.
The repairs of the roads as above described are made under the charge of 33 supervisors who receive $2.00 per day. In addition to the supervisors there are usually employed about 150 laborers who are paid $1.00 a day. The supervisors and laborers work on an average about 50 days each year. The county owns 1 road-machine that cost $235.00, and is kept in repair at the annual expense of $20.00. Not over 1 per cent of the wagons have tires over 3% inches wide and it is very exceptional to find them..on new wagons.
With the exception of oyster-shells there is no local material available for the improvement of the roads.
The following table shows the amounts spent on the roads during past 10 years, according to figures obtained from the office of the County Commissioners :
80Mbesbt County.
Temr.
Total amount levied
for roadB and
bridges.
Amount spent for bridges.
Amonnt
spent for
new roads.
Amount spent for shell roads.
Amonnt
spent for
road-repairs.
$6,900. 00
$1,850,001
$500,001
$600,001
$8,950,001
7,100.001
1,700.001
4,075.001
6,900.001
1,800.001
1,100.001
8,600.001
7,000.00*
1,500.001
1,000.001
4,100.001
8,700.001
1,800.001
1,800.001
5,400.001
9,000.001
2,000.001
1,100.001
5,600.001
10,150.00
8,100.00
1,500.00
5,400.00
12,101.00
3,000.00
2,975.00
6,051.00
8,399.00
1,500.00
2,500.00
4,199.00
18,586.00 $89,736.00
1,200.00
$2,775.00
7,312.00
4,774.00
$19,450.00
$20,362.00
$47,149.00
These amounts are not actual but are estimated by averaging, as no data in the county offices gve the exact cost.
250 The Present Condition Of Mabyland Highways
Talbot County.
There are 400 miles of roads in Talbot county, or an average of 1.40 miles per square mile of area. There are 380 miles of dirt road and 20 miles of shell road. The main roads, among which the most traveled is the one from Easton toward St. Michaels, are shown upon the map on Plate XXVII and measure about 44 miles or 11 per cent of the total mileage. There are no toll-roads.
Talbot county is better provided with facilities for transportation by water than any other county in the state as no farm is over 5 miles from a landing.
The topography of the county is generally flat with the features characteristic of the Eastern Shore, excepting that as in Queen Anne*s county, there are, perhaps, more pronounced undulations of the surface than in the other counties of the Eastern Shore. These give rise to considerably longer, though not steeper, grades on many of the roads.
The road from Easton toward St. Michaels is through a very level section and over a stiff light-colored clay soil. Nearly the whole distance has been shelled and is now in excellent condition. Near Easton the shells have been put on 20 feet wide; but on the other portions of the road they are only from 10 to 12 feet wide. From Easton to Skipton there is a sand and clay road on which are encountered a number of 8 to 10 per cent grades where the streams are crossed. Most of the other roads out from Easton have been shelled for a few miles and make smooth, comfortable highways. The majority of the dirt roads have been shaped with a road-machine for a width of 12 to 15 feet.
Tile drains with the ends protected by brick masonry, similar to the construction adopted in Kent county, are replacing the wooden drains. There have been spent on this class of work in the last three years, $1650.00.
Repairs to the roads are in charge of 5 district superintendents and 64 supervisors. The 5 superintendents together receive $900.00, each one being paid according to the mileage imder his care. The supervisors receive $1.00 per day. In addition some 40 laborers are hired who are paid $1.00 per day. The county owns 6 road-machines, 2 wheel-scoops, and 6 drag-scoops, the total cost of which was $1300.00. It costs about $35.00 a year to keep this machinery in repair. Very few farmers of the county have adopted wide tires for their wagons, the usual width being 2 to 2V2 inches.
The only gravel on the lower Eastern Shore whose occurrence is such as to warrant its use as a road-material is in Talbot county. The gravel-bed which occurs along Washington street, on the northerly side of Easton, as a layer about 2 feet thick, would serve well for a road-material, especially for a sandy road. This bed of gravel is overlain by 2 or 3 feet of sand with more or less gravel mixed through it which would have first to be removed before reaching the good gravel. Heretofore it has not been used upon the roads on account of its limited occurrence. Oyster-shells and marl have been used for surfacing.
Part of the road between Easton and Trappe has been covered with marl which apparently affords nearly as good a stfrface as is obtained with oyster-shells. While there is evidence that the. marl beds are of considerable extent the points at which the marl is available are few.
Mabyland Oeolooigal Survey
The following table gives the amount expended upon the roads and bridges for the past 10 years. These figures were obtained from the office of the County Commissioners:
Talbot
County.
Tear.
ToUl aiiionnt levied
for roads and
bridges.
Amount spent for bridges.
Amount
spent for
new roads.
Amonnt
spent for
shell roads.
Amount
spent for
road-repairs.
$11,200.00
$1,834.10
$1,965.84
$7,400.56
14,687.50
2,460.35
4,400.00
$1,086.00
6,791.15
18,137.50
2,487.00
2,150.00
1,124.56
7,425.94
14,762.50
3,837.00
1,968.00
1,336.42
8,121.08
16,262.50
4,287.00
1,440.00
1,460.38
9,075.12
16,320.00
4,800.00
1,506.00
1,685.60
8,378.40
16,270.00
2,870.00
1,724.40
11,170.60
14,270.00
8,282.53
1,8K).80
9,097.17
. .. . 14,050.00
3,963.42
2,150.00
7,986.58
15,810.00
$146,770.00
4,667.68
1,654.80 $14,011.96
9,486.02
$83,939.08
$18,986.34
$84,832.62
Washington County.
There are 799 miles of road in Washingn county, or 1.84 miles of highway on an average to each square mile of area. There are 672 miles of dirt road and 127 miles of stone road. There are 104 miles of toll-road.
Kame.
Baltimore and Fredericktown Turnpike.
Boonsboro and Sharpsburg Turnpike.
Downsville and Haters, town Turnpike.
Gapland Turnpike.
Hagerstown and Sharpsburg Turnpike.
Hagerstown and Waynesboro Turnpike.
Hagerstown and Conococheague Turnpike.
Hagerstown and Middleburg Turnpike.
Hagerstown and Smithsburg Turnpike.
Hagerstown and Cross Roads Turnpike.
Marsh Run Turnpike.
Williamsport and Greencastle Turnpike.
Beaver Greek Turnpike. National Turnpike.
" Piked."
Tolls Collected.
Frederick Co. line to
Frederick Co. line to
Boonsboro.
Boonsboro.
Boonsboro to Sharpsburg.
Boonsboro to Sharpsburg.
DownsTllle to Sharpsburg Turnpike.
DownsYille to Sharpsburg Turnpike.
Gapland to top of mountain.
Gapland to top of mountain.
Hagerstown to Sharpsburg.
Hagerstown to Sharpsburg.
Hagerstown to the state line.
Hagerstown to the state line.
Hagerstown to Allegany.
Hagerstown to Conococheague river.
Hagerstown to Middleburg.
Hagerstown to Middlcburg.
Hagerstown to Smithsburg.
Hagerstown to Smith s- burg.
Hagerstown toCearfoss.
Hagerstown to Cearfoss.
Waynesboro Turnpike to the state line.
Waynesboro Turnpike to the state line.
Williamsport state line.
to the
Funkstown town.
Hagerstown
boro.
to Smoke-
to Boons-
Williamsport to the state line.
Funkstown to Smoketown.
Hafferstowu to Boonsboro.
252 The Present Condition Of Maryland Highways
With the exception of one or two towns in the southern part of the county there is no town or village which is not connected with Hagerstown by turnpikes. These taken together form the most complete system of stone roads to be found in any county in the state.
The main roads of the county are shown on the map on Plate XXVIII and have a mileage of 137 miles, or 17 per cent of the total.
Washington county, extending as it does across the trend of the ridges of the state for over 40 miles, possesses widely differing surface conditions for the construction of roads. On the western and extreme eastern sides of the county the surface is rugged and hilly, requiring considerable care in location to avoid steep grades. In the center is the Hagerstown valley, a continuation of the Shenandoah valley of Virginia, with a rolling surface that offers no especial obstacles to the construction of highways. The most important highways through the county are or have been the turnpikes, nearly all of which have been constructed with some sort of a telford foundation. The road-beds are usually 14 feet wide and consist of a lower course of 8- inch stone over which is spread a layer of IV-inch stone to a depth of 6 inches in the center, falling away to 3 inches on the side. Over the broken stone is spread a thin la'er of stone dust. Roads constructed in this manner according to figures obtained from the County Commissioner's office, cost $1,500 a mile to place upon the road. The cost of grading is not included in this estimate.
Many of the turnpikes of the county have been built with little regard to the grading. For example, the turnpike between Sharpsburg and Boonsboro has many grades as high as 10 per cent. The Baltimore-Cumberland road is better in this respect and serves as the main thoroughfare for the county. From the Frederick county line to the Conococheague river this is a toll-road but west of the latter point no toll is collected as the road is maintained by the county. Since there is comparatively little travel along the western part of this road it is not kept in very good repair and large foundation stones show in many places through the surface formed by throwing on dirt and shale. The old road-bed is about 30 feet wide which is wider than the present traffic requires.
Although the turnpikes of Washington county are better than the average for the state they are still far short of what they might be if proper care was exercised in the selection, preparation, and application of the limestone used on the roads. It seems to be the custom to use the more weathered fragments of limestone found in the fields in preference to the harder stone from the quarries, because it is easier to break; one man being able to break into 2-inch pieces about three perch of this softer rock a day. While this weathered grade is cheaper in its initial application it does not last as long and renders the roads more dusty in dry weather.
Nearly all of the material used on the road is broken by hand. The view reproduced in Plate XIII, Figure 2, which was taken on the Sharpsburg- Boonsboro turnpike, shows a man at work breaking the stone which is piled at one side ready to be measured. The hammer used in this work has a circular head, fitted at the center with a handle 12 inches in length, and weighs about 2 pounds.
The method of repair is also open to improvement. At present it is customary to wait until the top layer of stone is nearly worn away when a
MARYI.AND GEOLOGICAL SURVEY 25Jj
new surfacing about 3 inches in thickness is given of broken stone varying in size from 1% to 4 inches according to the care which has been taken in breaking it. A covering of loose stone placed in this manner upon the road is very objectionable to drivers of light vehicles and is avoided as far as possible by the teamsters who use the dirt road at the side during dry weather. The loose stones gradually become compacted, beginning on the side nearest the dirt road, with the result that a cross-section of a road when it is entirely hardened is not uniform, the highest part being at one side. It oftentimes happens, also, that the dirt road is first on one side and then on the other so that in crossing from one to the other the vehicles compact the stone in a direction diagonal to the trend of the road producing a warped appearance of the road-surface. Finally when the travel has spread evenly over the road the wear compacts the mass of limestone and binds the loosened stones together into a smooth surface. The rate at which this is done depends upon the amount of traffic and the hardness of the stone used.
The width of the traveled portion of the road varies with the amount of traffic. In the vicinity of Hagerstown where the travel is greatest the average width of the traveled way is about 17 feet. The distance between the fences varies from 30 to 40 feet. Along the Williamsport turnpike on which there are electric-car tracks the width between the fences is 60 feet while the traveled way averages about 18 feet. The traveled way of the Baltimore-Cumberland road is about 20 feet.
A considerable number of pieces of stone road have been built by the cooperation of the county and the farmers living in the vicinity of the road. The farmers haul the stone from their land free of charge. The county breaks the stone and places it upon the road. The cost for broken stone, broken by hand, is 28 cents per cubic yard.
Repairs to the county roads, in addition to putting on broken stone, consist in opening drains at the sides, filling up mud holes, and making breakers. In this work the road-machine is used but very little. Some of the small wooden bridges have been replaced by steel beam-bridges with wooden flooring.
Instructions issued to the supervisors require that work shall be done as early in the spring as practicable, and that at least three-fourths of the appropriation must be spent before July 1st, the remainder before November 15th.
There are 273 road supervisors in the county, who employ as assistants from 1 to 3 men each, according to the amount of the appropriation allowed them. If the appropriation exceeds $10.00 they must employ not less than 3 men. The pay of the supervisors is $1.25 per day when employed upon the roads, that of the other men is $1.00 per day. An average of $20.00 per mile is allowed for repairs.
The road-machinery owned by the county consists of 1 rock-crusher, 1 road-machine, and 1 scoop-scraper, the total cost of which was about $750.00. It is estimated that about one-half of the wagons have wide tires, those having narrow tires are the older.
The great mass of the road-material is limestone which occurs in great variety and covers over two-thirds of the county. The best of this stone
254 The Present Condition Of Maryland Highways
makes an admirable road-surfacing, one or two varieties having a durability equal to many of the trap-rocks and also possessing the advantage of compacting readily. The limestones showing these high wearing qualities have the drawback of being light-colored. The softer limestones which compact readily are not very well adapted to heavy traveled roads. The map on Plate XXVIII shows the general location of the different rocks in the county.
The following table shows the expenditures for roads and bridges for the last ten years. The figures were obtained from the office of the County Commissioners :
Washington Countt.
Total amount levied Amount spent Amount spent Amount spent
Year. for roads and bridges. for bridges for new roads. for road-repairs.
1889 $85,541.56 $19,829. 95 $1,742.86 $13,968.75
1890 21,604.43 8,077.10 210.80 13,816.58
1891 15,298.97 2,869.44 12,429.53
1892 11,544.52 537.97 580.65 10,475.90
1893 17,701.17 8,641.60 750.00 13,309.57
1894 18,696.18 2,881.07 595.00 15,770.11
1895 16,654.72 8,524.38 75.00 13,0.55.34
1896 16,904.92 3,640.69 13,264.23
1897 17,299.11 4,807.08 13,492.03
1898 18,183.92 4,150.60 14,032.32
$189,428.50 $58,409.88 $3,904.31 $132,114.81
In addition to the amount shown in the above table it is estimated that $193,000.00 have been paid in tolls during the last ten years, making the total cost to the people of the maintenance of the public roads and turnpikes approximately $382,400,00, exclusive of private contributions.
Wicomico County.
In Wicomico county there are 603 miles of road, or 1.64 miles of highway for each square mile of territory. With the exception of 10 miles of shell road about Salisbury, all of the roads of the county are of dirt built over a sandy or sandy clay soil. The main thoroughfares of the county are shown on the map on Plate XXVII and aggregate a mileage of 54 miles or 9 per cent of the total for the county. No toll-roads have ever been constructed.
The general surface of the area is flat and offers no obstructions to road location except those due to the swampy areas.
The best roads in the county are situated in the vicinity of Salisbury where ten miles of excellent shell road have been constructed by the combined action of the county authorities and the people adjacent to the road. In some instances the farmers have hauled the shells from the wharf free of charge while in others they have raised by subscription a portion of the expense, the county appropriating the rest. In the construction of these roads much has been due to the interest of a few men who have devoted their time without salary to their supervision. An unusual feature in this work was the care applied to straightening and grading the location of ihe
MARYLAND OEOLOQICAL tUIIVEY
VOLUME lit, PLATl XXVIII
a ! S
!
I I
'I
ROAOa AND ROAO MATERIALS.
MARYLAND aBOLOGICAL SURVEY
road before surfacing it. The substitution of tile drains for the old wooden ones has been made in many portions of the county.
There are 31 supervisors who receive $1.25 for every day they work upon the roads. The law provides that every able-bodied male citizen between 21 and 55 years of age shall work two days each year upon the county roads under the direction of the road-supervisor or pay $1.00 for each day. Where laborers are hired to take the place of those who do not work upon the roads they are paid $1.00 per day. The supervisors average about fifty days a year on road- work.
The road-machinery owned by the county consists of ploughs, drag- and wheel-scoops and 1 road-machine, the total cost of which was $500.00. Hepairs to this machinery cost about $25.00 a year.
There are no wide tires on any of the farm wagons, nor are the farmers disposed to order them on new ones.
Oyster-shells are the only material at hand for surfacing the roads.
From the office of the County Commissioners it was possible to obtain records of the amounts expended for roads only as far back as 1896. The following table gives the amount spent on the roads and bridges for the past three years:
Wicomico County.
Total amoont levied Arooant Amoant Amount Amoant
Tear. for roads and spent for spont for spent for spent for
bridges. bridges. new roads. shell roads. road-repairs.
1896 $2,600.00 $ 440.00 $280.00 $300.00 $1,630.00
1897 8,525.00 1,113.00 510.00 900.00 1,002.00
1898 3,425.00 200.00 400.00 1,000.00 1,825. Oq
$27,750,001
Worcester County.
In Worcester county there are 600 miles of road or 1.26 miles per square mile of area. The length of main roads as shown on the map on Plate XXVIII is .'>8 miles or 10 per cent of the total mileage. There are no tollroads.
All the roads in the county are dirt roads, the majoritj of which are over a clay soil with a varying proportion of sand mixed with it; a few, however, are through a very sandy soil. The surface of the entire county is very flat, and consequently the roads are without heavy grades.
In the spring the ditches are opened and cleaned, the material generally being thrown in the center of the road where it remains for the travel to wear it down. Oyster-shells are used to fill up low places in the roads near some of the landings, but little is done to the level, sandy stretches. These could be much improved for travel during the dry seasons of the year by mixing clay with the road-bed and then thoroughly rolling. There are no available road-materials within the county.
There are 17 supervisors in general charge of the roads who receive $1.50 a day for about 40 days in each j-ear. In addition to the supervisors every male citizen over 21 years of age is required to work 2 days, free of charge.
Estimated total for ten vears.
256 The Present Condition Of Maryland Highways
upon the roads or in default is required to pay 75 cents for each day. In case laborers are hired to work upon the roads, they receive a per diem of 75 cents.
The county has recently bought a road-scraper, ditch-plough, and horseroller, the total cost of which was $600.00. Few, if any, of the farm wagons of the county have wide tires, 3 inches being the widest on any of the wagons.
Oyster-shells form the only road-material in the county, but these are' not used to any great extent owing to their cost.
The amount spent upon the roads since 1894 is given in the following table. The figures were obtained from the office of the County Commissioners. The records for the years previous to 1894 were destroyed by fire. No separate account has been kept of the cost of road work of different kinds but it is estimated, however, that the amount spent on new roads has averaged approximately $150.00 a year:
Worcester County.
Total amoaat levied for Amonnt ispent for Year. roads and bridges. new roads.
1894 $1,500.00 $150.00
1895 1,500.00 160.00
1896 2,000.00 150.00
1897 8,000.00 150. 00
1898 8,000.00 150.00
$18,500. Ooj Summaiiy\
The main facts connected with the maintenance of the roads in the different counties are summarized in the following tables. The first two of these give the amounts expended on the roads and bridges, the third the facts concerning the administration and machinery by which the work is carried on. In the first table the list of expenditures for the roads is not as complete as desired, owing to the methods of keeping the accounts in vogue in the different offices, but it has been possible to obtain the separate amounts spent on bridges, new roads, road-repairs, etc., in eleven of the counties. For this reason no totals are given except for the first column. Also some of the county records do not go back as far as 1889 — the beginning of the ten-year period used for study — in which cases the amounts have been estimated as nearly as possible and this fact indicated in the table by an asterisk. The actual figures which were obtained from the county offices may be found in the reports on the individual counties.
Estimated total for ten years.
Maryland Geological Subvey 257
The amount shown for Baltimore county, as has been previously mentioned, shows more than has been expended upon the county roads proper, as it includes the maintenance of village streets. The small amount spent upon the roads of Wicomico and Worcester counties is in part explained by the fact that only small sums are expended for labor, as every male citizen is obliged to work upon the roads or pay for a substitute.
In the second table the total amount paid in the state for the maintenance of the public roads is shown for each of the ten years. There is also shown the estimated amount paid in the state for the maintenance of the toll-roads which, together with that paid for the public roads, gives an estimated total of the cost of the present road-system, so far as this can be shown by reliable figures. In regard to the amount of tolls paid it should be noted that records for only four years, 1894-1898, were accessible. The estimate of the total for the ten-year period was made from an average of these four years.'
In the third table the column headed " Mileage of roads maintained by the county," is repeated from the table on page 191. The stone, shell, and gravel roads have been summed up for each county but do not include turnpikes which are maintained by private corporations, though in some instances they do include sections of turnpikes which were built by the companies but which at present are maintained by the counties. This is true of Allegany, Garrett and Washington counties, where 40 miles in the first, 22 in the second and 23 miles of the stone road in the third are the portion of the old National Eoad within those counties. The mileage of improved roads in Baltimore, Carroll, and Prince George's counties also includes a number of miles which w'ere originally built by private corporations. In the instance of Washington county, which has built no stone roads, it should be remembered that nearly every important county road and all leading into Hagerstown, are turnpikes, and among the best in the state, 80 that there has not been as much need felt for the construction of stone roads at public expense as in most of the other counties. A
See further on page 440.
The Present Condition Of Maryland Higitways
condition very similar to that around Hagerstown exists in the vicinity of Frederick where the principal roads are toll-roads.
The list of machinery contains all that is owned by the counties, but does not include that owned by the cities. The Department of Parks of Baltimore owns one 11-ton steam-roller and three 3-ton horserollers, the total cost of which was $4,900. The city also owns two stone-crushers, but does not operate them. Cumberland owns one crusher and one horse-roller, the cost of which was not ascertained. Westminster owns one steam-roller which cost $2,700. With these additions, the approximate total value of the road-machinery owned by the counties and cities of the state is $56,000.
TABLE SHOWING THE AMOUNTS LEVIED BY THE COUNTIES FOR ROADS AND BRIDGES FOR THE TEN YEARS, 1889-1898 INCLUSITffi.
Total amount levied
for roads and
bridges In the last
10 years.
AUegany S 269,042.00
Anne Arundel . . 3 11,121 . 28
Baltimore 1,226,681.86
Calvert 45,650.00
Caroline 68,000.00
Cecil 192,989.09
Charles 76,500.00
Dorchester 107,134.00
Frederick 308,817.40
Garrett 113,414.05
Harford 309,050.00
Howard 134,901.001
Kent 198,205.60
Montgomery . . . 282,917. 78
Prince George's. 190,000. 00 i
Qaeen Anne's. .
St. Mary's
Somerset
Talbot 146,770.00
Washington ... 189,428.50
Wicomico 27,750.00
Worcester 18,500.001
153,500.00 52,500.00 89,736.00
Amount spent
for
bridges.
Amotint spent Amonnt spent for stone, for gravel or
new roads. anell roads.
Amount spent
for
repairs.
f 60,000.00 $ 8,000.00 f 5,000.00 $196,042.00
18,438.00
62,819.93 16,159.32 7,200.00 52,520.00 13,075.19
46,824.03
19,450.00 33,939.08 53,409.88
13,436.94 6,508.99
7,619.00
12,867.28
2,775.00
13,986.34
3,904.31
3,000.00
20,362.00 14,011.96
125,837.51
229.560.53 90,745.74
301,850.00 74,762.00
172,263.13
6,111.00 18,940.38 81,624.59
47,149.00
84,832.62
132,114.31
Total for stata. $4,684,696.50
' Estimated total.
Maryland Geological Survey
25
It is seen that there are but four steam-rollers in the state, and onlj two of these, those owned by Baltimore county, have been used to any extent upon the county roads. As the modem macadam road cannot be properly constructed without the use of heavy rollers, one of the first acts for road-improvement is the purchase of such machinery. A good illustration of the close connection between the improvement of the roads and the use of road-rollers is found in the rapid increase in the number of steam-rollers during the past five years in the state of ilassachusetts. In 1894, about the time the State Highway Commission first began work there, there were 25 rollers in the state, while at present, 1899, there are 152, representing an investment of more than half a million of dollars.
Table Showing Annual Cost Op Present Road-System For The Ten
Years From 1889 To 1888 Inclusive.
Year.
Total amoant paid In
taxes lor public roads
and bridges.
Public roadfl, lC966 miles.
1889 $394,772.96
1890 406,838.64
1891 856,413.64
1892 497,267.38
1893 501,856.84
1894 510,081.63
1895 492,315 .57
1896 486,689.49
1897 476,010.65
1898 513,449.70
Total amount paid in
tolls to Turnpike
Companies.
Toll roads, 49; miles.
Annual average
estimated from tolls
paid 1895-1898,
140,000. 00.
Combined total paid
In taxes and tolls
for the present
road-system.
Average for ten years about *600, 000.00 annual}'.
Totals $4,634,696.50
$1,400,000.00
$6,034,696.50'
The table given on page 2G1 includes a list of the turnpikes in the state in actual operation at the present time, together with the mileage, counties traversed, and principal office. The mileage controlled by those turnpike companies who made no returns was scaled from the bett maps available and the result in each case sent to the turnpike company in question for verification. An asterisk is placed opposite the figures remaining unverified.
In addition to this amount considerable sums are raised by private contributions which cannot be reliablv estimated.
260 The Pkeseht
Of Mabylahb Highways
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Maryland Geological Subvey
List Of Ti7Rnpikb8 In Maryland.
Name.
Adamstown Turnpike. Back RiTer Neck Turnpike.
Baltimore and Fredericktown ! Turnpike. [
J Baltimore and Harford Turn pike.
Baltimore and Liberty Turnpike. f
Baltimore and Jerusalem Tum> ) pike. y
Baltimore and Relsteratown ) Turnpike. )
Baltimore and Yorktown Turn- ) pike. j
Beaver Creek and South Moun- ) tain Turnpike.
Bel Air Turnpike of Harford ) County. j"
Boonsboro and Sbarpeburg ) Turnpike.
Buckeystown Turnpike.
Charles St. Aye. Turnpike.
Downsville and Hagerstown ) Turnpike.
Dulaney Valley and Towson- : town Turnpike.
Dulaney Valley and Sweet Air ) Turnpike.
Ellicott City and Clarksville ) Turnpike. f
Falls Turnpike.
Franklin Turnpike.
Frederick and Ballinger Creek ) Turnpike. j
Frederick and Catoctin Mt. ) Turnpike. f
Frederick and Emmitsburg Turnpike.
Frederick and Jefferson Turnpike. j
Frederick and Monocacy Turn- ) pike.
Frederick and Opossumtown ) Turnpike. y
Frederick and Woodsboro ) Turnpike. j
Countlei tnvened.
Washington.
Baltimore.
r Baltimore, I Howard, Carroll,
Frederick, [ Washington.
{Baltimore, Harford.
Baltimore.
Baltimore.
{Baltimore, Carroll.
Baltimore.
Washington.
Harford.
Washington.
Frederick. Baltimore.
Washington.
Baltimore.
Baltimore.
Howard.
Baltimore. Baltimore.
Frederick. Frederick. Frederick. Krederlck. Frederick. Frederick. Frederick.
Main Ofllce.
Adamstown, Md. Baltimore, Md.
Baltimore, Md.
Baltimore, Md. Baltimore, Md. Baltimore, Md. Baltimore, Md. Baltimore, Md. Beaver Creek, Md. Bel Air, Md.
Shepardstown, Md.
Buckeystown, Md. Baltimore, Md.
Downsville, Md. Dulaney Valley, Md. Dulaney Valley, Md.
Ellicott Citv, Md.
Baltimore, Md. Baltimore, Md.
Frederick, Md. Frederick, Md. Frederick, Md. Frederick, Md. Frederick, Md. Frederick, Md. Frederick, Md.
Mileage obtained from maps, not verified by the turnpike companies.
The Pee8Ent Condition Maeyland Highways
Name.
Gapland Turnpike of Washing ton Connty.
Hagerstown and Conoco- ) cbeague Tnrnpike. )
Hagerstown and Cross-RoadB ) Turnpike. )
Hagerstown and Middlebnrg ) Turnpike. ]
Hagerstown and Bharpsburg ) Turnpike. ]
Hagerstown and Smithburg ) Turnpike.
Hagerstown and Waynesboro ) Turnpike.
Jarrettsville Turnpike.
Liberty and Frederick Turn- ) pike. f
Liberty and New Windsor ) Turnpike.
Liberty and Pipe Creek Turnpike.
Marsh Run Turnpike
Monocacy and Urbana Tnrnpike.
National Turnpike.
Triadelphia Turnpike.
Union Turnpike Co.
Washington Turnpike.
Washington, Colesyille and Ashton Turnpike.
Western Run Turnpike.
Westminster and Meadow ) Branch Turnpike.
Williamsport and Greencastle 1 Turnpike. j
Williamsport and Hagerstown Turnpike. j
Woodsboro and Creagerstown ) Turnpike. )
Woodsboro and Double Pipe ) Creek Turnpike. j
Woodsboro and Frederick ) Turnpike. j
Total,
Mileage.
Coanttea traversed.
Main Office.
Washington.
Gapland, Md.
Washington.
Hagerstown, Md.
Washington.
Hagerstown, Md.
Washington.
Hagerstown, Md.
Washington.
Hagerstown, Md.
Washington.
Smithburg, Md.
Washington.
Leitersburg, Md.
8.0*
Baltimore.
Jacksonville, Md.
Frederick.
Ceresville Mills, Md,
( Carroll, Frederick.
New Windsor, Md.
Frederick.
Johnsville, Md.
Washington.
Wingertown, Pa.
Frederick.
Frederick, Md.
11.6*
Washington.
Hagerstown, Md.
Howard.
Triadelphia, Md.
Montgomery.
Olney, Md.
Frederick.
Frederick, Md.
Montgomery.
Burnt Mills, Md.
Baltimore.
Western Run, Md.
Carroll.
Meadow Branch, Md
Washington.
Williamsport, Md.
Washington.
Williamsport, Md.
Frederick.
Woodsboro, Md.
Frederick.
New Midway, Md.
Frederick.
CeresTiUe Mills, Md
Mileare obtained from maps, not verified by the turnpike companies.
Part V
Construction And Repair Of Roads
By
Arthur Newhall Johnson
Construction And Repair Of Roads
By
Arthur Newhall Johnson
The following outline of the construction and repair of roads has been written with a special reference to Maryland roads. In a general way their needs are much the same as those of the country roads throughout the Eastern States. The paving of city streets and the construction of bridges are not treated, but the more important features connected with the drainage, grading and surfacing of road-beds are given in some detail.
EoAD Location.
The first and one of the most important problems in the construction of a new road is the determination of its location. This part of the work is often slighted and left to those whose experience and judgment in such matters do not fit them to deal with problems of this character.
Only in new and unsettled sections of country does the problem arise of locating long stretches of highway. In most of the older states routes already exist between all of the principal towns and villages. Most of these roads were built previous to and during the first part of this century before the advent of railroads. Thus there are to-day already located intertown routes. While some of these ways were laid out with considerable engineering skill, very many of them were located with no apparent regard to the topography, but run straight across the country, up and down hill. When the location of a road is once determined and farms and villages have been established along the way, the problem of improving such a road reduces
266 Construction And Bepaib Of Boad8
itself to making the best grade without departing any more than possible from the old location. To relocate entirely such a road would evidently be out of the question, for it would not meet the needs of the community which it now serves.
Although the problem of locating long sections of new roads does not often arise, that of locating short sections is of frequent occurrence. It may be that the building of a new railroad through a certain section will require additional short pieces of road to be built from the old highway to the railroad stations; or that the changing or establishment of a boat-landing may call for the construction of a short strip of new road. It also frequently happens that there are portions of old roads which can be advantageously relocated with a view either to shortening the distance or improving the grades. The last problem is the one most often encountered in the improvement of country roads.
It is perhaps well, however, to consider some of the factors that govern the location of a road which would be applicable to either a long or a short piece. They are :
1. The points between which it is proposed tx) build the road.
2. The topography of the country to be traversed.
3. The adaptability of the different soils encountered for making a good road-bed.
It is evident, with the terminals of a road given, the general direction is thereby fixed. If no hills or streams or other obstructions intervene the road would be in a straight line, as that would evidently give the most economic location; but such simple conditions seldom occur. If it is proposed to run through a settled country there would most likely be objection to an absolutely straight line owing to its running through farms, where fields would be divided. The possibility also exists of its running through some building. These difficulties could be avoided by a slight deviation of the road, and the expense from damages would be much decreased.
The most important conditions, however, are imposed by the topography of the country traversed. The terminals of a proposed road may be at the same elevation while the intervening country, perhaps,
Maryland Geological Survey 267
rises and falls many feet above and below this level, or one terminal may be much higher than the other. In either case the location of the road in a straight line would most likely result in grades far too steep for economical hauling. It is sometimes necessary, also, to swerve the course of a road in order to cross a stream at an advantageous point to save the expense of a costly bridge.
With a given difference of elevation between two points there is a minimum length of road possible when a certain grade is not to be exceeded. For example, suppose it is found that the difference in elevation of two points is one hundred feet, and a rise of five feet for every one hundred feet of distance, or what is the same thing, a five per cent, grade is to be the maximum grade allowed. It is evident that the shortest distance in which a hundred-foot rise may be gained, allowing a rise of five feet in every hundred, is two thousand feet. If the given points are not two thousand feet apart it will be necessary to lengthen the road by taking a circuitous route, since this must be at least two thousand feet long. It may be necessary, owing to accidents of the topography of the locality, to make a much longer route, but in the given instance it may be no less than two thousand feet long. For the same reason, if there arises a question of relocating a portion of a road which is already on a steep grade over the entire distance, no new location should be considered which shortens the distance, for by so doing the grade is increased.
Should it happen that two locations were possible with about equal advantages and disadvantages, except that one was over a different soil from the other, that location should be taken which traverses the soil best calculated to insure a good road-bed. For example, if it were possible to avoid going through a clay section when a more open soil could be had close at hand, much would be saved both in the cost of construction and in the subsequent maintenance by going over the more open soil. It is hardly necessary to state that crossing soft, boggy soil should be avoided whenever the expense of going around such a place would be no more than for crossing it. If possible it is always well to locate a road in the vicinity of good road-material, either a suitable stone or gravel, for the proximity
268 Oonsteuction And Bepaik Of Roads
of such material lessens for all time the cost of maintenance of the road, and when this point is considered such a location would be warranted even at an increased first cost.
Gbading.
Perhaps the greatest improvement which can be made in a road is to lessen the grades. To calculate exactly in dollars and cents the saving that will accrue from a particular improvement of this sort is very difficult, as it would necessitate the possession of more exact statistics in each instance than is ever available. For example, even if the amount of traffic over a given road be known it would still be hard to say how much would be saved in the wear and tear to drivers, horses and wagons by a decrease in the grades. But if the consideration of such data as can be obtained, the amount of traffic over the road, the time occupied in hauling over any particular section, the length of proposed road and the cost of proposed improvement, indicates a saving in favor of the improvement, there can be no doubt as to the advantage derived, as it is surely greater than the figures express. The following supposed case shows the method of treatment of problems of this sort:
Take for example the eUmination of a 5 per cent grade 1 mile long from an earth road. The observations on this grade show that the daily traiiic over it is 224 teams, each dragging an average load of 800 pounds, equivalent to 24,000 tons per annum; that the time occupied in traversing it is half an hour; that the value of a team's labor is 30 cents per hour. Therefore the cost of haulage on this grade is 33-6/10 cents per ton-mile, or $8064 per annum for the total tonnage using it."
" From an examination of the ground we find that the grade can be reduced to 2 per cent by constructing a new piece of road 2 miles long, and that the cost of the change will be $18,000."
" From the resistance to traction opposed by the new road-surface plus the effect of gravity we find that a team will haul a load on the reduced grade, of 1200 pounds, and that the time occupied in traveling the 2 miles will be 1 hour. Therefore the cost per ton-mile will be 28 cents, or $6720 per annum, which substracted from the original cost of $8064 leaves $1144; which sum, with money at 6 per cent, represents a capital sufficient to make the proposed change."
" The money loss caused by grades may be approximately ascertained as follows: Ascertain the cost of hauling a ton on level portions of the same
From Byrne's Highway Construction, p. 489.
Makyland Geological Survey 269
road and on the grade; take the difference and multiply it by the annual tonnage: the product represents the annual loss. For example, the cost per ton-mile on a level is 22.50 cents, on a 5 per cent grade 33.60 cents; difference, 11.10 cents — loss per ton, or an annual loss on a traffic of 30,000 tons of $3330, which is the interest at 6 per cent on $55,000; which sum the community could borrow for the purpose of reducing the grade to a level, pay the interest and be no worse financially, and have a good road besides."
Greater appreciation of the hindrance to hauling caused by grades can be gained from a study of the following tables.
The first table shows a comparison of the amount that can be hauled over different grades and the amount which it is possible to haul under similar conditions over a level road. It is seen in case of an earth road that .41 as much can be hauled on a grade of 5 feet per 100 as on a level earth road, and but 10 per cent, as much on a grade of 15 feet per 100. Thus, if a horse can pull 1,000 pounds on a level dirt road, on a 5-foot grade he can only pull 410 pounds and on a 15 per cent, grade but 100 pounds.
Table Showing The Relation Between Load, Grade And Surface.
Grade. Kartb. Broken Stone. Btone Blocks. Asphalt.
Level 1.00 1.00 1.00 1.00
1:100 .80 .66 .72 .41
2:100 .66 .50 .55 . .25
S: 100 .55 .40 .44 .18
4:100 .47 .33 .86 .13
5:100 .41 .29 .30 .10
10:100 .26 .16 .14 .04
15:100 .10 .05 .07
20:100 .04 .03
The second table shows the equivalent length of level road over which the same amount of energy will be expended to haul a given load as would be required on one mile of road of different grades. Thus, for example, the energy required to haul a given load one mile on a grade of 1 foot to the 100 feet is the same as is required to haul the same load over miles of level road, the surface conditions being the same; while for a grade of 10 per cent, there is required to pull 1 mile on this grade energy etjuivalent to that spent in pulling over nearly 6 miles of level road.
From Byrne's Highway Construction, p. 303.
270 Construction And Repair Of Roads
TABLB SHOWING RELATION BETWEEN LENGTH OF HAUIi AND GRADB.
Kate of
grade feet per
100 feet.
Eqalvalent lencth
of level-roaa
mllei.
Rate of
grade feet per
100 feet.
Eqaivalent length
of level-road
mtlea.
If properly graded, it is no exaggeration to say that one-third of the roads now frequently rendered impassable from washouts would be nearly free from the effects of such accidents. The wear to a road-bed increases with the velocity of the storm-water flowing down it, and the velocity depends primarily upon the grade. It is useless to hope to maintain a road on a steep grade under ordinary circumstances. Every year special appropriations are made to meet such emergencies. While it cannot be said that there would be no damage to a road from the storm-water even if it were properly graded, it is a fact. that the amount of damage in a particular instance would have been much greater if the grades had not been reduced.
The saving in maintenance of a particular piece of road resulting from improvements in the grades can be at the best only roughly
estimated, but it can be stated that the maintenance is surely less. There is thus an additional gain which is not included in the above estimate of benefits resulting from the reduction of a steep grade.
Roads situated on the side of a hill or mountain are dangerous to travel, and more so if the outer slope be precipitous. There seldom occurs an instance of a road thus located that does not follow a curve, which is an additional source of danger to vehicles. In such places every precaution should be taken to guard against accidents. Money 80 spent is well invested, for besides the loss and injury sustained by the traveler there is an expense to the community arising from damages which can very often be collected where such places are permitted to stand unprotected.
From Byrne's Highway Construction, p. 304.
Maryland Geological Survey 271
A generally convenient and cheap method of protecting roads Tinder these conditions is to roll to the outer edge large stones, which should be at least three feet high and two feet thick, placing them 2 or 3 feet apart. This would allow water to escape between them while affording a barrier to a frightened animal. Another method is to form an earth mound or sometimes an earth mound faced on the outside by a stone wall. Where this is done provision must be made by frequent openings through the wall for proper drainage. The ordinary fence or guard-rail is of little real service in such places, as neither is firm enough to withstand the shock of a collision with a runaway team.
Drainage.
Closely associated with the establishment of the grade of a road is that of the drainage.
The local road-laws of the counties vary in the powers given to the County Commissioners. In some instances they are permitted to drain water from the roads onto adjacent property, taking care that cultivated fields are not injured; in others, the law absolutely prohibits such draining into private lands without the consent of the owner unless damages are paid. Thus the storm-water is frequently kept in the road-bed until some water-course is crossed. The amount of water actually falling upon the roadway is often less than the amoimt that is collected from the neighboring slopes. Where provision is made for intercepting the water from the sides by ditches made part of the way up the slope there is less danger of the roadway itself being seriously damaged by the storm-water.
Xo embankment of any sort should be allowed which keeps the storm-water in the roadway. Wherever it is necessary to dig a ditch through adjacent lands in order to dispose of the road drainage, it may be just that damages be allowed the landowner. As a rule, however, the actual damage can be made practically nothing, or at most very little, provided a little judgment is exercised in placing these lateral drains. The more frequent the outlets from the road of the storm-water the less the volume which it is necessary to carry in the gutters and side-ditches, and, consequently, the less the amount of wear and destruction of the road-bed.
272 C0N8Tkucti0N And Sepaib Of Soads
The grade which the side-ditches may have and not be seriously affected by the wash of the water carried in them depends upon the length of the ditch and the character of the soil through which it passes. A steeper grade could be allowed in a coarse, sandy soil than in one of clay; for in the first instance much of the water percolates through the ground itself. Unless very long, and, consequently, required to carry a large volume of water, a ditch in a sandy or gravelly soil may have a grade of from 3 to 4 feet in the 100 feet
Fig. T. — Lading side-drain for mitcadHiD road on state blghva; In MsssacliD setts.
and suffer little from the erosive action of the water. In a clay soil a ditch of the same grade soon becomes deeply worn and causes a rapid destruction of the road-bed.
Ditches shonld be far enough from the roadway to allow room for a strip of brush or small trees between the ditch and the road. The mass of roots forms an admirable protection against the washing away of the side of the ditches towards the roadway. In such a case the sod should be allowed to grow in the gutters and frequent openings made from tliem to the side-ditcfies. It is now generally the practice, and a very bad one, on most of the country roads to scrape the
Maryland Geological Subvey 273
sod from the gutters by means of a road-machine or shovels. This is entirely wrong, an actual damage being done to the road, for it exposes the soft earth below to the direct action o£ the water which soon wears it away; whereas, on the contrary, if the sod had been allowed to remain the gutter would not have been deepened, and the formation of a deep and dangerous ditch at the aide would have been prevented.
Ceoss-Dbains.
Whenever the road has been raised above the level of the surrounding surface, as in the case whenever a fill has been made, no underground water will reach the road-bed to endanger its solidity. If it is a dirt road the rain falling \ipon the surface will percolate through the surface and soften it to some extent, but the water soon
dries out, as there is no chance for it to be confined to the road-bed, as is the case with those sections of a road through a cut where the roadbed is below the general level.
The drains constructed where fills have been made are designed merely to provide free passage for tlie natural drainage of the land and to prevent the embankment from acting as a dam. The size of the drain must therefore be large enough to accomplish this purpose. The drains are located at the lowest points of the hollows crossed by the road, since these are the places where the water collects.
In taking care of comparatively small quantities of water the cheapest and best arrangement is the tile drain. If there already exists a small ditch or water channel this is cleared out, care being taken that it is not cleared too deep so that water will remain stagnant in the pipe. If the bottom is very soft the ditch should be cleared
274 Con8Tbuction And Repair Of Roads
somewhat below the grade to which the pipe is to be laid and refilled with sand or gravel. The ends of the pipe should extend sufficiently beyond the embankment to avoid the possibility of any earth from the sides being washed down over the ends, which should be protected by masonry. The general method is shown in Fig. 8. Underneath the pipe at the ends is laid either a large flat stone or a small amount of cobble paving, forming an apron which extends beyond the pipe. Flush with the end is laid a brick or stone wall extending to such a height as will prevent any earth from washing into the pipe. Where necessary, two pipes could be laid side by side, forming a double-pipe culvert.
In special instances it might happen that it would be cheaper to lay up a stone culvert. Ordinarily, however, the pipe culvert will be found more economical. If a stone culvert is to be built the foundations of the side walls should be laid sufficiently deep to avoid any
Pio. 9. — Cross-section of road with open side-ditches.
danger of the water undermining them. The side walls can be laid dry, but the stones must be placed carefully and the too free use of small pieces to fill the crevices should be avoided.
Where there is but little fall and the flow of water is slow it may not be necessary to pave the bottom of the culvert except a small amount at the ends. If, however, the soil is loose and sandy it would not be safe to allow any of the bottom of the culvert to remain unpaved.
Aside from culverts run across the road, no other contrivance is necessary for the underdrainage of those portions of the road which are on an embankment; the surface-water will, if the road be properly shaped, take care of itself. Washing away of the embankment can be prevented by sodding the slopes.
Side-Drains.
Portions of the road which require the most attention and which most readily become soft in wet weather are those through a cut
Uabtland Geological Subv&Y
where the roadway is helow the eurrounding natural surface. In such a case the water naturally collects in the roadway, and provision must be made for taking care of the same. In order to keep the water from the road-bed there should be deep ditches on each aide of the road, so that the roadway becomes a sort of embankment which is underdrained by the side-ditches. In many places these ditches may be left open. The sides of the ditches ould be sloping with a slope ot steeper than 1 foot vertical to feet horizontal. This will prevent them from caving in and filling up the bottom of the ditch. Tig. 9 illustrates this method.
If the cut which it is necessary to make is deep this method requires a laie amount of excavation. It is then cheaper to have " blind "
FioB. 10 kDd 11 Sectloni of lateral drains for ander-dralDige ot & ro&dbed.
side-drains. One form of a drain of this sort is shown in Fig, 10, A ditch is dug to a depth of 2 to 3 feet below the center of the road. In the bottom is laid a six-inch tile drain surrounded by broken stone, the whole covered in with dirt. In place of the tiling an opening may be left made of laie flat stones, Fig. 11. Such a drain as this, however, in some kinds of soil works badly, as the water soon scours out the bottom, undennining the stones which, falling, Anally clog the drain. To make soch a drain effective for all conditions, it would be necessary to lay a pavement of stone on the bottom, which will generally make it more expensive than a tile drain. All side-ditches should be carefully graded, and if pipes are used, care should be taken to see that they are laid to an established grade. If a pipe drain is
Construction And Bepair Of Roads
put in hap-hazard, some sections will always be found too low, as is shown in Fig, 12. At the lowest point mud and sand will collect and reduce the full opening of the pipe. Another precaution to be taken in laying pipe drains is to have the bearing of each section of pipe where it rests on the bottom of the ditch near the ends. The workmen scoop out beneath the center of the section of pipe a small amount of earth, thus securing the bearing of the pipe at either end. This will prevent any tendency to rock and keep the different sections in alignment. If the bearing of the pipe is toward the middle when the earth is thrown in, it will very likely disturb that particular section and throw it out of position. Figure 7 shows a side-drain in process of construction.
Fio. 12. — Pipe drain badly laid, and ttie opening as a consequence partially closed.
Surfacing.
preparation of the foundation.
All of the methods described in the preceding pages may be regarded as merely preliminary work in the preparation of the road for receiving a pavement, whether it be of shells, gravel, or broken stone. Before a finishing surface of any material is applied to a road all the preliminary work should be completed. The road should have been graded, drains provided and the road made safe by proper guard-rails. With all this done, the dirt road is a foundation for the different materials that may be put upon it.
For country roads there need be considered only pavements that are put on in small fragments. The materials most commonly used are gravel and broken stone. Oyster-shells and slag from iron-furnaces are oftentimes employed in localities where these materials are
Makyland Gboloqioax 8Ubvey 277
at hand, while under certain conditions, when no other material could be obtained, burnt clay has proved serviceable. The object of a pavement is to furnish a wearing surface for the road and a protection for the foundation from water and consequent softening. It is in reality a roof.
When dry all but the very sandy soils are firm enough to support the weight of wagons of all kinds, but when wet little support is furnished. It is well known that sand, when confined, will stand any pressure that can be put upon it. Thus, if a sandy road-bed is covered with a surfacing material which will hold the sand in place, an excellent foundation is obtained. While a surfacing material is
Fio. 13. — The effect of placing broken stone upon firm and soft foundation,
respectively.
designed to take the wear, it is the foundation that must resist the pressure, and any road which is constructed without giving due attention to the foundation is wrong from the start and never will be a good road until the defect is remedied. To prepare a natural roadbed for surf acing-material it is necessary to bring it to a proper grade and to conform its cross-section with that of the finished surface. That is, no surfacing should be put upon a road-bed which is flat or, as is oftentimes the case, lower in the middle than at the sides. In such instances the proper shape should be given to the road-bed by filling in with such material as is necessary and then rolling the whole until it becomes firm and unyielding.
During the course of construction of a road-bed, if there are places that have a wet, springy subsoil, they must be drained and every precaution taken to make the foundation of the road dry. The pave ment will keep water from going through from the top but it will not keep water from percolating into the foundation from springs at
278 Consteuctios And Repair Of K0Ad8
the sidea or uiidemeath. Therefore, where there is danger of water getting to the foundation from the sides or from below it must be cut off either by side-drains or by drains directly underneath ihe road itself, as shown in Figs. 10 and 11.
Where the soil is too light, gravelly or sandy earth should be carted in to take its place.
With the road-bed brought up to grade aud provision made for thorough drainage, it is then compacted by rolling either by horse-
FiQ. 14. — Applying broken Btooe tor roacadani road on state bigbira; In MasBschusettB.
or by steam-power. In the rolling of the foundation, perhaps quite as good results can be obtained with a horse-roller as with a steamroller, and in some loose soils much less difficulty will be experienceJ, although more rolling will be required to compact the earth as firmly as by the heavier steam-roller. This is a part of the work that is too often slighted and is the cause of depressions subsequently appearing in the finished road. The rolling of the foundation will bring out the weaker placts, where there will lie a settling. The depressions should be tilled ami brought to an even surface with gravel if it is at
Maryland Geological Survey 279
hand. It is cheaper to even up depressions by rolling the foundation than by attempting to smooth the finished surface with additional broken stone. When the foundation has been rolled and all unevenness has disappeared, it is then ready to receive the surfacing.
It oftentimes happens, when grading a particular piece of road preparatory to surfacing it with broken stone, that it is necessary to do considerable heavy filling. In such instances it is advisable to delay the laying of macadam for at least a year in order to give the embankments time to settle, for it is impossible to construct an embankment of earth more than a few feet in height without having subsequent settlement. If this settling took place evenly all along the embankment no particular harm would be done to the macadam laid upon it, but owing to the difference in the soils composing embankments, and also the way the earth is dumped, there is always a tendency for some parts to settle more than others.
If there arise circumstances making it impracticable to wait for the embankment to season, as it were, every precaution should be taken in its formation to guard against uneven settling. This can be done by spreading the earth in successive layers of about a foot in thickness, which are rolled or tamped as solid as possible.
Another advantage in delaying the surfacing of a newly-graded road is, that a chance is given to observe the action under frost of certain sections, and so provide additional under-drains which, if omitted, might have caused a failure in that portion of the macadam.
Stone Roads.
In regions where stone is obtainable there has been found no form of pavement so well adapted to the needs of country roads as a surface of broken stone. All things considered, first cost, maintenance, and. efiSciency as a pavement, this has proved the best and the cheapest. Among the many advantages of broken stone are the wide distribution of materials, ease of application, a hard, smooth surface which is impervious to water, and the ease of repair when properly applied. It has, however, the disadvantage of becoming dusty in dry weather and muddy in wet weather, so that it is not as desirable a pavement for towns as many other kinds. But for the ordinary country
280 C0N8Tbucti0X And Repaib Of Boaj>S
road and light traveled streets these faults do not form serious objections.
A surfacing of broken stone should never be applied to a road-bed which has not been properly prepared to receive it. Stones should not be thrown upon a road-bed that is full of hollows and on which there is more or less disintegrated and worn-out material. For the reception of the broken stone a trench is dug as wide as it is intended to stone the road and to a depth a little less than that of the thickness of the macadam, as the rolling will somewhat deepen the trench by the consolidation of the earth at the bottom.
The best practice growing out of long experience is to spread the broken stone in layers formed of equal-sized pieces. The advantage of uniform size is explained by the fact that the strength of a broken stone pavement consists in the firmness with which the different pieces are held against one another. To obtain this compactness, it is necessary to bring as many faces and as much of each face of the stones closely and firmly together as possible. If the stones are of various sizes, smaller ones will be found between larger ones preventing the latter from coming together, and thus increasing rather than decreasing the intervening spaces. At the same time it is very evident that there is less area of surface in contact with a large stone against the smaller one than when two stones with about equal-sized faces are in contact. There will, of course, always be voids. It would be better if they were filled, but the small material for filling them should not be thrown in with the larger material and all rolled together, for the object sought will not be accomplished in this way. The fine stone dust is put on after the large stones have been well compacted by rolling.
As the object of rolling broken stone is to bring the different pieces into close and firm contact, better results are obtained when thin layers are rolled than when the layers are thick. The best results are not obtained if layers of loose stone over 5 or 6 inches in thickness are rolled at one time. When it is attempted to roll a thicker layer than this, the stones, instead of compacting readily, have a tendency to slide one upon the other, and there is produced in front of
J
Habtland Oeolooical Survey
the roller a wave motion. This breaks the sharper edges of the stone and wears them round, so that it is very difficult for the stone to become compacted, and then not until a considerable amount hag been wasted in uselessly grinding up the individual pieces. Properly built macadam is in two layers. The bottom course consists of stones in which the longest diameter is not over 2J inches and which will not go through a l}-inch ring. This is known as So. 1 stone. To insure having the material evenly distributed, care must be observed aa to
Fig. is — RoIIIhk sarlace at macadam road on state hlibway In MaBgachnsette.
the manner in which it is spread. If possible, the stone should not be dumped upon the rondwny itself, but near by at one side. It is then spread by shovels to a thickness of 4 or 5 inches, each shovelful being thrown in such manner as to spread the stones rather than to deposit them in piles. Where it is not convenient to have the stone dumped at one side, a platform about 8 feet square is placed in the roadway and the stone emptied from the carts upon it. Such a platform is provided with ropes by which it is dragged ahead from time to time. Carts specially designed for spreading stone to any desired
282 ooxsTBUcnox jlsd repair of roads
thickness, greatly facilitate thi-? part of the work. The cart is so arranged that it may be tilted to such an angle that the stone will slide out through an adjustable opening at the back. The opening is but a few inches from the ground so that the stones have no chance U) 5?catter, but are deposited in an even layer over the surface.
Lines should alwavs be stretched from stakes on which have been marked the grades to Ije followed. By measuring from these points unifonu thickness of stone can be maintained and an even surface assured.
After the first layer of stone has been thoroughly rolled to a thickness of 3 or 4 inches, the second layer is then added, the same care being observed in spreading as with the first layer. The stones in the second layer are usually smaller than those in the first. The longest diameter should not be over li inches; nor should any stone pass through a |-inch ring. This is known as No. 2 stone. The second layer, when thoroughly rolled, forms the wearing surface of the road, which should be about 2 inches thick, making a total thickness of 6 inches of macadam.
Rolling.
It is the rolling which makes the road. This should begin at the outer edge, the outer driving-wheel of the roller having a bearing of about 12 inches on the broken stone, the remainder of the wheel compressing the dirt shoulder which should be left 4 or 5 inches higher than the broken stone, so that it may be compacted into a firm mass which will hold in place the edge of the road and prevent the stone from spreading side wise. Oftentimes rolling is begun in the center. This has the effect of crowding the stone to the side and prevents the firm bonding of the pieces, besides wasting the rim of loose stone at the edge. Under " Instructions to Engineers " the following rules on the rolling of stone road are given by the Massachusetts Highway Commission and are the outgrowtli of wide experience in the construcftion of the modem macadam road.
When possible roll the sub-grade with a steam roller.
If the sub-grade is too sandy to roll, cover with coarse gravel laid on. to a depth of three inches, or as much more as may be needed to give a good foundation.
Mabtland Geological Survey 283
Fill any depressions with the same material until the surface is true and even.
All broken stone must be rolled in screened layers.
After spreading the first course of broken stone, begin rolling at the sides, and continue thus by running ahead so as to allow from two (2) to five (5) inches of the driving wheel to pass over the shoulder, and backward with the outer edge of the driving wheel from five (5) to ten (10) inches inside the edge of the broken stone. Roll until the stone ceases to wave in front of the wheels, and until it seems firm under foot as you walk over it. Xext begin on the other side and roll in the same manner. Then work toward the center until the stone is rolled. Roll each layer of stone in the same manner.
If the road shows a wavy motion after passing the roller over it three, four or more times, it may indicate too much moisture in the sub-grade. If, on examination, you find this to be true, stop rolling and move ahead, allowing for the sub-grade to dry out.
With some coarse, hard granite rocks it has been noted that after the roller passes over them a few times they begin to " crawl " and the sharp edges break off. A slight sprinkling of sand or stone screenings, or water, may prevent this. Try one after another of these means until the work progresses to your satisfaction. You must not expect to prevent the stone from shaking as you walk over it, but you need to continue the rolling until the fragments of stone adjacent to where the foot presses do not move as you walk. Most of the rolling must be done before you spread the screenings. After spreading the screenings, water and roll until the mud flushes to the surface. You cannot expect to prevent the stone from kicking out if the teams pass over the road. Keep watch, and in a few days have the roller pass once or twice over the road, after watering, until the loose stones are pressed down out of sight.
Before spreading any broken stone, great care must be taken to have the sub-grade carefully shaped and thoroughly compacted.
All shoulders must be shaped and left suflBciently high to roll to the proper grade before any broken stone is spread on the road.
In the case of heavy fills you must not run the roller to the edge of the shoulders unless the fill has had time to settle. Work out slowly on. this kind of work.
In every case the screenings used on the surface as a binder course must be of the same material as the top course of the road.
Excepting where it may be needed to compact hard granite rocks, as before referred to, you will use water only on the top, or binder, course.
You will wet this binder course thoroughly before rolling, but not to the extent of saturating the foundation. You will get better results and prevent the screenings from being picked up by the wheels of the roller if you apply the water and allow it to settle down below the top surface before passing the roller over it. Too much water, or too little, will give trouble by causing the surface to be picked up. You must not under any conditions roll the screenings while dry. You must not under any conditions allow teams to pass over the road after the screenings are spread and before they are rolled.
284 Constbuction And Bepaib Of Boabs
In case of a deficiency in the water supply, you may haye the screenings spread and await a rain before rolling; but in such case the road must be entirely closed to travel, and the rolling must be begun as soon as the road is wet and continue until the section covered with screenings is thoroughly compacted. In such cases it may be necessary to operate the roller day and night, and you must insist on this being done. In case you meet vnth any difficulty in compacting the stone, and fail to understand the cause, report immediately in writing to the office.
Ceown.
The crown or transverse slope of a road should only be sufficient to carry the surface-water to the gutters. On dirt roads where ruts are easily formed the slope needs to be more than on a macadamized surface, but never sufficient to cause inconvenience to travel. One inch to the foot or inches on a 15-foot road will be found about right. A good macadam road does not ordinarily need so much crown, depending on the grades. On grades up to and including 4 feet per hundred, an inch to the foot is sufficient; from 4 to and including 6 feet per hundred, f of an inch should be allowed. A transverse slope of more than one inch per foot gives too much list to a wagon when at one side. The advantage of as flat a road as possible is the lessening of the tendency for the travel to keep to the center of the road and the consequent avoidance of the formation of ruts and a horse-path.
The Thickness Of Macadam Material.
It was formerly the custom to build roads with what is now considered an excessive thickness of stone. The famous Koman roads to which allusion is made so frequently, were often over three feet thick. The lower course consisted of large stones with smaller ones in the upper courses, between which there was a layer of concrete and over all was laid a stone pavement composed of large flat stones nicely jointed. Most of the turnpikes of this state were built at least eighteen inches thick with the lower course of large stones ten to twelve inches in diameter, the top course being of smaller broken rock. If it is possible to lessen the thickness of the stone covering it is evident that the construction would be proportionately cheaper. The
Uabylakd Geological 8Devev 285
determinatioii of the thickness required is therefore a very important consideration.
Those roads where the telford construction has been employed, that is, where the lower course consists of large stones from eight to twelve inches in size, have no more wearing strength than a road with a thinner stone covering, for as soon as they are worn down to the larger stones the surface becomes rough and uneven and requires resurfacing. It is well to keep in mind the object of the surface material, which is to afford protection to the foundation, so that it may not
Fio. 16.— Lftflng telford road on state blghwa; Id MasEachniette.
be softened by the rain or cut up by traffic. It must therefore be of such a nature as to resist the wear of the different kinds of traffic to which it may be subjected; but it should not be depended upon to hold up the entire load. This part of the work is done by tlie foundation, and when surfacing material is applied to a road-bed it should be in such condition as to support a loaded wagon. Dry, consolidated earth will do this, and if it can be kept in this condition no trouble will arise.
The actual pressure which the earth immediately below the macadam has to carry is less than is actually borne by the surface of the
286 Constbuction And Repair Of Roads
road, as the effect of the layer of compacted stone is to distribute the pressure over a greater area. In other words, the layer of macadam reduces the weight per square inch which the foundation is obliged to carry. The pressure will be practically the same with a very thin layer, while with a thicker one it may be conceived that the weight rests upon the top of a pyramid, which distributes it to the foundation over the larger area of its base. If the earth foundation will alone carry the weight of loaded wagons, any thickness of stone more than assures this. Thus only such a thickness of covering is required as will insure the formation of a compacted mass which will not be loosened by the travel over it.
When a thickness of metal has been put upon the road-bed sufficient to resist the pressure from traffic, manifestly the condition of the surface will not depend upon there being an extra thickness. Thus if there is a road with twelve inches of material and another with six inches, the six inches being sufficient to support the travel, the twelveinch road is no better than the six-inch. It is merely so much money buried in the shape of broken stone. It is only the two or three inches of the top which receive the wear, for when these two or three inches are worn away it is necessary to resurface, as the road has become more or less uneven ; owing to the fact that the wear is seldom equal over all portions of the roadway. The macadam road rolled to a thickness of six inches has been found everywhere to be all-sufficient. With the foundation well drained there are few places which require the telford construction. On a firm, dry soil, roads have been built with a covering of rock which compacts well, not exceeding four inches in thickness, over which there has been a great amount of travel, and they have proved satisfactory in every way. The following is a description by J. J. McLaughlin, of a thin macadam road built in the village of Jamaica, Queen's county, N. Y. :
" In the village of Jamaica, in 1897, there was a stretch of street about three-fourths of a mile long, parallel to two roads then being improved. The work was done in the spring of 1897, after a sewer had been laid in the same street. It was built of four-inch stone spread loosely and then rolled. From actual count there were from eighty to one hundred heavy loads per day, carrying ten thousand and eleven thousand pounds each, for
Quoted in Fifth Ann. Report Com. of Boads of X. J., p. 63.
Maryland Geological 8Ukvey
over three monthB, runniag' over this piece of road, and only in one caee where there was some careleHs work over a sewer trench, was there any material sign of wear, and in no place a break. There was not a square yard ol the street broken thnt had carried these wagons. A road may be built poorly, bwt if there is an adequate system of mainteuance put behind I be saved and made very good. Queen's fter a road is well cou-
FlG 20 — ModrD maeadam road ow tbe relBtiva thickneas of old and
the hands of the parties who main- Ive-mile seclions, and each section is small ganf; of men. These men keep niixtiire of gravel and loam, mend slight depressions, keep the gutters clearetl out and the wings or earth shoulders free from grass and weeds. These earth wings are ploughed and re-formed when necessary, in order to provide the earth roads with good drainage."
tructed, it is immediiitely passed in ain it. The roads are divided into t n charge of a foreman, who employs the stonework slightly covered with
20O Cob3Tbd0Tion Amd Befaib Of Boadb
Figures 17-20 show the proportionate thidmess of the old and modem roads. In addition to their varied thickness will be noticed
the difference in the fonn of the foundations which are now shaped to conform to that of the finished surface. This important change was introduced by the French engineer Tresaguet about the middle of the last century.
Figure 21 is the cross-section of a road located on a side-hill, showing the method of cutting off the underground water on the up-hill side by under-drains. The ditch part way up the side of the hill cula off the siirface-water from the roadway. AVhen the soil is clayey and holds the water, a telford construction is found advisable, otherwise the road is apt to be thrown by the frost. This form of constrnction
Fio. Sa.— Section of a road c
is also followed when tliere has been a cut. Fig. 22 illustrates the method usually followed. The under-drainage is effected by tiling surrounded by broken stone as previously described. If a clay soil, the telford construction is preferable. Where good gravel is at hand this may be substituted for the iarge foundation stones in the telford construction and is less expensive.
Maryland Geological Survey 289
Figures 14-15 show a macadam road in different stages of construction and Fig. 16 shows the telford foundation used on part of the road.
Maintenance.
All roads, whether of dirt, gravel, shell or stone, are alike in one particular. They require constant attention if they are to remain good roads. The well-made stone or gravel road will soon bear marks from the effects of travel and weather. The center of the road is usually the first to give way owing to an extraordinary wear of that particular portion by the traffic which is inclined to follow single lines. This effect is more often produced upon sparsely traveled sections of the road than where there is a large amount of traffic. In the latter instance the constant passing of vehicles causes the travel to leave the center of the road and utilize the sides. It is often found that a comparatively well-traveled piece of road i? more easily maintained than a lesser traveled one.
Perhaps the best way to repair, and, at the same time, to throw the travel over the whole roadway is to place finely broken stone or gravel in the horse-track as soon as it is formed. Instead of rolling or tamping this down smooth, allow it to remain on the roadway loose. A horse will naturally turn to one side; those going in one direction to one side of the road, and those in the opposite to the other side, which would bring the wheels to bear upon the loose material which will soon be rolled down. At the same time the travel will have spread over the whole surface, and when this is once well distributed, there is not the same tendency to seek a single track as on a road Avhich bears only the marks of a single track.
A horse-track should not be allowed to form so deeply that any other means is required to efface it than the application of small stone and screenings. If a track is formed to any considerable depth necessitating the use of larger stone, these should be compacted either by rolling or tamping and covered by loose screenings. These will not prove a great inconvenience to vehicles nor demand of them that they perform the service of a steam-roller.
As soon as a depression or hollow is shown in the road-surface by
290 Construction And Repaik Of Roads
the presence of a pool of water after a rain, the mud should be scraped from the hole and the latter refilled with broken stone or gravel, as the case may be, and thoroughly rolled or tamped to form a uniform, smooth roadway. If snch depressions are allowed to go unrepaired the collected water soaks into the road and softens the surface, while the hole rapidly increases by wear, as the lx)nd between the pieces of stone is loosened so that they are easily kicked out by the horses' hoofs. Once begun, this unraveling process goes on at a rapidlyincreasing rate. What in the beginning was a small depression, easily repaired with a few shovelfuls of stone, quickly develops into a largesized hole requiring many times the material and labor to repair it.
The chief cause of the excessive cost in the maintenance of many roads is neglect. The old proverb, that a stitch in time saves nine, is nowhere more applicable. A description of the different systems for maintaining roads in various parts of the world will be found in a subsequent part of this volume.
The cost of maintenance depends in part on the degree with which the hardness of the stone is adapted to the individual road. A certain amount of travel is necessary to the preservation of a macadam road. The other conditions being the same, that piece of road which is well traveled will wear better than one but little used, paradoxical as this may seem. The effect of the travel is to wear away a small amount of the surface, making dust which is rolled and compacted to a cement that keeps the stone firmly imbedded; whereas, if the traffic is very light, there is little dust or binding material furnished, which is not blown or washed away as fast as it is formed. This soon leaves the stones exposed, and the small amount of traffic, instead of compacting them, ser\'es merely to loosen them still further and kick them out Thus what may be the best material for a wellworn thoroughfare may prove very poor for a lightly-traveled way. If a very hard stone is used where the're is light traffic there is an insufficient quantity of dust formed, and the stones become loosened in the manner just described. Whereas, if a softer stone were used the light traffic would be sufficient to supply the quantity of dust necessary to keep the stones thoroughly imbedded. Consequently, in
Marylajitd Geological Survey 291
deciding which is the best rock to use, it is necessary to have some information as to the nature of the traffic that the road receives.
Again, the location has a bearing on the kind of stone that had best be used. A certain section of road may be so exposed to winds that a very much larger amount of dust is blown away than upon a more sheltered section. It is thus necessary to supply* a large quantity of dust in order to prevent the stones from becoming exposed. This may be effected by using a softer stone. Coarse, sharp sand has also been found very helpful in preventing the blowing away of the dust.' It is a fact that a road is sometimes blown away; the action of the wind evidently causing its disintegration.
A great saving to the wear of a stone road is made by having the surface moistened during dry weather, as this keeps the dust compacted between the smaller stones, which are thereby held in place and prevented from being kicked loose.
Gravel Roads.
There are many counties in Maryland where gravel of excellent quality is abundant, and where, at the same time, there is very little Stone that is fit for road-constniction. The gravel, however, properly applied, will make most excellent roads, far superior to any earth road, and while not possessing the wearing qualities of hard, broken stone, will answer sufficiently well for those country roads that have comparatively light traffic. On roads having very heavy traffic it will be found in the long run to be cheaper even at a verj much greater first cost to use a macadam construction owing to the rapid wearing of the gravel road under such circumstances, and the consequently large expenses for maintenance.
A good gravel can almost always be told when inspected as it stands in place in the pit. Whenever it is hard and compact in the bank and requires the use of the pick to loosen it, it will form a hard and compact road. Gravel which contains a small amount of ferruginous clay and has angular, rough fragments of stone, is the best that can be obtained. Gravel mixed with sand or composed of smooth,
The relative value of various stones as road-materials under different conditions is more fully considered on pages 327-330.
292 Construction And Repair Of Roads
rounded fragments of stone does not compact and form a hard, smooth road-surface and is of little use except for general filling. To get the best results from gravel which is formed of various sized fragments it should be screened, all pieces over two inches in size being thrown to one side. There are found in many places gravel deposits which contain few fragments over two inches. Such gravel does not need to be screened, but could be spread upon the road directly from the pit.
The two-inch gravel is spread upon the road-bed to such a depth that, when rolled, it will have a thickness of three to four inches. Over this first course is spread the second course, composed of the smaller gravel, with fragments one inch or less in size. The second course is treated similarly to the first; the rolling is continued until there ceases to be formed any depressions. Whenever depressions are noticed during the rolling, material should immediately be spread upon such places and the rolling continued until the surface is brought up to true grade. The gravel should not be dry when rolled; if furnished dry, it may be sprinkled or the rolling put off until after a rain. The top course should be about three inches thick after rolling.
Usually a gravel road does not become firm and hard until after a considerable time during which it needs constant attention. Each year, however, the road-bed becomes firmer and ultimately nearly as solid as macadam.
Shell Roads.
Shells form a hard, smooth road-surface, but one which wears easily and needs frequent resurfacing, wearing many times faster than either gravel or stone. In counties where shells are plentiful they can be obtained at a cost of not over cents per bushel. A road 15 feet wide requires about 45,000 bushels per mile. They form the only material which has so far been used for improving the surface of the roads over a greater portion of the Eastern Shore.
At present, great waste is occasioned by the unskillful treatment the shell roads receive. From close observation of many miles of shell road in various stages of repair, it is no exaggeration to say that fully one-quarter of the shells applied to the roads at present are
Maryland Geological 8Uevey 293
wasted by being uselessly ground up before they have become compacted under action of traffic, while many others are pushed to one side and serve no purpose whatever. Another source of waste frequently observed is the shelling of a section of road without filling the mud-holes and shaping the road before spreading the shells. Thus all the hollows which are now filled with shells could as well have been filled with good dirt. Besides, this method causes uneven places to appear in the roadway, since the rain percolates through the shells before they are compacted and settles in the hollows, softening the earth, into which the shells sink under the weight of traffic. In this way mud gradually works up between the shells, and there is formed another mud-hole in the roadway.
As with any road before applying the surfacing, the road-bed for the shell road should be first graded and given the proper crossrsection. If there is a wet, springy soil, drains should also be provided. Before the shells are put on, the road-bed should be rolled firm and hard. If over a stiff clay soil which becomes sticky in wet weather and holds moisture, a layer of 3 or 4 inches of sand should be first spread on the clay road. Shells may then be spread, sprinkled with sand, and rolled with a light roller. Experience has shown that the shell roads constructed over a clay soil have broken through more easily than those over a sandy soil. This is a result of the non-drainage of the water which is held in the clay. To assist in compacting the shells, as in the construction of a stone road, a shoulder of earth should be formed at the side to prevent the shells from spreading.
When compacted, the shell road forms an impervious covering and would answer well as a foundation for a thin layer of stone. This construction would be especially applicable to the streets of the Eastem Shore towns where a good macadam pavement would meet every requirement and could be laid on the present shell foundation at a low cost. The method of applying the stone would be, first, to clean the surface of the shell road of mud or dust, as the case might be, then scrape the surface with a road-scraper and thus smooth down the small bunches. The hollows that remain should then be filled in with new shell and rolled until the surface is brought to a time cross-section
294r CONSTRUCTION AND REPAIR OF ROADS
which would ordinarily require from one-half to one bushel per square yard. When this has been done the road-bed would then be ready for a layer of broken stone. Stone inches in size, or " No. 2," should be put on to a depth of three inches to obtain a compact layer of about two inches. Rolling should be done with a 10- or 12-ton steam-roller. For a width of twelve feet, a mile of road would require about 590 cubic yards of broken stone as measured in the carts or bins. Fig. 23 shows a cross-section of shell road with stone surfacing.
Stone for this purpose can be obtained from ledges along the banks of the Susquehanna a few miles from its mouth. For a mile or more north of the Baltimore and Ohio Railroad bridge on either side there is an abundance of trap-rock, or gabbro, favorably situated for quarrying. On the west side are steep cliffs of this rock coming
'//
Fio. 23. — Section of old shell road surfaced with a thin layer of broken stone.
down to the old canal. It is possible at many points in this vicinity to set up the crushing machinery so as to quarry the rock from above. Thence it could be run into the crusher and screens and loaded on scows by gravity, the stone requiring but one handling. On the opposite bank on the Cecil county side are many good exposures close to the railroad track. The estimated cost of the broken stone at the crusher is 75 cents per cubic yard. The cost of transportation to different points on the Eastern Shore is about 70 cents per cubic yard. The stone delivered on the roads within two or three miles of a landing would thus cost approximately $2 per cubic yard. The estimated cost of a finished surface of stone over an old shell foundation is from 30 to 40 cents per square yard.
Slag Boads.
Considerable quantities of slag are found at the sites of many of the old iron-furnaces located at Muirkirk, Elkridge, Ash ton, Harford
Mabtland Qeolooical Survey 295
Furnace, and other places. Much of this slag is veiy hard and brittle, with a glassy appearance, and, except for foundations, is of little value as a road-material, and where put upon the roads has been quickly ground to a fine dust. Besides this glassy slag there is some which has more the appearance and character of a limestone, but this is below the average quality of the latter.
The slag from the present iron-furnaces has characteristics very different from that of the old furnaces. Much of it is very light with a sponge-like structure and contains a large amount of lime. When put upon the roads and rolled it compacts very readily and forms an even and smooth surface. The dust from this slag acts in much the same fashion as a cement, and it has been found that roads built from it become harder and harder, and in a short time are practically monoliths, absolutely impervious to moisture. Advantage was taken of this in constructing roads for the Centennial Exposition at Philadelphia. The ground was found to be soft and full of moisture, affording the worst foundation possible for a road. To overcome this difficulty there was first laid a foundation of slag which was rolled and compacted to form a solid mass. On this was built the road proper, which was thoroughly protected from the moisture in the subsoil by the impervious mass of slag. Slag of this nature is found at Sparrow's Point, Baltimore county, where it has been used to some extent on the roads about the steel-works with entire satisfaction.
Use Of Burnt Clay On Roads.
In Illinois and other places in the West where there is at hand no hard material of any kind suitable for road-surfacing, recourse has been had to burnt clay, which is prepared in the following manner: The clay is cut to a depth of about two feet from the roadway during the dryest weather. The chunks of clay are piled so as to make an inclosure some 8 or 10 feet square and allowed to thoroughly dry. Within the inclosure is put drv' wood and twigs and the whole covered over with more clay. The wood is then fired and allowed to burn itself out. The hardened clay is then broken in smaller fragments and placed upon the roadway, where it serves as a foundation and
296 Construction And Kepair Of Roads
prevents traffic cutting through into the soft clay soil during wet weather. This process is an expedient, to be employed in those cases where the excessive cost of other materials absolutely prevents their use. It might, however, be used to some advantage, where the cost of harder materials is high, as a foundation on which to place a thin layer of some better road-metal.
Use Of Oil On Roads.
Considerable interest has been taken of late in the use of oil upon roads, and a brief account is here given of the present methods which are as yet somewhat experimental. It has been noticed in oil regions and in machine-shop yards that where the ground has become impregnated with oil, little or no dust arises, and that water does not soak into the ground. Advantage has been taken of this fact by railroads for reducing the dust raised by the trains. To effect this the road-bed between the tracks and a few feet outside is sprinkled with crude petroleum. This was first tried by the Florida East Coast Railroad, between Jacksonville and St. Augustine, and has since been very extensively used by the Pennsylvania Railroad with complete success.
The use of oil has recently been extended to ordinary country roads. In applying the oil it must be thoroughly mixed with the dust. If it is merely sprinkled on the surface only the top layer of dust will be impregnated; the wheels of vehicles will break up the cake thus formed, exposing the dust below, and the road will be more disagreeable than ever. Oil put on a hard road to prevent the formation of dust remains on the surface and is very objectionable. A practical process has been patented in which there is mixed a high-test, heavy, crude oil with maltha, a mineral pitch. The compound is spread upon the road in parallel lines about six inches apart in sufficient quantity to saturate the dry dust with which it is subsequently thoroughly incorporated by the use of rakes. Seven and a half gallons are required to a square rod if the dust is a half inch thick. Water is then sprinkled upon the surface and the road thoroughly rolled; it is then ready for travel.
The objects which it is considered are gained by this treatment
By Frederick W. Mat tern, of Los Angeles, California.
J
Uahylaud Geological Survey 297
are a dustless road, a non-absorbent surface, which will turn off rainwater, and a dark-colored road-bed, which is more pleasing to the eye than the ordinary light, dusty soils. A further advantage gained from a dustless road, of considerable importance to fruit-growers, is the prevention of dust upon fruits.
As stated by Mr. Mattem, this process is especially applicable to those sections of country subject to long dry periods, where the dust renders travel upon the roads most disagreeable and utterly precludes pleasure travel. In addition to this, as the surface is rendered impervious to water the absorption of the latter by the subsoil and the consequent cutting up of the road are thus prevented.
Another important use of oil in the construction of roads would seem to lie in applying it to the foundation of macadam roads, with a view to preventing the holding of water by the road-bed. For example, in heavy clay soil, instead of putting in an expensive telford construction as a protection to the macadam surface, a layer of oilsoaked soil might be substituted. The road-bed might be shaped in the usual way, and before it had been rolled might be saturated with oil. Over this a layer of dry earth might be sprinkled and the whole then rolled and brought to a true cross-section. This would prevent moisture from penetrating that portion of the road-bed and thus keep it in such a firm and solid shape that it would support all loads that might come upon it.
As already mentioned, a macadam road wears faster, other things being equal, when the surface is dry than when it is moistened sufficientlv to have the dust act as a binder for the surface stones. If this could be accomplished by treatment with some mixture of heavy oils, a great saving would be gained in the maintenance of stone roads, for the dust would be permanently laid and would not blow away as soon as formed, leaving the stones unprotected and easily kicked loose. With such a large and useful field for the application of oil in the construction of roads unexplored, the results of careful experiments would be particularly valuable.
Broad Tires.
It is generally admitted that broad tiros arc an advantage to the roads, but it is not generally recognized that tlioy also benefit those
298 0On8Tru0Tion And Repaib Of Boads
using them. Conclusive evidence on this point is furnished by the experiments which have been carried on at the Missouri Agricultural Experiment Station. These experiments were made between January, 1896, and September, 1897, and include all the various conditions due to the seasons. Tests were made over wet and dry macadam, gravel, and various kinds of dirt roads, and every care was exercised to make the results of one set of experiments comparable with those of another. This series is the most exhaustive and reliable that has been made in this country.
The following extract, from a full account published in Bulletin No. 39 of the Missouri Agricultural Experiment Station, gives a complete summary of the results of the experiments:
" The draft has been determined by means of a self-recording dynamometer. The net load was in every trial the same, viz., 2000 pounds. Contrary to pubUc expectation, in a large majority of cases the draft was materially less when tires six inches in width were used than when the tests were made with tires of standard width — inches. The following is a summary of the results:
" I. On macadam street. As an average of the two trials made, a load of 2518 pounds could have been hauled on the broad tires with the same draft that a load of 2000 pounds required on the narrow tires.
" II. Gravel Road. In all conditions of the gravel road, except wet and sloppy on top, the draft on the broad-tired wagon was very much less than that of the narrow- tired wagon. Averaging the six trials, a load of 2482 pounds could be hauled on the broad tires with the same draft required for a load of 2000 pounds on the narrow tires.
" III. Dirt Roads, (a). When dry, hard, and free from ruts and dust, 2530 pounds could have been hauled on the broad tires with the same draft required for 2000 pounds on the narrow tires, (b). When the surface was covered with two or three inches of very dry, loose dust, the results were unfavorable to the broad tire. The dust on the road in each of these trials was unusually deep. (c). On clay road, muddy and sticky on the surface and firm underneath, the results were uniformly unfavorable to the broad tires, (d). On clay road, virith mud deep, and drying on top, or dry on top and spongy underneath, a large number of tests showed uniformly favorable to the broad tire. The difference amounted to from 52 to 61 per cent, or about 3200 pounds could have been hauled on the broad tires with the same draft required to draw 2000 pounds on the narrow tires. In this condition of road the broad tires show to their greatest advantage. As the road dries and becomes firmer, the difference between the draft of the broad and narrow tires gradually diminishes until it reaches about 25 to 30 per cent on dry, hard, smooth dirt, gravel or macadam road, in favor of the broad tire. On the other hand, as the mud becomes softer and deeper, the difference between the draft of the two types of wagons rapidly diminishes
Maryland Geological Survey 299
until the condition is reached when the mud adheres to both sets of wheels; here the advantage of the broad tires ceases entirely, and the narrow tires pull materially lighter, (e). Clay road, surface dry, with deep ruts cut by the narrow tires in the ordinary use of the road. In every trial the first run of the broad tire over the narrow-tire ruts has shown a materially increased draft when compared with that of the narrow tire run in its own rut. The second run of the broad tires in the |$ame track where the rut is not deep completely eliminated the disadvantage, and showed a lighter draft for the broad tire than the narrow tire showed in the first run. Where the ruts were eight inches deep with rigid walls, three runs of the broad tire in its own track over the ruts were required to eliminate the disadvantage. Three runs of the broad tire over this track have in all cases been sufiicient, however, to so improve the road-surface that both the broad- and narrow-tired wagons passed over this road with less draft than the narrow tires did in the original ruts. In addition to the saving of the draft, the road was made very much more comfortable and pleasant for the users of light vehicles and pleasure carriages by the few runs of the six-inch tire. Summing up all the tests on dirt roads, it appears that there are but three conditions on which the broad tires draw heavier than the narrow tires, viz.: (1) when the road is sloppy, muddy or sticky on the surface and firm or hrd underneath; (2) when the surface is covered with a very deep loose dust and hard underneath; (3) when the mud is very deep and so sticky that it adheres to the wheels of both kinds of wagons. It appears that the dust must be extraordinarily deep to show a higher draft for the broad than for the narrow tires. The three conditions just named, therefore, are somewhat unusual and of comparatively short duration. Through a majority of days in the year and at times when the dirt roads are most used and when their use is most imperative, the broad-tired wagons pull materially lighter than the narrow-tired wagons.
" rV. A large number of tests on meadows, pastures, stubble-land, corn ground, and ploughed ground in every condition, from dry, hard and firm to very wet and soft, show without a single exception a large difference in draft in favor of the broad tires. This difference ranged from 17 to 120 per cent.
y. It appears that six inches is the best width of tire for a combination farm- and road-wagon, and that both axles should be the same length so that the front and hind wheels will run in the same track."
There are very few tires as wide as six inches in use in Maryland, though four-inch tires are very common in those counties having a large number of toll-roads. This is explained by the fact that onehalf rates are allowed by the turnpike companies on all wide-tired wagons. This is so forcible an argument for their adoption that there are very few narrow-tired farm-wagons in the vicinity of the turnpikes.'
'For the proportion of wide tires in use in various sections, see account under the different counties.
300 Construction And Repair Of Roads
The reason for their use in all sections is equally strong, but has not been so apparent to most fanners. There is, however, a growing sentiment in favor of wide tires, as is well shown from the answers made to the inquiries about them. A number of farmers stated that although they did not use them, they ought to do so, and in future would provide their wagons with them.
Maps of Roads.
A very convenient and useful addition to the County Commissioners' office is an accurate and well-drawn map of the county. On it should be shown the natural drainage-system, lakes, rivers, etc.; political boundaries of districts, towns, roads, canals, railroads, houses, and, in a general way, property lines as are generally given on good atlas sheets. In addition, conventional signs should indicate certain details concerning the county roads, such as the distance between forks or cross-roads, the width of roads between fences, the width of the traveled portion at frequent intervals, and the material from which the roadway is formed. The size and location of all culverts and drains should be given, and also the general character of the bridges, their span, width, roadway and the material of which their abutments are built.
The scale required to show the features outlined above with sufficient detail need not be larger than four inches to the mile. If it was found that by the use of this scale too unwieldy a map would result, in such case it could be made in sections of convenient size. The object of such a chart would be to afford a ready means of recording the changes that are made upon the roads in such a manner that the progress and location of improvements could be seen at a glance. It would be a simple matter to have some system whereby there could be shown the various changes which are made. In .those counties which have been covered by the United States Geological Survey the cost of maps suitable for this purpose would be confined principally to the drawing of the map itself and verifying the detail of the topographic map. In those sections not covered by topographic maps considerable additional expense would be incurred owing to the sur\'eys that would be necessary for mapping in the
Maryland Geolooic.Vl Suevey 301
various features. The general plan of streets within corporate limits of cities and towns could be shown on the map, but owing to the comparatively small scale it would be impossible to show in many instances much detail. There should be, and generally are, maps on a much larger scale for this purpose.
Tools and Machinery.
While the succesa of any particular class of work depends in no small degree upon the use of proper tools and machinery, the amount of improved road-machinery owned within the state is so very small that only a very few commimities have the benefits of such an essential piece of machinery as a road-roller. Before good roads can be made the community must be supplied with the requisite implements.
The following is a brief list of some of the common tools and machinery employed in road-construction, together with the cost so far as can be ascertained. The prices quoted are taken from the pricelists and catalogues of some of the larger manufacturers, and vary according to quantity purchased and the condition of the market. As a rule, they can be obtained at a discount from the price-list, if payment is made within thirty or sixty days.
Those having in charge the purchase of road-machinery would do well to write to the different makers for terms, stating in their letter as near as possible exactly what is wanted and the work to be done.
Price per doz.
Bush Hooka (handled) $17.00
Bill Hooks 19.00
Axes 12.00
Axes (handled) 15. 50
Mattocks, cutters (wlthont handles) 14.50
Mattocks, picks 14 . 50
Handles $1 .45 to 8.20
In opening a new road it is necessary to clear the road-bed of trees,, brush, roots and other material which would hinder the excavation. For this purpose a number of different forms of axes, bush-hooks and picks are manufactured. Large stumps are best taken out by blasting-powder. There are many labor-saving devices employed in grading a road-bed or removing earth, rock or other materials, but where
302 Construction And Repair Of Roads
the work is light, as is more often the case in grading the ordinary country road, the most economical method of transporting materials from the cuts to the embankments is either by drags, wheel-scoops or carts. Occasionally there may arise conditions which would warrant the building of a temporary track over which to run dump-cars, hauled either by horse-power or contractors' locomotives. For light grading and shaping the road-bed, where the soil is free from large boulders and stumps, the work is much facilitated by th use of ploughs and road-machines or scrapers.
If the amount of rock excavation is considerable at any one place, holes for the powder are made with a steam-drill, but where there is a small amount of rock to be removed at any one place, so much time would be lost in moving the steam-drill equipment from point to point, it is cheaper to drill the holes by hand. The kind and amount of powder is selected according to the amount and kind of rock to be blasted. Hard and fine-grained rocks require different treatment from soft, shaly rocks.
Ploughs for tearing up an old road-surface and general grading are made extra heavy and strong and require from two to eight horses according to the character of the ground ploughed. They are furnished either with wooden or iron beams. Prices range from $13.75 for plain, heavy, swivel road-ploughs to $35 for heavy ditch-ploughs provided with wheel and cutter.
Road-machines or road-graders are designed to cut the earth from one portion of the road and carry it to another portion. They are of use in scraping loose and worn-out materials from the road-bed and in reshaping and crowning the roadway. The formation of a road-bed for new roads previous to rolling is much facilitated by the use of these machines. Side-ditches and gutters are also made by them. They perform with the aid of 3 men and from 2 to 14 horses the work of from 30 to 40 men working with hand-tools.
The main feature of these machines is a steel or iron blade 6 to 8 feet long which is attached to a frame carried upon 4 wheels. The blade is adjustable; can be set at any desired angle and dipped so that any slope desired can be given to the road-bed. The mechanism and
Maryland Geological Suevev 303
different adjustments possible, vary somewliat in machines of different makes.
Road-machines should be as light as is consistent with the requiaite strength necessary in construction, thus saving frequent repairs and loss of time from break-downs. They should be of as light draft as possible, that they may be hauled by a small number of horses. The prices of these road-machines vary from $150 to $250. Figure 24 shows one of these machines.
Fia. S4.— Road- mac bine or grader reBlllng earth OTer pipe dralo.
The old-fashioned method of breaking stone has been supplanted by the use of various forms of ston(;-crnshers. In preparing crushed stone for a road-bed the stone first has to be quarried and broken to such a size as will go in the crusher, from which it is automatically sorted in sizes by screens, when it is ready for delivery upon the road. The fewer the times it is necessary to handle the stone and the shorter the distance it is necessary to haul it, the cheaper can it be furnished. Where the supply of stone lies scattered on the surface along the roadway the most economical way is to use one of the various forms of
304 Constbuctios And Repair Of Boabs
portable plants. The crusher is set up temporarily and enough stone ie crushed to supply alx>ut two miles of road. Then the plant ia removed to another point and an amount of stone sufficient for
I. 25 One form of portable i
— Portable form o( combined crusher, e
another section is crushed. As a general thing, however, the supply of stone will be found more readily available at some particular place, so that it would be iieccssarj- to haul stone a somewhat longer distance than would otherwise be the case. Figure 2.5 shows a type of portable
Maryland Geological Survev
crusher whose capacity varies from seventy-five tons per day of ten hours to two hundred and ninety-five tons, requiring five to fifteen horse-power respectively. Prices are from $450 to $1,050. Other forms of crusher include not only the crusher, but an elevator for carrying the crushed stone from the crusher to the automatic screen from which it falls into the bins and thence to the carts. Such an arrangement is shown in Figure 26.
Fig. 27. — Rotary stone-crusber.
Each of the crushers shown in Figures 25-26 is of the jaw pattern, as are all the forms of crushers manufactured with the exception of the Gates crusher. This crusher is shown in Fig. 27, and is provided with a conical opening within which is a movable center steel core, which revolves eccentrically with respect to the outer shell. As the center core revolves it approaches and recedes from the sides of the outer shell, and the stone coming between the moving surfaces is crushed.
The automatic screens for sorting the crushed stone into the various
306 Construction And Repair Of Boads
sizes are shown in Figure 28. The different screens upon the market are of the same general design, differing only in material used in their construction and minor details of arrangement. Prices vary according to the size, from $275 for a 10 ft. 6 in. screen in three sections, to $950 for a 15 ft. 6 in. screen, corresponding diameters being 24 inches and 54 inches. The usual arrangement for conveying stone as it coma from the crusher to the screen consists of a number of steel buckets mounted upon a flexible belt.
The difference in prices depends upon the length and size of the buckets. For a distance between centers of thirty feet the prices of elevators range from $455, with a capacity of 12 tons per day, to $1,000 for 15 tons capacity.
Fio. 29. — AotomBtlc screen (or aasortioK crnaheiJ Btooe into different sixes.
The efficiency of stone-crushing plants depends greatly upon the " set-up," the detailed arrangement of the engine, crusher, screen, bins, etc., depending upon the nature of the location, whether the rock is gathered from the side of a hill or from the level ground. Figures 29 and 30 show in outline the general arrangement for sidehill and level locations respectively.
The following account of the cost of cmshing stone, taken from the report for 1891 of the City Engineer of Newton, Mass., shows in detail the part of the total cost each item bears. The prices for labor are seen to be about 75 per cent more than is paid in Maryland, allowing for the difference between a nine- and ten-hour day. As about 75 per cent of the cost for breaking stone is for labor, the cost of crushing
Maryland Geological Survey 307
stone in Maryland would therefore be about one-third leas than the cost as gi%'en in the following table. It will be noticed that the cost of breaking £eld stone is about two-fifths that of cnishing stone from a ledge. Thus three-fifths of the coat of crushing stone is for quarrying.
Fio. 89. — fienerl arrBogenieiit of a cruiblng plant on sideblU location.
Fio. so.— Gtneral arrHngemeiiL of crushing plant on level gronnd.
" The stone-breakiag plant consists of one etationarj and one portable Farrel, Marsdon 9 x 15 Btone-breaker, operated respectively by one Atlas engine with horizontal boiler, and one portable Lidgerwood double cylinder engine with vertical boiler. The stationary plant is placed near & ledge of hard green trap stone. The stone is drilled with a Rand Steam Drill and blasted with forcite powder.
"The drill is operated by steam from a separate boiler; the atone is broken to a size to go in the breaker by hand-drilling or with sledge ham-
Construction And Repair Of Roads
mefs, and taken by horse and cart to the breaker a distance of 500 feet, and delivered on a platform level with the top of the hopper.
" It is fed into the hopper by two laborers. From the breaker the stone Is delivered in four sizes into bins through revolving cylinders with casing of perforated boiler iron. The first is what is known as dust; second, one inch; third, two and a half-inch stone; fourth, tailings that have passed by the meshes and out at the end of the cylinder.
The following is a record in detail of the cost of the various items of labor and material which go to make up the total cost of breaking the stone of the different classes.'*
TaUlngB. No.S. Ko.2. Doit.
Greenish Trap-Rock 91.0 lbs. 88 V 84
Conglomerate 94.4 87.7 101
Cobblestone 99.6 98 102
Quantity Of Stonb Brokbn.
Hftrd green
tnp-rock
resembling
Hudson trap
In hardness.
Hours run 412
Cubic yards broke 8, 156
Long ton, 2,240 lbs., broken 8,998
Short ton, 3,000 lbs., broken 8,805
Cubic yards broken per hour 7.7
Long ton broken per hour 8.3
Short ton broken per hour 9.0
Number cubic yards of tailings 1,004
Per cent yards of tailings 31.8
Number cubic yards 2>-inch stone 1,618
Per cent yards 2>-iDCh stone. . . Number cubic yards 1-iuch stone
Per cent yards 1-inch stone 10.2
Number cubic yards -inch or dust
Per cent yards >-inch or dust
Average number of hours worked per day
Conglomerate ledge stone.
1,288
1,446
1,620
Cobblestone, largely trap-rock.
1,178
1,417
1,587
14,0
PRICE PAID FOR LABOR PER DAY AND SdATBRIALS USED.
Hard green
trap-rock
renembling
Hudson trap
in hardness.
Foreman $3.00
Operator of stone drill ,
Ledgeman 1 . 75
Engineer of the boiler operating stone drill 2.25
Engineer of the boiler operating stone-breaker. . 2.00
Blacksmith 2.50
Watchman
-Common laborer 1 . 75
Water boy
Two one-horse carts and one driver 5 . 00
<;oal per ton, 2,000 lbs 5 . 25
( 65 Oil per gallon " - L
Powder per box, 50 lbs 1 1 . 34
Waste per pound
Cost per cubic yard, stone in bin or crusher
Cost per long ton 834
Cost per short ton 745
Conglomerate ledge stone.
$3.00
Cobblestone, largely trap-rock.
$3.00
1,25
Cobblestone, largely granite.
1,785
3,142
2,399
Cobblestone, laigely granite.
$3.00
Maryland Geological Survey
Cost And Per Cbnt Of Whole Cost Of Units Of Labor And Material.
Hard lereen
trap-rock Conirlom-
rtfsenibling erate Hudson trap iedice
la hardneu. stone.
Labor, steam drilling cost per cu. yd. .092
" per cent of cost 10.3
Coal, oil, waste, powder and repairs cost per cu. yd. .084 .018
Coal, oil, waste, powder and repairs per cent of cost 9.4 1.6
Labor, band-drilling cost per cu. yd .249
" per cent of cost 22.3
Sbarpening drills and tools cost per cu. yd. .069 .023
" " per cent of cost 7.7 2.1
Breaking stone for crusher cost per cu. yd. .279 .42
per cent of cost 31 37.8
Total cost of preparing stone for
crusber cost per cu. yd. . 525 . 681
Total cost of preparing stone for
crusber per cent of cost 58.4 61.9
Filling carts cost per cu. yd. .098 .127
" per cent of cost 11 11.4
Carting to crusber cost per cu. yd. .072 .062
per cent of cost 8 6.6
Feeding crusber cost per cu. yd. . 053 .053
per cent of cost 5.9 4.7
Engineer of crusber cost per eu. yd. .031 .088
" per cent of cost 3.4 3.5
Coal, oil and waste cost per cu. yd. .079 .05
" " per cent of cost 8.8 4.5
Repairs cost per cu. yd. . 041
per cent of cost 4.5
Moving and setting up cost per cu. yd .023
" per cent of cost 2.1
Portable crusher, watchman 4.4
Cobble-
B'one,
largely
trap-rock.
Wheelbarrows.
Cobbie-
stone.
largely
granite.
Oil
Rollers.
The importance of rolling roads of all descriptions has been previously discussed. For light rolling, such as is required in preparing the road-bed, dirt roads and macadam made of softer materials, good results are obtained with the horse-roller.
A convenient pattern of this type is shown in Figure 31. This has a counterbalanced, swinging tongue, so that it is not necessary to turn about the roller itself in order to retraverse a portion of the work. Xo roller should be employed that must be turned about. The market offers rollers of different styles and of weights varying from 4 to 8 tons, which cost about $100 per ton.
Except on a very level road, so many horses are required to pull the heavier rollers that the cost of rolling is much more than steam-
Construotiom And Bbfaib Of Roadb
FlQ. 1.— ReverBible horEe-roller.
Fio. :)2. — Steam road-rolle
Maryland Geological Survey 311
TolKng. Besides, for most macadam work the heavier roller would be required and better results can be obtained with a steam-roller. For all road-work a 12-ton roller will be found the most convenient. The weights range from 10 to 20 tons, but the ones in most general use are of the lighter kind. The pressure for each inch of breadth of a 10-ton roller is 460 pounds and of the 12-ton roller about 550 pounds. The extreme widths of the different makes vary somewhat, the average being about 85 inches for a 12-ton roller. Figure 32 shows one of these machines.
Prices of different makes of steam-rollers vary considerably, ranging from $3,000 to $5,000. If more than one machine is ordered at a time substantial discounts can be obtained.
Highway Literature.
For the benefit of engineers and those wishing reference to standard works on highways and their construction, the following list has been compiled. It makes no pretence to completeness:
Historical.
Bloodgood, S. A. Treatise on Koads. Albany, 1838.
Macadam, John Loudon. Kemarks on the present System of Road Making. London, 1822.
Pamell, Sir Henry. Treatise on Roads. London, 1833. Searlght, T. B. The Old Pike, Uniontown, Pa., 1894.
Construction and Maintenance.
Bernard, H. Etudes des Differents Gervies de Pavages. G§rardin & Nicolle. Nancy, 1898.
Byrne, A. T. A Treatise on Highway Construction. John Wiley & Sons, New York, 197.
Codrington, Thos. Maintenance of Macadamized Roads. E. & F. N. Spon, London, 2nd Edit., 1892.
Durand-Claye, C. L. Cours de Routes. Baudry et Cie., Paris, 1895.
Gillmore, Q. A. Roads, Streets and Pavements. D. Van Nostrand & Co., New York, 1876.
Gillespie, W. M. Roads and Railroads. New York, 1847.
Grant, W. H. The Roads of Central Park. [Gravel Roads] Jour. Franklin Inst., vols. Ixxxiii-lxKxiv, Philadelphia.
Herschel, C. Science of Road Making. Wright & Potter, Boston, 1870. Reprinted by Engineering News & Publishing Co., 1877.
Law, Henry, and Clark, D. K. Roads and Streets. Crosb', Lockwood & Co., London, 1877.
312 Construction And Repair Of Roads
Love, E. G. [comp.] Pavements and Roads. The Engin. & Bldg. Record Co., New York, 1890.
Meyer, Gustav, and v. Willmann, L. [edit.]. Handbuch der Ingenieurwis'senschaften. 4 vols. Vol. I, in two parts, treats of road-construction. Engelmann, Leipsig, 1897-98.
North, E. P. Construction and Maintenance of Roads. Trans. Amer. Soc. Civ. Eng., 1879.
Owen, James. The Controverted Question in Road Construction. Trans. Amer. Soc. Civ. Eng., 1892.
Rockwell, A. P. Road and Pavements in France. John Wiley & Sons, New York, 1896.
Shaler, N. S. American Highways. The Century Co., New York, 1896. [A general discussion of American highways.]
Spalding, F. P. Roads and Pavements. John Wiley & Sons, New York,
Administration.
Angell, J. K., and Durfee, T. A Treatise on the Law of Highways. Little, Brown & Co., Boston, 3rd Edit., 1896.
Bavier, S. Die Strassen der Schweiz. Ordell Fiissli & Co., Zurich, 1878.
Elliott, B. K. and W. F. The Laws of Roads and Streets. The Bowen- Merrill Co., Indianapolis, 1890.
Henry, Ernest. Traite des Chemins Vicinaux. Baudry et Cie., Paris, 1897.
Jenks, J. W. Road Legislation for the American State. Amer. Economic Assoc, Publ., Baltimore, 1889.
Neff, F. H. French Roads, their Administration, Construction and Maintenance. Jour, of Assoc, of Eng. Soc, 1892.
Potter, B. W. The Road and the Roadside. Little, Brown & Co., Boston,
Sax, Emil. Die Verkerstnittel in Volks- und Staatswirthschaft. 2 vols. Vol. I. Land- und Wasserweger. Vienna, 1878-9.
Sax, Emil. Nausport und Communicationswesen. Handbuch der Poiitischen Oekonomie. Tubingen, 1882.
Stone, Roy. New Roads and Road Laws. D. Van Nostrand & Co., New York, 1894.
Williams, Henry W., Chairman. Report of the Committee of the Maryland Road League, 1893. Bulletin No. 1 of the Office of Road Inquiry., Dept. of Agri., Washington, 1894.
Official Reports.
California. Department of Highways. Bulletins and Reports. Connecticut. Reports of the Highway Commissioner. New Haven. Massachusetts. Reports of the Highway Commission. Boston. Ministere des Travaux Publics. Annales des Ponts et Chauses. Paris, 1831- .
Ministere des Travaux Publics. Determination Directe de la Qualite des Materiaux d'Entretien. Paris, 1880.
Ministere des Travaux Publics. Etat Itineraires des Routes Nationales. Paris, 1889.
Maryland Geological Survey 313
New Jersey. Reports of the Commissioner of Public Koads. Trenton.
New York, Good Koads, Report of Special Committee to the Legislature. Albany, 1896.
New York. Highway Manual of the State of New York. Albany, 1898.
New York, State Engineer and Surveyor, Bulletins of the office of. Albany.
New York State Museum, Bulletin of. Vol. iv. No. 17. Road-Materials and Road-building in New York. Albany, 1897.
North Carolina Geol. Surv. Kconomic Papers, No. 2. Some Road Legislation in North Carolina, J. A. Holmes. Raleigh, 1899.
Rhode Island. Reports of the Commissioner of Highways. Providence.
U. S. Dept. of Agriculture. Office of Road Inquiry. Bulletins and circulars. Washington.
U. S. Dept. of Agriculture. Year Books. Washington.
U. S. Dept. of State. Special Consular Reports. Streets and Highways in Foreign Countries. Washington, 1891 Reissued with supplements, 1897.
U. S. Geol. Survey. 15th Ann. Rept. 1893-4. Preliminary report on the Geology of the Common Roads of the United States, N. S. Shaler. Washington, 1895.
U. S. Geol. Survey. 16th Ann. Rept. 1894.-5. Part II. Geology of the Road-building stones of Massachusetts with some Considerations of similar Materials from other parts of the United States, N. S. Shaler. Washington,
Journals.
American Society of Civil Engineers, Transactions of. New York. Association of Civil Engineers, Journal of. London. Engineering and Building Record. New York. Eligineering News. New York. Franklin Institute, Journal of. Philadelphia. Good Roads. Jjeague of American Wheelmen. Boston. Massachusetts Highway Association, Journal of (discontinued). Municipal and Sanitary Engineers and Surveyors of Great Britain, Proceedings of. London.
Paving and Municipal Engineering. Indianapolis. Van Nostrand's Magazine. New York.
Part Vi
Qualities Of Good Road-Metals And The Methods Of Testing Them
By
Harry Fielding Reid
Qualities Of Good Road-Metals And The Methods Of Testing Them.
By
Harry Fielding Reid
Ixtroduction.
The essential qualities of a good road-surface are hardness and smoothness at all times; its first cost should not be too great, and the annual expense of maintenance should be as small as possible. These qualities are obtained by two methods: first, by proper construction; second, by the selection of a good road-metal; and it is a matter of very great importance to determine before making the road what is the best available material to use on its surface. The methods of construction have already been given and the means of selecting the right material will now engage our attention.
Forces to be Withstood by a Road-metal.
The forces at work tending to destroy roads must first be considered in order to see what qualities the stone must have to resist them.* These forces may be divided into two groups: I, the wear and tear of travel; II, the forces of nature.
I. The travel on a road tends to wear it out in several ways: (1) by the blows of the horses' feet; (2) by the blows of the wheels, for no road is so smooth that the wheels do not at times strike against, and at times fall from, slight projections and thus produce blows against the road; (3) by the action of the horses' feet in pulling or holding
An interesting article on this subject has been written by Mr. C. L. Whittle in Circ. 29, of the Office of Road Inquiry, United States Department of Agriculture.
318 Qualities Of Good E0Ad-Mbtal8
back, tending to pull the stones out of place; (4) by friction of the wheels, especially when brakes are used; and (5) by the pressure on the road due to the weight of the vehicle and of the horses. It is evident that some of these causes (3, 4) tend to destroy the general cohesion of the road and to loosen the stones; others (1, 2, 4) tend to break up the pieces of stone themselves into smaller particles and to grind them into dust; the effect of pressure (5) is probably beneficial to a well-made stone road as it tends to consolidate it; but a soft road, or one with too thin a stone covering, is terribly cut up by the pressure of the wheels.
II. Natural forces are extremely important causes of the destruction of roads. They are: (1) Heavy rains, which tend to wash the road; (2) Winds, which tend to sweep away all the fine material ground up by the travel instead of allowing it to become consolidated again with the mass of the road; they are especially effective during long droughts when the roads become very dry.* (3) In addition to the washing effects of heavy rains, which can be largely obviated by the proper shaping of the road to allow the water to run rapidly off, there is the solution of the rock, and also the general chemical decomposition.* But it is probable that the wear of the road-metal by travel is so much greater than the action of decomposition or solution that we may neglect these agents. (4) Great changes of temperature. They produce contractions and expansions of the rock, which in extreme cases must break the bonds holding together the broken stone, and thus unravel the road. The last three agents (3, 4), however, have not been thoroughly investigated by observation, and we may leave them until our knowledge is greater. (5) Frost. The destruction of a road-bed by the heaving action of frost and the subsequent breaking up when the thaw comes on are too familiar to every one in the state to require special description. It is one of the greatest destroyers of roads without dry foundations.
In order to resist these various agents of destruction the stone of the road-surface must be so hard and tough that it will not be readily
A discussion of the climate of Maryland and its relations to the roads will be found in the first part of this Tolume.
' Mr. Whittle has carefully considered these two actions.
Maryland Geological Survey 319
broken or ground into small particles; the separate stones must be so firmly held together that they cannot be easily knocked out of place ; and they must become so consolidated that all water will run off the surface of the road, and the foundation be kept perfectly dry. Moreover, the greater the specific gravity of the rock and of its constituent minerals, the less readily will the smaller particles into which more or less of the surfacerock is always broken by travel, be blown or washed away. It sometimes happens that so much of this finer material is carried off that the road's surface becomes a mass of loose stones.
Methods of Testing Road-metals.
The large amounts of money spent on the maintenance of roads make it a matter of very great importance to select a material that will wear well; a great saving can be effected if we can know before building our road what is the best material to use. Undoubtedly, experience is the best test of road-materials; and if we could build a mile or two of roads of various materials and in different parts of the state and open them for travel for a period of years, and if at the end of that time we could make a careful examination of the wearing down of the road-surface and other disiniptions of the road-bed, this would undoubtedly be the best means of determining the relative merits of the various materials. But as the number of available materials is very large and the wear on the road is very uneven, it would be necessary to make a very large number of measurements at different parts of the various roads in order to determine the average wear for each, and also to keep a careful record of the repairs that had been made in order to allow for them; and as it would require between five and ten years' time to get results of any value, this method is evidently not at all a practical one for Maryland at the present time. One must therefore turn to laboratory methods to determine the wearing qualities of a road-metal and its resistance to the weather, and the results are of great value even where they are not as accurate as might be desired.
Mior0800Pic Test.
If thin sections of rock are made and examined with the microscope the structure of the rock itself can be distinctly seen. Exam-
320 Qualities Of Good Road-Metals
inations of this kind show a great variety of structure in the different rocks; and crystalline rocks show not only a great difference in the size of the crystals of which thev are formed, but also a difference in the crystals themselves and the manner in which they are united. A glance at Plates VII-XI will show these differences. It will be seen that the diorites, the diabases and the related rocks are made up of minerals which are very much intertwined, and this accounts in a great degree for the toughness of these rocks and the difficulty in breaking them. The minerals of the granites and gneisses, on the other hand, are not well intertwined and these rocks crumble more readily. The quartzites, which are made up of particles of quartz cemented together but not intertwined, may be more or less easily disrupted according to the strength of the cement ; and the same may be said of the sandstones. In marbles not only do the crystals themselves break very readily, but they are not strongly cemented together. The limestones, made up originally of small particles of fairly hard material, which are cemented together by a cement practically as strong as the particles themselves, form very compact rocks which do not crumble, but they are often not very strong. This method does not give the relative wearing powers of rocks, and cannot be looked upon as a satisfactory test; but it is valuable in making clear the causes of the differences in strength, and, therefore, in suggesting among what classes of rocks good road-making materials will probably be found.
Vbrasion Test.
In France, where the most careful work has been carried on for the greater part of this century, they have now adopted an experimental test of the resistance of rock to wear. The machine which they use for this purpose was invented by a French engineer, Deval, and is called by his name. It was first exhibited at the French Exposition in 1878, and was immediately adopted as the best method of determining beforehand the relative wearing powers of rocks.' By its use a large number of tests have been made of the various rocks used on
Determination Directe de la Qiialite des Materiaux d'Entretien. Ministere des Travaux Publics. Paris, 1880.
MAnvLANO QEOLOQICAL SURVEY. VOLUME III, PLATE XXIX.
Testing Laboratory Of The Maryland Geological Survey, Showing Deval
Abrasion Machine And Revolving Cylindrical Sieve For
Determining Values Of Road Materials.
Maryland Geological Suevey 321
the French roads, and the results are in very satisfactory accordance with results obtained by many years' study of the roads themselves. The engineers in charge of the roads send samples of the various available materials to the testing laboratory in Paris, and their selection is governed by the result of the test. A machine of this kind has been used for some years by the Massachusetts Highway Commission, and one has been installed in the Maryland Survey laboratory, and has been at work for the past year testing the values of rocks from all sections of the state. The machine is shown in Plate XXIX. It consists essentially of an iron cylinder 20 centimeters (8 inches) in diameter and 34 centimeters (13 inches) deep, mounted diagonally on a rotating axle. The stone to be tested is broken into pieces that will just pass through a 2-inch ring and 5 kilograms (11 lbs.) of this broken stone are placed in the cylinder, which is then firmly closed and rotated at the rate of about 30 turns to the minute for 5 hours, making altogether 10,000 revolutions; a counter shows when the proper number of revolutions has been made. At each turn the stone rolls over from one end of the cylinder to the other and the edges are gradually broken off and the small particles thus formed are ground to fine dust. Before being placed in the cylinder the stone is carefully cleaned and weighed ; after the experiment it is again cleaned and weighed together with all particles larger than tV of an inch. The difference between these weighings gives the amount of dust formed and is the test of the wearing quality of the stone. The French engineers have adopted a coefficient of wear to indicate the quality of the stone. They find that very few rocks when subjected to this test form less dust than 20 grams to each kilogram of rock (equal to about 2 per cent), and they adopt the number 20 as the coefficient of the best rocks. The coefficient of other rocks is obtained by multiplying this number by 20 divided by the amount of dust formed per kilogram of rock, namely:
20 X 20
where q the coefficient of wear,
ti quantity of dust gunned per kilogram.
322 Qualities Of Good Road-Metals
It will be readily seen that the rock which produces 40 grams of dust to the kilogram will have a coefficient of wear 10; and, in general, the coefficient is inversely proportional to the amount of dust formed in the test.
The machine installed in the Survey laboratory was made for us in Paris and has two cvlinders so that two tests can be carried on at the same time. The time necessarj' to weigh the rock before and after the test and the time of the test itself rarely allows tests of more than two rocks to be made dailv with our machine.
Objection has been made to this method of determining the wearing qualities of rocks on the ground that it does not exactly resemble the wear to which the rock is subjected on the road, and that it does not measure the resistance of the rock to the natural agents of destruction. This is perfectly true, but the experience of the French engineers for the last twenty years shows that the test is very valuable; and by supplementing it with other tests, a very accurate idea of the relative values of road-metals can be formed.
Cbushinq Test.
The resistance to tlie crushing action of blows can be measured by determining the force of the blow necessary to fracture a piece of the rock of a given size. This test can be carried out by the machine described in the next paragraph, but up to the present there has not been any opportunity for applying it.
Cementation Test.
After resistance to wear the most important quality in a road-making material is the power of consolidating into a solid mass, which will shed water from the road-bed, and keep the foundation dry. This consolidation also holds the stones in their places, and prevents them from being kicked out by the horses. After the broken stone is laid the road should be thoroughly watered and rolled so as to bring the stones into as close contact as possible. But even when this is done it is found that the empty spaces amount to about 26 per cent of the ttal space occupied by the road itself. Screenings of the road mater-
Maryland Geo Logical Survev.
Testing Laboratory Of The Maryland Geological Survev, Showing
Machine For Making Briquettes And Page Machine For
Determining Cementation -Power Of St0Ne-Du5T.
Mabyland Geological Survey 323
ial are usually put on the top of the road, watered and rolled in, for the purpose of filling up these spaces as far as possible and thus consolidating the road. Any fine material will do to fill the space, but it is important that this should be a material which will not only fill the space, but which will cement the stones together, as this makes a much more solid structure. The screenings made during the crushing of the stone are very suitable for this purpose, and the travel of the road, which will in time, by slight movement of the stones themselves, produce a small quantity of dust, also helps to fill the voids. If this dust and the screenings have a good cementing power they will hold together the larger pieces of stone and make a solid road-bed practically impervious to water. Therefore the determination of the cementing power of the dust formed by the grinding of the rock is a test of great value. For this purpose the dust produced in the Deval machine is passed through a rotating screen, having 100 meshes to the inch and all the dust that will go through is collected and formed into a briquette. If sufficient dust has not been produced by the regular test a heavy piece of iron is put into the cylinder with the stone and in a comparativelj short time sufficient rock is ground up for the purpose. The dust, mixed with a definite quantity of water, is put into a small steel die and compressed by a machine under a pressure of 500 kilograms (1100 lbs.). The briquette thus formed is 26 millimeters (.98 inch) in diameter and 25 millimeters high. It is easy after the first briquette is made to determine the quantity of dust for that particular stone necessary to make a briquette of the proper size within a very small fraction. These briquettes are laid aside for two weeks to dry, and are then subjected to the test to determine the cementing power. This consists of striking the briquette a number of light blows with a hammer weighing one kilogram (2.2 lbs.) and the number of blows necessary to break the briquette is the measure of the cementation value. The machine by which this test is made was developed by the Massachusetts Highway Commission; so far there are but three of them in use, one in Massachusetts, one in Xew York and one in Maryland. It consists essentially of a hammer weighing one kilogram, which is raised a certain distance and allowed to fall upon the
324 Quaiities Of Good Road-Metals
briquette. The hammer is connected with a screw which is continually rotating and is so arranged that it will be raised automatically and dropped through a distance which can be definitely fixed. The distance adopted on our tests was one centimeter (§ inch), and a slight adjustment of the scale enables us accurately to obtain this value even when the briquettes are of slightly different heights. A small drum carrying a paper on which a pointer marks, indicates the number of blows before the briquette is broken. It is found in the beginning that there is a certain rebound of the hammer marked on the drum, but when the elastic limit of the briquette is passed these rebounds no longer occur, although the briquette may not have been entirely destroyed; this point is taken as the breaking down of the briquette. The machine is a most excellent one and was made for us through the courtesy of Mr. L. W. Page of the Massachusetts Highway Commission, who designed and superintended its construction. Its general form will be seen in Plate XXX. A large number of these tests have been made with this machine of rocks taken from all parts of the state, and the results have proved very instructive. They show in general that quartzites, sandstones, granites, gneisses, and marble possess very little cementing power; some of them, indeed, breaking down with two or three blows; whereas limestones and some trap-rocks show a high power of cementation and stand thirty or forty blows before giving way. Other trap-rocks have not proved so good.
The cementation power of the dust is due in general to the oxide of iron or the lime which it contains, Mr. Whittle ' has shown that the small amount of clay formed by the disintegration of the feldspar of igneous rocks is also an important agent of cementation.
Value Of The Tests.
The great importance of the experiments makes itself evident from the fact that rocks, which might be looked upon as practically equal in value as road-metals, show a very remarkable difference when subjected to the tests; thus enabling us to effect a material saving by selecting the better kind. An example of this occurred last spring
Op. cit., p. 11.
Maryland Qeolooical Si
-Marble, Baltimore County.
FtQ. 2,— LIMESTONE, WASHINGTON COUNTY.
FlO. 3.— TRAP ROCK, DIABASE, FREDERICK COUNTV.
Maryland Geological Survey 325
when samples of rock were submitted to us for examination by the Citv Commissioner of Baltimore. The rocks were to be used in building roads in some of the outer portions of the city. Our results showed that the best of the rocks would give nearly twice the wear of the worst, and the engineers decided to use it. The costs of the rocks were about equal.
Results Of Tests Made By The Maryland Survey.
The Highway Division has made tests of about a hundred and sixty rocks, gathered from different parts of the state; the results are collected in the table, and summarized as follows:
Coefllclent Cementation
or Wear. Test.
Trap-rocks 5.7-26.1 1-16
Serpentine 5.8-21.2 10-300
Granitic and quartzitic rocks 2.6-16.3 1-13
Limestones 4.S-16. 8 1-73
Sandstones 5 -13 0-28
In this and the subsequent tables the figures slKuify :
Wear. Cement, Wear. Cement.
1-7 1-4 bad. 12-17 10-20 pood.
7-12 4-10 fair. 17- 20- excellent.
An examination of the table shows great differences existing not onlv between rocks of different kinds but between rocks of the same kind. Some rocks will have splendid qualities of wear, and poor qualities of cementation, and vice versa. They vary also in their specific gravity. The conclusion is therefore drawn that although in general the traps and limestones make the best roads, still this is merely a general statement, and it is always of great advantage to make a test of each rock before using it in order to find its individual value. It is hoped that the opportunities for doing this work provided by the Highway Division of the Maryland Geological Survey will be made use of by the people of the state as largely as possible. The time has been so short since this work was organized that it has been impossible to do more than adopt methods already in use, but it is expected that careful experiments will be made in the future with the hope of increasing the accuracy and reliability of the tests.
326 QUALITIES OF GOOD BOAD-AfETALS
The selection of the road-metal for a given road is not always a perfectly simple matter. The problem consists in selecting the rock which will make a hard and smooth road-surface at the lowest cost for first construction and subsequent maintenance. To do this it is necessary to take into consideration the special conditions applying to the road, namely: (1) The amount and nature of travel. For a road subjected to a great amount of heavy traffic, wearing power is more important than cementation power, as the travel packs the stone down, whereas a lightly-traveled road does not require so hard a material, but it should consolidate easily. (2) The climate. In regions like parts of England and France, where there are neither heavy rains nor great droughts and no extremes of temperature, the binding power is of less value than in parts of our own country where opposite climatic conditions prevail, and we must even consider the diflFerences of climate in different sections of our state. (3) The relative costs of different materials. This depends on the relative location of the materials with respect to the rOad and the different costs of preparing them. A careful balancing of all these factors will enable the engineer to choose the material which will be the most economical on the whole, but evidently great care and skill will have to be exercised to prevent considerable waste of money.
Labokatoky of the Highway Division.
The laboratory in which the machines are placed is a small brick building erected for the purpose on the south side of the Johns Hopkins University. Besides the regular testing-machines which have been described, there are in the building a lathe, apparatus for grinding thin sections of rock, and a rock-saw. The machinery is run by one of two small electric motors, one wound to 110 volts, the power for which is furnished gratuitously by the University for about eight and one-half months of the year. During the time when the University power-house is not running, power is obtained from the United Electric Light and Power Company, and as their voltage is 220, it was necessary to have a second motor wound to its voltage. These motors are both C. & C. and have given excellent satisfaction.
Maryland Qeolooical Survey.
Fro. 1.— MARBLE, BALTIMORE COUNTY.
Flo. a.— LIMESTONE,
no. 3.-LIMESTONE. WASHINGTON
FlO. 4.— TRAP ROCK, GABBRO, BALTIMORE COUNTY. VIEW OF BRIQUETTES BEFORE AND AFTER THE CEMENTATION TEST.
H Size.)
MABYLANB GEOLOOICiL SURVEY
RESULTS OF TESTS OF ROAD-METALS Obtained by the Highway DiYiBlon, Maryland Geological 8nrTey.
Trap Rocks.
No.
Coeffl-
of
Coaoty.
Sclentlflc Name.
Common Name.
dent of
Cemen
Test.
Wear.
Baltimore City
Gabbro
Trap (or Nigger-head)
Baltimore City
Gabbro- schist
Trap (or Nigger-head)
Baltimore City
Gabbro-schist
Trap (or Nigger-head)
Baltimore City
Diorite
Trap (or Nigger-head)
Baltimore
Gabbro
Trap (or Nigger-head)
Baltimore
Gabbro
Trap (or Nigger-head)
Baltimore
Gabbro
Trap (or Nigger-head)
Baltimore
Gabbro
Trap (or Nigger-head)
Baltimore
Gabbro
Trap (or Nigger-head)
Baltimore
Gabbro-dlorite
Trap (or Nigger-head)
16,5
Baltimore
Gabbro-diorite
Trap (or Nipger-head)
Baltimore
Gabbro-schist
Trap (or Nigger-head)
Baltimore
Gabbro-schist
Trap (or Nigger-head)
Baltimore
Gabbro-schist
Trap (or Nigger-head)
Baltimore
Gabbro-schist
Trap (or Nigger-head)
Baltimore
Gabbro-schist
Trap (or Nigger-head)
Baltimore
Gabbro-schist
Trap (or Nlgger-head)
Baltimore
Serpentine
Serpentine
Baltimore
Serpentine
Serpentine
Baltimore
Serpentine
Serpentine
Baltimore
Peridotite
Serpentine
Frederick
Diabase
Trap (or Nigger-head)
Frederick
Diabase
Gettysburg Granite
Frederick
Diabase
Trap (or Nigger-head)
Frederick
Diabase
Trap (or Nigger-head)
Frederick
Diabase
Trap (or Nigger- head)
Frederick
Diabase
Trap (or Nigger-head)
Frederick
Catoctin schist
Chlorite schist
Harford
Gabbro-diorite
Trap (or Nigger-head)
Harford
Gabbro-dlorite
Trap (or Niggor-head)
Harford
Gabbro-schist
Trap (or Nigger-head)
Howard
Gabbro
Trap (or Nigger-head)
&5
Howard
Gabbro-diorite
Trap (or Nigger-head)
Howard
Gabbro-schist
Trap (or Niffger-head)
Howard
Diabase
Trap (or Nigger- head)
Montgomery
Peridotite
Serpentine
Montgomery
Serpentine
Serpentine
Montgomery
Diabase
Trap
Diorite
Granite
The methods of testiiijr an dejrilwd on pp. 32(). 322.
Qualities Of Good Eoad-Metals
No. of
9fi
No.
ot
Test.
County.
Baltimore City
Baltimore City
Baltimore
Baltimore
Baltimore
Baltimore
Baltimore
Baltimore
Baltimore
Baltimore
Baltimore
Cecil
Cecil
Frederick
Harford
Harford
Harford
Howard
Howard
Howard
Howard
Howard
Montgomery
Washington
Washington
Washington
County.
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Allegany
Baltimore
Carroll
Granitic And Quartzitic Rocks.
Sclenilflc Name. Common Name.
Gneiss
Gneiss
Gneiss
Gneiss
Gneiss
Gneiss
Granite
Gneiss
Mic roc line
Quartz-scbist
Quartz-schist
Diorite
Dioiite
Calcareous quartzite
Gneiss
Quartz
Sericite schist
Hornblende gneiss
Granite
Granite
Granite
Granite
Micaceous schist
Quartzite
Quartzite
Quartzite
LIMESTONES. Fc'.enUflc Nume.
Helderberg limestone Helderberg limestone Helderberg limestone Helderberg limestone Helderberg limestone Helderberg limestone Helderberg limestone Greenbrier limestone Greenbrier limestone Greenbrier limestone Greenbrier limestone Greenbrier limestone Greenbrier limestone Greenbrier limestone Marble Marble
Gneiss
Gneiss
Gneiss
Elkridge Granite
Gneiss
Gneiss
Granite
Granite
Feldspar
Sandstone
Sandstone
Granite
Granite
Sand- rock
Gneiss
Flint or quartz
Micaceous sandstone
Gneiss
Granite
Granite
Granite
Granite
Gneiss
Quartzite
Sandstone
Sandstone
Common Name.
Limestone
Limestone
Limestone
Limestone
Limestone
Limestone
Limestone
Brown limestone
Sandstone
Limestone
Limestone
Limestone
Sandstone
Sandstone
Marble
Marble
Coeftl-
clcnc of
Wear.
Coetndent of Wear.
11. S
Cementation.
i)
Cemonlailon.
t
Mabvlaxd Geological Survey
No.
of
Connty.
ticlGiitlfle Name.
Cocfli-
cient of
Wear.
Cemei tatloi
Carroll
Crystalline limestone
Crystalline limestone
Frederick
Shenandoah limestone
Shaly limestone
Frederick
Shenandoah limestone
Limestone
Frederick
Shenandoah limestone
Limestone
Frederick
Shenandoah limestone
Shaly limestone
Frederick
Shenandoah limestone
Limestone
Frederick
Shenandoah limestone (crystalline)
Marble
Frederick
Shenandoah limestone
Limestone
Montgomery
Triassic conglomerate
Calico rock
Washington
Shenandoah limestone
Limestone
Washington
Shenandoah limestone
Limestone
Washington
Shenandoah limestone
Limestone
Washington
Shenandoah limestone
Limestone
Washington
Shenandoah limestone
Limestone
Washington
Shenandoah limestone
Limestone
Washington
Shenandoah limestone
Limestone
Washington
Shenandoah limestone
Limestone
[Harper*s Ferry]
Shenandoah limestone
Limestone
Washington
Helderberg limestone
Iimestone
No.
of
Tett.
Oinnty.
SANDSTONES. 6clentlflc Name.
Common Name.
Coeffl-
clent of
Wear.
Cemen tatlon.
Calvert
Miocene sandstone
Sandstone
Carroll
Triassic sandstone
Brown sandstone
Garrett
Pottsville sandstone
Sandstone
Garrett
Pottsvllle sandstone
Sandstone
Howard
Potomac sandstone
Ironstone
Montgomery
Triassic sandstone
Red sandstone
Washington
Oriskany sandstone
Sandstone
Washington
Oriskany sandstone
Sandstone
Washington
Catskill sandstone
Brown sandstone
Washington
Catskill sandstone
Brown sandstone
Miscellaneous.
No.
of
Test.
County.
Scientific Name.
Common Name.
Coefficient of Wear.
Cemen- Utlon.
Howard
Magnetite-schist
Iron ore
Howard
Slag
Slag
[Chesapeake Bay] Oyster-shells
Oyster-shells
This table is valuable to show the great differences that exist between various specimens of the same kind of rock, and to give information regarding the grade of road-metal which exists in a particular
330 Qualities Of Good Road-Metals
locality. Although it would be necessary to test any stone oflFered for use on a road, the table would show whether it was the best roadmetal of the region; and if not, where to look for a better one. The greater the number of rocks tested from all parts of the state, and even from adjoining states, the more useful does the table become. This study of the values of rocks in all parts of the state is to the road-builder what a geological survey is to the mining-engineer.
The exact localities from which the specimens came have not been given in the table, but they are kept in the records of the Highway Division and can be obtained on application.
PART Vll
The Administration Of Roads
By
Harry Fielding Reid
The Administration Of Roads.
By
HARRY FIELDING RtlD.
The Admixisteatiox Of Roads Ix Maryland.
The method of administering the roads of Maryland is outlined in the laws of the state. These were codified in 1888, and since then amendments have been made and new laws added at every session of the General Assembly. They are divided into two groups: first, Public General Laws, applying to all the counties of the state; and second. Public Local Laws, applying to special counties or parts of counties. Some of the enactments relating to tlie subject of highways are of no general interest, such as laws allowing the building of a private road or a bridge at a particular point; or laws permitting the County Commissioners to levy a special tax to meet a deficit, and they will not engage attention. But the general regulations regarding the administration of the roads within the state are of especial interest in the present connection. They will be discussed in the succeeding pages in their relation to the establishment of roads, the source and expenditure of revenue and the manner of preserving the records of work accomplished.
The Opening and ('Losing of Eoads.
It is sometimes necessary to open new roads or to alter or close roads in use.* For this purpose persons desiring the change must petition the County Commissioners, and general notice of this petition must be given the county in order that other persons opposing the change may have opportunity to offer counter-petitions. If the
1 1?
Frederick and Wicomico counties have very full laws on this subject.
334 The Admixistratiox Of Roads
County Commissioners deem' it expedient to make the change or to look further into the subject, they appoint three persons as examiners, who carefully consider the whole matter, and, if necessary, have a survey made of the road; they determine the amount of damages wrhich shall be paid to some property owners and the benefits to be paid by others, and submit their report to the County Commissioners, who may make such changes in it as they think best, rejecting it altogether if they so decide. It is also within the powers of the County Commissioners to decide whether the cost of a road shall be met by the county, by the petitioners, or by the two combined/ Any one to whom the decision of the County Commissioners is not satisfactory has the right of appeal to the Circuit Court. This is a general right, but it is especially mentioned in the laws of Baltimore, Frederick, and Wicomico counties.
When roads are opened under this law they must be at least 30 feet wide, but there are exceptions to this rule in the case of several counties.
All persons owning land have a right-of-way from their land " to places of public worship and mills, market towns, pubKc ferries and court houses; " and if no suitable road exists for these purposes they may apply to the County Commissioners to afford them a private road. The County Commissioners then appoint three conunissioners, who determine where the private road shall be located, considering the interests of the petitioners and of the persons through whose lands the road is to pass, and determine what damages shall be paid; the petitioners also pay the cost of construction and maintain the road. Private roads are not to be more than 16 feet wide. Any person who is not satisfied with the decision of the County Commissioners in granting or refusing to grant a private road may appeal to the Circuit Court of the county, and, if he so desires, may have the matter tried by a jury.
In Frederick county the County Commissioners may take the opening of new roads entirely into their own hands, and not appoint examiners if they can obtain the right-of-way by agreement with property-owners: but if they fail to come to an agreement the examiners must be appointed.
maryland geological survey 336
Eoai>-Taxes.'
The expense of maintenance and of the occasional construction of a new road is met by a road-tax levied by the County Commissioners. The amount of this tax has varied during the past ten years in the different counties between $1,850 and $31,000 annually, with the exception of Baltimore county, where the average levy amounts to $122,680.
Some counties divide this road-tax into a general and a special roadtax; the latter is expended in the district in which it is raised, and the former is for general use in the county. In addition to this some counties allow a special tax to be raised and expended in a special district or in a town on the petition of a number of the residents of the district or town. In some counties, from a half to a third of the whole tax must be spent on stoning the surface of the roads.
Besides these taxes, special provision is made from time to time for special purposes; a good example of this is the law passed in 1898, allowing Montgomery county to bond itself for $25,000 to improve the road from Rockville to the District of Columbia.
The sums raised by these taxes are not always directly expended by the County Commissioners, Road Commissioners or the Supervisors. Incorporated towns generally receive from the County Commissionei-s cne-half of the road-tax collected within their limits, to be expended bv the town officers on the streets of the town; and sometimes the County Commissioners turn over a certain amount of money to local improvement associations to be expended by them. Usually, though not always, the association increases the amount it receives from the County Commissioners by a contribution from its own treasury.
KOAD-COMMISSIOXERS, RoAD-SuPERVISORS AND LABORERS.
The general control of roads and bridges in each county is vested in a board of County Commissioners, who are elected by the voters of the county. In many of the counties the territory is divided among the commissioners, each of whom takes special charge of the roads and bridges assigned to him. In some counties Road Commissioners are appointed, who relieve the County Commissioners of this duty. The
336 The Administration Of Roads
number of Road Cominissioners varies in the different counties from one, in Allegany, where he is called General Supervisor of Koads, to thirty-seven in Carroll. Each of them is expected to examine monthly the roads in his district. A large number of Supervisors are appointed by the County Commissioners or by the Road Commissioners. This number also varies greatly in the different counties. They have immediate control of from 2 to 60 miles of road and keep them in order; they generally hire men and teams to help them in the work, which is done during the spring and summer. In Charles county there are nine supervisors, each of whom has a more or less permanent gang of men working on the roads under his direction. This is much better than in the majority of the counties, where the supervisors have to accept one or two days' work from any one in his district, who wishes to pay his road-tax in this way. In general, the position of supervisor is coveted, but the law in Howard county, requiring those who are appointed to serve, or to show why they should not have been appointed, suggests that at one time there was difficulty in getting proper men for these positions. There was also a time in some of the other counties when it was difficult to obtain laborers to work on the roads, and this condition is still reflected in the laws of Dorchester, Wicomico, and Caroline counties, which require all able-bodied men either to work on the roads a certain number of days annually, provide a substitute, or pay a fine. A special law requires all male inhabitants of Snow Hill to work on its streets, or to pay a fine of 75 cents.* In Caroline county
In 1796 Kent and Talbot had a law compelling laborers to work on roads. See p. 150. The general law of 1704 also provided for compulsory labor. See p. 120.
- That this is not a dead letter is proved by a case which occurred last year. A man refused to work or to pay his fine. A judgment was entered against him by a Justice of the Peace. He appealed, and the court sustained the magistrate's decision. In its opinion the court, through Judge Charles F. Holland, said: The act of Legislature is a substantial re-enaL*t- nient of a law which has been in operation for over a hundred and ninety years, and its constitutionality has never been questioned until recently. It is in perfect accord with the state constitution, and the amendments of the United States Constitution. It has been so construed by our Court of Appeals, and the court gives verdict for the appellees, the County Commissioners of Worcester County.' " Baltimore American, Saturday, October 29th, 1898.
Maryland Geological Survey 337
the law comes clown from slavery days and reads: All persons [when properly notified by the supervisor] shall furnish one-half of their able-bodied male hands," etc. It is curious that in spite of the great number of repeals which have been made in the local laws this should still remain.
In many counties farmers are permitted to work out their road-tax by hauling stone or by working on the roads a certain number of days, and this may seem a wivse provision, as it is equivalent to hiring local labor, but it usually results in very poor work. This has been long recognized, for as far back as 1706 we find a law for Baltimore county requiring that the road-tax shall be paid and shall not be worked out.' The more progressive states and coimties are now requiring that the road-tax shall be paid in money. The employment of convicts for work on the public roads was in vogue in the last century, but fell into disuse.' At the present time, however, Talbot and Queen Anne's counties authorize their use, but they have not actually been put to work on the roads, as there are so few convicts in jail at one time that the cost of caring for and guarding them would make their work too expensive to the county.
The suj)en'isors make monthly or semi-annual reports to the Countv Commissioners or Koad Commissioners, and have their accounts settled.
Elaborate laws exist in Cecil county (18cS4) and in Anne Arundel (189tS) for keeping roads in repair by contract; but in Cecil the method has fallen entirely into disuse, as it was not found practical; and reports from Anne Arundel show that there has been no better care of the roads under the contract-system than imder the old system of supervise i"s. In many counties, where roads are being substantially improved at considerable expense, the work is dcme directly under the charge of the County Commissioners or by contract, as it is recognized that the supervisors are unable to do more than follow their
See p. 147.
' In 1788 a law authorized the condeinuation of convicts to work on public roads, and the turnpikes of Baltimore county, built by the county, were largely built by convict labor. See p. l.")!-!.").").
338 The Administration Of Boads
customary methods. This, however, only applies to certain special roads, and is manifestly not feasible for all the roads of the county.
The general law allows the County Commissioners to appoint competent engineers to oversee the repairs of the roads, but it is ineffective. Special laws have, however, been passed allowing engineers to be appointed in Anne Arundel and in Somerset counties to prepare plans for the improvements of the roads and to supervise the work on them.
The ordinary police regulations with respect to the public roads and bridges, such as the prohibition of fast driving, and of shooting on the roads, or obstructing the roads, naturally belong to the County Commissioners, but we find a number of special laws in individual counties with regard to them. Uniformity and generality of these laws would be very convenient.
Koad-Kepaibs and Drainage.
The large sums of money spent annually in the maintenance of roads without showing any definite improvement have led, in the last few years, to the passage of laws defining the methods of repairing the roads. These laws require a certain proportion of the general or special road-tax to be employed for the " permanent improvement " of the roads, designating that the improvements shall be made by putting stone, gravel, or other hard substance on the surface of the road. In the present state of our highways such work can hardly be looked upon as permanent, for roads badly located, or badly graded, can never be satisfactory, and when the county decides to make a real change for the better, by changing the location or improving the grades, it will find that the money spent on surfacing has been wasted. This is the condition of affairs on the road from EockvUle to the District of Columbia. This road, built many years ago, was very heavily stoned, but not properly graded. Hence at the present time, when montgomery county wishes to remove the high grades on the road, in order to make a modem road and one economical to haul over, it finds the old road-bed of no use, except as a quarry from which to procure stone.
maryla:xd geological survey 339*
In many cases great advantage would result from a better location or a possible straightening of a road, and it is wiser that these two classes of improvements, re-location and grading, should be undertaken before the expensive work of surfacing should be done. A badly-graded road is always a serious tax, for heavy grades greatly increase the work of hauling/
The difficulty of properly draining the roads has led to special laws,, requiring in Somerset county, and authorizing in Dorchester, the adoption of a scientific system of drainage, and permitting the appointment of an engineer to devise plans and to supervise their execution. The County Commissioners are also authorized to issue bonds to the amount of fifty thousand dollars in each of these counties for the purpose of meeting the expense of these improvements. In Dorchester this money must be used to develop the drainage system only, while in Somerset it may be applied to the general improvement of the roads. But the provisions of these laws have not been carried out.
Gates, Guide-posts and Bridges.
In earlier times roads ran through the large estates which then existed, especially in the tidewater counties of Maryland, and gates were erected across these roads, as it was, in general, easier to confine stock in this way than to build a fence on each side of the road.' But conditions have now changed, and the necessity of these gates is no longer very great. In fact, they are forbidden in Calvert, Carroll, Charles, and Queen Anne's counties, and are permitted only with the consent of the County Commissioners in St. Mary's county and in the first district of Cecil; or, as in Kent, upon the payment of an annual tax of one dollar.
Before the time of railroads, when persons traveled a considerable distance over the highways, it was very important to mark the roads and to indicate whither they led; and so in the early colonial times roads were distinguished by notches on trees or by sign-boards put up
' See p. 269.
Forty years ago it was necessary to open forty gates across the main, road in traveling from Marlboro to Washington.
340 The Administration Of Ro.U>S
as guides for travelers/ In a number of counties the laws still require sign-boards to be placed at cross-roads, but they are ineffective, for sign-boards are wantonly destroyed almost as quickly as they are put up.
In the tidewater counties the necessity for large bridges, requiring a considerable expenditure of money, has resulted in special laws being passed enabling the County Commissioners to build special bridges at a specified cost, and appointing the means of obtaining the necessarv monev, which is done either bv the lew of a special tax or by the issue of notes of indebtedness, or of bonds, which are later to be redeemed by funds laid aside from a special lew. Provision is usually made, if necessary, for the construction of a draw to enable vessels to pass through the bridge. Many bridges connect two counties, and the expense of construction is then divided between them, but not always in equal amounts. As with the roads, the bridges are sometimes built and maintained by the County Commissioners (jointly in the case of two counties) and are sometimes built by contract. Important bridges are usually directly under the charge of the County or Eoad Commissioners, and if they have draws, keepers are appointed to care for them and attend to the draw; but the smaller bridges are carcd for by the supervisors.* With the exception of the bridge in Anne Arundel county over Curtis Creek and Cabin Branch, the county bridges are free; but on the bridge just mentioned the tolls are quite heavy. This bridge was built under a law of 1898, and the money received from tolls is applied to pay the interest on the bonds after meeting the expenses of the maintenance of the bridge.
The bridges in Dorchester county do not seem to be built strongly enougli for the traffic that goes over them, and to avoid large expense to the county by extensive repairs a special law was passed requiring that persons who injured bridges by hauling over them too heavy a load should repair the damage.
' See p. 120, 121.
- Baltimore county employs an engineer who designs and supervises the construction and repairs of the county bridges. He also measures the stone put upon the county roads, but has no other connection with these roads.
Maryland Geological Survey 341
In Charles county we find a law somewhat similar with respect to the roads, namely, that all persons engaged in hauling heavy timber, not cord wood, for commercial purposes during the winter, must pay a special license of not more than five dollars a month; and this money is applied to the improvement of the roads. This is of the nature of a toll and it would be much better if, instead of making this charge, the roads were put in condition to stand the travel. In Anne Arundel county an individual or corporation damaging the roads by unusual use, is required to repair them.
A general law enacted in 1853 requires that all public roads opened in the state shall be at least thirty feet wide; this must mean between fences. Some of the counties have enacted similar laws, but in a number the width of the road may be less if the County Commissioners decide that it should be.
Provision is also made in the general law to allow passenger railway companies to lay tracks on the county roads with the consent of the County Commissioners; but for the sake of greater security, several companies have had this right secured by their charters or by laws passed especially granting it. These special laws rarely add anything of importance to the general law, and leave with the County Commissioners the right of making any conditions with the companies they think for the public good; but one or two specify the position of the tracks on the road and the breadth of roadway which must be left available for vehicles.
KoAD Records.
The records kept of the various roads are, in general, very meager. Some counties do not even keep a separate record of the amount of money spent on the repairs of individual roads, and Caroline alone has an accurate large scale map showing the location of the roads, the nature of the surface, and the position and size of the bridges.
Eoads are usually designated by the towns between which they run, though occasionally they have a specific name. In Anne Arundel county, however, a very careful designation of the roads has
342 The Administratiox Of Roads
existed since the last legislature. The election districts are divided into road districts and are lettered A, B, C, etc. The road districts are subdivided into sections which are numbered and the roads frequently have names. The roads are classified into (1) County High Roads, which are " the principal roads or public highways leading to or from any city or town or principal stations or landings," or portions of such roads. (2) First-Class Roads, " leading to or from any city, town, public station or landing," or parts of such roads. (3) " Second- Class Roads those not frequentlv used — ordinar\' roads of travel or cross-roads." The law requires that a map such as is made by the United States Geological Survey shall be adopted as official, and on this map the roads are to be clearly marked by different kinds of lines according to their classes; all the high roads, and the others as far as possible, are to have special names. In addition to this, a careful description of these roads shall be kept and recorded. This law has not been in effect very long and necessarily entails a great deal of labor, and, therefore, has not as yet been applied verj generally to roads in the county.
It was rare that accurate surveys and careful plats of the early roads of Maryland were ever made, nor was the location of roads marked in any permanent way. As the result of this, roads have naturally become somewhat displaced by the movement of fences or from other causes, and as the roads are frequently the boundary between the properties of different persons, we should expect that more trouble would arise from this cause than has actually occurred. There are only four counties — Baltimore, Carroll, Harford, and Cecil — for which laws have been passed allowing the County Commissioners to re-survev and determine the true location of a road. The difficulty of deciding as to where a road originally was has led to a law for CaiToU county, according to which examiners appointed by the County Commissioners " are authorized to adopt the center of such road as the center thereof according to the true location." The importance of a general law requiring that the positions of roads should be accurately known and marked is manifest, as the titles of many properties recite that the line shall begin at a certain point in the
Mabylakd Geological Survey 343
middle of a certain road and follow the middle of this road for a certain distance.
Corporations.
Corporations for making turnpikes, plank roads or passenger railways may use the county roads by permission of the County Commissioners, under certain restrictions, and they may obtain right-of-way across private lands by agreement or by condemnation. Turnpike companies are required to report their progress in building before they are allowed to charge tolls and their rates may be revised by the County Commissioners (or the Governor of the State in the case of turnpikes passing through several counties) so as not to yield to the company profits of more than eight per cent per annum on the money actually expended in the construction of the road. The corporation is required to keep its road in order, upon penalty of being debarred the right of charging toll over the bad parts. If a turnpike company persists in keeping the road in bad order, tolls may be forbidden in the entire coimtv, and if this is not sufficient to remedy the evil, the road shall be forfeited by the corporation to the County Commissioners, On the other hand, persons using the road are forbidden to evade payment of the legal tolls.
1
The Admixistratiox Of Koads Ix Other States.
Alabama.
The Court of County Commissioners selects Apportioners for each precinct, and these appoint overseers, who attend to the general repairs of their sections of the roads. Every able-bodied man is liable to work ten days yearly on the roads; in some counties special acts allow the labor to be commuted in money.
In addition to this, in a few counties, there is a road-tax, which
The information here given was extracted from the laws of the states, public addresses, letters from state officials and from private correspondence. See p. 43.
344 The Administration Of Roads
must come out of the general levy, and some counties have also been permitted to issue bonds, which must be redeemed out of the general tax receipts.
Every Legislature passes special acts for special counties and these are very varied in their provisions. Many miles of good macadam roads have been built in recent years, but they are largely confined to thos3 counties which have borrowed money on bonds, or required the road-tax to be paid in money, and have given attention to the careful supervision of the work on the roads. The law requires the roads to be thirty feet wide.
Arkansas.
Road overseers are appointed by the County Judge; every ablebodied man may be required to work five to ten days a year on the roads, but so far very little improvement has resulted. The roads are very poor.
California.
The counties are divided into road-districts by the Board of County Supervisors, and the electors of the district vote annually for a Koad Trustee, who serves for three years. There are thus three trustees, the term of one expiring annually. They have entire charge of the roads of their district and employ the necessary labor or make the necessary contracts for the construction, repairs and maintenance of the roads. Each one of them is required to view every road of his district at least once a year.
Three times a year there is an assembly of the qualified voters of the district to consult in regard to the general management of the roads, to determine what roads shall be j)ermanently improved and how the improvements shall be made, the materials to be used and what action is to be taken with regard to any litigation about the roads.
The amount of the road-tax is detennined by the Board of Supervisors, which levies a property road-tax and also a poll-tax, the latter of which may be worked out on the roads. In addition to this the Board of Trustees may submit to the qualified voters of the district a proposition to raise an additional tax for the improvement of specific
Maryland Geological Subvey 345
roads. They may also submit to vote a proposition to issue road-district bonds in order to raise larger amounts for permanent improvements.
The public highways are to be at least forty feet wide and a law has been passed requiring the tires of all wagons in the state to have a certain width dependent upon the size of the axle. This law is to become effective in 1900.
This system of road-administration has not proven at all satisfactory. About two million dollars are expended annually on the roads and the results are extremely poor. Considerable interest has been shown in favor of improving the roads, and in 1895 a law was passed creating a Bureau of Highways, which consisted of three commissioners, appointed by the governor, who were required to investigate and report on the condition of the roads of the state and to recommend a practical road-law. An appropriation of $31,000 was made to meet the expense. The Bureau was only created for two years and presented a very interesting and complete report. It recommended the classification of the roads into state, county, and district roads, the creation of a permanent Department of Highways to control the state roads, and a redistribution of the present highway-tax, so that a part should be available for these roads. These recommendations did not become laws, but a Department of Highways was created to continue the work of the former Bureau in the investigation of the roads and in giving advice to road-officers. It has published one biennial report and is doing excellent work for the state. A rockcrushing plant has been established at Folsom penitentiary, near which excellent road-material is to be found and also good water-power. This plant is worked by the convicts and the stone sold to the various counties in the state at a small advance over the cost in order to meet the expense of setting up the plant. The convicts also cut stones to prepare them for use in small bridges or culverts. This plan has proved very successful, broken stone being delivered at various parts of the state at prices ranging from twenty-five cents to ninety cents per ton. Such a low price could not be given save by the co-operation of the railways which only charge the actual cost for the transportation of the stone.
346 THE ADiriXlSTRATIO: OF KOAD8
Colobado.
The County Commissioners divide the counties into road districts and annually appoint a road overseer for each who sees to the repairs, etc., of the roads.
The County Commissioners levy a property road-tax, one-half of which must be spent in the district in which it is collected and the rest as directed by the County Commissioners. In addition, every able-bodied man pays $2 or works two days on the roads.
Connecticut.
The roads are under the care of the Selectmen of the town, who are elected annually bv the voters. The Selectmen employ laborers and supervise the work of road-improvement. There are no special taxes raised for roads but the necessary money comes out of the general town tax-fund. The town is not divided into districts but is treated as a whole. There is still a survival to a small degree of the practice of working out taxes on the roads, but it is fast disappearing. Xo bonds have been issued to raise funds for the improvement of the roads either in the towns or in the state. A wide-tire law has been pasvsed which will become ojerative in 1901.
The great desire for l)etter roads has led to the matter being taken up by the state. Under a law passed in 1895, the Governor appointed three Highway Commissioners, and the state legislature appropriated $75,000 annually to be spent on the roads of the state. Every town voting to improve its roads under the act had a survey made, and specifications drawn up, and submitted them to the Highway Commission. If approved, the contract was let to the town or to private parties and the work supervised by the Selectmen of the town. The expense was met — one-third by the town, one-third by the county,
and one-third bv the state.
t,'
This law was repealed in 1897 and another one enacted, differing only in having one Highway Commissioner, who holds office for two years; in making the annual appropriation $100,000, and in dividing the cost equally between the town and the state.
These laws have proved popular and successful and during the
Uauyl.Vnd Qeolooical Subvey 347
four years of their existence one hundred snd seventy nulee of road hare been built, and much grading has been done; in addition, about fifty miles of roadway have been straightened and widened; and many petitions for sharing in the benefits of the state appropriation have been received. The total cost of these improvements has been about $800,000.
Telford, macadam and gravel roads have been built. The cost of the latter is very moderate, being in one or two cases as low as $1,000
Tto. i:i. — Gravel ro&d In southwefltern Connecticut.
a mile. One niipht suppose that the prospect for getting state aid would act as a deterrent to the general improvement of the roads, the towns holding back so that part of the expense might bo .shared bv the state; but just the reverse has taken place; the great convenience and advantage of brood roads when once experienced, have impressed themselves on the people, and towns have voted increased snnis to improve roads more rapidly than could be done if they waited for the small sum annually available from the state. It is safe to say that four hundred miles of roadway have lx>cn improved in the state in the last four vears.
348 The Administration Of Roads
Four annual reports have so far been published, containing important details of the methods of construction and of the costs of the roads.
Delaware.
There are two road-systems in Delaware; one applicable to Xew Castle county and the other to the other two counties of the state. In New Castle county, Road Commissioners are elected to serve four years, one being elected biennially for each hundred. The Road Commissioners have general charge of the roads and bridges in their hundreds, and annually appoint overseers to keep them in repair.
The Road Commissioners levy the tax which, in general, may be worked out, and any one has the right to do a certain amount of work on the roads in the payment of taxes. Persons appointed as Road Commissioners or Overseers are required to serve.
In Brandywine hundred, New Castle county, five supervisors are elected annually, and each has charge of one of the five districts into which the hundred is divided. They take the place of the Road Commissioners, fix the amount of the tax, and report to the County Court.
Certain bridges in Kew Castle county are maintained by the county as a whole.
In Kent and Sussex counties the Levy Court has general charge of the roads and appoints supervisors to see to the repairs. The Levy Court fixes the amount of road-tax, which may be worked out.
There are a number of acts applying to special hundreds which need not be mentioned, except an act in Mill Creek hundred in Xew Castle county, where sections of a road may be farmed out to various persons to be kept in order.
On petition for the establishing, altering or vacating of a road, the Court of General Session appoints five viewers to report on the project, and the Court decides the question; but the decision must be approved by the Levy Court of the county.
The public roads must be between 15 and 40 feet wide and guideposts are to be put at places where they are needed.
J
mabyland geological survey 349
Flobida.
The roads are in charge of county officers. The road-tax is paid largely in money, but some of it is worked out on the road.
The nature of the soil is such as to make fairly good roads at little cost and the people are moving for their improvement.
Georgia.
The country is divided into road districts, in each of which there are three Road Commissioners. The commissioners divide the district into sections and appoint an overseer in each. All able-bodied men are subject to fifteen days' work annually on the roads, which must be done under the direction of the overseer. Counties are also permitted to levy a road-fund, organize road forces or make the repairs of the roads by contract. First-class roads must be 30 feet wide, and second-class roads 20 feet.
The roads are being substantially improved, many miles having been macadamized or graveled. Much of the work has been done by misdemeanor convicts, and the experiment of employing them on the roads is considered successful.
Idaho.
The roads are in charge of the County Commissioners who appoint road-supervisors to see to the repairs. The road-tax, which consists of a property-tax and a poll-tax, is levied by the county and is spent in the district where it is raised. It may be worked out in labor on the roads. In certain regions where the expense of building roads is too great for the locality, the cost is met by the state by legislative enactment.
Illinois.
In this state the township system is in general use and to some extent the county system, and what follows applies as well to the county as to the township system. One Commissioner of Highways is elected annually, there being three altogether, who have complete charge of the roads and bridges in the township. They may
"350 The Adm1.N18Tkati0N Of B0Ad6
employ a general superintendent of roads or appoint overseers and employ laborers, or they may let the work by contract; the practice varies in different townships. They levy a road-tax, which consists of a property-tax and a poll-tax. The poll-tax may be paid either in money or in labor; but the tax itself may be abolished by vote of the township, as has been done in some cases.
The road-tax may be worked out if the township so votes, each man doing his share of the work, or furnishing a substitute, or paying his tax. In that case the Commissioners of Highways appoint an overseer for each road-district of the town, and they attend to the work and report to the Commissioners of Highways.
Where large expenses are incurred in building bridges, the County Board may help the township.
The Commissioners of Highways report semi-annually to the Board of Town Auditors, particularly in regard to their finances, and in regard to any other matters about the roads that they may think important
Upon petition roads may be opened, altered or vacated by the Commissioners of Highways. They settle the damages by agreement, if possible, and if not, by recourse to a Justice of the Peace and a jury. Appeals may be taken to three County Supervisors.
An attempt has been made to improve the roads in Illinois by macadamizing or gi-aveling them, find by vote of the township a special tax may be raised for this purpose. Some townships have taken advantage of this privilege and have graveled or macadamized all their important roads; others have not. In some instances engineers have been employed to superintend the improvement of the roads, though this is not the usual practice,
A public road must be 60 feet wide unless the Commissioners of Highways, on petition, decide to make it less; but it must never be less than 40 feet. In some townships sign-boards are usually found at the cross-roads J in others they are seldom seen. Wide tires are generally used in some parts of the state, and not at all in other parts.
Marylai5D Geological Sltrvey 351
Indiana.
The counties are divided into townships and these again into road districts, over each of which a supervisor is elected who takes charge of the roads and keeps them in order under the direction of the Township Trustee; or, if the latter thinks it advisable, the work may be partly done by contract. The Township Trustee, with the concurrence of the Board of Countv Commissioners, fixes the amount of road-tax to be paid. Some of this must be worked out on the roads under the supervisor, or a fine paid. When the ordinary levy does not produce enough funds for the roads an extra levy may be made.
In addition to these township roads there are a series of gravel or turnpike roads bought or built by the County Commissioners on petition or by vote of the electors. These have been paid for either by a special tax or by the issuance of coimty bonds. They are cared for by the township supervisor, under the direction of the County Commissioners. A special law forbids the hauling of heavy loads over the gravel roads during the season of the year when they are thawing. The countv roads shall not be less than thirtv feet wide nor the township roads less than twenty-five feet wide.
Upon the petition for the opening of a new road the County Commissioners appoint viewers who decide upon the location of the road and the damages to be paid. An appeal may be taken and re-viewers appointed to consider the matter, and the decision of the County Commissioners on their report is final. The County Commissioners report their decision to the Trustees of the townships through which the road passes, and the latter order the super-isors to do the work.
Iowa.
The Board of County Supervisors has general jurisdiction over tlie roads of the county, but the coimties are divided into townships and the Township Trustees have s}>ecial charge of the roads of their township. They may divide the township into several road-districts or may treat it as one. They determine the amount of the road-tax to be levied and how much of this is to be paid in money and how much
352 TnE ADMINISTRATION OF ROADS
in labor; there is also a poll-tax. The immediate care of the roads is in the hands of supervisors.
In the case of the township which is treated as a whole the Trustees may let some or all of the work by contract, or they may appoint a Township Superintendent of Roads. In the case of the township being divided into road-districts a portion of the road-fund is used for purchasing tools, sign-boards, and so on, for the township in general. The remainder is spent in the district where it is raised. The road-tax may be worked out to some extent, and all able-bodied men, if called upon, are required to give two days' labor for their poll-tax or pay a fine of $3.00 for each day that they do not work.
A county road-fund may also be levied by the Board of County Supervisors and be expended as they may direct on roads in the county. The work may be done by contract, or otherwise, as they decide.
The opening, altering or vacating of a road is accomplished by petition to the Board of Supervisors filed in the County Auditor's office. The Auditor appoints a commissioner to report on the matter, and if this report is not objected to the Auditor orders the work done. If claims for damages are filed, the Auditor appoints three appraisers, and the Board of Supervisors decides, on their report, whether or not the change shall be made, and fixes the damages. If the damages are not satisfactory, appeal may be taken to the District Court of the county.
The public roads must be sixty-six feet wide unless otherwise determined upon by the Board of County Supervisors, but they may never be less than forty feet wide ; and the County Auditor is required to keep a plat of all the public roads in each township of his county on a scale of not less than four inches to the mile.
Kansas.
The roads are in charge of overseers who are elected for each township by popular vote. Some important bridges are in the hands of the County Commissioner. The road-tax, which consists of a property-tax and a poll-tax, is levied by the county officials, but expended in the different townships where it is raised. It may be partly worked out in labor.
Maryland Geological Survey 353
There has been no special effort to improve the public roads, which are merely dirt roads without a hardened surface, and are extremely bad in wet weather.
Kentucky.
The Fiscal Court of each county has general charge of roads and bridges and levies annually a road-tax and poll-tax, which may be worked out at the discretion of the court. Able-bodied men must work on the roads or furnish a substitute; they are paid for this work. The County Judge divides the county into road precincts and appoints an overseer for each, who has charge of roads and keeps tbem in order, and has charge of all persons working on them.
In some coimties a supervisor (a competent engineer) is appointed by the Fiscal Court, and he takes general charge of the roads of the county and lets out the work of repair by contract, and reports to the court. Some counties have issued bonds and borrowed money, the bonds generally being taken in the county. Convicts may be worked on the roads.
Over one thousand miles of excellent stone roads have been built in Kentucky, as toll, county, or state roads, under skilled super-ision, and it is expected that the present system, adopted in 1894, will result in the permanent improvement of the dirt roads, which are often impassable. Thirty thousand miles of dirt roads are expected to be improved by the new law, especially in counties where the road-tax is paid and a competent engineer is in charge.
Louisiana.
The Parish Police Jury appoints road-overseers to look after the roads. There is no special money-tax levied for the roads, the expense being met from the general parish tax-fund; but all ablebodied men are subject to twelve days' work annually on the roads. This, however, does not appear to be rigorously enforced. A few parishes keep their roads in repair by contract.
Road-machines are being adopted with good results. Oyster-
354 The Administkation Of Roads
shells and brush covered with dirt seem to be the only surfacing materials in use.
There is some agitation in favor of good roads, but it has not been very vigorous, and so far no great improvement has resulted.
Maine.
The roads are controlled by township officers called Road Commissioners elected annually by the town, except in the thinly-populated parts of the state known as " plantations," where the County Commissioners control the roads.
In some of the smaller towns a special road-tax is levied and arrangements are sometimes made to allow it to be worked out in labor in whole or in part, but the usual method is to meet the roadexpenses from the general tax-fund of the town and this ciiunot be worked out on tlie roads. Occasionally the state legislature makes an appropriation for a special bridge or road and the work is then done under the direction of a special agent appointed by the Laudagent.
Koad-machinery is coming into more general use with good results; stone roads are being built by some of the larger towns and are proving very satisfactory.
This state is made up of incorporated cities and towns. The country roads, outside of the cities, are administered by the Selectmen or Koad Connuissioners elected by the people. When the Selectmen have tlic jurisdiction, they usually appoint a Superintendent of Streets to carry out their orders. When the roads are in the care of Koad Commissioners, the members of the board, usually three or more i>ersons, supervise the construction and repair of the highways themselves. No special road-tax is raised, the money for road purposes being obtained from the general tax-levy, and taxes may not be worked out on the roads. Some towns have issued bonds to obtain money for improving their roads, but this has not happened often.
This system has not proved satisfactory and efforts were made to change it. As a result of the agitation, the governor, in 1892, ap-
Iiabyland Oeolooicaj, Suetey 355-
pointed three persons to make an investigation of the roada of the state and to report to the legislature. They found the road very bad indeed, and the following year a bill was passed permanently creating the Massachusetts Highway Commission. According to it the (jovemor was required to appoint three Highway Commissioners to serve three years, one being appointed annually. They were tO' collect information regarding the roads and road-materials of the
Fio. 34.— MBcadam road In esEtern MassachnaetlB.
:-tate, advise as to constnicticm, and so on; to hold public meetings for discussion, and to report annually to the legislature,
When the County Commissioners or Selectmen of two or more towns petitioned the Highway Commission to have a road improved and maintaintid by the state, if the plans were satisfactory- to the Highway Commission, they were submitted to the legislature And a special bill and appropriation asked for. If this was fortlicoming the improvement was made at the expense of the state. Tliia led to many delays, and later a fixed appropriation was made to the Highway Cora-
356 The Administbation Of Roads
mission which they were to use for the improvement of roads without referring to the legislature, and the right to petition was broadened so that it might be taken advantage of by the Selectmen of a town, the Mayor and Aldermen of a city, or by the County Commissioners. This has proved very satisfactory, and the amount of money annually appropriated has grown from $300,000 in 1894 to $800,000 in 1897. Since then, on account of the war with Spain, the amount has been diminished ($400,000 in 1898 and $500,000 in 1899).
When the Highway Commission decides, in answer to a petition, to build a state road, they make careful plans and specifications and estimate the cost. The town in which the road is to be built may then contract to build the road at this estimated cost, or if it does not wish to do so, the work is done by contract with private parties. Both of these methods have proved fairly satisfactory, though it is generally found that it costs the towns more to build a road than it does private contractors, because the towns are very apt to pay higher wages and also to employ less competent workmen. The law requires that laborers should be citizens of the state, whether the work is done by the town or by private contractors.
The Highway Commission has an office in Boston, in a building owned by the commonwealth, and employs a staff of engineers and also appoints a resident engineer to supervise the work of construction of each road that it builds, and to see that all is done according to specifications. The total cost of the work is paid by the Highway Commission, but one-fourth of the amount, with interest at 3 per cent, is repaid in installments within six years by the county in which the work is done. This sum goes into the general treasury of the state. In order to meet the large appropriations for the Highway Commission, a highway loan has been made amounting to $2,700,000; 3i per cent thirty-year bonds being issued to raise the money.
Roads built by the Highway Commission are state roads and are maintained by the state under the direction of the Highway Commission.
In addition to engineering and construction work the Highway Commission has undertaken a verv careful studv of the distribution of
Maryland Oeoloqioal 8Ubvey 857
road-materials in the state, and has also introduced into this country the laboratory methods of determining the value of road-making materials. It has developed an important machine to determine the power with which rock on the road will consolidate into a solid mass, and this is one of the most important properties that a good roadmetal can possess.* Up to the end of 1898, it had built about 206 miles of roads and had received 452 petitions to build roads. The people are gradually becoming convinced of the convenience and economy of good roads, and petitions are steadily coming in for a much greater amount of roadway than can be built even under the large appropriation made by the state.
Seven valuable annual reports have so far appeared, which discuss the working of the system and give in great detail the different items of expense, such as cost of rock, cost of crushing, hauling, spreading, and so on, for the various roads that have been made; also descriptions of the different rocks and of the experiments made to test their relative values as road-metals.
Too much cannot be said in commendation of the work of the Ma&- sachusetts Highway Commission. No state or commiadon in the country has done so much to improve the methods of road-construction, and to make clear the advantage of a proper selection of roadmaterial, in order that the road should be both satisfactory and economical.
The high average cost of the roads built in Massachusetts, about $10,000 a mile, results from the policy of the commission to improve the worst and most difficult parts of a road before undertaking the better parts, and from the great cost of some of the roads in the mountainous parts of the state. They have not only built substantially, but have made many stone culverts and have put strong guardrails wherever they were needed. Many of their roads are, however, built at less than one-half the above cost
Michigan.
The counties are divided into townships and the townships into road districts. The roads are under the control of the Koad Com-
For a description of this machine see p. 323.
358 The Administration Of Bo Ads
missioners of the townships and are actually kept in order by the overseers. The Road Commissioners and the overseers are elected annually by the electors. All state roads are under the chaise of the township overseers.
The amount of road-tax is voted annually at the township meeting and the electors decide what proportion of the road-tax shall be paid in labor and what proportion in money. Any one may send a substitute to perform his labor tax. There is also a poll road-tax.
In the case where the expense on one part of a road or on a bridge is greater than $50 the work is done by contract. If the expense amounts to more than $100 the Road Commissioners must have the concurrence of the Township Board. In the case of special expenses on bridges not exceeding $1,000 the Township Board must decide on the advisability of the expense. If the expense is greater than this sum it can only be made by a vote of the electors. In some cases the county may appropriate a sum to be di\dded among the townships for the repairs of their bridges.
Xew roads may be opened, or old ones altered and closed, by the Road Commissioners, but there is always a right of appeal from their decision to the Township Board.
The public roads must be at least sixty-six feet wide.
In 1893 a law was passed allowing counties to pass from the township to the county system of road administration on vote of the electors, and a number of counties have taken advantage of it. In this system all the roads of the county are under the direction of County Road Commissioners, and the office of Township Road Commissioner is abolished.
Minnesota.
The roads are under the care of overseei-s elected by the voters of the townships. A poll-tax and a property-tax are levied, which may be paid in money or be worked out at the option of the taxpayer.
A law passed in 1895 permitted townships, by vote, to abolish overseers and the poll-tax, and to put the roads under the control of the Township Supervisors, who were to appoint superintendents to look after the construction and repairs of roads; and the road-tax must be
Mabyland Geological Survey 359
paid in money. Only two townships took advantage of this law, and their roads have greatly improved.
In addition to the township system the County Commissioners may construct new roads and issue bonds to meet the expense, if voted for by the electors of the county. The county provides a special road fund out of the county levy to be used fey the County Commissioners wherever they think advisable. These county roads are to be at least 66 feet wide.
In 1897 an amendment was passed to the state constitution, permitting the state to aid in the construction of highways, and this amendment was adopted by the voters the following year. In continuance of the same idea, a bill was introduced in 1899 to establish a State Highway Commission to investigate the roads and road materials of the state, and also to establish a State Highway Fund to meet one-third of the cost of making or improving important highways in the state, under the direction of this commission; the amendment to the constitution had not yet become sufficiently familiar to permit the passage of this bill, but there is considerable agitation at present on the subject, and it is expected that a similar bill will be passed before long. The interest in the object of good roads is growing and has already resulted in some marked improvement.
Mississippi.
The County Supervisor has control of roads and appoints overseers, who attend to repairs. The law requires able-bodied men to work ten days a year on the roads; but they rarely work more than two. Little interest is shown in the improvement of the roads.
Xew road-laws have recently been passed which go into eflFect in January, 1900. According to these the County Court divides the counties into districts and appoints three County Commissioners in each district to serve for a term of three years without salary. The commissioners have entire control of the public roads and may employ laborers to do the necessary work or may let the work by contract.
360 The Administeation Of B0Ab6
There is a property and poll-tax; the latter may be paid directly to the County Commissioners or may be worked out on the roads. These road-taxes must be spent or worked out' in the district where they are raised.
In addition to these taxes there is a special tax of 15 cents on the hundred dollars assessed valuation of real and personal property to be spent on the roads of the county. This raises an annual fund of about $1,500,000/ Some counties have been using the liquor license tax for road-purposes and have made with it many miles of macadam roads. Some of these roads have been well made but are being neglected and are deteriorating. The use of a portion of the liquor license and also of three-fourths of the fines from violation of the beerinspection law has been made general in all the counties of the state; the sums thus realized together with the special tax mentioned above will largely increase the amount available for road-purposes, which has heretofore been more than $3,000,000.
The Interstate and State Good Road and Public Improvement Association has its headquarters in St. Louis, and is doing much to awaken interest in the subject of roads. Seventy-three conventions were held in various counties of the state last year. The new laws were largely due to this association.
Montana.
The County Commissioners divide the counties into road districts and one supervisor is annually elected for each district, to serve for one year. The Road Supervisors take charge of the roads under the direction of the County Commissioners and keep them in order and employ labor to help them in the work. There is a property- and a poll-tax levied by the County Commissioners and applied to the roads in the district where raised. Provision is made to allow persons to pay their tax in work on the public roads. The public highways must be at least sixty feet wide. Tolls on roads and bridges have been abolished.
In 1897 the roads were taken out of the hands of the Road Supervisors and the County Commissioners and put entirely in the charge
Mabtlaitd Oeolooical Sttbvsy 361
of the County Surveyors. For some reason tliis plan does not seem to have worked well, for in 1899 the law was abolished and a return was ma V to the former method of supervisors. It does not appear that the work may be done by contract.
Nsbbaska.
The townships when organized, and otherwise the counties, are divided into road-districts and overseers supervise the repairs of the roads in the territory under their charge.
A labor- and monev-tax are levied for the maintenance of the roads. Three-quarters of the latter may be worked out in labor, but the other quarter must be paid in money. A part of this tax is kept as a general county or township road-fund; the remainder is spent in the district where raised.
The soil of Nebraska is of such a nature that it packs easily and naturally makes good roads. In the country regions it has not been found necessary to undertake any special construction, the roads remaining fairly good the whole year; all that is necessary is to provide proper drainage.
Nevada.
The roads are under the charge of the County Commissioners, who have full control in their respective counties. There are no roads built or controlled by the state.
Nbw Hamfshibe.
Each town consists of one highway district, and annually at the town meeting one to three Highway Agents are elected, who have charge of the construction and repairs of all highways and bridges, and may employ the necessary men, teams, etc., to help in the work. These agents report monthly to the Selectmen of the town, with regard to their expenditures and the repairs of the roads. They hold office for one year.
At the annual election of the town the road-taxes are fixed as a certain proportion of the polls and of the general taxes levied. In
362 The Ad3Ci9Istrat10N Of Boabs
1899 an act was passed which became effective in such towns as decided by vote to adopt it, as follows:
Each town is divided into as many highway districts as the Selectmen think expedient, and the Selectmen appoint a Surveyor of Highways in each district who has entire charge of the roads under the direction of the Selectmen. The taxes are raised as in the former method, and are, in general, expended in the district in which they are collected; but if the funds of a district are more than necessary for its wants, they may, by order of the Selectmen, be transferred to a district where they are more needed. These taxes must all be paid in money. About one-quarter of the towns of the state have voted to adopt this law of 1899.
The roads and bridges of the state are, in general, in charge of the towns, but the state government annually appropriates money for the repairs of highways in the summer resort regions of the state, this being done under agents appointed by the Governor and Council. The last Legislature, at, the suggestion of Governor Rollins, provided for the construction of two boulevards, one running along the seacoast from Salisbury to Newcastle and the other from Nashua to Manchester.
As there is no general standard or system of construction in the state, the highways vary in condition in the different towns. The state board of agriculture is about to take up as a part of its institute work the task of informing the people of the advantages of good roads and the manner of constructing them.
New Jebsey.
The improvement of the roads in New Jersey is being carried on under three different systems. Formerly overseers were elected annually in each township, but this ofEce has been entirely abolished, and the roads are now in charge of either the Township Committee, or the Board of Chosen Freeholders of the county. Excepting those which are controlled by the county, as described below, the public highways are, in general, under the direction of the Township Committee, which appoints supervisors to oversee the repairs to the roads.
Makyla'D Geological Survey 363
The road-tax is levied by the Township Committee and must always be paid in money; it is spent in the township.
If certain persons desire to improve a road and will contribute towards this end, the township, on the vote of the electors, may then add an equal or less amount to that already contributed, and improve the road. Further, if one-third of the tax-payers of the township, representing at least two-thirds of the property, petition for the issue of bonds for the improvement of the roads, the question is submitted to the voters, and if they vote in favor of it, the bonds are issued by the Township Committee. There is a limit to the amount of bonds which may be issued.
According to the county system, the Board of Chosen Freeholders may take full control of any road in the county to improve and maintain it. The work of improving the road must be done by contract, and the money is raised by a special levy, or by the issue of county road bonds, these bonds being voted for by the electors. One-third of the cost is paid by cities, townships, or towns, and twothirds by the county at large. The Board of Chosen Freeholders employs an engineer to make all the plans and specifications for the improvement of the roads, and then employs a County Supervisor to inspect the roads and to see to proper repairs when needed.
A State Aid Law was passed in 1891 for the purpose of encouraging the improvement of the roads throughout the state and has received several amendments since then; its action at present is as follows: The state now appropriates annually $150,000, and the Governor appoints a Commissioner of Public Koads to see that the provisions of the law are carried out.
The appropriation must be distributed among the counties in a way which seems equitable to the Commissioner of Koads. If the Board of Chosen Freeholders thinks that a road should be improved under this act, or if the property owners on the road petition for its improvement, then specifications must be drawn up and preliminary bids obtained to ascertain the approximate cost, and these must be
In 1891, the first year of the law, the state appropriated $20,000; the following three years, $75,000, and since then until 1898, $100,000 annually.
864 The Admixistratiox Of Boad8
submitted to the Commifisioner of Public Koads. K thev meet his approval and he thinks the road of sufiScient importance, and there is enough money remaining from the state appropriation, the improvement is made, the work being done by contract.
The Commissioner of Public Roads appoints a supervisor to oversee the construction, and to see that the specifications are carefully observed. If the road has been petitioned for, the property owners nominate a supervisor; but this provision has not proved usefnl, as different supervisors have been nominated even by the same property owners. The roads built or improved under this act are paid for as follows: One- third by the state, and two-thirds by the county; or, if petitioned for, one-third by the state, 10 per cent by the property owners, and the remainder by the county. Upon vote of the electors, the county may issue bonds for the payment of its share of the work.
These laws have proved of great value to the state, and have resulted in the building of many miles of most excellent hard roads by townships and by the counties. At first there was great opposition to the State Aid Law, so great, indeed, that none of the appropriation for 1891 was called for, and less than one-third of that for 1892; but it has rapidly grown in popular favor, and during the present year, 1899, about 120 miles of road are being built at a total cost of about $600,000. The amount of bounty applied for is many times as much as the increased appropriation, and the applications come more especially from counties which have already taken advantage of the law. Fourteen counties of the twenty-one belong to this category, and about 325 miles of road were built under the law between 1892 and
At this year's session of the Legislature the State Aid Law was extended so that a township or other municipality might obtain the state bounty for the improvement of their roads, if the authorities were petitioned by abutting property owners, who agreed to meet 10 per cent of the cost. The roads so improved remain under the care of the town, or municipality, and do not become county roads.
If certain individuals desire to improve a particular road and are willing to meet the whole expense of doing so, they apply to the
MABTLAIfD OEOLOOICAI, 8TJKVEY 36S
County Supervisor, who must then draw up the proper plans and specifications, and the road is improved by contract, and then becomea a county road or a township road, according to the decision of the Board of Chosen Freeholders.
A law has been passed permitting townships to offer a rebate in the road-tax to those using wide tires, and a few townships have done so, but the expense of changing to wide tires has been an obstacle to their use. Efforts have been made to make wide tire
F[0. 35 — Sandj road with ImproTed gravel road In foreground, New Jersey.
compulsory, but have not succeeded on account of the opposition of the Governor.
The Commissioner of Public Eoads publishes an annual report of the work done under the State Aid Law, and so far there have appeared five of these reports, which give very valuable information as to the best methods of road construction and the cost.
The road materials of Xew Jersey are very much like those of eastern Maryland, and the problems in the two states have many points of similarity. The excellent trap rock which occurs in the
866 The Admixistbatiox Of Boad8
northern part of the state is extensively used, being sometimes transr ported half the length of the state. In the eastern and southern parts of the state gravels, very much like those of Maryland, furnish the materials for very good and cheap roads. The widths adopted are eight, ten, and twelve feet, according to the amount of travel; the cost of macadam roads is between three and five thousand dollars a mile; and one long piece of gravel road was built at a cost of $1,400 a mile. The new roads have been of great benefit to the state in the increase in the value of real property, and in bringing to the state many persons who might otherwise live elsewhere.
The excellent quality of the roads seems to be due to two causes: (1) That the roads are made by contract; and (2) That they are made under the supervision of trained engineers, and moreover, the improvement of the roads is stimulated by state aid.
New Yoek.
The counties are divided into towns, and in each town there is an elected Highway Commission of one to three persons who have charge of all the roads and bridges of the town. They divide the town into highway districts, and appoint an overseer of highways for each district. An early law, which still holds, requires all able-bodied men to work at least one day annually on the roads of the district in which they reside; but the work may be commuted at the rate of $1.00 per day of 8 hours, except in Queen's county, where there is a special system. Towns may change by vote from this labor system to the money system of taxation. In towns which have adopted the money system, the Highway Conmiissioners are not required to designate highway districts, nor to appoint overseers, and they may let the work by contract, or have it done subject to such supervision as they think best. When overseers are appointed they take charge of the roads, keep them in order, and supervise the work of the men working out their tax, and also collect the commuted road-tax. They report to the Highway Commissioners. These latter report twice a year to the town board. The Supervisors of a county may authorize a town to borrow money for the improvement of special highways or
Maryland Geological Survey 367
bridges, upon vote of the electors, or upon petition of the Highway Commissioners and the Town Board.
The system of each township taking entire charge of its own roads has not proved perfectly satisfactory, and a law was passed in 1895 allowing the County Supervisors to take charge of all important roads in the county, to manage them, and if necessary to improve them. Very large sums of money were necessary for this, and the supervisors were authorized to issue bonds for the purpose. Every township in which a county road exists is required to adopt the money system of taxation and to abolish the labor system. County roads are imder the charge of a county engineer appointed by the Board of Supervisors. A number of coimties have taken advantage of this law and are improving their roads.
Following the example of New Jersey, Massachusetts, and Connecticut, the New York Legislature passed a law in 1898 providing for state aid to important roads. According to this law the County Supervisors of their own motion, or on petition of property holders with their approval, may request the state engineer, who is elected bv the people, to improve certain roads of the county with state aid. If the engineer approves, surveys and plans are made and specitications drawn up, and the work is done by contract. The contract may be given to the towns through which the road passes, if their bid does not exceed the estimate of cost. In counties having a county engineer, he assumes supervision over the construction, under direction of the state engineer, and in other counties the state engineer employs a competent engineer as supervisor. The cost of making these roads is paid, one-half by the state, 35 per cent by the county, and 15 per cent by the town; but if the road is built as the result of petition, the last 15 per cent is paid by the persons owning property benefited by the improvement, and not by the town. On completion of the road it is turned over to the County Supervisors for maintenance, but this does not seem very satisfactory, for a bulletin issued by the state engineer in 1899 suggests that the control of these roads be put under the state department.
Persons owning property abutting on a state road must, after its
368 The Admini8Tkation Of Roabs
construction, pay their road-taxes in money. The state engineer may require counties to complete small lengths of roads under this act for the purpose of connecting pieces of state road already built. The state engineer is expected to compile statistics regarding the roads of the state, to inspect the lengths of road under construction and to give advice to county and town officers.
There have been seventy-nine petitions for 450 miles of roads to be built with state aid under this law in the first year of its operation; and as the state appropriation is but $50,000, only a small number of these petitions could be complied with. Up to April, 1899, contracts had been made for about 15 miles of road, distributed in five counties.
The Highway Commissioners of their own motion, or on petition, may open, alter or vacate a road, provided no objection is made to their plans, but if any one interested is not satisfied he may appeal to the County Court, which then appoints three commissioners to report to them on the advisability of the change. Their decision is final unless an appeal is made to the County Court The commissioners assess the damages. All new roads made in the state of New York must be at least three rods, or 59 feet wide, and for the sake of encouraging wide tires, persons using tires at least three inches wide on two-horse wagons receive a rebate of one-half their roadtaxes, within certain limits.
There is great improvement of roads in New York, and many miles of excellent roads have been constructed. A Manual of Highways has been published under the direction of the state, which gives all the laws, with a careful explanation of them, and also gives the best methods of road construction, and other subjects relating to roads. The State Museum has undertaken the study of road materials, and a very interesting bulletin showing the location of quai ries and kindred facts, has been issued.
North Carolina.
The system of road administration varies very greatly in the different counties, but, in general, we may say that the counties are
Maryland Geological Suevey 369
divided into townships, and these again into road districts. In some counties a road superintendent is elected by the people or by the County Commissioners, and he appoints supervisors of townships. In counties where no superintendent exists, the supervisors are elected by the County Commissioners. Under the supervisors come the overseers of the districts, who are usually elected by the Board of Magistrates, and who take charge of the actual work on roads.
Many counties levy both a property- and a poll-tax, and in some cases these may be worked out. The tax is spent on the roads in the district where it is raised. The Legislature has at various times passed special acts permitting certain counties, on vote of the people, to raise money by the issue of bonds. Some counties have done this, and they are making many miles of fine macadam and shell roads.
The Mecklenburg Law, passed in 1879, which was originally intended to apply to the counties and state as a whole, but which was limited to Mecklenburg county, has resulted in many excellent roads in the county. This law put the control of the roads under the Township Trustees, who divided the township into road districts and appointed a supervisor for each. Every able-bodied man was required to work four days a year on the roads or commute in money. There was in addition a money-tax, which might be worked out. Convicts were worked on the roads and their expenses met by the money roadtax. In Charlotte township a general superintendent of roads was employed, and the money-tax might not be worked out. The recent law of 1899, modeled after the Mecklenburg Law and applying to quite a number of counties seems to be popular and will probably gradually be extended to the whole state. According to this the County Superintendent of Boads, or the Township Supervisors, are elected by the County Commissioners, and they direct the repairs to the roads. Some counties levy a regular tax for the improvement of the roads, and, in addition to this, each able-bodied man must labor four days annually or pay $2. This method of working out the roadtax is to be gradually abolished, the County Commissioners having the right to reduce the number of days of labor and increase the money-tax, so that in a few years the working out of road-taxes will
370 The Administration Of Roads
be entirely abolished. In addition to these county taxes, the townships raise a special tax for its roads. Convicts have been very generally employed on the roads with highly satisfactory results. The present law provides for their. employment under the general direction of the County Superintendent of roads. Boads built under this law must be at least twenty feet wide, except under exceptional circumstances, and old roads may be relocated in order to avoid heavy grading.
In order to encourage the use of wide tires, a law authorizes the County Commissioners to make a rebate amounting at most to onehalf his road-tax to any one using wide tires on his wagons. The width of tire required in order to obtain the rebate depends upon the capacity of the wagon.
The great improvement of the roads is largely due to the interest taken by the people of the state in the matter. A State Qt)od-Road League, with several branches, works to increase public sentiment, and excellent work is being done by the State Geological Survey under its energetic director, in the study of the distribution and quality of available road materials, as well as in advocating the improvement of the roads.
North Dakota.
The roads are under the charge of the township ofEcers.
The amount of road-tax is annually voted at the town meeting; and on petition the question of the maintenance of the roads by contract may be submitted to vote.
In addition, in counties of 5,000 or more inhabitants, there may be levied a county road-fund, which shall be expended under the direction of the County Commissioners for the improvement of important roads.
Ohio.
The system of road administration in Ohio is very confused. The laws are very numerous and different in different parts of the state. The roads may be divided into (1) state roads, which run between two counties, (2) county roads, and (3) township roads.
Maryland Geological Survey 371
The first two groups are under the charge of the County Commisfiioners. The township roads are under the charge of the Township Trustees, who appoint supervisors to see to the repairs. Township roads may be substantially improved if so decided by the Trustees, but they must employ a competent engineer to oversee the work, and they may issue township bonds to meet the expense.
A somewhat similar rule applies to the improvement of county roads. There are also special laws allowing the building of free turnpike roads, one-mile turnpikes and two-mile turnpikes, with many provisions looking towards possible contingencies.
The county and state roads must be between thirty and sixty feet wide and must be marked by the County Commissioners with suitable stone monuments. The township roads must be between 16 and 60 feet wide. Sign-boards must be placed where needed.
The road-tax is levied by the County Commissioners for the county roads and by the Township Trustees for the township roads, and may be worked out.
Oregon.
The County Court has general charge of the roads, though in some counties, a " road-master " is appointed by the Court for their more immediate supervision.
The Court divided the county into road-districts over each of which the voters biennially elect a road-supervisor, who is required to serve or to pay a fine of $25.00. The road-tax is levied in labor, and consists of a property-tax of one day's work for each $1000 assessed valuation, and a poll-tax of two days' work for all able-bodied men. These taxes may generally be commuted in money, and the County Court may require the property-tax to be paid in money. No other road-tax may be imposed, but the County Court may order bridges built or repaired, and roads constructed from the general tax-fund, within certain limits. The supervisor has charge of all details and carries out the provisions of the law. He superintends the labor, collects the taxes and expends them, reporting to the County Court.
A certain proportion of the receipts from the sale of the public lands of the state, and the direct tax collected by the National Gov-
372 The Administration Of Roads
eminent in 1861 and afterwards returned to the state, is to be divided among the various counties for the improvement of roads and bridges.
In order to encourage the use of wide tires a law has been passed which will become effective in 1900 to give a rebate of $1.00 per wheel on all wagons having tires three or more inches wide and an additional rebate of $2.00 per wagon if the tires are four or more inches wide, provided the front and back wheels do not track.
In February, 1899, a bill was passed authorizing the employment of convicts to work on county roads under the control of the road-supervisor, but it is too soon to draw conclusions as to the success of the plan.
Roads are opened, altered or vacated by order of the County Court on petition, after receiving the report of three viewers who are appointed by the court. Public roads are to be sixty feet wide unless the County Court decides otherwise, but they must not be narrower than forty feet nor wider than eighty feet. Guide-boards must be placed where needed, and mile-posts or stones are to be placed along the public roads.
Pennsylvania.
The counties of Pennsylvania are divided into townships, and each township maintains its own roads. Supervisors are appointed, three for each township, who hire laborers to keep roads and bridges in repair. The supervisors themselves do not work on the roads, but correspond more to the Road Commissioners of some counties of Maryland. Three-fourths of the road-tax may be worked out on the road, but the Road Supervisors may collect some or all of the other fourth in money in order to buy road machinery or to meet other expenses requiring money. Roads are opened, altered or closed by order of the Court of Quarter Sessions, from whose decision an appeal may be taken to the Court of Common Pleas.
Persons using tires at least 4 inches wide on wagons carrying 2,000 pounds or over, are allowed a rebate of one-quarter of their road-tax.
Guard-rails and bridges, too expensive for the township to build, may be built by the county.
HABVJ.AKD GEOLOGICAL SUKVEV 3i3
In 1S95 a law waa passed for the sperial purpose of allowing an improvement of the roads around Pittsburg, but it was made a general law of the state. The control of the roads of the county was vested in the County Coniniis?ioners, who were to decide on the improvements to be made. Their plans must be approved by a Grand Jury and by the Court, and then the work is to be done by contract, the
Fio. S6.— Macadam road at Brjn Mawr, Pa.
expense being met by the county. Roads built under this act are connty roads and are under the care of the County Commissioners. The law provides for the awarding of damages, appeals, etc
The above represents in general the state of the laws in Pennsylvania, but there are so many and such a variety of special laws for individual townships that it is impossible even to indicate them all in a short outline.
J
374 The Administration Of Roads
In 1896 the Department of Agriculture of Pennsylvania, under the supervision of Deputy Secretary of Agriculture John Hamilton, collected and published all the road-laws of the state. They consisted of a mass of special acts, so confused and cumbersome, that the following year Mr. Hamilton introduced into the Legislature a simple and comprehensive law, providing for township contro? of roads under three supervisors elected to sene three years, one supervisor being elected annually. Between one-fourth and one-half of the road-tax must be paid in money and the rest may be worked out. Road-masters are appointed by the supervisors to work on not less than five miles of road and to employ laborers to work with them. This law was passed; but it was not to go into effect until the Legislature appropriated one million dollars to be distributed among the townships in proportion to their road mileage, but no more to go to any township than is raised for road purposes in that township.
Although the legislators were pledged to appropriate this sum at the last Legislature, 1898, the difficulty of electing a United States Senator prevented the consideration of the subject.
Some wealthy townships, such as Bryn Mawr and Haverford, have built most excellent roads, but the roads in the state generally are not good.
Ehode Island.
The roads are in charge of the Highway Commissioners of the town, who are elected annually at the town meeting. They appoint supervisors to attend to the repairs of the roads. There is no special roadtax, but at the annual town meeting a certain sum is appropriated from the general tax-fund for the building and maintenance of the roads, and this of course may not be worked out in labor.
A law has been passed to become effective in 1902 according to which the tires of all wagons must have a certain breadth dependent upon the size of the axle and new wheels added to wagons after April 1, 1898 were required to comply with the law.
In order to educate the people to the benefits of good roads, a State Highway Commissioner has been appointed and authorized to build
Mabyland Geological 8Uevey 875
sample half-miles of roads in townships applying for them, threequarters of the cost being met by the state and one-quarter by the township in which the road lies. A number of sample pieces have been built. This law has been repealed and at present Rhode Island is doing nothing as a state to improve its highways.
South Cabolina.
Very little progress has been made and the roads are very bad. The Township Board appoints road overseers, who supervise the work on the roads; convicts have been used.
South Dakota.
In some counties of this state the roads are in the hands of the County Commissioners, who appoint supervisors to keep the roads in order; in counties where townships have been organized the Township Trustees administer the roads, and the road-supervisors are elected. The County Commissioners levy the road-tax, which consists of both a property- and a poll-tax. It must be expended in the district where raised and mav be worked out in labor.
In the eastern part of the state where the country is level the roads are good, but in the mountainous region to the west they are very bad, and no special movement has been inaugurated to improve them. Public highways are required by law to be 60 feet wide.
Tennessee.
Until the present year the counties were divided up into road districts, with a Road Commissioner over each, who appointed overseers to have charge of small sections of the roads, but the present law requires the County Court to elect a Road Commissioner biennially, who has charge of all the highways of the county. The office of overseer has been abolished and all the work on the roads is done by contract.
The County Court levies a property road-tax, and also requires every able-bodied man to work a certain number of days on the roads, but he may commute this by a small payment. The road-tax is spent
376 THE ADMmiSTBATION OF BOADS
in the district where it is raised, the contractors having the right to call on all persons liable to work who have not commuted their tax.
The opening, changing, or vacating of highways is done by petition to the Eoad Conmiissioner, who then reports to the County Court, which decides the question, with the right of aggrieved persons to appeal.
There are many miles of toll roads in Tennessee, for which the people pay annually a very large sum in tolls. Some counties are doing good work in improving their roads. Hamilton county in particular has made great progress. The convicts under punishment for small misdemeanors have been organized into a force to work on the public roads, and many miles of good telf ord roads have been built by them.
Texas.
Eoads are under the control of the County Court, which appoints supervisors to oversee repairs to roads; there is a poll-tax of five days' work annually, but it is not strictly enforced. The roads in general are very bad, but there has been some interest aroused in the subject, resulting in the state convention of 1895, and some good roads have been built. Convicts have been employed to some extent on the roads.
Utah.
The County Court has general supervision of the roads of the county, which it divides up into districts; the court appoints a supervisor biennially for each. The supervisors take charge of the repairs of roads in their districts and see that everything is kept in order. They report annually to the County Court.
The roads are kept up by poll-taxes, which may be paid either by two days' labor or in money.
The opening, altering or vacating of roads is in the hands of the County Court.
Veemont.
Road Commissioners are elected annually by each town and have charge of all the highways of the town. The Town Selectmen levy
Mabyland Oeologioal Bukvey 877
a road-tax which muBt be paid in money and may not be worked out; this is applied to the roads of the town. The larger bridges are under the control of the Selectmen and are repaired out of the general town taxes.
County Road Commissioners are appointed by the County Court, whose duty it is to see that the Selectmen of the town keep in order the roads under their charge; but they do not themselves have charge of any roads.
At the last Legislature a bill was passed authorizing the Governor to appoint a State Highway Commissioner. This office is largely advisory. The State Highway Commissioner meets the Town Commissioners of each countv and discusses with them the advisabiUty of the improvements, and the best methods of improving the important highways in their county.
A state road-tax, which was formerly divided between the towns, according to mileage, is now used to pay one-half the expense of improving the main thoroughfares, subject to the approval of the State Highway Commissioner, who decides which roads shall be improved and makes the specifications; the other half is paid by the towns through which the thoroughfares pass.
If the Selectmen are petitioned to open, alter, or vacate a highway, they examine the premises and decide the matter; any one interested in lands through which the road passes may appeal to the County Court, which then appoints three commissioners to report on the project, and the court decides on their report.
Much interest is felt in Vermont in the improvement of the roads and already much work has been done.
The adoption of wide tires is also becoming more general, though there is no law requiring them.
There is no general system of road administration in Virginia, but the various counties have special methods of their own. In some cases the laws are administered by the counties or by the township officers, who are sometimes elected and sometimes appointed. These officers appoint Road Supervisors to attend to the actual repairs.
378 The Administration Of Boads
A property road-tax is, in general, levied, and to this a poll-tax is added in some counties, and in some cases it mav be worked out in labor.
There is great interest in the subject of the improvement of theroads, and many meetings are held where the matter is discussed. The use of road-machines is becoming more general, but so far there has not been any marked improvement in the general condition of the roads.
Washington.
The counties are divided into road districts, for each of which a supervisor is annually elected by the voters. At the same time the voters decide on the amount of the road-tax to be paid for the year. This tax is to be expended in the district where it is raised, the people, however, being 4)permitted to work out this tax on the roads. In addition to this there is a road-tax to be paid in money. On petition to the County Commissioners new coimty roads may be laid out in width between thirty and one hundred feet. The County Commissioners appoint viewers to examine the feasibility of the plan and decide on damages to be paid.
West Virginia.
The election districts in each countv are divided by the Countv Court into a number of road precincts, over each of which it biennially appoints a surveyor of roads, who is obliged to serve or pay a fine: He has charge of the roads and bridges, keeps them in order and repairs them, and may hire such hands, wagons, and so on as he may require for the work; and he reports the work done and his accounts to the County Court. The work must be done during the summer and sign-posts are to be put up at cross-roads
The County Court determines the amount of the road-tax and it is expended in the district where collected. This tax may be worked out on the roads in person or by substitute, but the court may require not more than one-third of the tax to be paid in money.
When large bridges are to be built the work is done under the
Maryland Oeolooioal 8Uevuy 379
order of the County Court, who may let the work by contract and pay for it out of the county treasury, by special levy, upon the vote of the people, or by issue of bonds.
When special work is done for the construction and improvement of the roads, the court appoints three commissioners, one of them being an engineer, to superintend the work.
Upon petition, roads, bridges or landings may be opened, altered or closed, the County Court appointing viewers to consider and report to them on the project, and they decide whether or not to undertake it. If damages cannot be settled by agreement then condemnation proceedings are resorted to.
Although nearly $700,000 are spent annually on the roads, very little improvement has resulted, but interest is aroused in the subject and improvements may be expected.
Wisconsin.
The roads are under the direction of the Town Supervisors, who are elected by the people, and they appoint superintendents to care for the roads. Formerly a path-master " was in charge of the roads of each school district, but this office has been abolished. The Town Supervisors levy a property-tax and in some towns also a poll-tax, which may be worked out in labor on the roads. A town may also vote to levy a special tax to improve its roads, but there appears to be no provision for borrowing money on bonds for this purpose.
Public roads must be 4 rods, 66 feet, wide unless the Supervisors decide that 3 rods would be wide enough. Wagons with tires three inches wide are exempt from taxation.
There are some agitation and interest throughout the state in the improvement of the roads and some roads have been graded and macadamized. The Geological and Xatui-al History Survey of Wisconsin is engaged in the study of the road-making materials of the state.
Wyoming.
The County Commissioners have general charge of all public roads in the coxmty. The care of the roads is in the hands of a County
380 The Administbatiok Of Roads
Supervisor, elected biennially; or the County Commissioners may divide the county into road districts, with a Supervisor elected for each; these Supervisors are under the direction of the County Commissioners.
The County Commissioners annually levy a property-tax for maintenance of roads, and in counties divided into districts may also levy a poll-tax, which may be worked out on roads.
Opening, altering or vacating a road is by petition to the County Commissioners, who appoint a viewer to examine and report on the matter. If damages cannot be easily adjusted, appraisers are appointed; and the County Commissioners come to a decision after they report. Appeals may be taken to the Circuit Court
Roads, in general, must be between 60 and 100 feet in width, and sign-boards are placed where the County Commissioners think they are needed.
The Employment of Convicts in Eoad-Building.*
The employment of convicts for work on roads is a question that has been much discussed, arguments being used both for and against it. In some parts of the South they have been employed for a number of years, and so far with success. In 1895, Professor J. A. Holmes, State Geologist of North Carolina and Secretary of the State Road Association, wrote as follows:
The use of convicts on public roads has been so intimately connected with the growth of the road movement in North Carolina that it deserves some special mention in this connection. Even prior to the first adoption of the Mecklenburg road law, the General Assembly of the State had made provisions (1867, 1873, 1875, 1877, 1879, and later, in 1889) for the use of convicts in case any county should desire it. But little was done in this direction, however, until the work was begun in Mecklenburg County. From that day down to the present the use of convicts has been an essential feature in Mecklenburg and in the majority of the counties of North Carolina which have joined in the movement. Indeed, this use of convicts has in the majority of cases been the most important factor in deciding these counties to vote a tax for the improvement of the public roads, and the result of the experiment in this State has been altogether favorable to the system, both in point of efficiency and economy and in the health of the convicts.
See U. S. Dept. of Agric, Office of Rd. Inquiry, Bulls. 11, 16 and 19.
Makyland Geological Survey 381
The returns from eighty counties in the State show that the average cost of convicts when they are confined in the county jail is a little more than 30 cents per day; whereas the average cost per day per convict, including feeding, clothing, medical attention, and guarding, when they are employed on the public roads, is as follows in several of the more prominent counties: Mecklenburg, using 80 convicts, 20 to 22 cents per day; Wake, 57 convicts, 20 cents per day; Durham, 40 to 50 convicts, 17 to 20 cents per day; Cabarrus, 20 convicts, 42 to 45 cents per day; Buncombe, 65 convicts, 35 cents per day; Alamance, 22 cents per day, Davidson, 20 cents per day; Forsyth, 25 cents per day; and Lenoir, using from 10 to 15 convicts, 15 cents per day — a general average of about 24 cents. In the case last mentioned (Lenoir) only short-term convicts are employed.
" In all cases these convicts are carefully described and photographed. They are offered certain inducements in the way of reward or shortening of term if they remain at their posts and faithfully discharge their duties. And with this they are employed on the public roads very much as hired labor would be, under the control of a superintendent or foreman, but without any guard, and they are allowed to remain at their homes from Saturday night to Monday morning. This novel experiment has now been in operation for a year, and not a convict has attempted to escape or declined to labor faithfully, and the result has been a decided improvement in the public roads.
" An examination of the records of all the counties that are using convict labor on the public roads shows that but few convicts have escaped; that the health of the convicts has been much better when at work on the roads than when formerly imprisoned in the jail; that their labor has proved more efficient than that which can be hired in the country at ordinary prices of from 50 to 75 cents per day; and that these figures show, it not only costs less to use the convicts on the public roads than it does to employ hired labor, but that furthermore, it costs less to maintain these convicts when at work on public roads than when confined in the county jail."
Since this was written the employment of convicts in Xorth Carolina has increased, and many miles of excellent roads have been built by their labor, and no objection seems to be made against this work in that state. In Georgia a similar plan has been adopted, and there also it is looked upon as a great success.
When the question was before the Xew York Legislature some years ago, the Prison Association of New York objected very much to the use of convicts on the roads and passed a resolution " That this Association most emphatically deems the employment of convicts upon the public roads as demoralizing alike to the public and to the convicts themselves." The objections made by this Association were (1) that the employment of convicts would interfere with outside labor; (2)
382 The Administbation Of Roads
that the state convicts could only be employed on state roads according to the law; (3) that a large force would be required to prevent escapes and that many escaping convicts would have to be shot; (4) that the prejudice against convict labor would necessitate a military guard to protect them; (6) that it is demoralizing to the convicts to employ them publicly, and also demoralizing to the public at large. The Legislature, nevertheless, passed the bill permitting the use of convicts on public roads within a certain distance of the prisons. The results have not justified the objections made by the New York Prison Association. The warden reports that the work has gone on very satisfactorily. On the other hand this convict labor has not been very profitable to the state. It was also found in Virginia that convict labor on the railroads was not economical. But the report of Professor Holmes just cited shows that in North Carolina convict labor is efficient; and this may also be said of Georgia.
Another method has been adopted in California. The convicts at Folsom Prison work a stone-crushing plant, and the broken stone is sold to the counties at a small advance on the actual cost of the production. There is natural waterpower at Folsom which is used to run the machinery. By this method large quantities of stone have been broken and have been distributed at very small cost by the railroads to various parts of the state, and the work is looked upon as extremely successful.
The objection to convict labor on the roads because it competes with free labor is not worthy of serious consideration; for it is certainly more to tte advantage of the free laborers to have the roads improved for them than to pay taxes both for the improvement of the roads and for the support of the convicts also; and this is true even for the comparatively small number of laborers who might be employed on the roads.
In the following states convicts are employed on the roads: Georgia, Mississippi, New York, New Jersey, North Carolina, Oregon (recently), Texas, and Virginia. In other states either they are not so used or no information could be obtained in the matter. In response to questions asking the nature of public sentiment on this
Uarylaitd Oeologioal Subvet 383
subject, many answers stated that the people were much opposed to the public use of convicts. The experience of the states where they are used seems to show that they can be used to advantage under cer tain circumstances, and, moreover, the work which they do seems to be healthful and advantageous to the convicts themselves. The objection to their exposure to public view is a valid one, but so far does not seem to be practically very serious. The other method of employing them in quarries to prepare stone for the roads is entirely free from all reasonable objections, and unless it should be found that the stone can be prepared more cheaply by free labor, this method seems to be extremely good. In determining the relative cost of stone produced by convict or by free labor, the only expense that should be charged against convict labor is the expense in addition to that which would be necessary if they were kept in the prison. This differs greatly in different localities, as has been shown, the convict labor being hardly profitable in New York, and there being a distinct financial gain in North Carolina. Talbot and Queen Anne's counties have laws permitting the working of convicts, but their number has been so small that it was not economical to employ them.
When the time comes for Maryland to undertake the improvement of her roads on a large scale, it is not improbable that convict labor may be used with advantage in certain parts of the work.
The Administkation Of Eoads In Europe.'
Austria.
In Austria there are two classes of roads — State Roads and Provincial Roads. In 1873 there were 15,000 kilometers of state roads. They are entirely maintained by the state, and tolls are charged. These roads are generally of macadam construction, but in some regions are telford. They are very heavily built; indeed, far more heavily than is consistent with true economy. Wide tires are pre-
Much valuable information on this subject is contained in U. S. Consular Reports on Streets and Highways in Foreign Countries. 1891.
384 The Administbation Of S0Ab8
scribed for wagons carrying heavy loads, but the details are different in different parts of the country.
The other public roads are maintained and controlled by the provinces or sections of the provinces. They are divided into (1) Provincial Koads, made and maintained by the provincial community out of its general fund. They are similar in construction to the state roads. (2) District Roads, which are under the control of the District Board and the general direction of the Provincial Committee. They are maintained by the district taxes, and are sometimes aided from the provincial fund. (3) Community Eoads, which are built and maintained by the community through which they run, under the general control of the District Board, which sometimes subsidizes them. State and Provincial roads have, usually, a road-bed about six meters wide, whereas the community roads vary from three to four meters in width.
Fbance.
There is no better or more complete system of roads to-day than that in France; indeed, the network of roads is so thorough that few new roads have to be built, the problem being to keep in good order the present roads. The highways have done more than the railroads to raise the value of lands and to make markets easy of access to small farmers; and to the splendid roads has been attributed the material development of the country, for they contribute largely to the success of the small landed proprietors and thus to the general distribution of wealth, a very great advantage to the state.
France is divided into eighty-seven " departments," each governed by a Prefect These are again divided into about four " arondissements," each of these divisions corresponding in area, roughly, to a county in Maryland. The arondissements are divided into cantons, and subdivided into communes. The cantons are roughly equivalent to our election districts in area, and the communes have an average of about six square miles.
The roads of France are grouped into four classes: (1) National or military roads, which are entirely under the control of the national government. These are large and important highways connecting
Mabylai7D Qbolooical Survey
all the principal points of the state. (2) Departmental roads, which are entirely under the care of the departments; they connect the principal points of the department and form a system quite independent of the national roads. (3) Neighborhood roads, which are again subdivided into three groups are maintained by the communes through which they run. In some cases they receive help from the department or from the central government. (4) Eural roads, which are of comparatively small importance and of which very little record is kept. The total length of roadway in France is very great, as is shown in the table below. The original cost of these can only be approximately estimated, as many were built so long ago that no records have been kept. Their annual maintenance is a great expense to the state, the departments, and the communes. They are kept in order by a large retinue of employees, but, as will be seen a little later, the cost of this work is more than made up in the saving in the cost of transportation. The following table gives some interesting statistics on this subject:
Tarlb Of French Roads.
National roads
Departmental roads.
Neighborhood roads.
Approximate cost of constmction.
Length mllea. Permlle.
Anntul cost of maintenance.
23,600 30,500 88,900
i 88,9 ( 157,8
$12,880 8,050 6,440 8,860 2,580
343,000
Total.
Per mile.
Toui.
$803,968,000 345,525,000 540,816,000 182,192,000 407,124,000
$258.00
$6,088,800 5,886,500
10,823,100 4,578,400
10,099,200
$1,679,125,000
$37,476,000
It is estimated that on the national and departmental roads there pass each point at least 200 harnessed horses a day. Their average load, not counting the weight of the travelers, is about half a ton to a horse. Therefore, about one hundred tons are carried the whole length of this road daily, or seven and a half million tons are daily
The table and much of this account of French roads are taken from Prof. Durand-Claye's treatise Cours de Routes," Paris, 181)5. Acknowledgment must also be made to an article by Prof. F. H. Neff entitled " French Roads, their Administration, Construction and Maintenance," Jour, of the Assoc, of Engin. Soc, Dec, 1K)2. The table does not include rural roads.
38f] THE ADMINISTRATION OF ROADS
carried one kilometer. There are no estimates of the amoimt carried on the less important roads, but they doubtless amount to much more. The great importance of having extremely smooth and well-made highways, which offer the least possible resistance, is shown by the following calculation. On the national roads, the only ones for which there are complete statistics, about seventeen hundred million tons are annually carried one kilometer; a saving of one centime, one-fifth of a cent per kilometer, would mean an annual saving of seventeen million francs ($3,200,000). If, in addition to this, we consider that the tonnage carried over the departmental and neighborhood roads is undoubtedly much more than double that on the national roads, we are perfectly safe in estimating a saving of fifty million francs, nearly $10,000,000, by the small reduction in cost just mentioned. If, in addition to this, we take into consideration other advantages gained from roads maintained in fine condition, we see the great importance of keeping the roads in the best possible order for travel.
The system of inspection and maintenance is very elaborate. In each department the national roads are in the charge of an engineeiv in-chief, appointed by the Minister of Public Works. Under him are several engineers-in-ordinary, who each have charge of the roads of one arondissement. They are supposed to visit every road of this district at least four times a year. Under them, again, come the conductors, who have charge of from forty to eighty kilometers (50 miles) of road. Each is supposed to visit all his roads at least twice a month and to make his inspections on foot. He makes a written report, after each inspection, to the engineer-in-ordinary. All orders to the workmen for the improvement of roads are given through the conductor and he is responsible for the nature of the work. The workmen are divided into groups of from five to six, and each takes charge of from three to four kilometers (2 to 3 miles) of the roads, and keeps them in perfect order. His whole time is given up to this work; he is always on the lookout for any little damage to the road, and keeps it clear of dust and mud. Over each group is a foreman, who has charge of a rather smaller length of roadway than the others, and is expected to visit each of his men at least once a week and to see that
Mastlaio) Geological Survey 38 T
the work is properly done. The foreman is expected to be the best workman of his gang, and his part of the road is supposed to be a model for all the others. The pay for this work is small, but the position is looked upon as one of honor and is eagerly sought.
Each workman has a small book in which the conductor enters his instructions and makes any notes he desires. The engineeivinordinary can tell by these directions and the observations that he makes in his tour how the workmen have done their work, and how well the conductor understands and does his.
The workmen also keep a record of how they have employed their time, and this furnishes a valuable means of determining the cost of the different elements of maintenance. Workmen are divided into three classes and foremen into two, the pay being graded according to class. A man is classed according to his work; he may be advanced for good work, or degraded if his work is bad. There is also a series of prizes and fines for assiduity or negligence.
The departmental roads are maintained under very much the same system, except that the engineer-in-charge is usually appointed by the prefect of the department.
The work on the neighborhood roads is done under the direction of the engineer-in-chief of the national roads of that department, or of commissioners appointed by the prefect.
Every laborer is required to work three days yearly on the roads but this labor may be commuted by a small payment. It is usual to give to each man who prefers to perform the labor, and this is the common choice, a certain amount of work to do and to allow him to take as long over it as he chooses. The example of the excellent roada made by the government and by the departments, and the general standard of the community, is a sufficient incentive to make each man do his work well.
The large force of skilled engineers necessary for the direction of this work is supplied by the School of Bridges and Koads, which is part of the Department of Public Works. Certain students who do especially well in the Polytechnic School are sent to the School of Bridges and Roads for a course in engineering, and while there receive
388 The Administration Of Roads
a small stipend. The winter months are spent in class exercises and studies under the direction of former graduates of the School who have attained the rank of Inspector-General, which is superior to that of engineer-in-chief. These instructors are at the same time actively engaged in government work. During the summer the students have practical instruction in the field in the maintenance of the roads and in other public engineering works.
The general system in use for the construction of roads is that of macadam; broken stone is put on the roads in layers and each layer is thoroughly rolled smooth ; on top of this is placed a little dirt or sand, which fills the still remaining spaces between the stones and which makes the road perfectly smooth from the beginning. The usual thickness of broken stone is about six inches, but this of course wears down under travel, and in 1891 11 per cent of the national roads were not more than two inches thick, and 31 per cent were between two jind four inches. These roads still gave good service.
The material used for making the roads is usually local material, though the French have devised a method of determining the relative value of rocks by rolling specimens in a machine known as the " Machine Deval," of which a description is given in another part of this volume.*
The road-beds are from fifteen to twenty-one feet in width, are flanked by a pathway from five and a half to seven and a half feet wide, and have ditches to carry off the water. The road-metal is furnished by contract and furnished in comparatively small quantities, so that the contracts may be taken by men of small means. The roads are well graded and rarely have a slope of more than three in a hundred, except in mountainous districts.
When new roads are to be opened an estimate, with designs, is forwarded to the prefect, and then civil engineers go over the region and decide upon the details. The report of the engineers is sent to the authorities, and if they decide to open the road, they arrange to acquire the rights-of-way, which can be obtained by a process of condemnation if not by agreement. The work is then let to contractors,
' See p. 320.
Mabtland Geolooioal Subvet 389
who must cany it out under the supervision of the engineers, and all disagreements are brought before the Conseil de Prefecture, from which, however, an appeal may be taken to the State Council.
All French roads, except the rural ones, have ditches for proper drainage, and the more important ones have rows of trees planted along their sides and sidewalks.
Every six or seven years a careful estimate is made of the amount of travel on the national roads; this is done by counting at many points the number of wagons, etc., traveling on the roads. The observations are continued for twenty-eight days distributed throughout the year. The results give a close approximation to the amount of travel, and therefore, to the relative importance of the different roads and they serve to determine the relative amounts of money to be expended on these roads.
GEEMAinr.
Prussia.
The roads are divided into three classes:
(1) State Roads. These are the military roads and the most important roads of the state connecting the larger market-towns. They are entirely supported and managed by the state.
(2) Provincial Roads. These comprise the roads which connect the main roads and roads of importance principally for the use of the province itself. They are supported by the province with aid from the state.
(3) Local Roads. These, as their name implies, are of local importance, and are supported entirely by the district in which they lie.*
Saxony.
At the organization of the German Empire in 1870, the public roads were not taken in charge by the general government, but were left in charge of the various states, which have their separate systems of control. That of Saxony is taken as an example of the sys-
This account is taken from " Road Legislation for the American State," by Professor J. W. Jenks, American Economic Association, 1889.
390 THB ADHmiSTSATION OF SOADB
tern in vogue in the German States. The roads are dassified into (1) State Eoads, (2) County Roads, (3) Private Ways.
Many important roads, especially former toU-roads, have long been in charge of the state, and they remain state roads, although the toll has been abolished since 1804. To this group belong lees important roads built by the state on petition in districts too poor to build them themselves. The practice of building state roads has fallen into disnse but the state appropriates annually 300,000 marks ($75,000) to aid in building and maintaining certain roads which are unusually expensive.
The state roads are in charge of the State Boad Commissioner, who is assisted in the technical part of the work by the Boad Director. The Amtshaupimanny or the chief executive and ministerial officer of the district, has supervision of the roads of his district (there are twenty-seven such districts in Saxony) ; whereas the engineering is in the hands of the " Inspectors of Beads and Navigable Ways," who are trained engineers and have direct management of the roads. They may order repairs made to the amount of $150, but beyond that must have the approval of the Amishauptmann.
The inspectors have imder them assistant-inspectors and roadmasters; the latter are somewhat above the grade of our overseers. They direct the work of the road-guards and care for both state and country roads.
All public roads not state roads are called " Communicationswe," which we may call country roads. They are built and kept up by the parishes through which they pass, or by the district, which consists of several parishes, under the direction of the District Board. Every parish raises its road-fund in its own way, and in some cases is authorized by the state to charge toll on certain roads, principally on those used for throu traffic.
The general construction is telf ord, with the upper layer of broken stone thoroughly rolled, a little gravel being added on top and also rolled in. Some unimportant roads are made entirely of gravel. Trees must be planted along all state roads, and, when practical, along country roads.
Mabtland Oeologioal Suevby 391
All important roads have mile-posts with sign-boards at the road crossings.
Wide tires with smooth surfaces are required, and wagons with nails projecting from the tires are not allowed to use the roads.
Great care is given to secure good drainage. Trees are planted along all important roads, and they serve not only to give shade and to beautify the landscape, but in winter, when everything is covered with snow, they locate the roads, as there are no fences on the roadsides.
In order to prevent ruts being formed, it is important that travel should go over all parts of the road-bed and not follow in the same tracks. The guards are instructed to place long, narrow stones, whitened to be more conspicuous, on one side of the road to force the travel to the opposite side (these stones must be removed at night), and they may also direct drivers to avoid certain parts of the roadway.
Switzerland.*
Switzerland is noted for its excellent roads and for the great mile age in proportion to its area and population. The country derives very great benefit from these roads on account of the immense travel which they encourage, and this has been a great stimulus to their construction.
The very complete system of home rule which characterizes the Swiss cantons results in differences in details as to classification and methods of administration of roads in every canton, but the systems are, in a general way, alike and may be described with sufficient accuracy as follows: The roads are divided into three classes. The first class comprises the most important roads connecting important districts in the same canton or in different cantons; they are built and maintained by the canton itself, though in some cases the communes through which they pass meet part of the expense. To this class
" Die Strassen der Schweiz," S. Bavier, Zurich, 1878, contains an excellent account of the Swiss roads.
The system followed by the canton of Tessin is quite different; the impoxrtant roads are kept in order by contract, but are subject to inspection by the engineers of the canton.
392 The Administration Of Bo Ads
belong the post-roads and the international Alpine passes. The national government exercises some supervision over these two groups of roads. The passes across the chain of the Alps are of benefit to the whole country and not simply to the cantons in which they lie; and, therefore, a contribution towards their maintenance is made by the national government
Eoads of the second class, which connect less important districts or lead to railway or steamboat stations, are built generally by the communes under the direction of the canton. Some cantons contribute to their construction and maintenance, and usually the canton constructs the bridges.
Roads of the third class are entirely under the charge of the communes.
Each canton has a department of public works which has general supervision over all the roads of the canton. The roads themselves are more immediately under the charge of the cantonal engineer and his subordinate officers. The arrangements for inspection and labor are practically the same as those in France.
As a class the Swiss roads are narrow. With the exception of the canton of Geneva, few roads exceed 8 meters (26 feet) in width and some are as narrow as 3 meters (10 feet). The majority of the first class roads are about 20 feet wide, the stoned part being somewhat narrower. The important post-road in the upper part of the Rhone Valley varies in width from 14 to 20 feet, the stoned part being from 10 to 16 feet. These narrow roads have, of course, been adopted on account of the great expense of road-building in Switzerland, but they have proved perfectly satisfactory and make clear the advantage in economy, without a corresponding disadvantage in inconvenience, to be gained by the narrow roads.
Perhaps the characteristic of the Swiss roads which most impresses the traveler is the remarkable adaptation of the location to the topography. This is not a new development, but has been the practice since the time of the Romans. It must have been developed by the extraordinary difficulties necessary to build roads across the great Alpine chain; and the advantage of good location is now generally recognized even in the less mountainous parts of the country.
Maryland Geological Survey 393
The construction, of the Swiss roads is very solid, probably on account of the severe climate that must be withstood. The general plan is practically that of telford, with a laid undercourse of larger stones covered by smaller ones; and generally some gravel is spread on top. Consolidation is left to the travel and is not generally effected by rollers. The thickness of the road varies from six inches to a foot or more.
The position of the Swiss roads, many of them far from railways, making it extremely expensive to bring rock from any distance; and the ease with which local stone is obtained, results in the general use of the nearest available stone for the road-surface. Much of this is poor material, but it is cheaper to use it, notwithstanding the higher cost of maintenance and repairs, than it would be to use better stone transported from a distance, with a considerable increased cost of construction.
In 1877 there were in Switzerland, outside of the cities, about 8,300 miles of principal roads which had been built at a cost of about fifty million dollars. Some of these roads were built in the last century and it is impossible to discover what was their actual cost; some were built by the communes, the labor being supplied by the inhabitants, no record of the money value of which was kept. In these cases the estimates are based on what it would cost to build the roads at the present time with paid labor. In some cantons no information is available as to the cost of the second and third-class roads, but it is estimated that their cost relatively to the first-class roads in the same cantons are practically the same as in the cantons for which data are available.
The actual cost of maintenance of about 6,000 miles of road for which information can be obtained, is over six hundred and fifty thousand dollars a year, so we may estimate for the total mileage of principal roads an expense of about nine hundred thousand dollars annually.
United Kingdom.
England.
The highways of England are in charge of the parishes and are managed by an engineer, the parish Highway Surveyor, the money
394 The Ad1Iini8Tbati0N Of Bo Ads
necesBary for their repairs coming out of the parish tax-list. The road-rate is fixed by the Surveyor. Parishes are frequently united into districts under the supervision of the Highway District Boards, and the County Council has authority to require the District Boards or parish authorities to keep their highways in proper repair. In 1888 the maintenance of the main roads of the county was put under the direction of the County Council, thus enlarging the area under a central control. The actual work on the roads is done by laborers hired by the Surveyor, who, with or without the help of foremen, directs their work. It is becoming more and more customary to keep the same men continually in chafge of the same piece ofork.
The cost of maintenance of all the roads in England and Wales, exclusive of the London district, amounts to nearly twenty million dollars annually. These very large amounts show the importance which is put upon the maintenance of good roads.
Ireland.
The counties are divided into baronies, and all the expenses relating to roads and bridges are met by the taxes of each barony. The County Surveyor, who is an engineer, has charge of all the roads and bridges and other public works in the county. He may make repairs to the roads within certain limits of cost on his own judgment.
The general financial transactions connected with the roads, together with the decision as to relocation or the building of new roads, lie with the Grand Jury, which also fixes the amount of the road-tax.
The maintenance, as well as the construction of roads, is usually done by contract, the expense, as already stated, being paid by the baronies through which the road nins; but important bridges are paid for by the county at large.
The County Surveyor is assisted by six or more deputy surveyors, according to the size of the county. The annual cost of maiutenance of the roads in Ireland is about four million dollars.
Part Viii
The Advantages Of Good Roads
By
Harry Fielding Reid
The Advantages Of Good Roads
By
Harry Fielding Reid
Introduction.
That good roads have many advantages is a statement that will provoke no contradiction, but that these advantages are commensurate with the cost of construction and maintenance will not be so generally conceded. Indeed, many people look upon good roads as a luxury far beyond their means. Much has been written and spoken on this subject in the last few years and although it is not possible to add much that is new it is worth while to bring together some of the available information in order to show that the luxury of good roads is but one, and perhaps the least important, of their advantages; and that the most valuable benefit is an economical one, resulting from pecuniary gains and savings which they cause. There are also benefits of an indirect kind which are of great value and must not be overlooked.
" Good roads, canals, and navigable rivers, by diminishing the expense of carriage, put the remote parts of the country more nearly upon a level with those in the neighborhood of the town. They are upon that account the greatest of all improvements. They encourage the cultivation of the remote, which must always be the most expensive circle of the country. They are advantageous to the town by breaking down the monopoly of the country in its neighborhood. They are advantageous even to that part of the country. Though they introduce some rival commodities into the old market, they open many new markets to its produce."
" Wealth of Nations."
398 THE ADVAlTAGES OF GOOD BO ADS
So wrote Adam Smith in 1776 and with small changes the ideas sre applicable to the present time.
As civilization is dependent on intercourse it has been argued that the civilization of a country may be measured by the condition of its roads and at the time that the statement was first made, that is, before the advent of railways, it was true enough; but the real ailment applies not to roads, as such, but to means of communication.
Civilization advances by the development of industries, the raising of the standard of living, the increase of the comforts and conveniences of life and the elevation of morals. A nation sufficiently receptive to adopt improvements in these various directions wherever they may be found, and in such continual communication with other nations to find them if they exist, will advance rapidly in civilization; whereas nations like those in the far East, which for so long shut ut all foreign intercourse, remain in a stationary state. And even the different parte of the same nation may be so isolated from each other as to be in very different degrees of civilization; but this could not be the case if easy and frequent intercourse existed. It is not important what the means of communication is. It is quite conceivable that a community entirely without roads but having a system of travel through the air might be in a much more advanced state of civflization than one with the finest road-system possible.
In this country there is such an excellent network of railways that it might be supposed that they have largely supplanted the roads; but this is not found to be the case. In Connecticut the railways have stimulated the improvement of the roads near them, and in Austria the trafiic over the country roads has increased since the building of the railways. Indeed, the roads must be used to reach the railways, and whatever development the latter make in a region immediately increases the travel over the roads. And the ordinary intercourse within the limits of a neighborhood depends upon the roads. Although the argument really refers to means of communication, the ease of intercourse still depends largely on the condition of the roads, and to that extent the argument practically holds with regard to them.
MABYIAim GBOLOOIOAX STJBVXT 399
Vai-ue of Qooj> Boabs in Yokeigs Countmbs.
In 1891 the U. S. Department of State published reports of American consuls regarding the streets and highways of many foreign countries, tx)th with regard to the methods of construction and of administration. The consuls were also asked what benefit was derived from the excellent highways in Europe, and what effect they had on land values. They were unanimous in their high praise of the roads and in agreeing that they greatly enhanced the value of the land, although from the fact that many of these roads have been built for centuries, and most of them for fifty or one hundred years it was impossible to get any exact data.
From England the statement comes that it is safe to say that landvalues are improved, and that agricultural, commercial, and manufacturing industries are materially benefited through the operation of good public roads in the country. There can be no question but that the great industries owe much of their development and prosperity to the excellent roads," etc. From Scotland: " Eoads are the life and necessity and hope of all Scottish industries, and their value increases rather than diminishes with railroad extension. Property would, without them, be comparatively valueless." From Belgium: " Boads compete with railroads. Wagons bring merchandise from Brussels (60 miles) or Antwerp (72 miles) to Liege, and one horse pulls an enormous load. Dog-carts come to Liege, 12 or 15 miles, laden with farm products, and two grown people ride back." In France the material development of the country has been attributed to its splendid roads.
Professor Richard T. Ely writes: " The great French reformer, Turgot, who did so much for the province of which he was governor, elevating it from the condition of one of the poorest to one of the wealthiest provinces in France, turned his attention first of all to the ordinary public roads and demonstrated the advantage of first-class highways. There can be no doubt that the excellent roads he constructed were one important cause of the prosperity of Limoges."
1 ((
Problems of To-day," p. 149.
400 The Advantages Of Good Roads
The large sums of money spent annually in foreign countries for the maintenance of the roads (England and Wales, $20,000,000; Ireland, $3,000,000; France, $37,500,000) show the immense importance which is there attached to this subject and there is no indication of any retrenchment.
Increase in Land- Values.
Much has been said of the increase in the value of farm-lands due to the introduction of good roads. We must look for examples of this in our own country in places where the roads have recently been improved in order that we may separate the improvement due to the roads themselves from that due to other causes. Mr. Edward Biu*- roughs, formerly Koad Commissioner of New Jersey, has collected the opinions of a number of farmers in his state, who have lived in the neighborhood of the roads lately improved. These are too numerous to reproduce in full, but there is only one voice on the subject and that is that they would not go back to the old roads under any conditions.* One farmer writes: " I would not sell my house and accept another worth $7,000 as a gift and be obliged to live in it two miles from a macadam road. No farmer in the neighborhood would buy a farm not located on the macadam road. Now that they have a sample of the road they all want it." Similar statements come from Maryland.
Mr. Charles C. McBride, a resident of Elizabeth, writes of the improved roads in Union county. New Jersey, as follows: " The costs and expenses of these magnificent roads are easily computed. The total outlay of the Board of Freeholders has been nearly three hundred and fifty thousand dollars, and there are now nearly forty miles of telford and macadam road in the county. The figures are not in excess of what was expected by those who have given the matter careful study, thus showing that the management of the financial part had been as discreet as the preparatory work.
" But the question will arise at once, has this expense of nearly ten thousand dollars a mile proved wise, as well as beneficial? Good roads
' Bull. 9. Office of Road Inquiry, U. S. Dept. of Agric.
Maryland Seolooical Survey.
Wet Weather, Howard
Tia. 3.— HILLSIDE ROAD WITH "BREARERS," HAKFORD COUNTY. TYPES OP BAD ROADS IN MARYLAND.
Maryland Geological 8Ubvey 401
are, of course good things; but do they pay? The answer may in part be found in the fact that the property in Union county has actually appreciated in value far more than the cost of the roads; and this not only in cases of sale or exchange, but upon the tax-levy.
" Notwithstanding the fact that three hundred thousand dollars' worth of county bonds have been issued to build these roads, and the interest must be met annually, the tax-rate has not been increased in the county, or in any city in the county, in consequence of the extra interest expense; and it is but fair to say that the actual appreciation of property due to the increased values of lands benefited by the improved roads meets the increased taxes already. And none of our roads have been completed for more than a year, while some parts of them only within the present month. As an advertising medium alone, they have been worth what they cost; for they have brought county property into enviable prominence, have already caused the sale of many residential sites, have brought new wealth and new enterprise in the midst of us, have given direct impetus to building and improvements in every city and town touched by them, and as yet the benefits are only beginning to be refdized. It is safe to say that the citizens and tax-payers of Union county would not go permanently back to the old system with its old roads, if they were paid many times the cost of the new roads."*
In 1896, Professor W. C. Latta of Purdue University, Indiana, collected some important information on the subject of the increased value of land in Indiana due to good roads, by sending a number of questions to about 60 farmers living in forty counties in the central parts of the state.* Over forty answers were received and from these Professor Latta draws the following conclusions:
" (1) The average estimated increase in the selling price of land due to existing improved highways is $6.48 per acre. The estimates from which this average is made refer in most cases to lands near the improved roads; but in a few instances they apply to all the lands of
Isaac B. Potter, " The Profit of Good Country Roads," Th Forum, Nov.,
Circ. 23. Office of Road Inquiry, U. S. Dept. of Agric.
402 THE ADViLNTAaES OF GOOD BOADS
the county. The average increase, therefore, of $6.48 per acre is lower than was intended for the lands near the improved roads.
" (2) The estimated average increase per acre that would result from improving all the public roads is $9.
" (3) The estimated average cost of converting the common public roads into improved highways is $1,146 per mile.
" (4) The estimated average annual loss, per 100 acres, from poor roads is $76.28.'
But, as Professor Latta remarks, the farmer may object that the increased value of the land will only affect him, not by increasing its productiveness, but by increasing the taxes; and he shows that the annual increase in the taxes would be quite insignificant on the above increment in value. It may be added that the increase in the value of the land does not come merely from the pleasure of having good roadis, but is due to the cheapening of the processes of raising or marketing the product. In other words, the increased taxes are more than balanced by the saving in various expenses which will be considered a little further on, and the increased value of the land may be looked upon as a bonus resulting from its greater earning capacity.
That the above estimate of Professor Latta with regard to the increased value of the land is not excessive may be shown from other sources. The farmers of Canandaigua county, New York, who have built themselves a number of miles of hard roads at a cost of $1.50 per acre of the adjoining farms, find that their land has increased in value $20 to $30 per acre; and in the southwestern part of the state of Connecticut there are three towns in juxtaposition, the outer two of which have improved their roads with the result that their landvalues are 50 per cent higher than those of the middle town.
In order, however, to obtain information more directly applicable to our own state, a large number of farmers were asked their opinion on this subject, and the universal answer was that the lands would increase in value, though the estimates varied greatly.* Some good roads have already been built and their effect on land-values is quite definite. One of our correspondents who lives near Bradshaw, Bal-
See pp. 37-40.
MABTLAND GEOLOGICAL BUilVEY 40$
timore coxinty, at which place an excellent piece of macadam road was laid down a year ago under the direction of Mr. Harrison of the United States Office of Eoad Inquiry, states that he hauls twice as much over this road in half the time as he formerly did and with less wear and tear on his team and wagon. He says that land ha& doubled in value. This is the result of a very short piece of good road. Another correspondent tells us that he added $850 to about an equal amount paid by the county in improving a certain road. He now hauls twice as many, and heavier, loads to market daily. He thinks the improvement has doubled the value of his land and calls it the best investment he ever made. The farms in Howard county situated on the turnpikes are said to be worth twice as much as those on the county roads; and a Frederick county farmer thinks his land would increase at least 50 per cent if good roads were made, basing his opinion on the price of land of equal quality not five miles distant situated on good stone roads, and he adds that he never saw a prosperous section of the country that did not have good roads. Another farmer in Prince George's county states that land in his neighborhood sells at from $12 to $30 per acre, whereas the land near Forestville in the same county, with better roads, brings from $40 to $100.
Opinions of this kind based on definite data could be multiplied, but enough has been given to show conclusively that the building of good roads would result in decided increases in land-values, which would be to the benefit not merely of the state or those desiring to sell, but also those holding and farming the land.
Good roads also increase land-values by increasing the demand for the land. For what farmer in changing his home would not, other things being equal, move to a region of good roads rather than to one of bad roads? Santa Clara county, California, has passed from the twenty-ninth to the fourth place in a list of counties arranged according to wealth and population out of a total of fifty-seven. This ia ascribed to its good roads.
The reverse is also true; and bad roads tend not merely to keep oflF prospective settlers but they even drive away those who have already made a home in the neighborhood; and thus depreciate landvalues. One of our consuls in Belgium says that emigrants refuse to
404 The Advantages Of Good Boads
go to a region of bad roads. From our correspondents in Maryland come statements that people would not come to live in certain neighborhoods on account of the roads; and one man wrote that he was thinking seriously of removing to some other state on account of the roads in the county where he lived.
Economies Effected by Good Roads.
In addition to the advantages of increased valuation there is also a great gain due to reduction in the cost of hauling. This occurs in three ways: (1) In the reduction of the number of animals which have to be kept. (2) In the reduction of wear and tear on horses. (3) In the saving of repairs to wagons and harness.
(1) There were in 1897 in the United States about sixteen and a half million horses and mules. If by the reduction of the number of animals necessary to haul a given load we could reduce this number by one-fourth, which is certainly not excessive, we can see what a very large saving would be effected. But farmers in general need a certain number of horses for the regular work on the farm, and especially so at times of harvesting, so that the majority of our correspondents have written that improved roads would not lead them to reduce the number of their horses; others, however, wrote that they would dispense with about one horse in four. In addition to the hauling done directly by the farmers themselves, there is a large amount done by fruit-growers, dairymen, lumbermen and others, who keep horses solely or principally for the purpose of hauling on the roads, and they would certainly require fewer horses if the roads were improved.
As a matter of fact, the number of horses in comparison to the population is smaller in countries which have good roads than in countries where the roads are bad, notwithstanding the encouragement that good roads offer to pleasure driving and to hauling at all seasons of the year. In the United States and Russia there is 1 horse to about 4.5 inhabitants; in France and Germany, 1 to about 13; and in the United Kingdom, 1 to 18.
The loads which can be drawn by each horse depend upon the grades and surface of the roads. The following table* shows the
Abbreviated from Byrne, Highway Construction, p. 6.
Maryland Geological Survey 405
relative number of horses necessary to pull an equal weight on various surfaces:
Iron rails 1
Macadam 5%
Earth, dry 20
Sand 20
In foreign countries much larger loads per horse are hauled than in Maryland. In England the usual load is something over a ton; in Switzerland one and a half tons; in France, Italy, and Germany from one and a half to two tons. The largest loads are hauled in the neighborhood of Munich and Hannover where two horses will pull from five to six tons.* Compare these figures with the results obtained in Maryland where our investigations show that the average load hauled per horse is extremely small and varies according to the season of the year from one-half ton in winter to two-thirds in summer.' Some roads are at times in such a condition that it is absolutely impossible to haul over them at all." Again, if the roads were good the relative amounts hauled in summer and .winter would be reversed, for the bracing winter air would make the horses capable of doing more work than they could do during the warm weather of summer.
Another way in which good roads would increase the hauling capacity of a horse, is in the fact that much lighter wagons could be used than are now required to stand the jarring and shocks of our bad roads, and more of the horses' work would go directly into hauling the load and less into merely hauling the dead weight of the wagon.
(2) The wear and tear on the horses is a very serious item to farv mers, both by reducing the life service of the animal, and also by increasing the neceesary food. Stronger and more expensive horses are required in Baltimore than in Washington for the same class of hauling, on account of the difference in the grades, street pavements and car-tracks. It has been estimated that improved pavements in Berlin would save owners of horses there considerably over $25 a year
Circ. 27. Office of Road Inquiry, U. S. Dept. of Ac.
' See table, p. 210.
correspondent in Calvert county writes: "The roads are such that hauling cannot be done by horses. In good condition a yoke of oxen hauls about one ton, and in bad condition about one half ton."
406 Th£ Advakxaoes Of Qood Boads
for each horae.' Estimates of tliia Idiid are very difficult to make accurately, but every one having the care of horses will rec<;iiiEe that the saving would be considerable.
(3) There is a very great saving in repairs to harness and wagons effected by good roads. A company doing a large business in delivering freight in Baltimore and in Washington finds that the aimual repairs to their wagons in the former city are from three to four dmes as much as in the latter; and this is all due to differences in the streets and the caitracks.
Fio. 37 Six-borae load on a main road, Harford coaoty.
The estimated difference in the cost of repairs to the farmer under present conditions and with good roads is hardly so great. The average annual cost of repairs to the wagons of our correspondents was $28.50 for each farmer, and the estimated saving about a third as much.
Good roads would save much time, the money value of which it is hard to estimate. All farmers recoguize that much of the work of
' El3', " Problems of To-day," p. 148.
the fanu is conoitrated in certain pariods, and that at other times there is comparatively little worit to be done. Now it is just at these times, when the farmer has leimre, that the roads are in their verj' worst condition and be is ccufined to the farm, whereas at the busiest season he must often leave important duties to haul products, which might well be done dnring the winter. One correspondent from Harford county writes: "We frequently delay hauling when the roads are bad, and then have to do it when we should be doing other work." Much of the fertilizere and wood and many other things
could be hauled with case in the winter if the roads were good, nnd the farmer would be greatly rclie'ed during his busy season; and, moreover, the hauling wliicli mut bo done during the summer could be done in a sliortcr time with IcrS interruption to other work; and the farmer could take advantage of rainy weather to haul when he eould not work on the farm.
The answer that at certain seasons farmere have so little to do that the amount of labor necessary to accomplish a particular piece of work
408 The Advantages Of Good Boads
is of no importance to them, does not meet the argument; for in the first place it only applies to the season of leisure when very little hauling can be done; and in the second, the idea that a farmer's time, even in seasons of slack work, is of absolutely no value, will find few advocates.
Not only are the horses worn out by the hard work of hauling over bad roads, but the driver also suffers from the effort; and he alone can realize the difference in his feelings after a day's hauling over the ordinary county road in the winter time and after an even longer haul over one of the better turnpikes. One of our correspondents writes that although he could not estimate the pecuniary benefit good roads would be to him, he knew he would have a smaller score to settle at the end of the year with the recording angel if the roads were good. This sentiment will find many echoes.
A Specific Estimate.
An approximate estimate of the actual amount of money that would be saved annually by good roads can be made.
General Roy Stone has collected some interesting facts regarding the cost of hauling in different parts of the United States. They were obtained from answers to 10,000 letters of inquiry sent to all parts of the coimtry. He finds that the cost of hauling varies in different regions, being as low as twenty-two cents per ton per mile in the prairie states and as high as thirty-two cents in the eastern states. He estimates that nearly 220,000,000 tons of farm products and lumber are annually carried on wagons in the United States at a total cost of nearly a billion dollars ($1,000,000,000) and he thinks that probably two-thirds of this could be saved by good roads.' Similar inquiries made by the State Highway Division in Maryland show considerable differences in the cost of hauling in different parts of the state, but the general average for the whole state is twenty-six cents per ton per mile.* Comparing this average, with the cost in Europe, namely, 8 to 12 cents in England; 8 to 15 cents in France; 4 to 13 cents in Germany; 7 to 8 cents in Italy, the difference is very marked.
Circ. 19. Office of Road Inquiry, U. S. Dept. of Agric.
See p. 211.
MABYIxAND GEOLOGICAL SUEVEY 409
Labor conditions in Europe and in America are so different that this comparison loses some of its weight; but conditions very similar to those in Maryland may be found in New Jersey. In the counties of that state which have improved roads, the cost of hauling is between 7 and 16 cents per ton per mile, and the general opinion is that it is about one-half of what it was when the roads were bad. There is no reason why the cost of hauling in this state should not be reduced to that in New Jersey, and the savings would then be enormous. Answers from correspondents in Maryland show that there are annually hauled from their farms 38,504 tons; and to their farms 17,541 tons; that is, the total freight moved is 57,045 tons. These farms have an aggregate area of 57,638 acres; one can, therefore, say with sufficient accuracy that there is annually moved one ton of freight for every acre of farm-lands. This ton is hauled an average distance of 6.7 miles at an average cost of 26 cents per mile or $1.74 for the whole haul.
In 1890 there were 4,952,390 acres of farm-lands in Maryland; multiplying this by 1.74 the total cost of transportation to and from Maryland farms amounts to about $8,600,000. If the cost of hauling were reduced one-half by good roads, the annual saving would be $4,300,000. For freight hauled over toll-roads, which are already in fairly good condition, the saving would be much smaller. Xo statistics are available to determine what this tonnage is, and in order to be on the safe side a liberal allowance must be made for it. It may be objected that some of the roads over which this freight is hauled are too unimportant ever to be improved, and that the estimate of saving must be reduced accordingly. This, however, is more than offset by lumber and other freight hauled over the public roads to railways or factories or canneries, etc., which neither go to, nor come from, the farms and the amount of which is not known and has not been included in the calculation.
It is perfectly safe to assort that a sum in tlie neighborhood of three million dollai*s would be annually saved by improving the important roads of the state.
' See p. ::()s.
410 The Advahtages Op Good Hoabs
There is another way in which an estunate of the saving eifected by good roads can be made. Answers to our inquiries showed that on an arerage farm of 210 acres there are six horses; and that good roads would diminish the cost of repairs to wagons and harness about $10. If we take $15 as the value of the annual saving on each horse as a result of less food needed and a longer life service, and $10 as the saving in repairs to wagons and harness, we find that there would be an annual saving of about $100 per farm of 210 acres, and as the total acreage of farm-lands in 1890 was about 23,600 times 210 acres, the saving for the whole state would amount to $2,360,000/ In addition to this there will be a saving by the reduction of the actual number of draught animals in the state which will easily bring this estimate up to the former.
The available data are not sufficient to enable more accurate estimates to be made, but they are quite sufficient to make it fairly certain that this estimate is too small rather than too large.
It must be remembered that only the saving in the cost of hauling has been considered; and if all the direct and indirect gains from good roads were counted this figure would undoubtedly be much increased That the estimate is well within reason is shown by comparison with the calculation of Professor Durand-Claye, who shows on perfectly reliable data, that a reduction in the cost of hauKng of one-third cent a ton per mile for freight transported over the national roads only of France would result in an annual saving of more than $3,000,000.* The practical appreciation of this by the Irench people is shown by the annual expenditure of over $40,000,000 for the maintenance of their roads.
The estimate of six horses to every 210 acres of farm-land is the average for our correspondents; if this proportion is applied to the 4,952,000 acres of farm-lands of the state, we find 156,000 horses and mules on the farms of the state in 1890, against 144,456 as given by the census for the whole state; this discrepancy follows from two causes: (1) The census is for 1890, our numbers are for 1899. (2) Our correspondents belong to the more active and progressive class of farmers and probably keep more horses in proportion to the size of their farms than the average farmer in the state. The small error here introduced will not materially alter our calculation.
See p. 386.
maitland geological 8tjevby 411
Special Losses Dub to Bad Koads.
Besides these savings there are occasionally special losses on account of bad roads. It is frequently impossible to haul over them. One correspondent from Cecil county estimates his loss* last year on this account between $70 and $90. Another had been waiting two months to haul his hay. A third said he could not have marketed his wheat from February to April if the price had been $2 a bushel. Another said it is impossible to haul sometimes when profits would be the greatest Another farmer lost his whole crop of com because he was unable to haul it to a proper place of storage.
Although, with good roads, frequent opportunities to take advantage of high prices would occur, it must not be forgotten that the high prices are to some extent caused by the scarcity of the products, due to the condition of the roads. This, however, is not the whole cause of high prices, for in some products they are largely controlled by the abundance of the western supply, and by the state of the foreign demand. So far as the wheat is concerned, the condition of the Maryland roads has little to do with the price the farmer receives, for farmers may deliver their wheat in the autumn, and either fix a time at which they will receive payment at the market price, or reserve the privilege of taking the market price at any time they desira But the roads do prevent the farmer from choosing his own time to haul to market and must therefore, sometimes make him sell certain products to his disadvantage. To the extent that the bad condition of the roads affects prices, their improvement would tend to steady them to the advantage of the farmer and of the purchaser, both of whom could count on a market with smaller fluctuations.
Produce which is injured by railway transportation could be hauled long distances to town over smooth roads and remain perfectly fresh and unbruised; occasionally produce is lost because it cannot be marketed at the light time. Also the knowledge that the market can always be easily reached would lead to the cultivation of profitable crops which under the present conditions the farmer does not dare to risk.
412 The Advantages Of Good Bo Ads
IiTDiEtEOT Benefits.
Many indirect benefits result from good roads. It was in France that the bicycle was developed and it is there that the automobiles are most rapidly coming into use. This is not because the French are better than the American inventors, but because the French roads offer an opportunity to use these machines which the roads of our country do not With good roads mechanical motors of all kinds would come into much more general use and be a great economic advantage; and, moreover, the cost of maintenance of the roads themselves would be diminished as horses and heavy wagons were to a greater and greater extent replaced by automobiles with pneumatic tires. Automobiles are especially fitted to be used as express wagons in the environs of towns and also for the delivery of mail in country districts. They would be very quickly adopted if good roads were made. These conveniences would add greatly to the comfort of country life and would encourage many persons to live in the country who now crowd into the cities. The isolation and practical imprisonment caused by the very bad condition of the roads during the winter is one of the strongest objections to the country at that season, but with good roads it would be largely done away with. In England and France a large portion of the population live in the country or in small towns, and this would become much more general in this country if the roads were good enough to allow easy and rapid communication at all seasons of the year.
The region in tlio neighborhood of Boston is very thickly settled and good roads run in all directions. Around Baltimore, however, until very lately, the country was almost wild, and even now a few minutes' ride on the trolley car brings one entirely outside the region of homes.
The post-routes maintained by the Swiss government are good examples of a system kept up for its indirect benefits. In 1852 about 64,600 persons travelled on the principal Alpine post-routes in the government diligences, at a loss to the government of about $1,500. In 1876 more routes had been opened and travel had greatly increased so that nearly 280,000 passengers were carried by the diligences and the loss to the state was more than $110,000. The greater the travel
Makyland Geological Survey 413
the greater the loss! Nevertheless, new routes are opened from time to time in order to attract travellers; for it is well 'recognized that although the government loses money on its poet-routes, the people are greatly benefited by the large sums of money which travellers spend in the country.
A similar result on a smaller scale would follow the improvement of the county roads of Maryland. There would be more travel through the country in carriages, on horseback, in automobiles and on bicycles, and more money would be spent there to the advantage of the people.
After all the material advantages of good roads have been considered, there still remain the great benefits of easy intercourse with one's neighbors; benefits which are, perhaps, as important as the others, though it is quite impossible to measure them in dollars and cents. With good roads, social gatherings would be frequent during the winter when work is not pressing, in regions where, with present conditions, a few miles' drive would only be undertaken under very pressing need. With good roads not only could religious services be attended, but other religious activities could be cultivated; and the children could always be sent to school even though it were several miles distant. Indeed, good roads would work a revolution in the social life of the people who are buried in the country during the winter months; and the advantages to the coming generation cannot be overestimated.
Easy intercourse is especially valuable in a country like ours, where the policy of the government rests finally on the will of the people; for the judgment of the voters finds expression at the polls; and nothing helps more to a right judgment than full and free discussion, which in some sections is very greatly prevented for a part of the year by the almost impassable state of the roads.
Gexeeal Coxsideratioxs Eegardixg The Impok T-
Axce Of State Highways,
Of all the great nations of the world America has the worst roads; and in view of its great progress not only in the industries and in commerce, but also in the comforts am] coiivciiic nccs of lifo, this is
414 The Advantages Of Oood Boads
a most surprising fact Foreigners often speak of the reported condition of our roads in tones which show that they do not understand how so great a nation can submit to such a handicap to its industries and to all its activities. Why is Europe so far ahead of us in this particular? How did her roads become so perfect? Not because her people are more practical than ours but because her political needs required them. The great road-builders of ancient times were the Eomans, who built roads into the provinces to facilitate the movements of their armies and so keep under control the countries they conquered. Being the greatest military power in the world, they had no fear that other armies might use these very roads to invade their land. In the middle ages conditions changed. Europe was divided into small states; clans, and even families, carried on warfare with each other; they were not strong enough to control their roads, but relied for safety on fortified strongholds, which they made as inaccessible as possible; the tendency was to destroy rather than to improve the roads.
In modem times other conditions prevailed; the petty states united to make great kingdoms; wars were waged in which large armies took part; the necessity was again felt for good roads to permit easy and rapid transfer of troops from one part of the kingdom to another, and ,a strong and highly organized central authority existed, able and ready to enter upon the large work of road-building. It was under Napoleon I. that this work received its greatest impetus. The common people were ignorant; they knew nothing of road-building and were accustomed to look to the king or the nobility for direction; they were not accustomed to take the initiative. Hence, when roads, had to be made the work was put in the hands of engineers, who carefully directed it; and gradually the laboring classes learnt how the work should be done, and became competent to do properly the part entrusted to them. The military roads made the people appreciate the benefits of good highways, and gradually all the roads of the state were im proved.
In America conditions were totally different; during colonial times .and in the early years of the republic the energies of the people were
mabyijlnd geological subvey 415
taken up with more pressing needs, and when the subject began to engage their attention and great highways for commercial purpose were about to be built, ihe invention of steam railways and the building of canals opened up better means of transportation and the energies of the people turned toward their development to the neglect of the public roads. The struggles of the early settlers in this country developed an independence and self-reliance in the race which has had much to do with its later progress, but which has often prevented it from using the best means for development in certain directions. This self-reliance has led in some instances to the feeling that what one man has done, any other man can do; and to the rejection of the fact that there are always some men fitted by natural ability and training to carry out certain lines of work better than any other men. The harm of this appears most glaringly in those cases where political appointments are not made for fitness and where experience gained by service is not regarded as an important reason for reappointment. Our Tcds hHve likewise suffered because the necessity of skDled engineers is not appreciated; indeed, in many sections of the state, where Acre is not a sdngle road that could be called even fair, there are any number of people who think th know all that is to be known about building roads.
We have seen in the last chapter what great economies would be effected by good roads. Why, then, have not they, like the railways, been developed and made economically efficient? Probably because the railways are carried on for gain by private enterprise and every effort is made to increase the profit; here any man who invents a new device, or develops a new method, can, if he knows how to take advantage of his improvement, obtain a reward. The benefit of a new process is measured by the profit it produces; and active railway managers are always on the lookout for means of increasing their profits. The system of managing the nighways is quite different. The counties pay a certain sum annually to maintain the roads for the benefit of the people, but it is not a business enterprise carried on by the County Commissioners for gain. Furthermore, the County Commissioners have many and varied duties; the care of the roads
416 The Advantages Of Good Bo Ads
can occupy but a small part of their attention, and the people who are most active in the election of the Commissioners often insist that political and not business methods shall prevail in the management of the public roads. They are not put under the immediate care of competent engineers; no reckoning is made of the advantages or disadvantages of one method of repair over another, or of one form of construction over another; and improved methods are not introduced. The people therefore suffer, and are put to heavy expenses which might be much reduced if efficient methods were employed.
Much valuable information applicable to roads can be gained by a study of ordinary business methods. During the years from 1893 to 1897, when the business of the country was in such a depressed condition that profits were extremely small, the necessity of reducing running expenses made itself felt, and if we look at the railroads we shall see how the reductions were accomplished. In addition to increasing the efficiency of the employees, immense sums of money were invested in straightening curves, reducing grades, putting down heavier rails, buying larger and more powerful engines and larger cars and thus increasing the train-load and reducing the expense of operation, so that at the present time the railroads are not only paying the interest on the increased capital but are making larger profits for their stockholders, though in many cases the freight rates have been lowered. Similarly, the roads must be improved in order to increase the efficiency of farmers by enabling them to haul heavier loads, and to do it at times when other work is not pressing, and thus reduce the time and expense of hauling. The saving thus effected would often make the difference between success and failure in farming.
But how is this to be done? Large sums of money are annually spent on the maintenance of the roads without appreciable results. Would anything be gained by spending more? Or are there any fundamental reasons why our roads are so bad which might be corrected ?
An examination of the systems of administration of the roads in the several states of the Union and in foreign countries will throw ninch light on this question. These systems have been described in
Maryland Qeolooical Survey.
FM. 1.— SANDV road, WORCESTER COUNTY,
Fkj. 2.— turnpike ABANDONED FROM ROUGH SURFACE, MONTGOMERY TYPES OF BAD ROADS IN MARYLAND.
Maryland Geological Subvey 4:17
another part of this volume, but they may be briefly summarized as follows:
In the United States the roads are in general under the control of County Commissioners or Township Trustees or Selectmen who appoint overseers to take charge of all repairs and of the maintenance of the roads, although in some cases overseers are elected directly by vote of the people. The road-tax may be levied or voted, and generally may be wholly or in part worked out. In some states the roads are divided into two classes, some under control of County and some of Township officials. In some states, as in Maryland, the laws are different for everv countv.
This system has proved very unsatisfactory as shown by the state of the roads, and by the frequent changes in the details of the law, which are rarely due to local conditions but to dissatisfaction with the results and an attempt to introduce methods which may prove more successful.
Glancing now at the systems in countries where the roads are good it will be seen that in France, for instance, there are three independent groups of roads supported by the national, departmental and communal governments, respectively. In the other countries of continental Europe very much the same system is followed; but in Great Britain and Ireland the roads are supported by the individual parishes, by groups of parishes or by counties, a system on which that in the United States is modeled.
Among the states of the Union which have made much progress in improving their roads, namely: Massachusetts, New York, New Jersey, Connecticut, Kentucky, North Carolina, Indiana, Illinois, and parts of Pennsylvania, it is found in the first four that the state itself has a highway commission under whose direction certain roads are being improved, and that a certain portion of the expense is met from the state treasury. In Massachusetts the proportion furnished by the state is three-fourths, in New York and Connecticut one-half, and in New Jersey one-third. In Massachusetts the roads made under this system are maintained by the state, in New York, New Jersey and Connecticut they are maintained by the counties or townships. In the last five states named in the list the old system of county or town-
418 The Advantages Of Good Roads
ship control still exists. The conclusion must be drawn that no one system of road administration is fundamentally the right system, and will always produce good roads, for the roads of both England and France are excellent although their systems are different, and the roads of our coimtry are execrable although our system is closely similar to the English. We find however in all countries which have really good roads that the following are regarded as essential: (1). Engineering skill. (2). High Standard. (3). Permanent tenure of ofiice and personal responsibility. (4). A sufficient outlay of mon. (5). Constant care. (6). Classification.
(1). Engineering Skill. — Nothing impresses one more in the examination of the methods of foreign countries than the fact that wherever the roads are good, engineers entirely direct and supervise their construction, repairs and maintenance; this is not considered the work of the farmer, but of men especially trained for the purpose; and the laborers on the road are taught by them just how their work should be done. The excellence and thoroughness of technical education in Germany is well known; and instruction in road-engineering is not neglected. France which has the best roads in the world, has a special school known as the Ecole Nationale des Fonts et Chaussees (National School of Bridges and Highways) for the training of engineers to be put in charge of the various public works of the nation. It is this system of training men for the work they are to do that gives such excellent results in that country. Although France carries the system to a greater extent than the other countries of Europe, they all recognize and act on this principle.
A glance at the portions of this volume treating of the construction and repair of roads, namely: road location, grading, draining, surfacing and the methods of selecting the best road-metal, will make it veiy evident that this is not the work of untrained men, but can only be done properly by engineers. Indeed, it can be definitely stated that no really good roads have been made without their aid.
The conii)lexity of the problem of improving the Maryland roads and the need of skilled engineers in their construction were recognized in the report of the Committee of the Maryland Road League, Henry W. Williams, chairman; published in 1S93.
Maryland Geological 6Uevet 419-
(2). High Standard. — The government, the engineers, the workmen and the people, all hold a high standard of excellence for the public roads. The engineers and workmen would be considered very inefficient if they did not keep the roads up to the standard.
(3). Permanent Tenure of Office and Personal Responsibility. — This is a necessary condition of good work and is very rigorously insisted upon on the continent of Europe. Men enter the service of the state as engineers in their youth, to remain in positions of increasing responsibility for the rest of their lives. The workmen also are pei manently employed. In Great Britain the road system is not so perfectly organized, and this principle is less well applied; as a result the roads are not so good, but the tendency is to apply it more and more thoroughly.
(4). Outlay of Money. — Good roads cannot be built for a song nor can they be maintained as cheaply. In France the first cost of the national roads is on the average about $12,500 a mile, and the annual cost of maintenance about $250. This large cost is due to the breadth of the roads and to the ditches, sidewalks, trees, etc., with which they are provided. For other roads the expense is less, being as low as $2,500 and $65 for the cost of construction and annual maintenance respectively of the smaller communal roads.
In our country we find that the excellent state roads of Massachusetts have averaged about $10,000 a mile; though where no special difficulties have been encountered the cost has been from $4,000 to $5,000. These roads are excellently built and finished and have usually a hardened way fifteen feet broad; a breadth quite unnecessary outside of villages and cities, except for roads of very heavy travel. In Connecticut and New Jersey the cost is from $1,000 to $7,000. These figures are lower because the roads are narrower and are not provided with such excellent sidewalks, guard rails, culverts, etc. The lowest figures apply to roads built of gravel found by the side of the road itself, and they are distinctly inferior to macadam roads. These roads have not been built long enough to give any experimental value of the cost of maintenance. It is probably low.
Durand-Claye, Cours de Routes, p. 5. See p. 385.
420 The Advantages Of Good Boads
The expense of building new roads and improving old ones is met in Europe by the central and local governments and property owners in different proportions according to the importance of the road. In the most progressive American states this system is also followed and bonds are often issued by the state, county or township, and a sinkingfund established to pay them at maturity.
(5). Constant Care, — The method, so common in this coxmtry, of not improving a road until it is nearly worn out, is a very bad one; for not only does the travel have to put up for a long time with a rough, often nearly impassable, road but the actual cost of repairs is greater. In Europe men are kept permanently at work making all repairs on the roads as soon as needed; the principle of a stitch in time is rigidly applied and the roads are always kept in good order at a low expense. One workman has charge of a certain length of road to which he devotes his whole time, summer and winter, though in France the workmen are relieved during the time of har\-est. They are under the continual care and inspection of engineers who give the necessary instructions and see that they are carried out. In addition to this general maintenance of the road it is necessary from time to time to cover the whole surface with three or four inches of new stone as the road under the wear of travel gradually becomes thinner and thinner.
(6). Classification. — The roads are divided into classes, and the amount of money spent on their maintenance depends on their relative importance.
These important principles are entirely neglected in Maryland. The roads are under the general control of County Commissioners or of Road Commissioners, who are only expected to give a small part of their time to their administration. The actual repairs are done under the direction of the supervisors. It is generally supposed that any man of ordinary intelligence is fitted to be a supervisor, whereas, it is probable that there is not a supervisor in the state who has had the training necessary for the proper performance of his duties. No fault attaches to him on this account, for it is impossible, under present methods, for him to obtain it. This incompetence is becoming
3Iabyland Geological Sukvey 421
evident, and an attempt is being made to guard against it by putting the work of constructing new roads directly in charge of the County Commissioners. Little will be gained by this change, for ialthough the County Commissioners are usually men of intelligence, they are nevertheless not engineers and have not a practical knowledge of the right methods of road-construction.
This universal lack of expert knowledge is one of the most important causes of our bad roads, and if they are to be improved, it is absolutely necessary that they should not only be constructed, but also supervised in their maintenance, by competent engineers; until this is done it is useless to expect an efficient expenditure of the roadfimd.*
The large majority of the people, including the officers in charge of the roads, do not travel far from home and do not know what a first-class road really is, nor the advantages which it offers; but occasionally when some one does, he is enthusiastic in his praises, and denounces the people at home for not improving their roads. He has had an object lesson not enjoyed by his neighbors. If the people at large were famihar with good roads, there is no doubt, judging by the result in other states, that they would be equally impressed with their advantages and would make the necessary effort and take the necessary steps to improve the roads. Something should be done to bring this knowledge home to the people, and the best method is to build some model roads for them; but it is absolutely essential that such roads be built under the direction of persons who know what good roads are and understand thoroughly how they should be built.
It is necessary not only to have skilled engineers at the head, but every one engaged in the work must be taught how to do his part. Tlie necessary skill cannot be attained, if the men in charge of the roads are to be changed at every election. It is quite impossible to secure a trained set of engineers and workmen by whom the work will be well and economically done, unless, when once trained, they are
The general law permits the counties to appoint competent engineers to take charge of the roads but it is not taken advantage of. Pub. Gen. Laws (1888), art. 25, sec. 1.
422 The Advantages Of Good Boads
permanently employed; nor is it possible to get from them their best work unless they feel that the security of their position depends upon good work and not on other qualifications which have nothing to do with their devotion to their duties.
The sum annually spent on the roads of Maryland is over $800,- 000/ This is not enough to improve the 16,000 miles of roads in the state; if, however, the roads were once thoroughly well built, this sum would go far towards keeping them up.
The. American method of not working on the roads in winter is necessary from the nature of many of our roads, which in that season, are mere masses of mud, well-nigh impassable; and the ordinary methods of the supervisor would be of no avail. But well made roads require care at all seasons and should always be under inspection.
How can the principles mentioned above be incorporated in the management of Maryland roads? It does not seem possible to do so under the present system of control, and yet any violent or radical change is to be deprecated. Whatever new system is adopted, it should be introduced by degrees and should gradually replace the old one to the extent that may be found desirable.
Those states which have been most successful in the improvement of their roads have appointed a state highway commission which has general control over the roads built with the help of a contribution from the state treasury. The counties or townships petition for the improvement of certain roads and the commission decides whether these roads are of sufficient importance to receive state aid. If their decision is favorable, the necessary surveys and specifications are drawn up and the work is then done by contract, local contractors and laborers generally being employed. Engineers in the employ of the commission supervise all the work and see that the specifications are followed. When finished the road is maintained variously by the township, county or state. This method has proved successful and is gradually being adopted by other states. It will be seen to meet all the requirements laid down.
That the roads of Maryland will sometime be improved is quite cer-
See p. 429.
Mabtlakd Geologioal Survey 423
tain, for the public opinion of the state will insist upon it; but unless some definite and well-considered plan is adopted the improvement will come very slowly and irregularly and at a far greater cost than is necessary. If, however, energetic steps are to be taken and the work is to be accomplished economically, some method similar to that just described will yield the most satisfactory results.
The state must lend its encouragement and substantial aid to establish a standard and to induce the counties to meet the heavy expenses necessary to realize it. There should be a highway commission to direct and super-ise the improvement of all roads carried out by state aid. The selection of the roads to be improved should be left to the County Commissioners but should be subject to the approval of the state highway commission. The commission should supply all the necessary surveys and make the necessary specifications for the road. They should decide on the proper width, the amount of grading, the material to be used on the surface, on any slight change of location where desirable and, indeed, on all technical questions.
The roads should be built by contract under the supervision of the engineers of the highway commission, who should see that the specifications are fully observed. The cost of building these roads should fall partly on the state, partly on the counties and partly on the abutting property owners; the state, within certain limits, contributing in each county a sum equal to that supplied by the county and the abutting property owners.
Roads built in this way should be maintained under the direction of the state highway commission by funds supplied partly by the state and partly by the counties. This system seems necessary in order to introduce the proper methods of road-maintenance. In the future when a sufficient number of men in the counties have been trained to understand how to maintain a road properly the maintenance of these roads might be put into the hands of the county officials.
Objection may be made that roads should be built and maintained by those that use them, and they are almost wholly those who live in the country near the roads. This is a veiy plauible objection but fails upon examination. Good roads benefit not only those who use
424 The Adyantaoes Of Oood Boads
them but also those whom they serve. Would not Baltimore city profit by having good thoroughfares free of toll leading into the surrounding country and others radiating from the stations of railways running out of the city? Are the benefits of the Chesapeake Bay confined to those who own ships or boats? Does not the whole of Maryland and indeed many other states also benefit by this bay; and is not the National Government justified in making a ship-channel here with national funds? Do not benefits so widely distributed as those conferred by good roads affect the welfare of the whole state? Manufacturers and business men want consumers, persons who will buy their products and pay for them; and if they can reduce the cost of production their profits increase, and before long the consumer shares the benefit. The farmers also want consumers, and if they can reduce the expense of marketing their crops they will increase their profit and later the consumers get some of this saving in lower prices. Anything that helps men to produce more, by reducing the time and labor and cost of production leads to prosperity in which all share, and the reverse is also true. " The Chamber of Commerce of the city of New York says: 'We are handicapped in all the markets of the world by an enormous waste of labor in the primary transportation of our products and manufactures.'"* But even granting that persons living in cities bear their share of taxation already, still is it not good policy for the state to expend a sum of money which will increase the taxable basis by double the amount spent? It is not only to the advantage of the state as a state, but also of its individual citizens.
It may be urged that the richer coimties would profit most by this plan as they would be able to supply a larger sum and therefore receive a larger share of the state's appropriation. But it must be remembered that the richer counties pay a larger proportion of the state taxes, and would only receive back sums which they have contributed; so no great injustice is done on this account. But, after all, the counties would all be greatly benefited by the adoption of
Address by Gen. Boy Stone at Raleigh, N. C, 1897. Of. of Boad Inquiry, U. S. Dept. of Agric. Circular 28, p. 21.
Maryland Osologioal Sttbyby 425
such a system, and the progress of the state should not be kept back because it is impossible to distribute the taxes and benefits with absolute equality.
From another side it may be objected that the state should not interfere in local matters, to which category roads belong, but should leave them to the counties. This is true enough, and it is not suggested that the state should control all the roads but only the most important, for the purpose of educating the people to know what a good road really is and how it should be made, and to bring about an improvement which could otherwise only be attained after very many years and at an unnecessarily high cost. Nor is it suggested that the roads built by the state highway conmiission should always remain under its control, but only long enough to teach thoroughly the lesson of the proper care of roads. There can be no doubt that the majority of the roads should always be under the control of county officials. In some states they are administered by townships, but the tendency is to abandon this system and to put the roads in charge of the county. The township seems to be too small a unit for the care of roads. There is little commercial advantage in building a very short stretch of good road as a link between bad ones for it is always necessary to adapt the load per horse to the greatest difficulties to be encountered, and if a single township should make good roads and be surrounded by other townships with bad ones, the area of the township being so small, there is continual travel beyond its boundaries, so that few hauls could be made entirely on good roads. Furthermore the machinery necessary for the construction of first-class roads is rather expensive and would not be bought by the less wealthy townships; and frequently a road in a township is principally used for through travel by persons living in adjoining townships. The county on the other hand is quite large enough to afford the expense of roadmaking machinery; and, moreover, a large part of the hauling is done within its own area, though here again the boimdaries would be not unfrequently crossed, passing perhaps from good to bad roads; but the state is so large that the amount of travel across its boundaries is small in comparison with the travel within them. It would, however,
426 The Advantages Of Good Bo Ads
be an unwarranted interference in local affairs for the state to undertake the control of a large proportion of the roads. The happy mean is adopted when the state controls a few of the main roads, especially those used for through travel between counties, and leaves all the others to the county authorities. Whatever objections may be advanced against state aid in the building and maintenance of roads, there are important advantages in the establishment of a state highway commission having control of certain main roads, which need only be mentioned to be recognized.
Advantages of a State Highway Commission.
(1). A state highway commission can study the resources of the whole state in road-metals. It will not always be advantageous to put upon a road material obtained in its immediate neighborhood or even in the county where it lies. A knowledge, therefore, of the location and quality of a road-metal in another part of the state would frequently result in considerable economy. As an example: certain roads in the tide-water counties could be advantageously built of material brought from the upper part of the Bay; the necessary information on this point is already in the hands of the Highway Division of the State Geological Survey. If this Division had not been created, it would have been necessary for each county to discover what roadmaterial could be most advantageously used on its various roads and where it is to be found. It is hardly possible for county officials to gather very complete information of this kind.
(2). A state highway commission can collect all the reports of other states and of foreign countries and text-books or treatises in all languages and can take advantage of any improvement in methods or in economics that have been introduced elsewhere. These can then be applied to all parts of the state. It would be quite impossible for this work to be thoroughly done in each of the counties, and it would be a needless repetition if it were.
(3). A saving in the expense of administration would be eflfected by a state commission which had general supervision over certain roads in the state, and which could appoint assistant engineers as they
liABTLAKD GEOLOGIOAL SUBVEY 427
were needed to supervise the roadar of different regions. As these assistant engineers would be under the general direction of the chief engineer of the commission, they need not be so experienced or so expensive as engineers employed by a, county to have entire and independent control of its roads.
(4). With individual engineers in each county the roads would undoubtedly vary much in excellence, but a state commission can introduce a high standard, and one uniform for the whole state.
(5). A state commission can make a careful study and comparison of the relative values of different kinds of construction and can even experiment to discover new forms of construction especially applicable to various sections of the state. Work of this kind can hardly be done by single counties. A single plant for the determination of the relative values of the different road-making materials such as is described on pp. 320-326, is quite sufficient to do all the work necessary for the whole state. It would be impossible and unnecessary to set up such plants in each county. The saving effected by the proper choice of road-metal is extremely great, far greater than the cost of a state commission. As an example of what a state commission can do which would be impossible for the individual counties to accomplish we may take the publication of the present volume. This work could not have been done by any one man, but required the services of a number of men each trained in different lines. Geologists were needed to locate and describe the road-materials, others to test the relative value of the materials, to examine the roads and to report on the kind of improvement needed, to give the history of road legislation in Maryland, to collect the laws of this and other states and to consider the advisability of introducing new methods in Maryland, etc., etc. The expense of this work would be too large for an individual county, but it is not too large for the state; its benefits, however, are distributed to all parts of the state, and are not confined to special districts.
The cost of a good road system in Maryland would be large. There are in the state about 1,500 miles of main county roads. To permanently improve them we must estimate an average cost of about $4,000
428 The Advantages Of Good Boads
a mile/ Though some roads could be improved at a much lower figure, on others where much grading and perhaps some rock-cutting would be necessary the expense would be greater. This amounts to $6,000,000. To buy out the turnpikes, of which there are 497 miles, and bring them to a fair state of perfection would cost approximately another million dollars;' making $7,000,000 to improve all the important roads of the state. This is a large sum and the wisdom of expending it should be thoroughly discussed. No attempt should be made to do this work too quickly, but it should extend over a period of at least ten years, which would require an outlay of $700,000 a year. If this were divided equally between the state and the counties each would have to contribute $350,000 a year.
Under the present excellent condition of the state treasury a part of the state's share might be met from the general tax-list, and bonds running from ten to twenty years might be issued for the rest; or a small increase in the tax-rate might be made to provide the whole sum. The counties also might issue bonds for their share of the expense; but a wiser method would be to obtain the necessary amount by an increase in the road-tax, which apparently the people would willingly pay, as shown a few pages further on."
The annual cost of our present road system is not small. The various counties appropriate annually $600,000 for the roads and bridges; furthermore, in some counties a large part of the tax is worked out on the roads and is not included in this amount. About $140,000 are paid by the people in tolls to turnpike companies; and besides, a large sum, the amount of which cannot be estimated with any degree of accuracy, is contributed by private persons for the improvement of the public roads.* In some counties it is an ordinary
' If road-building is entered upon extensively in the U. S., we can rest assured that our engineers will introduce improvements that will materially reduce the expense below these figrres.
See p. 440.
By the will of the late Wm. Woolsey, Harford county will ultimately come into possession of $40,000 for road-improvement, provided the county supplies an equal amount. An act has been passed by the legislature authorizing the county to raise this sum. Laws of Md., 1890, ch. 43.
For example, the Singerly road in Cecil Co. See p. 227.
Mabyland Geological Survey 429
occurrence for landowners to contribute a sum equal to that supplied by the County Commissioneis to improve a certain piece of road which they frequently use. The total amount spent annually in Maryland on roads cannot be less than $800,000 and is probably nearer to $900,000. The amount of money,therefore, in addition to the present road-tax, to be contributed annually by the counties and propertyowners towards the permanent improvement of the principal roads of the state would be a little more than one-third the amount now paid, or a little more than one-half the regular road-tax, and all the amount paid for toll would be saved, and the great annoyance caused by toll-gates would be removed.
The principle that capital may be invested practically to any amount if thereby running expenses can be reduced, or such great profits made that there is a decided gain after paying interest on the capital, is a sound one and is applicable to our roads; if we can increase the annual value of the industries and productions of the state or reduce the cost of production, by an amount greater than the interest on the capital necessary to make good roads, we are not only justified in investing this capital, but it is a great industrial error not to do it.
It has been shown that about $3,000,000 would be saved annually in the cost of hauling alone, if our roads were improved; and if other benefits were also considered the savings would be far greater. The expenditure of the necessary amount to secure good roads is therefore from a business standpoint fully justified. But would it receive the sanction of the people?
The very active campaign made in its favor by the large number of wheelmen (30,000) in the state makes it quite evident that they would support the plan. They are continually spending money and urging the state and the counties to do the same in order to make better roads. Farmers' Clubs in all parts of the state are continually decrying the present condition of the roads, and they can confidently be counted on in favor of the plan. The various road-leagues of Harford Co. have already done much to improve the roads in their respective regions ' and are strongly in favor of more energetic meas-
See pp. 408-410. See p. 212.
430 Thb Advantages Of Good Boads
ures. Two years ago there was a large gathering at Annapolis to urge the legislature to take steps to improve the roads of the state; but the time was not ripe for so great a step, and sufficient thought had not been given to the details to develop a satisfactory practical plan of procedure; and therefore the Highway Division of the State Geological Survey was created to consider the matter thoroughly and to report to the next legislature. A special law, however, allowed Montgomery County to raise $25,000 by bonds to improve the road leading from Rockville to the District of Columbia.
In order to get a general expression of opinion on the subject and to find out how much farmers generally would be willing to pay for the benefits of good roads, the following question was sent to our correspondents, and a large number of answers received from all parts of the state: " How much would you be willing to pay for the satisfaction of driving over good roads independently of any other benefit?" The answers, as may be surmised, were very various; some thought their road-taxes already sufficient to ensure good roads if properly used; others were willing to double their ro€ui-tax; still others mentioned various sums varying from $5 to $50; one amoimt being as high as $100. The average was $28.50. It must be remembered that this does not include what farmers would be willing to pay on account of any pecuniary benefit. The persons from whom answers were received must be classed among the more intelligent farmers of the state; so that this probably represents the more progressive and not the average opinion.
An estimate can be formed of how much farmers generally are willing to pay for good roads by finding out what they actually pay in tolls in a region well supplied with toll-roads. As an example of such a region we may take Washington County. The total number of miles of road is 799; of these 104 are toll-roads and 33 more are main roads. The county appropriates $18,000 annually for the maintenance of its roads and bridges and about as much is paid in tolls, so that quite one-half of all the money expended on roads goes to the maintenance of one-eighth of the total mileage of the county, and this, notwithstanding the fact that loose broken stone is placed on the toll-roads to repair them and the farmers themselves have to roll
liABTLAND OEOLOOICAL SURVEY 431
it down with their wagons. Until the stone is well compacted the hauling is even more difficult than over the ordinary roads.
As has just been shown the additional tax would only be on the average about one-half the present road-tax, and this is less than the majority of farmers would be willing to pay as shown above merely for the pleasure of good roads. Even if the counties met the whole cost of the improvement without state aid, the sum necessary could be nearly raised by simply doubling the present road-tax.
There seems, therefore, no doubt that the people would support a proper measure drawn up on the above outline, if they could be assured that its administration would be put in the hands of persons who would carry out its provisions economically, efficiently and wholly for the benefit of the people of the state.
It must not be supposed that the sum required to improve the principal roads can be taken from the money now spent on other roads; for there are nearly 13,000 miles of roads not included in those to be improved, which must still be kept in passable condition; and the present road-tax would be needed for this purpose. But the example of a system of well-distributed roads of a high quality would lead to more efficient work being done on the former to their general improvement. Indeed, instead of looking to a reduction in the road-tax it is far more probable that the people would insist on an increase in order to radically improve many of the less important roads. This has been the experience of Massachusetts, Connecticut and Xew Jersey, since the state-aid laws have been in force. The people have recognized the advantages of good roads, and have not been willing to have their roads improved so slowly as would be necessary if they waited to take advantage of the position of the state appropriation that would be available each year for their district They have raised money by increased taxes or by bonds, to hurry the work on.
When the highway commission of Massachusetts began work in 1894, there were twenty-nine steam rollers owned in the state; now there are at least one hundred and fifty-two. This is a good example of the stimulus to road-building furnished by a well-equipped state commission. The same kind of activity might be confidently expected in Maryland.
432 Tke Advantages Of Good Boad6
It cannot be too strongly insisted upon that a work of such magnitude as that of pennanentlj improving all the main roads of Maryland, should not be undertaken hastily or without careful deliberation; and that it should not be commenced unless it is the settled policy of the state to carry it through. It would probably be wiser at the present time for the state to aid the counties to build short pieces of model road. They would bring more vividly before the people the advantages of a comprehensive system of good roads and would furnish the opportunity to train supervisors, so that later, if the state should undertake an extensive improvement of the roads on some such plan as that suggested, there would be a number of trained men to form the nucleus of several permanent corps of road-makers. In anticipation, therefore, of a time when energetic measures will be taken to build good roads it is most desirable to determine the relative amounts of travel and traffic over the various roads of the state, in order to determine their relative importance; this will be a guide to point out the order in which the roads should be improved, the widths that are necessary, and the material that is most desirable for their surfaces. In France such an investigation is made from time to time and serves to determine the sums of money to be expended on the various roads for their maintenance. A large number of observers stationed along the roads keep a record every thirteenth day for a year, of all wagons and animals passing their posts. Observations of this kind furnished the data on which was founded the calculation of the great saving effected by an insignificant difference in the cost of hauling which would follow a slight change in the smoothness of the road surface;* and these calculations justify the enormous sum of $37,500,000 spent annually for the maintenance of the French roads. The economic information gathered by such an investigation is also of great importance.
Some Suggestions Kegakding Road Improvement.
the belooation of boads.
The first work to be undertaken in the improvement of a road is to see that it is properly located. Frequently small changes in the posi-
See p. 386.
MARYLAND QEOLOOICAL Bl
Volume Iii, Plate X
Fio. 1.— DUSTV ROAD, BALTIMORE COUNTV.
Fio. 3— UNDRAINED ROAD IN CUT, CHARLES COUSTV. TYPES OF BAD ROADS IN MARYLAND.
Mabyland Geological Survey 433
tion of parts of a road will avoid heavy grades. If the surfacing is done on a road which is badly located or on which the grades are too steep the money is largely wasted. The road can never be first class, since heavy grades are a serious impediment to hauling and increase the cost quite as much as a bad surface.
Width Of Boads.
In building roads the greatest economy should prevail; and economy does not necessarily mean the lowest original cost, but the lowest amount necessary for building and maintaining the road in proper condition. In the application of this principle we should make our roads as narrow as possible and still meet the demands of the travel. The cost of surfacing a road is directly proportional to its width, so that much can be saved by not making roads broader than is absolutely necessary. The width of the level part of the road between fences should not be less than 30 feet except in very unimportant roads. This allows for a sidewalk, proper ditches and about 20 feet of road, all of which, however, need not be stoned. Indeed, it will rarely be necessary to stone more than 15 feet, and in many cases a stoned portion eight to ten feet wide will be quite sufficient; but it is better, when laying out a road to secure a right of way thirty feet wide and thus provide against possible developments, than it is later to require the owners of abutting property to move back their fences possibly to the detriment of their lots, and therefore at considerable expense to the county.
It is only in cases where there is considerable travel in opposite directions so that vehicles are continually meeting and passing each other that it is necessary to have a stoned way more than ten or twelve feet wide; for occaidonal passing one vehicle can always move off of the stoned portion; and if this passing is not too frequent, it will not occur very often at the same place, and the dirt side-road will not be cut up even in bad weather. Thus all the benefits of a good macadam road are enjoyed at a reasonable cost.
When the travel is such that vehicles are continually passing each other, then the stoned way should be about fifteen feet wide; and if
434 The Advantages Of Good Boads
outside of this there are hard earth or gravel shoulders three feet wide, full provision will have been made for the heaviest travel except in the immediate vicinity of large cities. This is the breadth adopted by the Massachusetts Highway Commission for their most important roads, and it has proved quite sufficient.
Guard-Rails.
Roads on the side of a hill or on embankments end often in steep slopes, which may be very dangerous. Not only is the county morally responsible for an accident that may happen to a traveler in such a place, but it is also liable for large damages if a traveler is injured by falling off the road. It is therefore proper to provide a suitable guard-rail at all such places for the protection of life and limb. This simple precaution is much neglected in Maryland.
Wide Tires.
The experiments detailed on pages 298-299 show the great advantages of wide tires on soft roads, but on well-made hard smooth roads they apparently are of no special benefit. Although they are very generally used in France, the French engineers have concluded that wide tires are no protection to their roads and since 1852 they have not been required. In this country, however, with its wretched highways, wide tires are a decided advantage both in offering a less resistance to traction, and also in helping to smooth roads, which narrow tires would seriously injure. On this account the turnpike companies only charge half-toll for wagons with wide tires; therefore, wide tires are numerous in districts of turnpikes but are rare in other sections of the state.
Sign-Boards.
Sign-boards should be placed at cross-roads for the convenience' of travelers. Tlicy should be substantially made; and punishment should be rigorously meted out to any one injuring them. The habit of using them as a target and wantonly destroying them is inexcusable.
Plats And Records.
Permanent boundary marks should be placed on each side of the road wherever its direction changes, and tlie point midway between
Mabyland Geological Survey 435
them should be considered as lying in the middle of the road, and should be used in the description of property boundary lines. At present the "middle of the road" is a very indefinite line, which changes position every time a fence is repaired.
All roads should be surveyed and an accurate plat and record preserved for future reference.'
Pabsengeb Railways.
Much fault has been found with County Commissioners for granting passenger railway companies the privilege of laying tracks on county roads, it being contended that they should buy rights-of-way across country; but they are public conveniences and serve the public best by following the most settled routes, that is, the public roads.
The advantages offered by the railways are: rapid and frequent trips at small cost; and the cost could not be kept down if they had to buy expensive rights-of-way to lay their tracks. They develop the region they traverse, increase the value of the land and thus add to the taxable basis of the county. The suburban trolley system is still in its infancy and it is not unreasonable to expect a great extension of it; also an increase in its functions to take in (as it already does in some regions) an express and freight business. This would greatly increase its usefulness and would save the farmers many a long and expensive haul with horses. But it will not do away with the use of the roads for short hauls and for driving.
The passenger railway companies are organized for private gain and should therefore meet their just share of taxation, and should meet the necessary expenses of construction; on the other hand they are semi-public servants and their power of serving the public is dependent on the privileges granted them by the legislature and County Commissioners. The proper balancing of the benefits received by the companies and the services rendered by them so that they shall be treated justly and the public receive the best service at the smallest cost and with the least inconvenience, and so as to develop the system to still greater usefulness, is a very delicate matter, and one that should re-
' See p. 300.
436 The Advantages Of Good Boads
ceive the closest attentfon of legislators. A discussion of this broad question does not belong here, but some of the minor details do.
Many of the electric roads have taken complete possession of the public highways and have greatly injured the surface of the whole road, and they often leave the road much too narrow. Sometimes they cross and recross the road increasing the danger of accidents by collision.
They should be required to keep their tracks on one side of the road if the road id not a tvide one, and always to leave a level strip at least 20 feet wide on the side; for this is not more than enough to provide for a road-bed 12 or 15 feet wide and leave space for a sidewalk when this becomes necessary.
In wide and important roads the tracks should be in the middle with at least 20 feet on each side to the gutters, and from five to ten feet beyond that for sidewalks; say a distance of 30 feet on each side between the outer rail and the fence. In the opening of new roads the roadway (between fences) should be made broad enough to provide room for a railway if it should be needed.
Railway companies should not be required to keep the road in order; it is apart from their line of business and they have not the skilled assistance necessary for the proper care of roads; it is not advisable as a method of taxation, not nearly as good a method, for instance, as the park-tax levied on the street railways of Baltimore. If, however, they directly or indirectly damage the roadways, the damage should be repaired by the proper persons in charge of the road, at the expense of the companies.
Turnpikes.
In the early development of our country when civilization was pushing its way to the west, the necessity for roads leading great distances made itself felt. Before the Revolution the colonial governments were too weak, and after it the federal government was too much occupied with other matters to give its attention to the building of these roads. The National Road seems to be the only one which was built by governmental funds. A little later toll-roads were undertaken by Balti-
Maryland Geolooioal Subvey 437
more county, but were soon turned over to private corporations/ As the country became more thickly settled the necessity for more roads resulted in the building of many public highways which were free to all, as it was quite evident that the inconvenience of paying toll on all roads would be an unbearable annoyance. In the last century there were many toll-roads in England. Adam Smith,' writing of the means of maintaining the roads, advocated the collection of tolls, on the ground that it was only fair that persons using the roads should pay for them. And this seems perfectly reasonable, but it has not proved good policy and the tendency of modem times is towards the abolishment of toll on roads and bridges. The toll-roads in England, where they were more numerous than in any other country, were abolished by law in 1878. In Saxony they were abolished in 1884, partly on account of the satisfactory state of the treasury, partly on account of the great expense of collecting the tolls, partly on account of the annoyance to travelers. In a few states of the Union there are no toll roads. In some the charters of toll roads expire after a number of years and the roads become public property; in others the roads may be purchased by the county either by agreement or at an appraised valuation; in still others, as in Maryland, no special laws have been passed looking to the abolishment of toll-roads, but the general principles of eminent domain would probably meet all requirements.
In New Jersey where so many excellent public roads are now being built, the toll-roads are losing much of their revenue, and the people who are required to use them feel that they are being treated unjustly in having to pay toll, whereas many of their more fortunate fellowcitizens are enjoying all the privileges of free roads well-built by state aid. A law has therefore been passed allowing a certain amount of the money appropriated by the state for the improvement of highways to be used for the acquirement of the toll-roads, on the same general terms of distribution of expense as in building roads under the stateaid law.
In a report to the Maryland legislature on turnpike roads in 1818
For the history of turnpikes in Maryland, see p. 162, et seq. Wealth of Nations.
438 The Advantages Of Good Koads
by Governor Charles Goldsborough/ the opinion is expressed that the charging of tolls interferes with commerce to the disadvantage of the state. He writes: " But where the policy of the State invites a great commerce to enter its territories and settle there, this system [of tollroads], it must be immediately perceived, will not attain the end."
A communication from the president of the Cumberland Koad, included, among others, in the report contains these words: " There can be no doubt, if this road were made free from tolls, or the tolls so reduced as to be only sufficient to keep it in repair, that the community would be greatly benefited by it; those who use it would be directly benefited, and the state at large indirectly, by receiving the immense products of the west, that would be induced to seek a market in it. To accomplish this, legislative interposition would be necessary, and probably it could only be accomplished by the state becoming its proprietor." '
It must not, however, be inferred that toll-roads are a hindrance to commerce. On the contrary, not only have they in the past been a great encouragement to industries and a real saving to the people, but this may be said of them still. The average cost of hauling one ton a mile on the ordinary roads in Maryland is 26 cents. The cost on the turnpikes is certainly one-third less, notwithstanding the tolls paid for this distance are about 3 cents.* During the winter weather the toll-roads are the only roads which can be profitably used and, therefore, their saving is much greater than appears in the above statement Nevertheless, they are more expensive than would be the cost of firstclass public roads properly administered, for the people pay about $280 a year per mile in tolls, and much better roads could be kept up and the interest on their present market value met for less than twothirds of this sum.
Executive Communication to the General Assembly of Maryland at December session, 1818, on the Subject of Turnpike Roads, p. 17. Annapolis,
Executive Communication to the General Assembly of Maryland at December session, 1818, on the Subject of Turnpike Boads, p. 24. Annapolis,
This vould be somewhat increased if the empty wagon returns over the toll road, but farmers usually prefer to return over the poorer country roads in order to avoid the toll.
Mabyland Geological Survey 439
It may be laid down as a general principle that all conveniences which are of general utility should be made free to all, if this freedom would not lead to abuse or to increased expense. This plan is followed in regard to many public rights, such as the general use of the streets and parks of a city with their lighting and policing, and many other similar advantages. Whereas other privileges, which if free, might give rise to extravagance from careless and excessive consumption, such as the use of gas and water in residences, should always be paid for pro rata by the beneficiary. It is very clear that the public roads belong to the first class mentioned, and it will be shown that the public ownership of the toll roads and the abolishment of tolls would even be a saving to the people. The advantages of having all the roads free without any special tolls would be not only a great public convenience, but would also lead to increased commerce, as was clearly recognized as far back as 1818 in the report of the Governor of Maryland already quoted.
The objection to the payment of tolls is not altogether on account of the sum paid, although this is not insignificant, but is largely due to the annoyance attendant upon the collection of the toll. Moreover, there is continual disagreement between the turnpike authorities and the people using the road on the subject of repairs and something is to be said on both sides of the question. The people are naturally dissatisfied with paying toll over roads not kept in good ordery and on the other hand the turnpike authorities frequently receive such small returns on the capital invested in the road that they are loath to spend more than is absolutely necessary. The Eeisterstown road, which is probably one of the best turnpikes leading out of Baltimore, is an example of a road yielding small returns. It cost about $600,000 to build its total length of G3 miles, though at present toll is collected on but 48 miles. The returns have been so small that some years ago the par value of each share of the capital stock was reduced from $20 to $6, that is, to less than onethird of the original cost. The market value to-day of this stock is about $1.50. It is paying dividends of about 3 per cent annually, that is, less than 1 per cent on the original cost of the road. The other toll-roads about Baltimore pay small dividends or none at all, whereas
440 The Advantages Of Good Boad8
those in the western part of the state yield fair or good retumfl on the investment.
There are at present fifty-one turnpike companies in the state collecting toll on 497 miles of roads. The total sum paid annually in tolls by the people is not less than $140,000, or about $280 a mile. This sum goes into repairs, administration, collection of tolls, and dividends.*
It would be greatly to the advantage of the people of the state if the turnpikes were bought out at a reasonable price and made county or state roads, for the cost of maintenance and administration would not be much larger than it is at present, and the very serious expense of collecting the toll, which of course must be paid by the people using the road, would be saved. The amount now used for paying dividends would more than meet the interest on bonds issued to buy the roads, since the state could readily borrow money at 3 per cent. The roads could undoubtedly be bought by the state at a reasonable price based on the market value of the stock or on the earning capacity of the roads. An average of $1,000 per mile seems to be enough for this purchase; some are worth more, others less. If another $1,000 per mile is added to put the roads in first-rate condition the total cost to the state would be little less than $1,000,000. If 3 per cent bonds were issued for this sum, $50,000 maturing each year, and if $125 a mile is allowed annually for maintenance, the cost would be $142,125 the first year, gradually diminishing to $113,625 at the end 'of 20 years. The first year's expense would be about the present cost to the people, and at the end of thirty years, the people would own the roads and their maintenance thereafter need not cost more than $62,125 a year, that is, a saving of $78,000 a year. This would be a very advantageous use of the state funds.
An attempt was made to make a full investigation of the toll roads of the state after the manner of the investigation of 1818 (see pp. 172-174), and a list of questions given on page 42 vas sent to all the turnpike companies with the assurance that no information contained in the answers would be made public except as a summary of all the roads. Only a few answers, and those in general from the smaller companies, were returned. It has therefore been necessary to collect the information here given from other sources. .
Index.
Abrasion test of road-metals, 320.
Act of Assembly, 29, 111, 112, 113, 115. 116, 117, 119, 120, 122, 123, 124, 126, 140, 141, 142, 143, 144, 149, 150, 151, 153, 154, 155, 156, 157, 163, 164, 166, 174, 178.
Adams, H. B., cited, 179, 180.
Adjustment of highways to topography, 61, 62.
Administration of roads, 331, 333,
Administration of roads in Europe, 383, 417.
Administration of roads in Maryland, 333.
Administration of roads in other states, 343.
Administration, saving in expense of, 426.
Advantages of good roads, 395, 397.
Alabama, administration of roads in, 343.
Allentown, road to, 244.
Allegany county, 57, 69, 214.
Allegany county, cost of roads and bridges in, 216.
Allegany, county, commissioners of,
Allegany county, early road-tax of,
Allegany county, highway conditions in, 214.
Allegany county, rainfall in, 69.
Allegany county, sandstone of, 100.
Allegany county, temperature in,
Alleghany Front, 60, 98.
Alleghany Plateau, 58, 60.
Alleghany Plateau, drainage of, 60.
Alleghany Ridges, 58, 59.
Amendment to constitution, necessary, 46.
American consuls, reports of, on foreign roads, 399.
Amount in tons per horse hauled, 210, 405.
Annapolis, 244.
Anne Arundel county, 52, 53, 216.
Anne Arundel county, cost of roads and bridges in, 217.
Anne Arundel county, County Commissioners of, 217.
Anne Arundel county, gravels of,
Anne Arundel county, highway conditions of, 216.
Anne Arundel county, early highway laws of, 147.
Anne Arundel county, level of, 193.
Anne Arundel county, marls of, 103.
Anne Arundel county, precipitation in, 69.
Anne Arundel county, roads " ascertained" (1734), 123.
Antletam creek, 207.
Appalachian mountains, effect on climate of, 63.
Appalachian Region, 50, 57, 192.
Appalachian Region, central division of, 58, 60.
Appalachian Region, eastern division of, 58.
Appalachian Region, highways of,
Appalachian Region, limestones of,
Appalachian Region, rocks of, as road-materials, 94.
Appalachian Valley, 69.
Appropriation, Federal, to National Road, 184.
Appropriations for repairs of early roads, 144.
Arkansas, administration of roads in, 344.
Ashton, iron-furnaces located at,
Austria, administration of roads in,
Index
Automatic screens, 306.
Automobiles, 412.
Average depth of snow in inches
(table). 74. Average hauling distance in the
counties (table). 208. Average maximum hauling distance
(table), 209.
B.
Backbone mountains, 60, 69. Bacon's Laws of Maryland, cited,
119, 120, 122, 124, 125. Baltimore, 50, 55, 73, 83, 200, 201,
203, 219. Baltimore, Commissioners of, 325. Baltimore, Department of Parks,
Baltimore and the turnpikes, 175. Baltimore, early market of, 176. Baltimore, elevation at, 53. Baltimore, fluctuations in annual
precipitation at, 73, 74. Baltimore, population of (1825),
175, 176. Baltimore county, 45, 52, 55, 85, 217. Baltimore County Agricultural Society, 44, 45. Baltimore county, convict labor in,
Baltimore county, cost of roads and
bridges in, 220. Baltimore county, cost of turnpikes
of, in 1791, 164, 165. Baltimore county, County Commissioners of, 220. Baltimore county, early highway
laws of, 147. Baltimore county, early records of
roads in, 116. Baltimore county, early road-tax
of, 149. Baltimore county, early turnpikes,
Baltimore county, gravels of, 101.
Baltimore county, highway conditions of, 217.
Baltimore county, laws regarding roads, 334.
Baltimore county, marbles in, 92.
Baltimore county, precipitation in,
Baltimore county, turnpikes of, 163,
Baltimore and Ohio Railroad, 133. 177, 238.
Baltimore and Bel Air Turnpike.
Baltimore and Cumberland turnpike, 207, 214, 215, 252.
Baltimore and Frederick Turnpike Road, 155, 167, 170, 172, 173, 176,
Baltimore and Havre de Grace Turnpike, 175, 176.
Baltimore and Reisterstown turnpike, 155, 167, 200.
Baltimore and Strasburg Turnpike Company, 172.
Baltimore and Washington Turnpike Company, 172, 176.
Baltimore and York Town Turnpike Road, 167, 173, 176.
Banks, connection of with turnpikes, 171, 174.
Bare Hills, 85.
Bank Road, see Cumberland Turnpike Road.
Bauer, L. A., 7.
Bavier, cited, 391.
Beaver Dam Marble Company, 45.
Beginnings of highways in Maryland, 109.
Bel Air, 237.
Bel Air and Philadelphia Post- Road, 155.
Bel Air Road, 83.
Bel Air Road League, 237.
Belgium, value of good roads in,
Benefits, indirect, due to good roads,
Betterton, improved road near, 241.
Bibliography of highway literature,
Bicycles, 412.
Bladensburg, 246.
" Blind " side-drains, 275.
Blome, R., cited, 126.
Blue Ridge mountain, 58, 69, 95.
Bohemia Manor, grant of, 117.
Bonsteel, J. A., 32.
Boonsboro, 252.
Boston, good roads of, 412.
Braddock's Expedition, 135.
Braddock's Orderly Book, quotation from, 135. Braddock's Road," 134.
Index
Breakers, 198.
Breaking stone, 199.
Bridges, 85, 205, 206, 207, 208, 222,
292, 339. Bridges, cost of In Allegany county,
Bridges, cost of In Anne Arundel
county, 217. Bridges, cost of In Baltimore county,
Bridges, cost of In Calvert county,
Bridges, cost of In Caroline county,
Bridges, cost of In Carroll county,
Bridges, cost of In Cecil county, 227. Bridges, cost of In Charles county,
Bridges, cost of Dorchester county,
Bridges, cost of In Frederick
county, 233. Bridges, cost of In Garrett county,
Bridges, cost of In Harford county,
Bridges, cost of In Howard county,
Bridges, cost of In Kent county, 241. Bridges, cost of In Montgomery
county, 244. Bridges, cost of In Prince George's
county, 245. Bridges, cost of In Queen Anne's
county, 247. Bridges, cost of In St. Mary's county,
Bridges, cost of In Somerset county,
Bridges, cost of In Talbot county,
Bridges, cost of In Washington
county, 254. Bridges, law regarding, in Dorchester county, 340. Bridges, necessity for, 340. Bridges, ordered to be constructed,
1694, 117. Briquettes, 323. Broad Branch, gravels at, 86. Broad tires on wagons, 297, 434. Broken stone, thickness of, 282. Bryan, A., cited, 175.
Bryantown, 228. Building of towns, 125. Burroughs, Edward, cited, 400. Burnt clay, preparation of, 295. Burnt clay, use of on roads, 105,
277, 295. Byrne, A. J., cited, 268, 269, 270,
O.
Cabin John Creek, bridge across,
85, 207. Calcareous rocks, as road-materials,
Calhoun, and the National Road,
181, 184. California, administration of roads
In, 344. California, convict labor In, 382. Calvert county, 52, 221. Calvert county, cost of roads and
bridges In, 221. Calvert county. County Commissioners of, 221. Calvert county, early records of
roads in, 115. Calvert county, elevations in, 53,
Calvert county, highway conditions
In, 221. Calvert county, marls of, 103. Calverton, 125. Cambrian limestones, 97. Cambridge, 229, 230, 231. Canada, Governor of, 133. Canal between Chesapeake and Delaware bays, proposed, 139. Canal and Railroad, rise of, 177. Canal, Chesapeake and Ohio, 177. Canal schemes, 139. Canandalgua county, N. Y., Increase
of land-values in, 402. Carboniferous limestones, 97, 99. Carlisle, first wagon at, 132. Carnan, John, 130. Carolinas, drainage of, 53. Caroline county, 51, 206, 221. Caroline county, cost of roads and
bridges in, 223. Caroline county, establishment of
roads in, 146. Caroline county, highway conditions
in, 221.
Index
Caroline county, laws of, regarding working on roads, 336.
Caroline county, precipitation in,
Caroline county, road maps of, 222, 341.
Carroll county, 55, 223.
Carroll county, cost of roads and bridges in, 225.
Carroll county. County Commissioners of, 226.
Carroll county, crystalline limestone in, 92.
Carroll county diabase in, 86.
Carroll county, highway conditions in, 223.
Carroll county, sandstone in, 91.
Carroll county, turnpikes in, 224.
Castleman river, 60.
Castleman river, arch over, 207.
Catoctin Creek, s6.
Catoctln Mountain, 54, 56, 57, 58, 95, 231.
Catoctin schist, 95.
Caton, Richard, report of, 170.
Catonsvllle, elevation at, 55.
Cecil county, 51, 226.
Cecil county, cost of roads and bridges in, 227.
Cecil county, County Commissioners of, 227.
Cecil county, early road-tax in,
Cecil county, elevations in, 52.
Cecil county, gravels of, 101.
Cecil county, highway conditions in,
Cecil county, laws for early highways of, 148.
Cecil county, perldotite of, 85.
Cecil county, roads " ascertained " (1710), 123.
Cecil county roads, early history of, 118.
Cecllton, 228.
Central Maryland, surface of, 193.
Central and Western Appalachian District, rocks of, as road-materials, 96.
Centreville, 246.
Cementation test, description of, 323.
Cementation test of road-metals,
Cementation test. Page Biachlne for,
Character of investigations, 80.
Charles county, 52, 228.
Charles county, cost of roads and bridges in, 229.
Charles county, County Commissioners of, 229.
Charles County Court, records of, cited, 120.
Charles county, early records of roads of, 115.
Charles county, elevation in, 63.
Charles county, gravels of, 102.
Charles county, highway conditions in, 228.
Charles county, marls of, 103.
Charles county, precipitation in,
Charles county, roads "ascertained" in (1697), 122.
Charles county, supervisors of, 836.
Charlestown, 228.
Chase, shell road at, 203, 219.
Chesapeake Bay, 51, 52, 63, 102, 109.
Chesapeake Bay, influence on climate of, 63.
Chesapeake City, 226, 228.
Chesapeake and Ohio Canal, 133,
Chester river, 52.
Chestertown, 241.
Chestertown, roads leading to, 240.
Chevalier, , quoted, 139.
Choptank river, 52.
Choptank river, bridge across, 206,
Church Creek, road near, 229.
Church Hill, road at, 246.
Churchville, improved road near,
Churchville Road-League, 237.
Circuit Court, right of appeal to,
City Commissioners of Baltimore,
Clark, Wm. Bullock, 7, 9, 23. 24, 27, 29, 30, 31, 47, 49, 192.
Classification of roads, 216, 289, 342, 384, 389, 392, 420.
Clay, Henry, and the National Road, 181, 186.
Clay as road-material, 103.
Clifton, Wm., 130.
Index
Climate, general effect of, on roads,
Climate and highway constraction in Maryland, 63.
Coal measures, 100.
Coastal Plain, 50, 51.
Coastal Plain deposits as road-materials, 101.
Coastal Plain Division, 32.
Coastal Plain, eastern division of,
Coastal Plain, gravels of, 102, 202.
Coastal Plain, western division of,
Cockeysville, 89.
CoUis, Christopher, road-map of,
Colonization of Maryland, 179.
Colorado, administration of roads in, 346.
Columbia gravels as road-materials,
Commercial growth and the " Westward Movement," 125.
Commission, 5.
Commission, State Highway, advantages of, 426.
Condition of Maryland highways, 187, 189.
Conduit Road, bridge on, 85, 207.
Conglomerate (Trlassic), as roadmaterial, 93.
Connecticut, Highway Commission of, 31.
Connecticut, administration of roads in, 846.
Conowingo, gabbro near, 83.
Conococheague river, 207.
Constitution, amendment to, necessary, 46.
Construction and repair of roads, 263, 265.
Construction of roads, use of oil in, 296, 297.
Contents, 11.
Convict labor on roads, 154, 155, 337, 349, 372, 376, 380, 381, 382.
Corporations, rights-of-way of, 343.
Correspondence, 83.
Cost of hauling, 211, 408.
Cost of roads, 419.
County Commissioners, 189.
County Commissioners, letter to, 34.
County Commissioners of Allegany county, 215, 216.
County Commissioners of Anne Arundel county, 217.
County Commissioners of Baltimore county, 220.
County Commissioners of Calvert county, 221.
County Commissioners of Caroline county, 223.
County Commissioners of Carroll County, 225.
County Commissioners of Cecil county, 227.
County Commissioners of Charles county, 229.
County Commissioners of Dorchester county, 230.
County Commissioners of Frederick county, 233.
County Commissioners of Garrett CQunty, 235.
County Commissioners of Harford county, 238.
County Commissioners of Howard county, 239.
County Commissioners of Montgomery county, 243.
County Commissioners of Prince George's county, 245.
County Commissioners of Queen Anne's county, 246.
County Commissioners of St Mary's county, 248.
County Commissioners of Somerset county, 249.
County Commissioners of Talbot county, 251.
County Commissioners of Washington county, 254.
County Commissioners of Wicomico county, 255.
County Commissioners of Worcester county, 256.
County Commissioners, powers given to, 271
County Courts, extension of the powers of, 153.
County legislation, 150, 151, 152.
Cove Point, 53.
Cox's Station, road near, 228.
Cresap, Thomas, 133.
Cretaceous marls as road-material,
Index
Crude petroleum as road-material,
Crystalline limestone, as roadmaterial, 92.
Crisfleld, road to, 203.
Crown, description of, 284.
Cross-drains, description of, 273.
Crushing test of road-metals, 322.
Crushing-plant, 307.
Crushing stone, cost of, 306.
Culvert, pipe, 274.
Culvert, stone, 274.
Cumberland, 59, 98, 99, 192, 216, 268.
Cumberland Road, appropriation for, 184.
Cumberland Turnpike Road, construction of, 171, 172.
Cumberland Road, President of, cited, 438.
D.
Dan's Mountain, 60.
Darlington, road near, 237.
Darlington, Road-League of, 237.
Davis, Meredith, 126.
Dawsonville, grades at, 242.
Decomposition, chemical, of roadmetals, 318.
Delaware, 51, 52, 69.
Delaware,, administration of roads in, 348.
Delaware, precipitation in, 69.
Deval Machine, description of, 320,
Denton, shell road at, 222.
Development of Northern Maryland,
Development of turnpikes in Maryland, 162.
Devonian limestones, 99.
Deer Creek, quartzite, 90.
Deer Park, 234.
Denston's Dams, road to, 140.
Diabase, as road-material, 86, 233,
Dickinson, Jonathan, cited, 128.
Dinwiddle, Governor, 134.
Diorite, as a road-material, 85, 327.
Dirt roads, 197.
Dirt roads, grading of, 268.
Ditches, 272, 275.
Ditches, sod in, 272.
Dorchester county, 51, 229.
Dorchester county bridges, law regarding, 340.
Dorchester county, cost of roads and bridges in, 230.
Dorchester county. County Commissioners of, 230.
Dorchester county, highway conditions in, 229
Dorchester county, law in, regarding drainage, 339.
Dorchester county, precipitation in,
Dorsey's Corner, 224.
Dover Bridge, 206.
Dover Bridge, construction of, 208,
Drainage, 271.
Drainage in Dorchester county, law regarding, 339.
Drainage in Somerset county, law regarding, 339.
Drainage and road-repairs, 338.
Droughts, effect on roads, 77.
Dublin, road near, 236.
Dulany, Daniel, 128.
Dulaney's Valley, 65.
Dunbar, Col., 136, 136.
Durand-Claye, cited, 385, 410, 419.
Dust, cementing power of, 323.
Early Mail-Route, 118.
Early roads, 110.
Early road-laws, 140.
Early " Rolling Roads," 123.
Early turnpikes, 162.
East Newmarket, 230.
Eastern Appalachian District, rocks of, as road-materials, 94.
Eastern avenue, shell road on, 203.
Eastern Shore, 51, 202.
Eastern Shore, condition of roads of, 195.
Eastern Shore, gravels of, 102.
Eastern Shore, characteristic topography of, 250.
Eastern Shore, hauls on, 210.
Eastern Shore, sands of, 211.
Easton, roads near, 250.
Economies effected by good roads,
Eddis, , cited, 157.
Edmondson avenue, 200.
Electric roads, 436.
Indsx
Bllicott City, quarry at, 89. Elkridge, iron-furnaces located at,
Elkridge Landing, 217. Elkridge, rolling road " at, 124. Blk Ridge Mountains, 58, 196. Elkton, 226, 227, 228. Elliott, Jonathan, 170, 207. Ely, Richard T., cited, 399, 406. Embankments, settlement of, 279. Emmitsburg, 234. Emmitsburg, diabase near, 86. Engineers, skilled, needed, 415, 418,
England, administration of roads in,
England, load per horse in, 405. England, road-legislation of. 111. England, toll-roads of, 437. England, value of good roads in,
Eocene marls as road-material, 103. Europe, road-administration, 211,
Evans, map of, 129. Evitt's Creek, 59. Exemption from highway service,
Expert assistance, 33. Extension of the powers of the
County Courts, 153.
P.
Falls Turnpike Company, 169, 170.
Falls turnpike, report on, in 1807,
Farmers of Maryland, letter to, 37.
Farm-lands, acreage of, 409.
Ferries "ascertained," 123.
Ferries, distances to, 130, 131.
Ferries, early laws regarding, 111,
Ferries, establishment of, 111, 128.
Fines for altering roads, 120.
Finksburg, road near, 225.
Fisher, Father Philip, quoted, 110.
Florida, administration of roads in,
Florida East Coast Railroad, first to use oil on roads, 296.
Forces to be withstood by a roadmetal, 317.
Fork, road at, 44, 219.
Forest Hill, 85.
Forest, effect of on roads, 79.
Fort Cumberland, road to, 137.
Fort Du Quesne, capture of, 137.
Fort Frederick, road from, 137.
Foundation, preparation of, 276.
Fox, George, cited, 113.
France, administration of roads in, 384, 417.
France, investigation of roads in,
France, load per horse in, 405.
Franklin, B., aid of, to Washington, 136.
Free School, road from, 140.
Frederick, elevation at, 66.
Frederick and Harper's Ferry Turnpike, 175.
Frederick and Woodsboro turnpike,
Frederick city, 56, 200, 231, 232, 234.
Frederick county, 55, 57, 58, 231.
Frederick county, cost of roads and bridges in, 233.
Frederick county. County Commissioners of, 233.
Frederick county, crystalline limestone in, 92.
Frederick county, diabase in, 86.
Frederick county, establishment of,
Frederick county, highway conditions in, 231.
Frederick county, laws for early highways of, 147.
Frederick county, road-laws in, 334.
Frederick county, sandstone in, 91.
Frederick county, turnpikes in, 232.
Frederick Road, report on, in 1807,
Frederick, turnpikes near, 231.
Frederick Valley, 55, 93.
French and Indian War, 133.
French roads, table of, 385.
Friendsvllle, side-hill road at, 234.
Frost, effect on roads, 77, 318.
Frostburg, appropriation for, 216.
Fry, Joshua, 134.
Fry and Jefferson, map of, 129.
Furnace-slag as road -material, 105.
O.
Gabbro, as road- mate rial, 83, 327. Gabbro-diorite, as a road-material, 83, 327.
Index
Gabbro-schist, 83, 327.
Oalenap improved roads of, 240.
Gallatin, Albert, and the National Road, 181.
Gallatin's report on turnpikes, 170.
Gambert, road from, 226.
Garrett county, 67, 60, 192, 207, 234.
Garrett county, cost of roads in,
Garrett county, County Commissioners of, 236.
Garrett county, highway conditions In, 234.
Garrett county, sandstone in, 100.
Garrett county, temperature in, 66.
Gates, Guide-boards and Bridges,
General Assembly, petition to, 114.
General Assembly, report to, 46.
General considerations regarding the importance of state highways, 413.
General legislation, 163.
General outline of highway conditions, 192.
Gettysburg granite, 233.
Germany, administration of roads in, 389.
Germany, load per horse in, 406.
Geology, Maryland, in relation to highway-construction, 80.
Geological Survey Commission, 29.
George's Creek Valley, 60.
Georgia, administration of roads in,
Georgia, convict labor in, 349, 382.
Georgetown, 85.
Gibson (ed.), cited. 127, 131, 132.
Gilman, Daniel C, 6.
Gist. Christopher. 133, 177.
Gneiss as road-material, 87, 328.
Goldsborough, Governor Charles, report of, 172, 173, 438.
Goldsborough, Phillips Lee, 6.
Good roads, 395, 397, 399, 402, 404,
Gormania, road near, 234.
Governors of other states, letter to.
Grades, reduction of, 201. 268.
Grading, 268.
Graham. Robert P., 26.
Granitic rocks as road-materials, 87.
Granite as road-material, 88, 328.
Granite, quarries at, 89.
Gravels as road-materials, 86, 101.
Gravel roads, 202, 291.
Greater Appalachian Valley. 58.
Great Britain, administration of roads in, 417.
Greatest and least monthly and annual rainfalls, 73.
Great Valley. 58, 97, 98.
Greenbrier limestone, 97.
Greenbrier limestone as road-material, 98.
Green Ridge, 69.
Greensboro, road to, 222.
Green Spring Valley. 55, 90.
Griffith's map of Maryland, 156.
Guard-rails, 434.
Gulf of Mexico, 60.
Guide-boards, 212, 339.
Guilford, quarry at, 89.
" Gunpowder Hundred," overseers of, presented. 116.
Gunpowder Neck. 236.
Gunpowder river. 63, 66.
Hagerstown, 68. 200, 262. Hagerstown. elevation at, 68. Hagerstown Valley. 58, 69. 262. Halkett. Sir Peter, 135. Hall's station, 244. Hamilton, Alexander, 180, 181. Hamburg, John. 133. Hancock, 98.
Hanover turnpike, abandoned, 223. Hardships of travel. 113. Harford county, 52, 56, 236. Harford county, cost of roads and
bridges in, 238. Harford county. County Commissioners of, 238. Harford county, highway conditions
in. 236. Harford county, improvement in
early roads in, 146. Harford county, peridotite and py-
roxenite of, 85. Harford county, quartzite in, 90. Harford county. Road-Leagues of,
Harford county. rolling roads " of,
Harford county, turnpikes In, 237.
Harford county* Woolsey bequest,
Harford Furnace, iron-furnace located at, 294.
Harper's Ferry, 96.
Harrison, E. 6., 44, 219, 237, 403.
Harvy-Town, 125.
Hauling, cost of, 211, 408.
Hauling distances, 208, 209, 210.
Hauling distance in counties, average (table), 208.
Hauling distance, average . maximum (table), 209.
Hazard, , cited, 113, 117.
Helderberg limestone, 97.
Helderberg limestone as road-material, 98, 327.
Henlng's Statutes, 111, 128.
Herrington, 125.
Herrman, Augustine, 109, 113, 139.
Herrman and the roads of Cecil county, 117.
Hermen [Herrman], Casparus, 118.
Highest recorded temperatures, 67.
Highway commissions, 31, 43, 259, 282, 286, 298, 312, 321, 323, 324, 345, 346-348, 354-357, 359, 362, 365, 366-368, 369-370, 374-375, 377, 408, 417, 426, 431, 434.
Highway commission, appointment of, 422.
Highway conditions in the counties,
Highway conditions in the counties, summary, 25tf.
Highway conditions in Allegany county, 214.
Highway conditions in Anne Arundel county, 216.
Highway conditions in Baltimore county, 217.
Highway conditions in Calvert county, 221.
Highway conditions in Caroline county, 221.
Highway conditions in Carroll county, 223.
Highway conditions in Cecil county,
Highway conditions in Charles county, 228.
Highway conditions in Dorchester county, 220.
Highway conditions in Frederick
county, 231. Highway conditions in Garrett
county, 234. Highway conditions in Harford
county, 236. Highway conditions in Howard
county, 238. Highway conditions in Kent county,
Highway conditions in Montgomery
county, 241. Highway conditions in Prince
Greorge's county, 244. Highway conditions in Queen
Anne's county, 246. Highway conditions in St. Mary's
county, 247. Highway conditions in Somerset
county, 249. Highway conditions in Talbot
county, 250. Highway conditions in Washington
county, 251. Highway conditions in Wicomico
county, 254. Highway conditions in Worcester
county, 255. Highway conditions, general outline of, 192. Highway construction of early days,
Highway construction, Maryland
climate in relation to, 63. Highway construction, Maryland
geology in relation to, 80. Highway construction, relations of
Maryland topography, climate
and geology to, 47, 49. Highway construction, Maryland
topography in relation to, 49. Highway correspondence, 33. Highway Division of Maryland Geological Survey, establishment of,
Highway Division, description of
laboratory of, 326. Highway investigations, organization and conduct of, 28, 29. Highway legislation, 29, 46, 111, 124,
138, 140, 146, 147, 148, 150, 151,
156, 167, 168, 178, 333, 334, 336,
337, 339, 340, 343.
Index
Highway legislation of early days,
Highway officers, letter to, 43.
Highway service, exemption from,
Highways, specifications for, 45.
Hodgson, Robert, stage-line of, 158.
Holland, Chas. F., decision of, regarding working on roads, 336.
Holmes, J. A., cited, 380.
Hoop Pole Ridge Road, 192, 234.
Horses, number of in proportion to population, 404.
Horses, saving of, by good roads,
Hcward county, 55, 69, 85, 238.
Howard county. County Commissioners of, 239.
Howard county, cost of roads and bridges in, 240.
Howard county, highway conditions of, 238.
Howard county, land-values in, 403.
Howard county, supervisor of, 336.
Howard county, turnpikes in, 239.
Hunting Creek, road from, to Dover,
Hunting Hill, road-material at, 243.
HyattsvlUe, appropriation for, 246.
Idaho, administration of roads in,
Illinois, administration of roads in,
Illinois, use of burnt clay on roads in, 295.
Improvement, some suggestions regarding road-, 432.
Incorporation law, general, of 1868,
Indiana, administration of roads in,
Indiana, increase in land- values in,
Indirect benefits, due to good roads,
Instructions to supervisors, 196.
Internal Improvement and Later Highway Legislation, 138.
Investigations in Maryland, character of, 30.
Iowa, administration of roads in,
Ireland, administration of roads in,
394, 417. Italy, load per horse in, 405.
J.
Jamaica, N. Y., strength of roads in,
JefTerson, Thos., message of, cited,
Jenks, J. W., cited, 389. Johnson, Arthur Newhall, 7, 24, 31,
44. 105, 106, 187, 189, 263, 265. Johnson, Geo., cited, 117, 118. Juniata sandstone as road-material,
Kansas, administration of roads in
Kent county, 51, 2S40. Kent county, cost of roads and
bridges in, 241. Kent county, highway conditions
in, 240. Kent county, early road-tax in, 149. Kent county, marls in, 103. Kerr, Joseph, 184. KingsvlUe, road near, 219. KnoxviUe and Brunswick road, 231.
Labor and material, table showing
cost of, 309. Labor, table of price paid per day
and material used, 308. Laborers, on roads, 335. Laboratory of the Highway Division, description of, 326. Lafayette gravels as road-materials,
Land- values, increase in, 400, 402,
La Plata, road to, 228. Latta, W. C, cited, 401. Laurel, 83, 246. Laurel Hill, 60. Law of 1704 and its supplements,
Laws regarding bridges, 340. Laws regarding construction of
early roads, 141. Laws regarding early turnpikes,
167, 168.
Index
Laws regarding opening and closing of roads, 333.
Laws regarding single roads, 140.
Laws regarding turnpike companies,
League of American Wheelmen, 30.
Legislation, early highway, 111, 140.
Legislation for groups of roads, 143.
Legislation, general, 153.
Legislation, penal, and the roads,
Legislation proposed, 46.
Legislation, reaction toward separate, 150.
Legislation, results of, 156.
Legislation for separate counties,
Legislation, turnpike, 178.
Lee, Richard Henry, 139.
Lee, Thomas, 133.
Letter to Boards of County Commissioners, 34.
Letter to the farmers of Maryland,
Letter to the governors of other states, 43.
Letter to highway officers, 43.
Letter to the newspapers of Maryland, 36.
Letter to the presidents of turnpike companies, 40.
Leonard, A. O., work of, 32.
Levy of counties, table showing,
Liberty road, convict labor on, 155.
Liberty and Woodsboro turnpike,
Limestones of Appalachian Region,
Limestone as road-material, 92, 93, 97, 98, 99, 328.
Load, grade and surface, table showing relations between, 269.
Load per horse, 210, 405.
Location of roads, 265.
Logan, James, letter of, 131.
Lonaconing, 216.
Losses due to bad roads, 411.
Lothair, new road near, 228.
Louisiana, administration of roads in, 353.
Lowdermilk, W. H., cited, 133, 134, 135, 136, 137.
Lowest recorded temperatures, 68. Lowndes, Lloyd, 5, 7, 29.
Macadam, thickness of, 284.
Madison, President, 185.
Machinery for road-construction, prices of, 301.
Machinery, road-making, 32, 425.
Mail-Route, early, 118.
Maine, administration of roads in,
Maintenance of roads, 289, 290, 420,
Maintenance of roads, saving in, 270.
Makemy, Rev. Francis, quoted, l69.
Manchester, 223, 226.
Manchester, road-repairs of, 226.
Manchester turnpike, 224.
Manufactured products, as roadmaterial, 106.
Maps of roads, described, 300.
Marble, as road-material, 92, 94.
Marlboro, 202, 244.
Marls, as road-material, 102, 103.
Market roads. Improvement of, 143,
Martin's Ridge, elevation of, 59.
Maryland, administration of roads in, 333.
Maryland climate in relation to highway construction, 63.
Maryland, colonization of, 102, 179.
Maryland, development of turnpikes in, 162.
Maryland Geological Survey, 28, 29.
Maryland Geological Survey, results of tests made by, 325.
Maryland Geological Survey, topographic maps of, 62.
Maryland geology in relation to highway construction, 80.
Maryland gneiss, 87.
Maryland highways, mileage of, 189.
Maryland highways, present condition of, 188, 189.
Maryland's relation to the National Road, 178.
Maryland Steel Company, 45.
Maryland topography in relation to highway-construction, 49.
Maryland towned and " untowned,"
Maryland Weather Service, 63, 75.
Index
Massachusetts, administration of roads In, 354.
Massachusetts, Highway Commission, 31, 258.
Massachusetts, Highway Commission, breadth adopted by, 434.
Massachusetts Highway Commission, rules of, as to rolling, 282,
Massachusetts, steam-rollers in, 258,
Mathews, E. B., 7, 31, 32, 129.
Mattem, Frederick W., cited, 296.
McBride, Charles C, cited, 400.
McGregory, Hugh, 118.
McLaughlin, J. J., cited, 286.
McMahon, , cited, 118, 119, 126.
Meadow Mountain, 60.
Mechanicstown {see Thurmont), 247.
Meredith's Bridge, 89.
Methods of travel at end of 18th century, 156.
Michigan, administration of roads in, 357.
Microscopic test of road-metals, 319.
Middletown, 95, 231.
Middletown, elevation at, 58.
Middletown Valley, 58, 96.
Middle River. 219.
Mileage of counties, 191, 257.
Mileage of Maryland highways, 190.
Mine Branch valley, 90.
Minerals in road-building rocks,
Minnesota, administration of roads in, 358.
"Minocasy" (see Monocacy), 135.
Miscellaneous material for roadbuilding, 104.
Mississippi, administration of roads in, 359.
Mississippi, convict-labor in, 382.
Mississippi river, 60.
Missouri, administration of roads in,
Missouri Agricultural Experiment Station, cited, 298.
Moll, map of, 128, 129.
Monocacy river, 56, 57.
Monocacy river, stone arch over,
Monocacy valley, 90. Monocasy" Road, description of,
Monongahela river, 60.
Monroe, President, 185.
Money, outlay of, 419.
Montgomery county, 55, 56, 85, 207,
Montgomery county, bonding of, for road improvement, 335, 430.
Montgomery county, cost of roads and bridges in, 244.
Montgomery county. County Commissioners of, 243.
Montgomery county, highway conditions in, 241.
Montgomery county, turnpikes in,
Montana, administration of roads In,
Moore, Thomas, 184.
Morse, J., cited, 132.
Muirkirk, iron-furnaces located at,
Muirkirk, roads near, 217.
Muirkirk, slag at, 245.
N.
Napoleon I., road-building under,
Narrows (The), 137, 214. National Road, 60, 133, 171, 172, 173,
175, 178, 180, 184, 185, 186, 192,
214, 234, 436. National Road, guide-posts of, 212. National Road, history of, 185. National Road in 1879, 186. National Road, Maryland's relation
to, 178. National Road, proposed route of,
National Road, repair of, 185. National Road under state control,
National University, Washington's
plan for, 179. Neff, F. H., cited, 385.
Neill, , quoted, 110.
Nemacolin, , 133, 177.
Neocene marls as road-material, 103. Nevada, administration of roads in,
Newcastle and French-town Turnpike, 172. New England roads, 61. New Frederick Road, 238.
Index
New Hampshire, administration of
roads in, 361. New Jersey, administration of roads
in, 362. New Jersey, convict-labor in, 382. New Jersey, Highway Commission
of, 31. Newspapers of Maryland, letter to,
Newton, Mass., report of city engineer of, 307. Newark formation, 91. New Windsor, road repairs of, 226. New York, administration of roads
in, 366. New York, Chamber of Commerce
of, cited, 425. New York, convict-labor in, 381, 382. Niagara limestone as road-material,
Nigger-head " rock as road-material, 83.
Niles, , cited, 176, 177.
Normal precipitation for the several
districts (diagram), 71. North Branch of the Potomac, 98. North Carolina, administration of
roads in, 368. North Carolina, convict-labor on
roads in. 380, 381, 382. North Dakota, administration of
roads in, 370. Northeast, 226, 228. Northern Maryland, development of,
North Mountain, 59, 99. Northwest Territory, 180. Notch Roads." 120, 121, 339.
O.
Oakland, 234, 235.
Office of Road Inquiry of the U. S.
Department of Agriculture, 44,
237, 272, 400, 401, 405, 408. 424. Ohio, administration of roads in,
Ohio basin, 60.
Ohio Company, charter of, 133. Ohio country, exploration of, 133. Ohio country, Washington and the.
Ohio river, 60. Oil on roads, use of, 296. Old Choptank Road, 118.
Old Frederick Road, 238.
Oregon, administration of roads in,
Oregon, convict-labor in, 372, 382.
Oriskany sandstone as road-material, 100.
Overseers, appointed by County Courts, 121.
Oyster-shells for road-material, 104, 202, 203, 204, 205, 222. 226, 230, 241, 246, 249, 250. 254, 255, 276. 292, 293, 294, 329.
P.
Page, L. W.. 324.
Page cementatioD machine, description of, 323, 357.
Packhorse vs. wagon, 132.
Parkinson, R., cited, 159, 160.
Parr's Ridge, 55, 56, 57, 69.
Pascal, cited, 109.
Passenger railways, 434.
Passenger railway companies, taxation of, 435.
Passenger railways, laws regarding,
Patapsco river, 53, 55.
Patapsco Road, 131.
Patuxent river, 53, 54, 55.
Pavements of shells, 204.
Peddlcord Company, 45.
Penal legislation and the roads, 154.
Pennsylvania, administration of roads in, 372.
Perldotite, as road-material, 84, 327.
Permanent tenure of office and personal responsibility, 419.
Perry, John, " the post," salary of,
Perryville, 228.
Philadelphia Post-road, convict labor on, 155.
Phyllite as road-material, 93.
Physical tests of road-materials, 32, 320, 322, 324. 325, 327-329.
Piedmont Plateau, 31, 50. 51, 54, 82. 80, 90, 193.
Piedmont Plateau, eastern division of, 55.
Piedmont Plateau, granites of, 88.
Pine Orchard, diabase dike near,
Pinkerton, cited, 110.
Pitt, Wm., cited, 139.
Index
-, cited, 177.
Pitkin,
Pittsburg, 133.
Plats and estimates, 45.
Plats and records, 434.
Ploughing roadway, 198.
Pocono sandstone as road-material,
Point Lookout, 247.
Point of Rocks, 68.
Port Deposit, 60, 228.
Port Deposit, gabbro near, 227.
Port Deposit, quarry at, 89.
Port Tobacco, 228.
Post-road, early, 129.
Post-roads, legislation on, 142.
Potomac Company, incorporation of,
Potomac gravels as road-materials,
Potomac, North Branch of, 60.
Pocomoke river, 62, 63, 64, 67, 69, 60, 86, 234.
Potter, Isaac B., cited, 401.
Pottsvllle conglomerate as roadmaterial, 100.
Practical physical tests, 32.
Precipitation, 66, 69, 73, 74.
Precipitation, normal for the several districts (diagram), 71.
Preface, 23.
Present condition of Maryland highways, 187, 189.
Present condition of highways in counties, summary of, 256.
Pressure areas, 64.
Prevailing winds, 75.
Prices affected by the roads, 411.
Princess Anne, 203.
Prince George's county, 62, 244.
Prince George's county, establishment of, 126.
Prince George's county, cost of roads and bridges in, 245.
Prince George's county. County Commissioners of, 245.
Prince George's county, gravels in, 101, 102.
Prince George's county, highway conditions in, 244.
Prince George's county, level of,
Prince George's county, precipitation in, 69.
Prince George's county, roads of,
Private roads, 834.
Private roads, laws relating to, 156.
Private roads, width of, 334.
Private turnpike companies, incorporation of, 166.
Proposed legislation. 46.
Prosser, Chas. S., 7, 31. 32.
Providence, road to, 227.
Prussia, administration of roads In,
Pyroxenite as road-material, 84, 328.
Quartzlte, as road-material, 90, 95,
Quartz-schist, as road-material, 90,
Queen Anne's county, 61, 246.
Queen Anne's county, cost of roads and bridges in, 247.
Queen Anne's county, highway conditions in, 246.
Queen Anne's county, marls of, 163.
Rains, effect of, on roads, 76, 80, 318. Rainfall in Allegany county, 69. Rainfall in Washington county, 69. Rainfalls, greatest and least total
monthly, 73. Railroads, 398, 416. Railroad, first in United States, 177. Railroad, Baltimore and Ohio, incorporated, 177. Railroad and canal, rise of 177. Records of early Baltimore county
roads, 116. Records of early Calvert county
roads, 116. Records of early Charles county
roads, 116. Records of early St. Mary's county
roads, 115. Reduction of grades, 201. Reld, Harry Fielding, 7, 25, 30, 31,
32, 43, 211, 316, 317, 331, 333, 395,
Relation between length of haul and
grade, 270. Relations between road, grade, and
surface, table showing, 269.
Index
Reisterstown, 224.
Reisterstown Turnpike Road, 166,
169, 170, 173, 174, 176, 439. Reisterstown Road, report on in
1807, 170. Relay, 55. Relation of Maryland topography,
climate and geology to highwayconstruction. 47 49. Repairs, annual cost of, to wagons,
Repairs of roads, best methods of,
Reports on roads, 399. Rhode Island, administration of
roads in, 374. Richardson (Ed.), cited, 185. Rights-of-way, 334. Rising Sun, 228. Roads, constant care of, 420. Road, crown of, 284. Road, depressions in, 278. Roads, administration of, in Europe,
Roads, administration of, in Maryland, 331, 333. Roads, administration of, in other
states, 343. Roads, advantages of good, 395, 397. Roads, " ascertained," 122. Roads, bad, special losses due to,
Roads, best method of repair, 289. Roads, burnt clay used on surface
of, 277, 295. Roads, classification of, 342, 420. Roads, construction and repair of,
263, 265. Roads, construction of sample, 44. Roads, construction of shell, 292. Roads, cost of in Allegany county,
Roads, cost of in Anne Arundel
county, 217. Roads, cost of in Baltimore county,
Roads, cost of in Calvert county,
Roads, cost of in Caroline county,
Roads, cost of in Carroll county,
Roads, cost of in Cecil county, 227.
Roads, cost of in Charles county,
Roads, cost of in Dorchester county,
Roads, cost of in Frederick county,
Roads, cost of in Garrett county,
Roads, cost of in Harford county,
Roads, cost of in Howard county,
Roads, cost of in Kent county, 241. Roads, cost of in Montgomery
county, 244. Roads, cost of in Prince George's
county, 245. Roads, cost of in Queen Anne's
county, 247. Roads, cost of in St. Mary's county,
Roads, cost of in Somerset county,
Roads, cost of in Talbot county,
Roads, cost of in Washington
county, 254. Roads, cost of in Wicomico county,
Roads, cost of in Worcester county,
Roads, described by early traveler,
160, 161. Roads, description of construction
of stone, 279. Roads, designation of, 342. Roads, dirt, 197. Roads, drainage of, 271. Roads, general effect of the climate
on, 76. Roads, grading of, 268. Roads, gravel, 202. Roads, gravel, construction of, 291,
Roads, indirect benefits due to good,
Roads, laws relating to private, 155. Roads, location of, 265. Roads, maintenance of, 289. Roads, management of, 416. Roads in Maryland, annual cost of,
Roads in Maryland, prospective cost
of, 427.
Index
Roads, opening and closing of, laws regarding, 333.
Roads, oyster-shells as surfacing for, 276.
Roads, preparation of foundation,
Roads, relation of good, to ciyilization, 398.
Roads, relocation of, 266, 432.
Roads, rolling of, 282.
Roads, saving due to good, 410.
Roads, saving in maintenance of,
Roads, shell, 104, 191, 202-206, 219, 222, 230. 241, 246, 249, 250, 254.
Roads, slag used as surfacing of,
Roads, stone, 199.
Roads in United States, management of, 417.
Roads, use of oil on, 296.
Roads, value of good, in foreign countries, 399.
Roads, wear of, 317.
Roads, width of, 334, 341, 433.
Road-bed, 80.
Road-bed, below level, 194.
Road-bed, rolling of, 278.
Road Commissioners, 335.
Road-construction, tools and machines for, 301.
Road-graders, use of, 302.
Road-improvement, cost of, 428.
Road-improvement, some suggestions regarding, 432.
Road-law, first of Maryland, 112.
Road-law, first under state government, 153.
Road-laws of early days, 140.
Road-League, 30.
Road-League of Bel Air, 237.
Road League of Churchville, 237.
Road-Leagues of Harford county,
Road-machines, use of, 302.
Road-machinery, 258.
Road-maps, description of, 222, 300,
Road-maps, early, 156.
Road-material, 82.
Road-materials, information regarding, 426.
Road-materials, location of, 294.
Road -materials, location of roads
near good, 267. Road-materials, platting of, 31. Road-metals, abrasion test of, 320. Road-metals, cementation of, 322. Road-metals, chemical decomposition of, 318. Road-metals, crushing test of, 322. Road-metals, forces to be withstood
by, 317. Road-metals, methods of testing,
Road-metals, microscopic test of,
Road-metal, natural forces to be
withstood by, 318. Road-metals, proper choice of, 427. Road-metals, qualities of good, and
the methods of testing them,
315, 317. Road-metals, selection of, 326. Road-metals, table of tests of, 325,
327, 328, 329. Road-records, 341. Road-repairs and drainage, 338. Road-rollers, described, 309. Road-supervisors, 335, 336. Road-system, annual cost of present,
Road-system of the state, table of,
Road-tax, reduction in, 429. Road-taxes, 835. Robin, Abbe, quoted, 157. Rockville, 200. Rockville, rebuilding of turnpike at,
Rogers, W. D., quoted, 59. Roman roads, thickness of stone of,
Rollers, road, described, 258, 309,
Rolling broken stone, object of, 280,
282, 283. Rolling Roads," 123. Rolling road-bed, 278, 282. Rush, 215.
S.
St. George's river [St. Mary's], UL St. Mary's county, 52, 247. St. Mary's county, early records of roads in, 115.
Index
St. Mary's county, elevation in, 53,
St Mary's county, highway conditions In, 247.
St. Mary's county, marls in, 103.
St. Mary's county, precipitation in,
St. Mary's county, cost of roads and bridges in, 248.
St. Mary's county, County Commissioners of, 24S.
St. Michael's, 250.
Salina limestone as road-material, 97, 98.
Salisbury, roads near, 204, 254.
Sample road construction, 44.
Sams, Conway W., 30.
Sands as road-materials, 103.
Sandstones, 99, 329.
Sang Run, limestone at, 235.
Saulsbury, M. L., map by, 222.
Savage Mountain, 60.
Savage River, 61.
"Saxifrax" River," 114.
Saxony, administration of roads in,
Saxony, toll-roads abolished in, 437.
Schloer, P. H., 7.
Scientific StafT, 7
Scotland, value of good roads in,
Screens, automatic, 306.
Searight, T. B., 184.
Separate legislation, reaction toward, 150.
Serpentine, 84, 327.
Setter's Ridge, 90.
Shaler, N. S., cited, 26, 76, 82.
Shales, as road-material, 100.
Shattuck, G. B., 7, 31, 32.
Sharpe, Governor, 135, 136, 137.
Sharpsburg, 252.
Shawanese Old Town, 133.
Shell roads, 104, 191, 202-206, 219, 222. 230, 241, 246, 249, 250, 254.
Shell roads, construction of, 292.
Shell road at Chase, 219.
Shell road at Denton, 222.
Shells as pavement, 204.
Shells, wearing quality of, 205, 329.
Shenandoah limestone, as roadmaterial, 93, 97, 329.
Sign-boards, 434.
Sign-boards, destruction of, 340.
Side-ditches, grading of, 275.
Side-drains, "blind," 275.
Side-drain, description of, 272, 274.
Sideling Hill, 59.
Silver Hill, 244.
Silvester, R. W., 5.
Singerly, Wm. L., road made by,
Sioussat, St. George Leakin, 7, 24, 107, 109.
Skipton, 250.
Slag, as a road -material, 105, 329.
Slag-roads, construction of, 294.
Slag from Sparrow's Point, 220.
Slag, use of for surfacing of roads,
Slate rocks, as road-materials, 93.
Smith, Adam, cited, 397, 437.
Smith, John, cited, 110.
Snow, average depth of, in inches,
Soldier's Delight, 85.
Somerset county, 51, 249.
Somerset county, cost of roads and bridges in, 249.
Somerset county. County Commissioners of, 249.
Somerset county, early road-tax of,
Somerset county, highway conditions in, 249.
Somerset county, law regarding drainage, 339.
South Carolina, administration of roads in, 375.
South Dakota, administration of roads in, 375.
South Mountain, 58.
Southern Maryland, surface of, 193.
Sparks, Jared, cited, 175, 179.
Sparrow's Point, slag road at, 295.
Sparrow's Point, slag from, 220.
Special losses due to bad roads, 411.
Specific estimate, 408.
Specifications for highways, 45.
Specifications and plans, 33.
Spendelow, Lieut., road of, 137.
" Spesutie Hundred," overseers of, presented, 116.
Stage, description of early, 158.
Stage-lines and stages, 157.
Stamp Act, 138.
Standard of excellence, 419, 421, 427.
Index
State aid in road-construction, 345,
346, 354, 362, 363. 367, 422, 423.
State aid, objections to, 423. State Highway Commission, adrian-
tages of, 426. State highways, general considerations regarding the importance
of, 413. State roads, advantages of, 440. State Road Convention, 30. Steam-rollers in Massachusetts, 431. Stewart, Andrew, cited, 179. Stone broken, table of quantity of,
Stone, cost of crushing, 306. Stone-crusher, portable, 304. Stone-crusher, rotary, 305. Stone-crushers, use of, 303. Stone roads, 191, 199, 279. Stone, Richard, cited, 186. Stone, Roy, cited, 211, 408, 424. Stony Forest, 83. Stuyvesant, Peter, 113. Sugar Loaf Mountain, 56, 57, 90. Summary of present condition of
highways in Maryland, 256. Supervisors, instructions to, 196. Surface of the country traversed by
highways, 192. Surfacing, 276.
Surfacing, burnt clay for, 277, 295. Surfacing, oyster-shells for, 276. Surfacing, slag used for, 276. Summary of highway conditions in
the counties, 256. Sunnyside, 68. Surveys, 212.
Susquehanna river, 53, 55, 83, 226. SutclifF, R., cited, 159, 160. Swiss government, post-routes of,
Switzerland, administration of roads
in, 391. Switzerland, load per horse, 405. Switzerland, roads of, 244.
T.
Table of French roads, 385. Table of distances (1729), 130. Table of distances (1733), 131. Table showing average depth of road in inches, 74.
Table showing average hauling distance in the counties, 208.
Table showing the average maximum hauling distance, 209.
Table showing average monthly, daily, and hourly wind movement at Baltimore, 76.
Table showing the amounts levied by the counties for roads and bridges for the ten years 1889- 1898 Inclusive, 259.
Tables showing amounts spent on roads and bridges, see each county.
Table showing amounts in tons per horse hauled over the roads,
Table showing cost and per cent of whole cost of units of labor and material, 309.
Table showing greatest and least total monthly and annual rainfalls, 73.
Table showing highest recorded temperatures, 67.
Table showing levy of 1794, 149.
Table showing lowest recorded temperatures, 68.
Table showing the mileage of Maryland roads by counties and types, 191.
Table showing normal precipitation for the several districts, 70-71.
Table showing prevailing winds, 75.
Table showing price paid for labor per day, 308.
Table showing public road-system of state, 260.
Table showing quantity of stone broken, 308.
Table showing relation between length of haul and grade. 270.
Table showing relation between road, grade and surface, 269.
Table showing result of tests made by Maryland Geological Survey,
Table showing results of tests made on road-metals, 327.
Takoma Park, 246.
Talbot county, 51, 206, 250.
Talbot county, cost of roads and bridges in, 250.
Indbx
Talbot county, County Commls- Bloners of, 251.
Talbot county, highway conditions in, 250.
Talbot county, marls of, 103.
Talbot county, precipitation in, 69.
Taneytown, road repairs of, 226.
Taxes levied in several counties,
Taxes, road, 335.
Telford construction, 285.
Temperature, 65.
Temperature changes, agent of destruction of roads, 318.
Temperatures, highest recorded, 67.
Temperatures, lowest recorded, 68.
Tenure of office, 419, 421.
Tennessee, administration of roads in, 375.
Tertiary marl as road-material, 102.
Test, abrasion, of road-metals, 320.
Test, cementation, of road-metals,
Test, crushing, of road-metals, 322.
Tests by Maryland Geological Survey, results of, 325.
Test, microscopic, of road-metal,
Tests, practical physical, 32.
Tests on road-metals, table of, 325,
Tests, value of, 324, 427.
Testing, methods of, good roadmetals, 315, 317.
Texas, administration of roads in,
Texas, convict-labor in, 382.
Three Notch Road, 121, 247.
Thompson, James, stage-line of,
Thurmont, 234, 247.
Tile-drain, 273.
Timonium Fair, sample road at, 45.
Tires, use of wide, in Maryland, 299.
Tobacco trade. 131.
Tolchester, road near, 240.
Toll-bridge, 143.
Tolls on bridge in Anne Arundel county, 340.
Toll-gates could be removed, 429.
Toll-roads, 257, 436, 437.
Tonnage hauled annually in Maryland, 409.
Tonoloway Hill, 59.
Tools and machinery for road-construction, 301.
Topography, its relation to road location, 266.
Topographic maps, 62.
Topography, Maryland, in relation to highway construction, 49.
Town Hill, 59.
Tracy, Mr., Report of, 182.
Transmittal, letter of, 9.
Transportation by water, 109.
Trap rocks as road-materials, 82.
Trappe, marl on road at, 250.
Travel, description of early, 159.
Travel, methods of, at end of 18th century, 156.
Travel, North and South, 128.
Travel, pains and pleasures of, 159.
Trezzo, Italy, bridge at, 207.
Triassic sandstones, 86.
Triassic sandstone as road-material,
Triassic conglomerate as road-material, 93.
Turnpikes, 118, 155, 162, 167, 169-176, 178, 181, 184. 200, 207, 214, 215, 218, 224, 225, 231, 232, 237, 238, 239. 284, 436, 438, 439.
Turnpikes and Baltimore city, 175.
Turnpike companies, incorporation of private, 166.
Turnpike companies, increase of,
Turnpike companies, laws regarding, 346.
Turnpike companies, in Maryland,
Turnpike companies of Maryland, letter to, 40.
Turnpikes, cost of hauling on, 438.
Turnpikes, cost of in Baltimore county in 1791, 164, 165.
Turnpikes, development of, in Maryland, 162.
Turnpikes established, 166, 167.
Turnpike, first in United States. 162.
Turnpikes, Qalhitin's report on, 170.
Turnpikes, Governor Goldsborough's report on, 1818, 172, 173.
Turnpikes in Baltimore county, 218.
Turnpikes in Baltimore county (1787), 163.
Turnpikes in Carroll county, 224.
Turnpikes in Frederick county, 232.
Index
Turnpikes in Harford county, 237. Turnpikes in Howard county, 239. Turnpikes in Maryland, list of, 261. Turnpikes In Montgomery county,
Turnpikes in Washington county,
Turnpikes, law to establish, 144.
Turnpike legislation, 178.
Turnpikes near Frederick, 231.
Turnpikes of 1804-5, 166.
Turnpikes, regarding bank aid to, 1818, 174.
Turnpikes, thickness of stone of,
Tuscarora sandstone as road-material, 99.
Twiggtown, 215.
Tyler, , quoted, 139.
Tyson, M. E., cited, 124, 160.
Tx.
Under-draining, 202.
Under-drains, cross-section of, 288.
Uniformity, attempts at, 148.
Unionville, 234.
United Electric Light and Power Company, 326.
United Kingdom, administration of roads in, 393.
United States Department of Agriculture, Office of Road Inquiry, 44, 237, 272, 400, 401. 405, 408,
United States Geological Survey, 62,
Upper Cretaceous marl as road-material, 102.
Upper Marlboro, 246.
Utah, administration of roads in,
Utie. Col., 113.
Value of good roads in foreign countries, 399.
Van Home, G. P., 157.
Vegetation, effect of, on roads, 76, 78.
Vermont, administration of roads in, 376.
Virginia, 84.
Virginia, administration of roads in, 377.
Virginia, convict-labor in, 382.
Virginia, Governor of, 134. Virgina, road-legislation of. 111. Volcanic rocks as road-materials,
W.
Wagons, broad tires on, 297.
Wagons, early, 132.
Waldron, Resolved, 113.
Walkersville, 234.
Walz, F. J., cited, 63, 75.
Warrior Ridge, 59.
Washington, administration of
roads in state of, 378. Washington, Augustine, 133. Washington and Baltimore road,
Washington (city), 50, 85, 102, 20O,
202, 244. Washington (city), elevation at,
Washington county, 57, 58, 251. Washington county, cost of roads
and bridges in, 254. Washington county. County Commissioners of, 254. Washington county, early road-tax
of, 149. Washington county, highway conditions in, 251. Washington county, marble in, 97. Washington county, rainfall in, 69. Washington county, sandstone in,
Washington county, supervisors of,
Washington county, tolls in, 430. Washington county, turnpikes in,
Washington, George, 133, 177. Washington's, George, Journal,
quoted, 134. Washington, George, and the Ohio
country, 178. Washington, Iwrence, 133. Washington Road, 224. Watson's Annals of Phila., cited,
119, 128, 132, 157, 162. Wearing quality of shells, 205, 329. Weld, I., Jr., cited, 160, 161, 162. Westernport, 216. Western Shore, 51. Westminster. 224, 226, 258. Westminster road, repairs of, 226.
Index
Westminster, Taneytown and Emmltsburg Turnpike Company,
" Westward Moyement/' 125, 126.
West Virginia, administration of roads in, 378.
Weverton, 58.
" Wheelbarrow men," 159.
Whittle. C. L., cited, 317.
" Wiccocomico River," 112.
Wicomico county, 51, 254.
Wicomico county, cost of roads and bridges in, 255.
Wicomico county, County Commissioners of, 255.
Wicomico county, highway conditions in, 254.
Wicomico county, laws regarding the opening and closing of roads in, 334.
Wicomico county, precipitation In,
Wide tires, 297, 434.
Wilhelm, , cited, 126.
Wills Creek, the " narrows " of, 61.
Wills Mountain. 99, 214.
Williams, Eli, 184.
Williams, Henry W., chairman, cited, 418.
Williams Road, 192, 215.
Williamsport turnpike, 253.
Williamsport and Hagerstown Turnpike, 175.
Winding Ridge, 60.
Winds, 74.
Winds as agents of destruction of roads, 78, 318.
Wind movement, average monthly, daily, and hourly at Baltimore,
Winds, prevailing, 76.
Wisconsin, administration of roads in, 378.
Woodstock, quarry at, 89.
Woolsey, Wm., 428.
Worcester county, 51, 52, 255.
Worcester county, cost of roads and bridges in, 256.
Worcester county. County Commissioners of, 256.
Worcester county, highway conditions in, 255.
Wye Mills, 246.
Wyoming, administration of roads in, 379.
Y.
Youghiogheny river, 60.
Laws Of Maryland
Relating To
Highways
The laws reprinted in the following pages include all of the statutory enactments relating to roads which are of general interest. These laws have been taken from the Code of 1888, where that is still in force, and the later enactments from the Laws of 1890, 1892, 1894, 1896, and 1898.
The references at the beginning of each section give the Code by article and section, or the enactment by date and chapter of the original act. The grouping is as follows:
Public General Laws. General provisions. Bridges. Public roads. Private roads.
Companies for ihe erection of bridges. Railroad companies
Turnpike, plank road and passenger railway companies. Highway investigation.
Public Local Laws.
Allegany county. Anne Arundel county, etc.
The laws regarding the policing of roads and the granting of powers to companies for the construction of special turnpikes, bridges or passenger railways, those relating to individual roads, the distribution of the road-tax to the towns and villages and the maintenance of village streets are of such local interest that they have been omitted.
Laws Of Maryland Relating To Highways
Public General Laws.
(1S88), art. 25. County Commissioners.
General Provisions.
(1860), art. 28, sec. 1. 1874, ch. 411.
1. The county commissioners of each county In this State are declared to be a Road supervlsora. corporation, and shall have full power to appoint Judges of election, road superylsors.
collectors of taxes, trustees of the poor, a clerk to their board, and all other officers, agents, and servants reciulred for county purposes, not otherwise provided for by law or by the constitution, and they shall have charge of and control over the property owned by the county, and over county roads and bridges, and wherever in their opinion the public Interests require or will be thereby advanced, may commit the whole matter of grading and constructing public roads, and the repairs thereof, and the construction and repairs of public bridges, to the charge of competent and scientlflcally educated civil engineers, who shall direct and manage all such public works under the Immediate control of said county commissioners, and who shall hold office for such time, with such salary, under such bond and subject to such regulations as may be directed by the said county commissioners from time to time, and calculated to secure competent officers, and a faithful discharge of duty; . . .
1888. ch. 467.
2. They shall also, in their respective counties, have control over all the public County commiaroads, streets and alleys, except In Incorporated towns In their respective counties, PJlf" control and make such rules and regulations for repairing, cleaning, mending and perfecting roa
the same, and providing for the payment of the cost of the same, as they may deem necessary; they may make all necessary rules and regulations for the erection and removal of gates and fences across or obstructing the public highways in their respective counties.
(1860). art. 28, sec. 10. 1853, ch. 220, sec. 1.
12. They shall have power to open, alter or close any public road or roads in Change of roada. their respective counties.
Ibid. sec. 11. 18r>6, ch. 308, sec. 1.
13. They may build aud repair bridges, and levy upon the property of the county Bridges, therefor.
BRIDGES. (18G0). art. 28, sec. 47. 1856, ch. 308. sec. 2.
10. All applications for building and repairing bridges shall be made by petition to Petition, the county commissioners.
Ibid. sec. 48. 1856, ch. 308, sec. 2.
20. When any person Intends to apply for building or repairing any bridge, he shall Notice of petition. give notice in the same manner and for the same length of time prescribed for applications for opening roads; and the county commlHsloners, when they have heard the rea-
4 The Road-Laws Of Maryland
sons and eTiilences for and against the application, shall determine the case as In their Judgment will best promote the public convenience.
(1860), art. 28, sec. 49. 1856, ch. 308, sec. 3.
Tax levy. 21. Whenever the county commissioners shall have determined to build or repair a bridge, they shall, at their usual time for levying taxes, levy on the assessable property of the county a sum sufficient to pay for the bridge and its embankments and abutments.
Ibid. sec. 50. 1856, ch. 308, sec. 4. 1884. ch. 114.
Method of repairing 22. All bridges shall be built or repaired by contract; and the county commissioners by contract, shall advertise in one or more newspapers, and if there be no newspaper published in the county or counties, then by such public notice as they may deem most advisable, setting forth the place where said bridge is to be built or repaired, with full specifications of the plan and materials, and that sealed proposals for building or repairing said bridge will be received until a day named in the advertisements; provided, however, that nothing herein shall apply to the building of bridges, the two hundred dollars, nor to repairs of existing bridges, where the cost of said repairs shall not exceed that sum; and in all cases where such cost of building or repairing shall not exceed said sum of two hundred dollars, the manner of providing for such work, and whether the same shall be done by contract or otherwise, and if by contract, the manner of letting the same shall be in the discretion of the county commissioners.
Ibid. sec. 51. 1856, ch. 308, sec. 4.
Opening of bids. 23. On the day named in such advertisement the proposals shall be opened, and the contract awarded to the lowest bidder, who in the opinion of the county commissioners shall be qualified to build or repair the bridge; and the contractor shall be riKiulred to enter into bond with approved security, in double the amoant of the contract, conditioned for its faithful performance.
Ibid. sec. 52. 1856, ch. 308, sec. 5.
Inspection 24. When a contractor shall notify the county commissioners that the bridge Is
of work, finished, they shall Inspect the work, and if in their Judgment it has been constructed
according to the contract and specification, they shall take the same from the hands of
Final payment, the contractor and open it for public travel, and then, and not before, the contractor
shall be entitled to receive the last instalment due thereon.
Ibid. sec. 53. 1856, ch. 308, sec. 6.
Conference with 25. If, upon petition in writing of any citizen or cltisens of any county, to the CommiflsionerB of county commissioners, praying for a bridge to be built or repaired, over any stream or adjoining county, dividing two adjoining counties, the said county commissioners shall deem the
prayer of the petition reasonable, they shall, by message In writing, ask the concurrence of the last-named county commissioners, the county commissioners of each county shall Examinera. appoint three disinterested and discreet examiners, and each shall notify the other of such appointment.
County Commissioners of Prince George's County v. Commissioners of Laurel, 61 Md. 463.
Ibid. sec. 54. 1856, ch. 308, sec. 6.
Examination, esti- 26. The said examiners shall, with all convenient dispatch, meet and examine, and mate and report, determine as to the expediency of building or repairing the bridge, the place where, the
plan, material and the relative iK)rtion of the cost of the adjoining counties should pay, and estimate the whole cost, and report their opinion and all other proceedings to their respective county commissioners.
Ibid. sec. 55. 1856, ch. 306, sec. 6.
Request for 27. If the said report be approved, and a bridge be reported as proper and expedient proposals, to be built or repaired, the said several county commissioners shall direct the examiners to advertise for sealed proposals to build or repair such bridge as in their report may T)e mentioned, stating the place, plan, material and workmanship, with sufficient certainty for the purpose of obtaining proper proposals for the same, and the time and place when such proposals will be opened.
MARYLAND GlXLOGICAL SURVEY 6
(18C0), art. 28. sec. 56. 1856, ch. 308, sec. 6.
28. At the time and place named In Ruch notice, the examiners shall meet and open Bridges over such proposals, and shall award the work to the lowest bidder, all things being con- navigable waters, sidered, who shall thereupon enter into a contract with said examiners, and give bond
with security by them approved, in a penalty double the amount of the price of the work, for the faithful performance of said work.
Ibid. sec. 57. 1S.")6, ch. 308, sec. 6.
29. The examiners, during the progress of the work and up to its completion, shall Opening of bridge, at any time have full authority to examine and direct the same, and when completed
shall receive the same and open it for public use, and notify the commissioners of their respective counties thereof; and the said commissioners shall thereupon pay or levy for their respective proportions of the cost of the said work according to the contract.
Ibid. sec. 58. 1856, ch. 308, sec. 7.
30. If the examiners on the part of adjoining counties cannot agree as to the Appointment of relative amount each county shall pay of the cost ond expense of building or repairing arbitrators. any bridge, they, or a majority of them on the part of each county, shall each appoint
au arbitrator to determine the matter in dispute; and If the arbitrators cannot agree, they shall appoint an umpire, who shall not be a resident of either county, and the award and determination of the arbitrators or umpire shall be final and conclusive in the matter submitted.
Ibid s€c. 59. 1856, ch. 308, sec. 8.
31. Nothing contained in this article shall autliorize any county commissioners to Navigable waters, build, or order to be built, any draw-bridge or any bridge across a navigable river.
Ibid. sec. 00. 1856, ch-. 308, sec. 9.
32. In all cases, upon repfesentation in writing of any citizen or citizens of any Protest against county in which tlie county commissioners may determine to build or repair any bridge, bridge.
or unite with an adjoining county to build or repair any bridge between the said adjoining counties, filed before a contract for building or repairing has been made, that the said determination of tlie county commissioners Is inexpedient, and desiring an appeal from such determination, the county commissioners shall grant such appeal and cease all further proceedings until the appeal is decided by the circuit court for the county.
Ibid. sec. 61. 1856, ch. 308, sec. 9.
33. Upon such appeal being taken, the county commissioners shall immediately Record and trial cause to be filed with the clerk of the circuit court all records, acts, papers and pro- of appeal, ceedings, or copies thereof, which may be required by the appellant, with full opportunity for him or his counsel to examine the books and papers of the commissioners
relative to the matter; and thereupon the circuit court shall proceed to try ond determine the matter according to justice and right, with or without the aid of a jury, as the parties may agree or the court order.
Ibid. sec. 62. 1856, ch. 308, sec. 9.
34. In all cases where the appeal is not sustained the appellant shall pay the costs, Costs of appeal, and in all other cases the court shall direct the costs to be paid in such manner and whom paid, by such party as it may deem equitable and just; and the county commissioners shall
be the appellee in sucli appeal, and shall levy as part of the county charges, and pay whatever costs and charges are so ordered to be paid by them, and all Incidental expenses not therein provided for. i
1890, ch. 483.
[1.] The county commissioners of Queen Anne's county, and the county commis- To make rules, sloners of Kent county, a majority of each board of said commissioners concurring, shall have full power and authority to make reasonable rules and regulations for the use, by the public, of all bridges which are the joint property of the said counties of Kent and Queen Anne's, and for the protection of said bridges and other prop-
The Road-Laws Of Maryland
crCy belonging thereto or therewith, and to enforce the observance of said rules and regulations thus made, by imposing upon the party violating said rules and regulations, any reasonable fine, not exceeding ten dollars for any violation of said rules and regulations, which fines shall be collected as small debts are now collected, and shall be recovered in the name of the county commissioners of said counties before any Justice of the peace of said counties in which the party violating such rules and regulations Fines, shall be fined, and on failure or refusal to pay any fine imposed under this law, or inability to collect the same by legal process, the party so fined may be confined to the county Jail of the count}* for a period not exceeding ten days, in the same manner as commitments are made for fines imposed by the circuit courts of this State on convictions for misdemeanors, and the Justices of the peace shall make this a part of his Judgment, and said flues shall be api>lled lo the keeping of said bridges in repair.
Application.
Public Roads.
(18C()), art. 28, sec. 12. 1853, ch. 220, sec. 2.
83. All applications for opening, altering or closing roads, shall be by petition to the county commissioners.
Ibid. sec. 13. laS, ch. 220, stn;. 2.
Notice to chansre Whenever any citizen of any county intends to petition the county commissioners for opening, altering or closing any road, he shall give thirty days* notice thereof in one or more of the newspapers published In the county; and if no newspaper be published in the count}', he shall give public notice of such intention by setting up a notice at the court-house door, and at three public places in the el<colon district in which it Is proposed to open, close or alter the road, for at least thirty days.
Ibid. sec. 14. 18o3, ch. 220, sec. 2.
Counter petitions. 85. Counter petitions may be presented to the county commissioners, and when
they are, the county commissioners shall take Into oonslderation the reasons contained in the counter petition, and such other testimony as may ooaie before them, and determine the case as in their opinion shall tven\ right and proper.
Ibid. sec. 15. 1853, ch. 220, sec. 3. 1884, ch. 364.
Right of way
8G. Whenever the county commissioners shall decide that it is expedient that a road be opened as provided in the preceding section, they may contract with the owner or owners of the land through which the said road Is Intended to run, for the right of way over the land necessary for said read, if he. she or they be competent to contract; and in case the said county commissioners shall so contract, they shall cause a plat of the said road to be made, by a competent surveyor, and filed and recorded in the office of the clerk of the circuit court for the county in which the deed or deeds conveying the said lands are required to be recorded, which said plat shall be referred to in. and shall be a part of, said deed or deeds; and the land so conveyed shall be and become thenceforth the property of the county, in the same manner and to the same extent as other county roads, and no further, subject to the public rights of way over the same; and It shall be lawful for the said county commissioners of any county so to contract for land for a public wharf, drains for county roads or other public use or uses, which said land shall be the property of said county, subject to said use or uses; and whenever the county commissioners shall deem It expedient that examiners should be appointed to view the grounds for the purpose of opening, altering or closing a road, they shall appoint three persons as Exan)iner3. examiners, who shall be freeholders in the county, and not Interested In or holding lands through which the road Is proposed to be opened, altered or closed; but the appointment of examiners shall not prevent tlie said county commissioners, at any time thereafter, from contracting with the owner or owners, as above provided; and the county commissioners of any county are authorized, when the county roads
Sections 86-00 do not apply to Frederick county; they are replaced by Public Local Laws, art. XI, sections 95 A-05 F.
MARYLAND GEOLOGICAL SURVEY i
cannot be convenlentlj drained by drains along the said county roads* to make the Drainage, same upon the property outside the limits thereof; and they shall contract for the lands that may be required for that purpose, as above provided, or they may proceed to condemn the lands that may be necessary for the purpose under the provisions of sections 248 to 253 both inclusive, article 23, Title, Ck>rporation8.
(1860), art. 28, sec. 16. 1853, ch. 220, sec. 4.
87. The said examiners, before they proceed to act as such, shall take an oath Examiners' oath, to execute the trust reposed in them by the commission to them issued, faithfully and
without favor, affection or partiality; which oath shall be endorsed on the commission and returned therewith.
Ibid. sec. 17. 18o3, ch. 220. sec. 3.
88. They, or the majority of them, after giving thirty days' notice In the manner Meeting of the hereinbefore prescribed, shall meet on the premises and proceed to examlue and examiners, determine whether the public convenience requires that the road should be opened,
altered or closed, as the case may be.
Ibid. sec. 18. 1853, ch. 220, sec. 3.
89. If the application be for opening or altering a road, they shall proceed to Report of the locate the same in such manner as will, in their Judgment, best promote the public examiners, convenience, and shall cause a plot of the same, and also of the old road, where the application is to alter or close a road, to be made out, and shall return the same,
together with a full report of their proceedings, under their hands, to the county commissioners, with the reasons on which their opinions are founded.
Ibid. sec. 19. 1853, ch. 220, sec. 3.
90. If they shall be of opinion that the road ought not to be opened, altered or Adverse report, shut up, they shrill report their opinion to the county commissioners, together with
the reasons on which it is founded.
Ibid. sec. 20. 1853, ch. 220, sec. 5. 1874, ch. 423. 1876. ch. 184. 1878. ch. 286.
01. No public road shall be opened or altered so as to pass through the buildings, Roads, through gardens, 3-ards, or burial grounds of any person, without the consent of the owner gardens, etc. thereof In writing. This section not to apply to Baltimore county and Washington
county.
Ibid. sec. 21. 1853, ch. 220, sec, 11.
02. All roads opened under the provisions of this article shall be at least thirty width of roads, feet wide, and when opened and sufficiently cleared, shall be public roads.
Ibid. sec. 22. 1853, ch. 220, sec. 7.
03. The examiners, or a majority of them, shall value and ascertain the damages Award of damages, that may be sustained by ench person through whose lands the road may pass, if the
application shall be for opening or altering a road, by opening or altering the same, taking into consideration the advantages and disadvantages of the same, if anj'; and they shall make such ascertainment a part of their return to the county commissioners, and the same, witli the rest of their proceedings shall be subject to the ratification, rejection or alteration of the county commissioners, in such manner as in their Judgment shall be Just.
Ibid. sec. 23. 1853, ch. 220, sec. 8.
04. The county commissioners shall determine whether the damages adjudged Payment of
by the examiners shall be paid by the persons petitioning for the road or levied on damages, by whom the county, or may direct that the same be paid by the petitioners and the county, in such proportion as they may deem Just.
1 Talbot county is excepted from the provisions of this act by an amendment passed 1800, chap. 482. This Is given under Talbot county.
8 THE ROxVD-LAWS OF MARYLAND
(1860), art. 28, sec. 24. 1853. ch. 220, sec. 9.
To whom any 95. The damages shall In all cases be paid to the respective parties or their
Srdlans, ogents or attorneys, before the road shall be opened: and in case of the
death of any of the parties concerned, after the yaluatlon made by the examiners,
or a majority of them, the damages finally adjudged to him or them shall be paid
to his or their personal representatives.
Ibid. sec. 25. 1853, ch. 220, sec. 9. 1880, ch. 477. Petitioners some- 96. The signing of any petition presented to the county commissioners for opening, d mwr'"* altering or closing a public road, shall not make any petitioner liable for the payment of any part of the damages adjudged by the county commissioners; but the county commissioners may, in their discretion, give Judgment against the petitioners for the costs Incurred by any person defending against the claim of the petitioners, when the case shall be decided in favor of such defendant; and the petitioners, as aforesaid, shall at all times be held responsible for and shall pay to the several persons entitled to receive the same, all costs and expenses of every kind incurred by and through any proceedings held and taken in accordance with the provisions of this article, in relation to public roads, whenever the county commissioners shall refuse to order the opening, altering or closing of the road as petitioned for.
Ibid. sec. 26. 1853, ch. 220, sec. 6.
Commissioners' 97. If no objection be made to the return of the examiners at the meeting of the
jwlgment on the county commissioners next succeeding the meeting at which said return shall be made,
' the county commissioners may proceed to pass Judgment thereon, and affirm or
reject the same, or order it to be amended, in their discretion, or may continue over
the proceedings to their next meeting, and so on from time to time, so long as
they may think proper.
Ibid. sec. 27. 1858, ch. 220, sec. 12.
Compensation of 98. The examiners shall be entitled to a compensation for their services and examiners, attendance not excee<ling two dollars a day, to be ascertained by the county commissioners, which, with all charges arising from the survey or attendance of witnesses or other expenses, shall, in the discretion of the county commissioners, be paid by the petitioners, or levied, collected and paid by the county, or apportioned between the petitioners and the county, as heretofore directed.
Ibid. sec. 28. 1853, ch. 220, sec. 10.
Levy for altering 90. In all cases where the county commissioners shall adjudge that a road be or opening roads, opened or altered, they shall, at the usual time for levying taxes, levy on the assessable
property of the county a sum sufficient to open or alter said road, and also sufficient to pay the damages awarded, if it shall have been adjudged that the damages be paid by the county, or such proportion of the said sums as shall have been adjudged to be paid by the county; and it shall be the duty of the county commissioners to open or alter the road as soon as it can conveniently be done.
PRIVATE ROADS. ((I860), art. 28, sec. 29. 1834, ch. 253, sec. 1.
Privilege of road 100. Any owner of any lands In this State has the right to a road and way to connection, an from his land to places of public worship and mills, market towns, public ferries and court-houses, and may obtain a private road or way by application to the county commissioners.
Ibid. sec. 30. 1834, ch. 253, sec. 1.
Examiners. 101. The county commissioners, on application of any person for a private road,
shall appoint three discreet and sensible persons of the county, not related to either
of the parties, who shall act as commissioners to lay out such private road, not
Width of roads, exceeding sixteen feet, clear of ditches. In breadth, and shall direct the said commis-
MARYLAND OKOLO<JICAL SURVEY Vf
sloners to lay out the same* taking into consideration the convenience of ttie party petitioning for such private road, as well as the convenience and interest of the persons through whose lands said road may be located; and the said commissioners shall assess the damages to be paid to the owners of the lands through which tlie said road may pass.
(1860), art. 28, sec. 31. IKU, ch. 2r>3. sec. 1.
102. If any person, through whose lands such road may pass, or if the person Course may be
applying therefor, shall object to its running in the manner returned by the commis- determined by
sioners, the said county commissioners may make such order as to the course of said road as they may think proper.
Ibid. sec. 32. 1834, ch. 253, sec. 1.
108. After any road shall be surveyed and laid out under the two preceding Record of applisections, the county commissioners shall direct the application for such road, and the cation for ruad. return thereof, to be recorded.
Ibid. sec. 33. 1834. ch. 2ri3, sec. 1.
104. After the damages assessed, and the costs of laying out such a road shall Persons liable be paid by the person applying for the same, such road shall be considered as the damages, private way of such person, who shall keep open and repair the same at his own
expense.
Ibid. sec. 34. 1834, ch. 253, sec. 1.
105. No person shall stop or change, or in any manner obstruct such private injury to private road, under the penalty of ten dollars for every such ofTence. road.
Ibid. sec. 35. 1839, ch. 18.
106. Where a person owns lands adjoining another county and desires a private Private road in road through lands in such adjoining county, he may apply to the county commis- adjoining county, sioners of the county where the lands He, through which he desires to pass; and
the said county commissioners shall act upon such application in the same manner as if the applicant owned -land in such county, and bad applied for a private road therefrom.
Ibid. sec. 36. 1832, ch. 21)2, sec. 1.
107. On application to the county commi-xsiontrs by the owner of any quarry or Private road for mine, for a private road thereto, the same proceedings shall be had as are prescribed quarries or mines, for granting private roads to farms; providetl, the county commissioners be satisfied
that the working of the stone quarry to which the road is prayed for, will not injure or endanger any dwelling-house, tavern-house or outhouse attached thereto.
Ibid. sec. 37. 18.'J2. ch. 292. sec. 1.
108. In granting a road under the preceding section, the county commissioners period of duration may prescribe a period and terms when and upon which the said road shull cease, of such a private and may be shut up; or when, for the continuance of said road, It shall be necessary ro*<l-
to have, at the discretion of the said county commissioners, the same renewed.
Ibid. sec. 38. 1836, ch. 255, sec. 1. 1806, ch. 105.
109. Any owner or owners of a mill, factory, distillery, quarry or lime kiln. Private road from situated within one mile of any railroad, may apply to the county commissioners railroad. of the county to lay out and open a private road from such mill, factory, distillery,
quarry or lime kilns, to the most convenient place for intersecting such railroad; and on such application the county commissioners shall proceed in the same manner and with the same powers as if such application were for a private road to a farm.
Ibid. sec. 39. 1S,'{0, ch. 255, sec. 2.
110. If an applicant for a road under the preceding section shall state In his Damajjes for application that he intends to lay a railway on such road, the commissioners ap- private railway pointed to assess the damages which any person will sustain by opening such road, °"
The Road-Laws Of Maryland
shall take Into consideration the additional damage (if any), which would be caused by the construction of such railroad; and shall determine the places at which crossings shall be made over such railroad, for the convenience of the owners of the land on either side of such private road, and shall specify the same in their return to the count}' commissioners.
(18C0), art. 28, sec. 40. 1836, ch. 255, sec. 3.
Railway on a 111. Any person who has obtained a private road under the two preceding sections,
private road, mjy jy railway thereon, and may, with the consent of the owners of any railroad,
connect the same therewith; provided, that the damages assessed as aforesaid be
paid to the parties thereto, and that the crossings required to be made in the
preceding section, be made within thirty days after laying said railway.
Ibid. sec. 41. 1836, ch. 255. sec. 4.
Alteration of road. 112. On the application of the owners of any quarrj- over or through which any
private railroad may pass, the county commissioners may have the location of said road altered, so as to avoid the interfering with the working of the quarry.
Ibid. sec. 42. 1834, ch. 253. sec. 2.
Notice for private 113. The county commissioners shall not appoint commissioners to lay out any private road until satisfactory proof shall be produced that at least ten days* notice of the application had been previously given to the parties through whose lands the proposed road is to be located, which notice shall describe the location to be made.
Ibid. sec. 43. 1834, ch. 253, sec. 3.
Apportionment of 114. If there shall be an estate for life or term of years, or tenancy from year to damages, year, in the lands through which any private road may be located, the county commissioners shall apportion the damages awarded to the land owners among the parties interested in the land, according to their several interests, in possession, expectancy, remainder or reversion; and the several circuit courts, on appeal, shall have a similar power of apportionment.
Ibid. sec. 44. 1&34, ch. 253, sec. 4.
Compensation of 115. The commissioners appointed to lay out a private road shall each be entitled
commissioners, dollars per diem for every day they shall be necessarily ecgaged in locating
surveyors, e c. road; and the said commissioners may appoint a surveyor to assist In locating
the same, and may allow him such compensation for his services as they may deem
proper; and the per diem to the commissioners, and the compensation of the sui*veyor,
shall be paid by the person appljlng for the road.
Gardens.
Ibid. sec. 45. 1834. ch. 253, sec. 1. 1872, ch. 223. 116. No such road shall be made through any garden or yard.
Ibid. bee. 46. 1834, ch. 253, sec. 1.
Right of appeal. 117. Any person feeling himself aggrieved by the determination of the county
commissioners. In granting or refusing any road, or in the amount of compensation awarded, or in any matter relating to the granting or refusing to grant any such road, may appeal, within the time prescribed bj' law, to the circuit court for the county in which such application shall be made, and either party may be entitled to a trial by Jury; and the Judgment in the case shall be final between the parlies.
(1888), art 23. Corporations.
Companies For The Erection Of Bridges.
1868, ch.'471, sec. 118.
Consent of County 86. If any corporation formed under the provision of this article shall desire to erect Commissioners re- any bridge over any river, creek or stream of water in this State, or between this and quired in writing. a,iQther State, the said corporation shall first obtain the consent, in writing, of the
Makvla'D Geological Survey
county commissioners of the county In which snld brldtre may be proposed to be located; or If said bridge be proposed to be erected over a stream dividing; two counties, then such corporation shall obtain the consent, in writinK, of the county commissioners of both of said counties; and the resolution of the said county commlsHiouers giving said consent shall be recorded amongst the proi'eedlngs of said commissioners, and also in Kocord. the Journal or book of proceedings of said corporation.
1868, ch. 471, sec. IIH.
87. The corporation maj' agree with the owners for the lands necessary for the abutments of the bridge, and for roads and ways thereto, and for earth or stone required in the cons'uction of said bridge and of said ways; and the rights acquired by agreement shall be conveyed by deed, dulj' acknowledged and recorded. In case of failure to agree, or of disability of the owners to contract, or of their absence from the State, the corporation may obtain the lands, earth and stone by condemnation.
AbutinentB and approaches.
Written notice of completion of bridge required.
Toll.
Ibid. sec. 120.
88. When a bridge located in one county shall be completed, the president and directors of the corporation shall report in writing to the county commissioners of said c-ounty under the oath or atlirmation of the president and a majority of the directors, and of tlie treasurer of the company, the actual cost of construction of said bridge: and the county commissioners slinll appoint three persons to examine the same, and report Examiners. whether it has been constructed in such a substantial and durable manner as is required to promote the public convenience, and the report shall be reviewed and ratified or rejected by the county commissioners, who may appoint other persons to report thereon, in their discretion; and if it shall be finally determined by tlie county commissioners that the l>ridge is erected in a proper manner, they may authorize the cor|)oration to charge such rates of toll as may be sufliclent to yield a net divhlend of eight per ci-ntnm per annum to the stockhohlers or members of said corporation, making due allowance always for cos't of necessary repairs and reconstruction from accident or otherwise.
Ibid. sec. 121.
8th The corporation shall revise the rates of toll every six months for tliree years from the completion of the bridge, and shall report at each period to the county (HHumissloners the gross amounts of receipt and expenditure; and tlie rates of toll shall be so readjusted, if need be, as to yield not more than eight per centum net dividend; and at any time thereafter the corporation shall, on demand of the county commissioners, report the amounts of receipts and expenditure for any period demanded, and tlie tolls shall be readjusted so as to yield not more than said dividend. The rates of toll to be charged shall be specified in writing by the countj* commissioners.
Ilrcpipts and txiu-nditures.
Report to coniptr(ller.
Ibid. sec. 122.
UO. If the bridge be erected over a stream dividing two ct)unties, or between this State and another State, the corporation shall make the like rei>ort hereinbefore provided to be made to the county commissioners, to the comptroller of the treasury, who shall lay the same before the governor, who shall issue ills warrant specifying the rates of toll to be charged so as to yield eight i>er centum per annum net dividend: and like reports shall be made to the comptroller every six months, and at any subsequent times as are provided In the preceding section to be made to the countj' commissioners: and revisions and readjustments of tolls shall be made by the governor, as are directed to be made by the county commissioners in cases of bridges located in any one county.
Ibid. sec. 123.
91. The written authority or warrant of the county commissioners and of the Printed rates governor, In respective cases, shall be demanded; and said authority or warrant shall "'toll.
lc printed and exr)osed to public Inspection at every i)lace where the i>aymeut of tolls may be demanded.
Ibid. sec. 124.
92. No bridge shall l)e erected on a navigable river, unless authorized by an act of Navigable waters, the general assembly.
12 The Road-Law8 Of Maryland
1SG8. ch. 471, sec. 125.
Examiners. 93. Before the governor Bhall Issue bis warrant authorizing the collection of tolls,
he shall be satisfied, from the report of Ave commissioners, to be appointed by him. that the bridge has been erected and completed in a substantial and proper manner.
Ibid. sec. 126.
Repair of bridges. 04. When any citizen shall allege, In writing, to the circuit court for any county,
that any bridge situate within or partly within said county Is not kept in proper order and repair, the same proceedings may be had lu court as are hereinafter provided in cases of turnpike or plank roads alleged not to be In proper order and repair.
RAILROAD COMPANIES. 1880, ch. 282. 1876, ch. 242. sec. 17. 173. [This section deals with the crossing of highways, etc.]
Turnpike, Plank Road And Passkxokr Railway Companies.
1868, ch. 471, sec. 107. 1882. ch. 4o6.
Powers and 233. (Corporations for making turnpikes, or plank roads, or passenger railways privileges, outside of the limits of the city of Baltimore, may be formed as hereinbefore provided; no such passenger railway to exceed twelve miles In length; and such turnpikes, plank roads, or passenger railways may be constructed on the bed of any county road or on part of the bed thereof, the consent of the county commissioners of the county In which said road may He, having been first given In writing and recorded among the proceedings of said county commissioners, and also recorded in the book or Journal of proceedings of said corporation; the location of the bed of any part of said county road may be changed by said corporation, for the purpose of a better construction of said turnpike, or plank road, or passenger railway; provided, the laud to be occupied be obtained by agreement with the owners thereof, or by Width of condemnation; at least fifteen feet In width of the bed of any turnpike road shall
stoned way. covered with broken stono or gravel, or other hard or durable materials, to the depth of ut least twelve Inches, unless the natural bed be hard; and the bod of any plank road shall be well and securely laid and covered with plank or wood for the same width.
1882, ch. 456, sec. 2.
Duties of turnpike 234. In all cases when any passerger railway company uses the roadbed or any companies, portion thereof of any turnpike, street or road in any county In this state, it shall, at all times, keep in good and proper repair, not only the portions of said turnpike, street or road which may be embraced between the rails of its track, but also that part which shall extend for a distance of two feet on either side of said rails; and In case of refusal or neglect to comply with the provisions of this section within five days after due notice In writing shall have been given by the county commissioners of the county In which said passenger railway has Its tracks, then it shall be subject to a penalty or fine of ten dollars a day for each and every day of such refusal or neglect to repair and put In oraer any buch turnpike, street or road; said fine to be recovered by suit before any Justice of the peace of said county. In the name of the county commissioners of said county.
1868, ch. 471, sec. 108.
Report on cost of 235. When any turnpike, or plank road, or passenger railway, shall have been
first mile, flnigiid one mile In length, the president and directors shall report to the county
commissioners of the county In which It may He, under the oath of the president
and a majority of the directors, and the treasurer of the corporation, the actual cost
of said road, so far as finished: and thereupon the county commissioners shall apix>int
three citizens of the eounty to examine said road, and determine whether the same
Examination Is constructed In such manner as will subserve the public Interests for the uses to
of road, said road is oppllcable, who shall reiwrt to said county commissioners In
writing, and said report shall be reviewed by said county commissioners; and If they
Maryland Geological Survey 13
sball determine that the road Is properly constructed, then as to such turnpike or plank
road the company shall be authorized to erect a toU-jate thereon, and to charge such Toll-gates.
rates of toll as will yield eight per centum per annum net profit on said actual cost,
for distribution to the stockholders; and the same proceedings shall be had as each
succeeding mile shall be completed, until the said turnpike, or plank road or passenger
railway, shall be finished; but when more than one mile of any turnpike or plank road
shall be completed, it shall not be necessary for the corporation to erect more gates
than it may deem convenient; and it shall be empowered to collect, at the gate or
gates which may be erected, tolls to yield at the rate aforesaid, for the number of
miles of said road or turnpike which may be finished.
1868, ch. 471, sec. 100.
236. The corporation of any such turnpike or plank road, shall revise its rates Reports to county of toll every six months for three years, from the completion of the road, and sball coramisBionera. report the amounts of its revenue and expenditures at any time when demanded by
the county commissioners; and if the receipts shall be found at any time to amount to more than is necessary to yield eight per centum per annum, net, to the stockholders, the tolls shall be reduced to that standard. In all cases, the rates of toll Rates of toU. chargeable shall be specified and approved in writing by the county commissioners, and shall be, as nearly as may be, such rates as will yield the said dividend and no more; and such writing shall be recorded In the office of the county commissioners, and also in the Journal or book of proceedings of the corporation, and copies thereof shall be printed and exposed to public inspection at every toll-gate; and such writing, or a copy thereof, shall be conclusive evidence of the right of the company to charge tolls and of the amounts thereof.
(1898), art. 23, sec, 236 A. 1892, ch. 188.
236 A. All turnpikes or plank road companies in this state, are hereby authorised Special tolls, and empowered to charge and collect such rates of toll for traction engines, steam engines and all vehicles attached thereto, which shall be hauled or propelled upon the roads and through the toll-gates of such companies, as shall be fixed by said companies in accordance with the provisions of the aforesaid sub-title of this article, and this act shall apply as well to all turnpike and plank road companies. Incorporated under special acts of the General Assembly of Maryland, as to those incorporated under the provisions of this article.
1868, ch. 471, sec. 110.
237. If a company shall be formed to make a turnpike or plank road through Report of turnseveral of the counties of the State, when the same shall be finally completed, a companies, report as mentioned in section 235, shall be made to the comptroller, and by him
laid before the governor, of the entire cost of said road; and the governor shall thereupon appoint five commissioners to examine and report to him, on the construction of said road, its adaptation to public uses, the whole cost thereof, and the revenue and expenses of maintaining the same, as far as ascertainable; and if said report shall be favorable, the governor shall Ishue his warrant to said corporation, authorizing it to establish toll-gates, and specifying the rates of toll which may be charged by said corporation, so that a dividend of eight per centum per annum net, may be made to the stockholders; and the warrant of the governor shall be final in the premises; and the company shall report annually to the comptroller, who shall lay the same before the governor, who may order a change of location of gates, and of the amount of tolls to be charged, and issue his warrant accordingly, whenever he may deem the same necessary to effectuate the Intent of these provisions.
Ibid. sec. 111.
238. When such corporation shall desire to locate Its road within the limits of Roads in towns. or through any incorporated town or city, it shall obtain the consent of the corporate
By art. 27, sec. 121 of Code of 1888, vehicles or horses going to or returning from any funeral are exempt from tolls.
14 THE ROAD-LAWS OF MABYLuAND
authorities of each town or city, to be evidenced as provided In the case of county commissioners.
1868, ch. 471, sec. 112.
Right of way. 239. When such corporation shall desire to locate the bed of a turnpike or plank road elsewhere than on the bed of existing county roads. It may agree with the owners of lands for the right of way, or obtain the same by condemnation.
Ibid. sec. 113.
Agreements. 240. Every agreement for a right of way through land shall be In writing, ac* kfiowledged before a Justice of the peace, and recorded by the corporation amongst the records of the county or city In which the lands lie, within six months after its date.
Ibid. sec. 114.
Plat of turnpike. 241. Before any turnpike or plank road shall be constructed, the corporation shall
cause a plat of the same, describing the termini and the proposed location, to be made and recorded in the clerk's office of the county In which the same may be located, and in the clerk's office of every city and county, Into or through which the same may be proposed to pass, In case the road to be constructed by said corporation Is to pass to or through more than one county.
(1898), art. 23, sec. 242. 1804. ch. 607.
Road to be kept 242. It shall be the duty of all companies which may have been or may hereafter in repair, Incorporated under any law or laws of this state, to make any turnpike, plank or other toll road or roads, to keep and maintain the same in such good order and repair and of such width as required by the terms of the law under or by which Incorporated; and if any such company shall fail to keep Its roads in such good order and repair, or of the width required by the terms of Its charter, or of the provisions of this article, Petition against if Incorporated hereunder, for a space of fifteen days, any person or persons may file company. petition in the Circuit Court for the County and the Superior Court of Baltimore City, in which the part of such road not in good condition and repair, or not of the width or of the material required by its charter, or by the laws by which It haa been incorporated, lies, alleging the failure of such company to keep its road-bed In good order and repair or of such required width ; whereupon any Judge of the court in which Summoning of such petition may be filed, may and shall pass an order directing the sheriff to summon i"y- a Jury of six persons, who shall be freeholders, or to the clerk's office of the Superior Court of Baltimore City, not interested in such roads, unless it be as users thereof, to meet on the part or parts of the road mentioned In such petition; and the said Duty of jurors. Jurors being first sworn by such sheriff, true inquiry' to make as to the condition of the road complained of, shall view the part or parts of the road complained of, and determine upon such view and the evidence of such witnesses as may be produced by the petitioners of the company as to the condition of such road, and the time such condition may have continued; and au inquisition in writing shall be signed and sealed by such Jurors, and returned by the sheriff to the clerk's office of the Circuit Court for the county or to the clerk's office of the Superior Court of Baltimore City; and if said inquisition shall find that said road Is not in good order and repair, or not of the width required by its charter, any Judge of said court may, within ten days Penalty of after the return thereof, confirm the same, and order that tolls shall not be charged compuny. by such company at the gates next on either side of the place or places In said road shall be put In good order and repair and properly widened; and until further order of such court, the petitioners or the company may, before the confirmation of such Inquisitions, demand a trial by a Jury In court, whether said road Is In good order and repair or of the proper width, or may move to quash the proceedings for matter of law, and the court may adjudge, on the finding of the Jury or otherwise, as may be Just, in accordance with the principles of law, and may give Judgment for costs against the county or city, or against the corporation, or against both, in its discretion; provided, however, that confirmation of the inquisition shall not be delayed more than Jury triiil. fifteen days by the filing of any motion to quash or for a Jury trial by the corporation, unless such corporation shall give a bond, to be approved by the court, conditioned for the refunding of all tolls collerted after the expiration of ten days from the return of the inquisition, If the same be affirmed after such motion or trial by Jurj'.
Mabylai7D Geological Survey 15
a886), art 23, sec. 110.
243. If the Inquisition shall be finally confirmed, and the said road shall not be Further penalty pot in good order and repair within thirty days thereafter, the said court may order *or bad condition, that the right of the corporation to charge tolls on any part of said road within the
limits of said county be forfeited, until It shall be made to appear to said court by said corporation that the whole of said road within said county has been put in good order and repair, when said order of forfeiture may be rescinded by the said court.
Ibid. sec. 117.
244. If within six months after the date of an order of the court forfeiting the Forfeiture right of the corporation to charge tolls, the said road shall not have been put in of road, good order and repair within the limits of the county in which said order may have
been passed, the said road within said county shall be forfeited by the corporation, and shall vest in the county commissioners, who may cause the same to be put and kept in good order and repair, and collect tolls sufllclent for that purpose, or may transfer the same to another corporation, in their discretion; in which case the new corporation shall have the same rights and franchises, and be subject to the same conditions and forfeitures, with the original corporation constructing said road.
(1808), art. 27, sec. 118 F. 1890, ch. 442.
[245.] If any person or persons shall, with intent to defraud any turnpike or Erasion of tolls, other company, authorized by law to receive tolls for the use of its roads, pass through any private gate or bars, or along any grounds near said road, to avoid any toll-gate and escape payment of tolls, or shall practice any fraudulent means to lessen and avoid the payment of any Just tolls, or shall refuse to pay tolls he is bound by law to pay, each and every such person shall be guilty of a misdemeanor, and upon conviction thereof shall be fined not less than one, nor more than twentyfive dollars, and upon failure to pay said fine, shall be imprisoned not more than five days; provided, however, that nothing herein contained shall prohibit persons from passing upon any turnpike or toll-road, from one point to another between the gates upon said pike or road, nor shall prohibit persons owning lands adjacent to any toll-gate, from using or crossing the same for their own private purpose.
HIGHWAY INVESTIGATION. 1808, ch. 454.
[1.] The Commission established by the Act of the General Assembly at the session of 1896, chapter 51, Is hereby authorized to make provision for the investigation Highway investiof the question of road-construction in Maryland. gation by Oeolog-
[2.] The said Commission is hereby authorized to appoint, under the direction of Survey, the Superintendent of the Survey, such assistants and other employees, as they shall Aasistants and deem necessary, and the said Commission shall also determine the compensation of all employees, persons employed, and may remove them at pleasure.
[3.] The said Commission shall see that proper Investigation Is made of the condi- Nature of tlon of the roads in this State, and of the best means of Improving the same, together investigation, with a study of the classification and distribution of the road-buildlng materials in the several counties.
[4.] The said Commission shall see that a report upon the state of the roads and Report, the best method of improving, constructing and maintaining the same, with estimates of costs, expenses and plans, be submitted at the next session of the Legislature, and that special reports be prepared at such time as they are deemed necessary.
[5.] The said Commission shall see that record is kept of all its proceedings, and Record, of all moneys received and spent under its direction and for what purposes; which record and account shall be submitted to the said Commission at the semi-annual meetings of the same to take place in March and November, such records and accounts to be always open to the inspection of any committee which the Legislature may appoint.
[6.] All moneys paid out on account of this work shall be paid by the State Treas- Payment, urer upon the order of the Exteutive Officer of the Commission endorsed by the Comptroller.
The Road-Laws Of Maryland
Appropriation. [7.] The sum of ten thousand dollars annually, or so much thereof as may he
necessary, Is hereby appropriated out of any money In the Treasury not otherwise appropriated, for the purpose of carrying out the provisions of this Act.
Public Local Laws.
(1888). Art. 1.
Allegany County.
(1800), art. 1, sec. 19.
County 33. They shall direct the supervisors of roads to erect and keep up at the
commiflsioners. expense of the county, at all public cross-roads, and where public roads fork. Indexes
SijBrn-boards. or finger-boards, pointing to the nearest town, mill or other public place to which
said road leads, with the names of the places and the distance thereto, legibly
Inscribed thereon; and the supervisors shall render an account of the expenses thereof
to the county commissioners, to be levied as other county charges.
1880. ch. 286.
General super- 211. The county commissioners are authorised and empowered, in the month of viaor of roads. April, in every second year, accounting from the year eighteen hundred and eighty, to appoint one person, a resident of said county and qualified voter therein, to be known as general supervisor of roads, whose duty it shall be to take charge of the public roads and bridges of said county, and superintend the building and repairs of all such public roads and bridges, subject to the control and supervision of said commissioners in all respects; and said commissioners shall have full power to make rules and regulations fixing and determining the duties of said supervisor and the manner of performing the same; and said supervisor shall hold ofl3ice for the term of two years from the date of his appointment, and until his successor is appointed and qualified, subject to be removed by a vote of a majority of said commissioners at any time, in which case they shall immediately elect a Successor to said supervisor to perform the duties of said office for the unexpired term of the one so removed.
Ibid.
Compensation 212. Said commissioners shall have power to fix the compensation of said super-
and bond, visor, and to require from him a bond conditioned for the faithful performance of
his duties, in such penalty as they may deem propeif; provided that he shall be
paid only for such time as he shall be actually engaged in the performance of his
duties, and that his compensation shall not in any one year exceed five hundred dollars.
Road superviaors.
Ibid.
213. Said commissioners shall annually, In the month of January In each year, appoint such number of supervisors of roads as they may deem necessary, and shall designate the road or roads, or parts of roads, to be under the supervision of said supervisors respectively, and shall apportion the levy for road purposes among said supervisors, and determine, when necessary, the amount thereof to be expended on each of said roads.
Ibid.
Duties. 214. Sold road supervisors shall give bond for the faithful performance of their duties as such, In penalties to be fixed by the county commissioners, and they shall be subject to such rules and regulations as the county commissioners shall prescribe in regard to their duties, and the manner of performing the same.
Ibid.
Removal. 215. The county commissioners, by a vote of a majority thereof, shall have power to revoke the appointment and commission of any road supervisor and appoint any person to fill his place for the unexpired portion of his term, and in such case may order the payment by him to his successor, of any unexpended balance In his hands; and upon his failure to pay the same, his bond may be sued in the name of the state, for the use of such successor, for the recovery thereof.
Maryland Geological Survey 17
1880, ch. 286.
216. The bonds of said general road supervisor, and of all said other supervisors. Bond, shall be taken In the name of the State of Maryland, and shall be conditioned to well
and faithfully perform their several duties as such supervisors, and to expend or account for, according to law, all sums of money which may be placed in their hands for road or bridge purposes; and suit may be brought thereon, in the name of the State, for the use of the said county commissioners, to recover damages for any loss which the said county may sustain by reason of the failure of said supervisor or supervisors to perform his or their duties.
Ibid.
217. The provisions of the six preceding sections relating to roads shall embrace Scope of law. the whole road system of Allegany county, including the road mentioned in chapter 201
of the acts of 1878, known as the legislative road, and the portion lying in Allegany county of the road mentioned in chapter 158 of the acts 1878, known as the national turnpike, and all other public roads in said county.
(1888), Art. IL
Akne Arundel County.
1808, ch. 531.
101. The county commissioners of Anne Arundel county shall at their first regular Appoint two meetmg In April, 1808, or as soon thereafter as possible, and biennially thereafter, ap- persons as road point two persons, residing in different precincts, in each of the respective districts of Anne Arundel county, one from each of the two political parties having cast the largest
number of votes at the last preceding general election in said county, as Road Commissioners for the respective election districts of said county. The persons so appointed shall always be selected with special reference to their fitness and knowledge, to manage the matter of the construction. Improvement, repair and maintenance of the public roads. Within five days after such appointment the clerk of the County Commissioners shall notify in writing the two persons so appointed in each of the several election districts of their appointment, and within five days after receiving such notice the two persons so named in each of the several election districts shall meet and shall name and appoint a third person, and the three shall constitute and form the " Board of Road Commissioners " of such election district.
Ibid.
102. Each such road Commissioner shall take and subscribe before an officer author- Oath to be taken, ized to administer oaths, the oath required by section six of article one of the constitution of the state, a form whereof shall accompany his notice of appointment, and he
shall return the same, together with the name of the third member of the board of road commissioners so selected by the two appointed members, with his oath of office subscribed. Said oaths shall be preserved and recorded by the clerk of the county commissioners among the records of his office.
Ibid.
103. Whenever either by failure to qualify within five days after receipt of notice of Vacanciea, appointment, or from any cause, a vacancy shall occur among such road commissioners, filled, a successor shall be appointed in the same manner as provided in section 101 and as originally made, to fill out the unexpired term so vacated; but in the case of any person appointed by the county commissioners to fill out an unexpired term, the person so appointed shall be of the same political party as the former or retiring member.
Ibid.
104. The several district boards of road commissioners shall in their respective Adopt rules and election districts adopt such general rules and regulations for calling and holding meet- regulations, lugs for the transaction of busiiiess and for other purposes as they shall deem best;
and shall appoint one of their number as chairman, to hold during the pleasure of the board, and shall also designate one of their number to act as clerk, whose duty It shall
18 The Road-Laws Of Maryland
be to keep full and accurate record of the proceedings of the board, and to perform such other duties as may be required of him by the board.
1808, ch. 531.
Sillary. 195. The said road commissioners shall each receive an annual salary of fifty dollars, except the chairmen, who shall each receive an annual salary of one hundred dollars, payable by the said county commissioners, and shall hold office respectively for a term of two years, or until their successors respectively are appointed or selected and qualltled.
Ibid.
Road districts. 196. Each of the several boards of district road commissioners hereafter to be appointed shall have power and It shall be their duty to divide their respective election districts, (not less than ten In each), properly lettered, (as Road District A. Road District B, etc.), of as compact form, size and location as practicable, and then such and every road district shall be again sub-dlvlded in sections, properly numbered, also as compact and of as convenient location as practicable; no section shall contain more than ten nor less than three miles of record roads; all such divisions and sub-dlvislons shall not only be distinctly and clearly marked and located on the maps herein provided for by definite boundaries, but an accurately written description shall be made of each road, duly designated by some proper or apt name, giving the beginning and termination of the boundaries of each road district and each section, the approximate number of miles in each, length of each road as classified, and such other general description as may be useful and deemed necessary; a copy when made shall be filed with the board of county commissioners.
Ibid.
Classification of 197. The several boards of district road commissioners hereafter appolnteil shall publfc roads, also proceed to classify all public roads in their respective districts; such classification shall be made as follows: All principal roads or public highways leading to or from any city or town, or principal stations or landings, or such part or portion of such roads as may be by them determined, shall be designated and classed as County High Roads, " with, as far as possible, a distinctive name to each; such other main roads, likewise leading to and from any city, town, public station or landing, or such part thereof as may be by them determined, shall be called "First Class Roads; and those not frequently used, ordinary roads of travel or cross roads, shall be called Second Class Roads; " such classified roads, and the distances as classed on each, when first made and returned, may be changed and altered from time to time as may be determined, and as public necessity and usage may require.
Ibid.
Maps. 198. Each of the several district boards of road commissioners shall adopt a map already made, (such as is now issued by the U. S. Geological Survey), on which map all the public roads and highways of the county shall be so classified, marked and laid down, and further shall cause to be marked the roads or parts of roads, duly designated by name as far as possible, boundaries of all road districts properly lettered, all sections properly numbered and located; such road classification shall be clearly shown as follows: All ''County High Roads," by black lines; "First Class Roads," by broken or dotted black linos; " Second Class. " by red lines; and such changes as shall be made from time to time In any of the sub-divisions or classifications shall be Immediately changed and altered on said maps. When the several maps, divisions, classifications and reports shall have been finally adopted, a copy of each shall be made and filed In the office of the board of county commissioners, and the same shall be at all reasonable times open to Inspection.
Ibid.
Complete record. 199. The clerk of the board of county commissioners shall make, keep or bind
in a suitable book or other receptacle, to be provided for that purpose at the expense of the county a complete record, systematically filed and Indexed, of every such road in the county, classified under the provisions of the preceding chapter.
Maryland Geouxucal Survey 19
180S, ch. 531.
200. The chairmen of the several district boards of road commlsslonera ahall hold Monthly meetinis. at least one meeting In each month, representing their respective district boards, and constituting a County Board of Road Commissioners," and they shall be entitled to
hold their meetings in the county commissioners* rooms, and it is hereby made the duty of the clerk of the county commissioners to furnish the said county board of road commissioners and the several district boards of road commissioners such stationery and postage stamps as they may need In the discharge of their duties at the expense of the county; and the messenger of the count j' commissioners shall act as messenger to said board of road commissioners, and shall receive as compensation therefor the sum of two dollars and fifty cents each day during which he is actually employed in attendance upon said road commissioners.
Ibid.
201. The county commissioners of Anne Arundel county shall keep a separate ac- R(>parate accounts, count of all expenses incurred for opening, constructing or repairing the public roads in
each election district thereof; and they shall provide fur the payment of said road expenses by levying upon the assessable property In each election district of said coimty a tax sufficient to pay the said expenses Incurred as aforesaid for the opening, construction and repair of the public roads in the respective election districts of said county; and they shall not levy any road tax upon the assessable property in any election district of said county, except to pay for the opening, construction and repair of the public roads of said county in such election district; provided, however, that whenever any public road forms the divisional line between two or more election districts, the expenses Incurred for opening, constructing or repairing the same shall be assessed against each of said districts respectively, in proportion to the expenses and cost of said road opened, constructed or repaiied in each of said districts respectively; and provided that the amount of taxes so to be levied and collected by the county on the property within each election district, and thus applied to the Improvement of the roads In any one year, shall not be less than ten cents on the one hundred dollars nor more than one per cent of the total assessed valuation of the property within such election district.
Ibid.
202. The county coram Isbloners shall have power and it shall be their duty to Repairs and provide for the repair and construction of public roads and bridges In said county construction of In event of an emergency, and the purchase of Improved machinery; and to that a. e c. end shall levy upon the assessable property of said county a general road tax in
addition to the road tax In the several election districts and pay for such extraordinary expenditures from out of such general road fund; provided the expenditures for such repairs, construction, machinery and bridges shall not exceed the sum of seven thousand dollars per year; and provided further, that all such work must be done and let by contract, made by and with the said board of county commissioners, upon and under the same terms and conditions as contracts made with the county board of road commissioners, as provided in sections 203 D and 203 F.
Ibid.
203. The board of county commissioners are hereby required to buy, purchase and Road-machines, supply to any of the several district boards of road commissioners, when so requested by tools, etc. any such board, for the purjiose of being used on the public roads, such machines fbelng
at least one Improved road machine In each election district), tools, Implements and appliances as may be required and deemed necessarj' to work such county roads economically and expeditiously; and each such district board of road commissioners shall be responsible for the safe keeping and preservation of such machines and such tools and Implements, and it shall be unlawful to hire out or suffer any one to use the same unless under proper contract and In charge of competent persons; the several district boards of rood conmilssloners shall take charge of all road tools in th*ir respective districts, jind may re(iulre contractors to give bond for the cnre of such tools furnished them; and the district boards of road commissioners mnv also
20 Tjie Road-Laws Of Maryland
sue any person for the loss of such tools or for the conversion of the jame, or Injarj thereto; all costs or repairs shall be paid for by such person or persons using such machinery, unless otherwise ordered by the several boards of district road eoinmlaslouers, then such cost of repairs shall be paid by the commlssionerH. The several boards of district road commissioners having secured such machinery, shall designate how and where such machinery can and must be used; all of such machinery when no longer needed by any contractor or other person using and having the same, shall be delivered to the district board of road commissioners, taking therefor a proper receipt, which shall state the condition such machinery is in when so received.
1808, ch. 531.
Improvements. 203 A. Whenever there shall be presented to the board of road commissioners of any district a petition signed by the owners of at least one-third of the lands and real estate fronting or bordering on any public road or section of rond in such county, praying the board to cause such road or section to be permanently Improved, and setting forth what Is needed and required, the board may cause such improvements to be made, with the assent and approval of the county commissioners first had; provided, that the estimated cost of all permanent improvements made under this Act in any one year shall not be more than one-half of road tax in such district for the last preceding year; said petitions shall be presented at a meeting of the board of county commissioners, and thereupon such board shall direct such investigation as may be necessary to Inform them as to the utility and probable cost of the proposed improvement, and may for that purpose order a preliminary survey, and shall determine what highways or parts of highways designated in such petition shall be so improved, and shall estimate the probable amount of money that will be required to complete such Improvement, and how much can be reasonably proTlded therefor. It shall be necessary for the board In such case to declare by resolution their intention to cause such improvement to be made, and they shall cause all necessary surveys of such road or section to be made, and specifications for a macadam, telford or other equally good permanent road, as determined to be improved, to be prepared, and shall then proceed in the same manner as provided and required in section 2a3F.
Ibid.
Fund available for 203 B. At ♦heir regular November and April sessions in each year the county board ImDremeifts* of road commissioners shall ascertain what amount of said fund is or shall be available for expenditure during the ensuing season in permanent improvements ordered in their respective districts, and shall apportion such available fund, as nearly as may be, to the several highways upon which improvements have been ordered; but no part thereof shall be sot apart for the benefit of any hlcrhwny on which tl'e work of permanent Improvement has not been commenced until sufficient proTlsion shall have been nmde for the completion of the work upon highways already begim. The said board of county commissioners may provide for the payment of the cost of such permanent improvement by apportioning the cost thereof among the sereral districts in proportion as in their Judgment and discretion the one or more districts are benefited by such permanent Improvements.
Ibid.
Engineer or 203 C. The county board of road commissioners may employ a competent engineer
surveyor, or surveyor, at the same compensation allowed the county surveyor, to survey the
county roads, or any part thereof, when such work Is necessary; and to prepare
specifications for culverts or other improvements Intended to be made in pursuance of
this Act, and to supervise the work and materials used.
Ibid.
Quarterly 203 D. It shall be the duty of each of the several district boards of road corn- Inspections. mlKHloners, or some member thereof, to Inspect and Investigate, at least quarterly each year, the condition of the roads In their respective districts, and the repairs or Improvements necessary or desirable, and make a full report thereof to the board of county road coniml.*4Hlon(M*s, and they shall cause an estimate to be made, to accompany said reports, of tle probable expense of such repairs and improvements;
Maryland Geological Survey 21
one of said reports Khali be made on or before the first day of May and another on
or before the first day of November, in each and every year. They shall carefully
inspect each section of " High Roads " and roads of the first and second class, so
as to ascertain what will be a fair compensation for the working of the same, all
of which shall be reported to the said board of county road commissioners through
their respective representatives thereon; and upon the recommendation of such board,
if approved and with the consent of the county commissioners, all woric upon the
county roads which shall have thus been determined upon shall be given out by Repaire by
contract, and the board of county road commissioners shall advertise for proposals contract.
to do said work, which advertisement shall be published at the expense of the
county in the newspapers doing the county printing; the contract shall be awarded
by the board of county road commissioners, to the lowest responsible bidder, and
the road commissioners, by whom said contracts are awarded, shall immediately report
the same and all their proceedings in reference thereto to the county commissioners.
1898, ch. 53L
203 E. The district boards of road commissioners shall, in addition to having Custodiaoa of tools the supervision of all public roads of their respective districts, be the custodians of machinery, all the tools and machinery used for road purposes; shall make report when required by the county commissioners, giving the condition of the road, the worlc needed to be done, the machinery, implements and tools owned by the county, the condition of the same and how distributed, the tools and nachinery that may be needed, and shall perform such other duties as may from time to time be deemed expedient by the county commissioners.
Ibid.
208 F. No contract for any permanent road improvement work shall be awarded, or Public notice be valid for any purpose If awarded, unless a notice specifying the work and materials, inviting bids, and inviting bids or propositions to do or furnish the same, shall have been published by the county commissioners at the request of the board of county road commissioners for at least three weeks in some paper published and circulating in the county; every con*;ract made for permanently improving any county road or part thereof shall be let to the lowest responsible bidder for the road section, bridge or other work, as the case may be, and shall be based upon carefully prepared specifications of the work and materials required, class, and how worked, to which reference, shall be expressly made in the contract, and no money shall be paid for any work done or material furnished unless it shall have been done or furnished in strict conformity to the terms of the contract and specifications. No contract shall be awarded for any road contract of any sort or description, or be valid for any purpose, if awarded, unless the person or party whose bid or proposition is accepted shall at the time of signing the contract execute and deliver a bond to the county in a Bond for contract, penalty of not less than twice the contract price, with not less than three resident freeholders of the county as sureties, conditioned for the faithful performance of his contract, to put, or to put and keep, as the case may be, all public roads in his section or district in good condition and repair, to do all work, labor and furnish material in accordance with the terms, and to pay all damages that may accrue to any one by reason of such roads not being put, or put and kept, as the case may be, in good condition; or to execute his contract of construction, as the case may be. The board of county road commissioners shall present such contracts and bonds to the county commissioners at any called or regular meeting. The same person may be awarded the contract for one or more road sections, but a separate and distinct contract shall be entered into by such contractor for each section awarded to him; and no person shall be awarded contracts for more than three sections.
Ibid.
203 G. Should the board of county road commissioners fall for any good cause Work not done to make a contract tor any road or district or section, It shall be their duty to hy contract, employ some suitable and competent person or persons to perform such work and make such needed repairs upon any road or roads in such district or section as they may deem necessarj', and such work and repair shall be under the supervision of the district road commis.sioners, and when necessary they may appoint some suitable person to superintend such work and repair, on such terms as they may think best for the interest of the county.
The Road-Laws Of Maryland
1808, ch. 531.
Report of road 208 H. It shall be the duty of every road contractor to report In writing, under contractor, qqjj, to the board of district road commissioners on or before the 2d day of each month, setting forth the amount and characte'; of the work done by him during the preceding mouth, the number of hands and teams employed, and the total number of days worked by them and the material purchased and its cost, and any other facts and statements that the board of district road commissioners may require. The board shall carefully examine such reports and shall indicate in writing on such reports, or attached thereto any errors therein, and if correct shall certify the same on such reports, and file all such reports for the use of the county commissioners. The county commissioners shall examine such reports and may correct and approve the same and order such amount as directed by the board of district road commissioners to be paid thereon as the county commissioners may deem Just, but the Payment, commissioners shall not pay in full for any special or permanent work to be perwhen mado. formed by contract until the same has l>een completed and accepted and approved by the board of district road commissioners. At any June meeting of the county commissioners in every year they shall settle in full with all contractors for the preceding year, if no objections havo been made, but no such settlement shall be a bar to tlie county or any individual recovering any damages that may he sustained by reason of any defective work or other failure on the part of the contractor to perform the duties required in the contract. Before any flnol settlement is made with any contractor, some member of the district board of road commissioners shall first have made a personal inspection of the roads in such contractor's section or district, and shall certify that he has made such personal inspection, and that the contractor has performed his work fully and satisfactorily, according to his contract; provided, such report shall be only received when approved by a majority of such board of district road commissioners.
Ibid.
Failure of con- 203 L If any contractor shall fail to perform any work within the time specified, tractor; substitute, q,. fail to comply with any notice or order that may have been served upon him
as provided in section 203 P, the board of district road commissioners shall' be authorized to have such work done by any other persons and report the same to the county commissioners, with the cost thereof, and the county commissioners shall deduct such cost from any amount that may then be or thereafter due such contractors, and if such cost exceeds the total amount that may be thereafter due such contractor, the county commissioners shall order suit to be brought on such contractor's t>ond for such amount of such expense and expenditures so made and yet unpaid. Notliing therein shall prevent the coutractor from pleading as a defense to such failure to perform his work in the time specified In tlie contract, that the same was caused by unusual weather, and that with ordinary care he could not have avoided such delay; and if the board of district road commissioners shall be satisfied that such has been the cause of the delay, they shall give such contractor further reasonable time to perform stich work, and the contractor shall not be liable for any damages to the county for such delay, when so authorized.
Ibid.
Appeal. 203 K. Any contractor shall have the right to appeal from any order of the county commissioners or board of district road commissioners affecting his Interests as such contractor, such appeals to be governed by the law regulating such appeals from a Justice of the peace. When any appeal Is taken by any contractor, the cause shall be entitled, Koad Contractor of Election District No. — , appellant, against County Commissioners of Anno Arundel, defendant."
Ibid.
Bonds, pre son. d 203 L. All bonds of contractors or other persons shall be carefully preserved and and reconh (I. recorded on file in the oflice of the clerk of said county commissioners. A copy of any such bond shall be competent as evidence thereof in any suit, proceeding or prosecution against the contractor and his sureties, or either of them, for breach of said contract. The said county commissioners, or any person aggrieved, may, from time to time, Institute suit against the contractor and his sureties on said bond -or
Makylaxd Geological Survey 23
asrainst his or their personal representatives) In any court of competent Jurisdiction for any loss or damages sustained by the acts or omissions of the contractor, or to restrain payment of any money due the contractor. The said bond shall not be void or discharged on the first or any other recovery, nor until persons aggrieved shall be satisfied. And for any wilful and intentional violation of or failure, without good cause, to discharge any duty prescribed by this sub-title, the contractor shall be deemed guilty of a misdemeanor, and shall, on conviction, be fined therefor not less than five doHars ($5) nor more than one hundred dollars (1100), to be recovered by warrant in the name of the State, to be issued by and returnalile before any Justice of the peace in said county; and it shall be the duty of any person aggrieved or Injured to have such warrant issued upon his knowledge or upon information of another on oath. On the trial of such cause the contractor shall be entitled to a Jury, if demanded, and either party may enter an appeal to the Circuit Court, as other appeals are now taken.
1S08, eh. 531.
203 M. The board of county road commissioners may, by order of record, designate Special work and special work and improvement to be done on high, first and second class roads, and iniprovpment; may let contracts for working and Improving high, first and second class roads separate from the contract for working the road by sections in the districts In which such roads may l)e situated, and may include one or more high, first class or second class roads in one and the same contract, the contract for such roads to be under the same regulations as provided In sections 203 D and 2()3 F for working or letting roads by sections. The board of district road commissioners shall, as far as practicable, require the work and Improvement on high and first-class roads to be permanent and worked by Improved road machinery, and to this end shall aim to Improve the grade of such roads as the same will Justify, giving the preference to such of these roads as may be of the greatest public use and when any road is convenient to rock, shells or gravel, shall have such road or any part thereof macadamized, shelled or graveled; and the board of county commissioners shall. If possible, have two general roads, extending through the entire county, systematically and continuously improved in eaUh of the several election districts through which the same extend, so that the same may be completed and form good, continuous high roads.
Ibid.
203 N. All bids when received shall be Immediately and publicly read on the day Public reading and at the time and place named In s,ild advertisement, and the county board of o' bids. road commissioners may reject all bids if in their opinion good cause exists therefor, but otherwise they shall award the contract to the lowest responsible bidder, who shall give satisfactory evidence of his ability to perform the contract; provided, however, that the estimated contracts awarded in one year by the county board of road commissioners shall not exceed the district road tax as assessed by the board of county commissioners for the preceding year. When the contract is executed by the county board of road commissioners and by the bidder, a copy of the contract with the estimated cost of the work shall be forthwith filed with the county commissioners, and be by them safely kept as herein provided.
Ibid.
203 O. The board of county road commissioners are authorized and directed, with Manner of the approval of the county commissioners, to let all work for annual repair and letting work, maintenance of county roads by single road sections, and either for all classes of roads in such section or for special work on particular class of roads as specified, though one or more sections may be let to the same bidder or contractor. All such contracts shall be for one or two years, beginning on the first day of May of each year. The several district boards of road commissioners shall require the provisions of the contracts and specifications to be strictly adhered to by the contractors or other persons doing woik. A ctrtittcate of the cost of every road constructed under this sub-title shall be filed with the county commissioners by the board of road commissioners of the district in which said road shall have been constructed, and the said county commissioners shall, when the same may become due and as demanded.
24 The Boad-Laws Of Maryland
thereupon draw orders upon the treasurer in favor of the respective contractors for the sums certified as aforesaid, end the treasurer shall pay the same as provided out of the money of the road fund In the treasury, with the reservations hereinafter set forth. The district board of road commissioners shall file a certificate with the county commissioners, which shall state the amount of money due the various contractors or other persons for the construction, repair and permanent Improvement of roads under this sub-title, and the county commlsslonets shall cause to be paid to such persons said money as set forth In said certificate, in accordance with the terms of the contract, out of any money In the treasury of the county not otherwise appropriated, and In any manner or time as specified In the contractor's aio'cement, under the limitations and with the reservations aforesaid and hereinafter stated.
1898* ch. 531.
Control of 203 P. Each contractor or employee shall be at all times under the direction, supercontractors and yigion mni control of the board of district road commissioners of the district, who shall see that all provisions of the law and orders of the board relating to roads and highways, concerning the duties of such contractor or other person, are faithfully and promptly executed. When five or more resident taxpayers shall petition or complain to any board of district road commissioners, setting forth that any road in any district of the county is out of and in need of Immediate repair, or that the work or repair is not being properly done In accordance with the contract or specifications, it shall be the duty of the district board of road commissioners to investigate. Complaints, or cause to be investigated, the alleged complaint and the condition of such road, and If the same be found to be well taken, or if the road complained of be found to be out of and in need of repair, or not in accordance with the contract, such district board of road commissioners, shall require the contractor or other person whose duty It shall be to properly construct such roads, or remedy the cause of such complaint, or perform and do such work as shall be required and stated in such notice; or shall order such road to be immediately placed in good and passable repair In the manner provided in the contract, and the provisions of this section shall apply as well to any bridge or culvert in said county as to any road therein. Such written notice shall be served upon or sent to the contractor describing the locality where such defect exists, and requiring such contractor to repair or remedy such defect complained of within five days from the receipt of such notice, sent to his postoffice address; and every such contractor wilfully failing to comply with the requirements of such notice be guilty of a misdemeanor, and shall for every offense be subject to a fine of five dollars and costs.
Ibid.
Use of funds. 203 Q. No part of the funds arising from district road taxes shall be used In repairing or rebuilding bridges or culverts or approaches thereto exceeding twenty feet span. All bridges and culverts exceeding such span or costing over five hundred dollars shall be under the exclusive control of the county commissioners, who shall keep the same In repair and rebuild when necessary; and the funds for that purpose shall be raised and Included in the general road fund, and no bridge, the cost of construction or repair of which exceeds five hundred dollars, must be constructed or repaired, except on the order of the board of county commissioners; and when ordered to be constructed or repaired, it shall be done by contract. But before any contract shall be let, as provided herein, the county commissioners shall advertise for bids therefor, at least once a week for two successive weeks, In a newspaper of general circulation in the county, and the contract shall then be awarded to the lowest responsible bidder, who shall, before entering upon the performance of the work, execute and deliver to the commissioners a bond, with two or more sureties, to be approved by the commissioners, in a penalty not less than twice the amount for which the contract is awarded.
Ibid.
Private 203 R. If the property owner or owners along any road In any district of the
contributions, county which has not been permanently Improved, or is not undergoing improvement
uiuler the provisions of this subtitle, shall desire any section of the road in such
district Improved, and are willing to contribute the whole expense of labor of such
Maryland Geological Survey
ImprovemeDt, outside of cost of material, the board of district road commissioners of such district shall, upon the written request of such owner or owners, cause a plan . of such section of roads so to be improved to be made, iu which shall be given the levels and distances and also specifications which shall state the materials that can be used, and the manner of using them, and a copy of such plan, specifications, and bids shall be submitted to Ihe board of county road commissioners, and If such board shall approve them it shall be lawful for such owner or owners to proceed to build such section of road according to the plan and specifications, and have control of the expenditure of money used to make such improvement, subject to the approval and supervision of the board of district road commissioners or some one designated by them; and upon the completion of the improvement to the satisfaction of the said board, and upon the submission to them of receipts showing full payment for materials furnished and work done under the specifications, the said board of district road commissioners shall file a certificate with the clerk of the board of county commissioners of said county, which certificate shall state the completion of the improvement and the cost thereof, and thereafter such section of road so improved shall be a county road of such clasj as may be determined.
1898, ch. 531.
203 & It shall be unlawful for any highway to be dug up for laying or placing Injury to pipes, sewers, posts, wires, railways or other purposes, and no tree shall be planted highways, cir or removed or obstruction placed thereon, except by the written consent of the board of district road commissioners, and then only in accordance with the rules and regulations of said board of district road commissioners; and in all such cases the work shall be executed under the supervision and satisfaction of said commissioners, and the entire expense of replacing the highway in as good condition as before shall be paid by the parties to whom the consent was given or by whom the work was done.
Ibid.
203 T. Any person desiring to make a private road leading into and connecting Private road with a county road, shall first secure permission so to do from the district board of i°tii road commissioners, and any road, bridge or culvert so desired or necessary to be " built, must be built in accordance with the requirements and specifications of said board, and at the cost of such person so building the same. If such roadway, bridge, culvert or other entrance to or connection with a public road is not done in accordance with the directions of said board of district road commissioners, then such shall be deemed an obstruction upon such highway, and the same may be removed and the party proceeded against as provided for obstructing county roads in section 203 II.
Ibid.
203 IT. If any corporation or individual shall by unusual use of any public road. Repairs for materially damage the same, such person or corporation shall be required to repair "°"*1 damage*, all damages caused by such use of the same. The contractor or board of district road commissioners shall, at any time when necessary, notify such corporation, company or individual of their duty as provided in this section; and should the said parties so notified fail, in a reasonable length of time, to be stated in the notice, to make such repairs, such parties shall be deemed guilty of a misdemeanor in obstruct- Obstruction. ing the public roads; and If any person, unless duly authorized by the district board of road commissioners or a contractor of the road district, shall leave any wagon, plow or vehicle, unless In the event of an unavoidable accident, or shall put any garbage, rubbish, grass, weeds or waste material of any kind into any public road in said county, with the intent to permit the same to remain therein, such person so offending shall be deemed guilty of a misdemeanor, and upon conviction of any such offense under this section shall forfeit and pay a fine of not less than one nor more than fifty dollars, together with the costs of prosecution; and in default of the payment thereof shall be imprisoned in the county jail not exceeding ten days, or both so fined and imprisoned, in the discretion of the court or the justice trying the same.
The Koad-Laws Of Maryland
Sidewalks, injury to roads.
1898. ch. 531.
203 V. Any person who shall maliciously and Intentionally ride or drive npon a pavement or sidewalk, or shall wilfully obstruct, or injure or destroy any of said public roads or bridges, any index or finger-board, or any culvert or ditch on said public roads, or shall wilfully injure any of the tools or implements, or who shall without right, take possession of or use or appropriate the same, shall be guilty of a misdemeanor, and shall be fined for each such offense not less than one nor more than fifty dollars, and costs of prosecution, to be recovered as other such penalties are recoverable, and shall also be liable in a civil action for double damages to the county or to any person injured thereby, to be recovered in any court or before any tribunal of the count>' having jurisdiction of the amount claimed. It shall be the duty of the contractor and his ossistnuts, and of all constables and sheriflTs. to report promptly to the board of district rond commissioners and to some justice of the peace any and all violations of this section.
Ibid.
Contractors, 203 W. It shall be unlawful for any contractor doing repair work or keeping road how paid, ijj general annual repair to receive more than one-half of his contract price within any six months of each and every year; and in no case shall any contractor receive more than eighty per cent of his contract until said work has been absolutely and entirely approved and accepted by the board of district road commissioners, and duly certified to the county commissioners, and no objections existing on file; the county commissioners shall then issue their proper certificate for the amount due and payable; provided, that in case of special or permanent work or material furnished payment shall be made as agreed upon by the board of county road commissioners, duly approved by the board of county commissioners; but if any "WTltten protest shall have been filed, the same shall be heard and determined by the board of district road commissioners before payment can be made on any contract, either for repair work or permanent improvement.
Ibid.
Pecuniary interest. 203 X. No member of any board of road commissioners or of county commissioners
shall, either personally or as a member of any firm or a stockholder in any corporation, be pecuniarily interested directly or indirectly as a contractor or employee In any contract entered into or work carried on by or for such board.
Ibid.
District road The road commissioners of said count}", appointed as such under chapter 464 of commissioners, Acts of 1896, shall be among the district road commissioners appointed under this Act, and shall respectively be the chairmen of the boards of district road commissiouers in their several districts, and shall constitute for two years from the time of their appointment under this Act the board of county road commissioners under this Act.
(lasS) Art. ni.
Change of road at railroad crossing.
Baltimore County.
1874, chapter 213.
184. All railroid companies now in existence, or hereafter to be created, shall have authority to raise or lower any public road, avenue, street or other highways In said county, in snoh manner as to enable said company to pass such road, avenue, street or highway, under or over such railroad; but such work of raising or depression shall be done in a manner satipfactoiy to the county commissioners.
Road supervisors.
1894, ch. 447. 188. The county commissioners of Baltimore county, at their first meeting in
January in every year hereafter, shall appoint one read supervisor in each election
district, to act as such for one year from the time of his appointment or until his
Bond, successor shall qualify, who shall give bond to the county commissioners, conditioned
for tlie faithful performance of his duties, in a sum equal to the amount of the general
Maryland Geological Survey
road tax levied fr)m the district for which he is appointed, and who shall be paid such reasonable sa?nry as the county commissioners shall determine, having regard to the service performed by him.
1894, ch. 447.
IvSO. It shall be the duty of said road supervisors to superintend thtr construction Duties, and repair of all roads, bridges and culverts in their respective districts, including all work done or given out under contract; but no supervisor shall have any pecuniary interest in any contract and shall furnish no team for any work (unlcKs previously authorized in writing by the county commissioners); and when the construction and repair of roads shall not, in any district or subdistrlct, be given out under any contract, the supervisors shall employ the necessary labor and teams to do the work required, and shall dispose of the same in such manner as will be most economical and best for the public benefit; and all bills for contracts and for labor and material supplied in the roads, shall be sworn to and approved by the supervisor before payment by the county commissioners.
Ibid.
190. Each road supervisor shall divide the roads of his district into convenient Division of sections and number them, and if desirable, make sub-divisions of his district; and districts, he shall keep an account of all work, and other transactions pertaining to the roads
of his district, showing the kind and quality of work done on each section of road, by whom the work was done, and the cost of the same, which shall be returned monthly to the county commissioners, who shall keep a record of the same, to be at all times open for public inspection.
Ibid.
191. Any supervisor shall be subject to removal, by the county commissioners, for Neglect of duty. neglect or refusal to comply with the duties of his office; provided, notice of the
charge be given and he have an opportunity to appear and reply- to the same; ond if any supervisor shall resign or be removed, his place shall be filled by the county commissioners immediately thereafter.
Ibid.
192. The county commissioners chall keep a record-book for each district, in which Record book. shall be recorded all the roads and bridges of the district, and all surveys and other proceedings which may be had in reference to any road or bridge in that district,
the cost of procuring such books to be paid for out of the general road fund.
Ibid.
193. The road supervisors herein provided for shall take charge of all the roads Obstructions on and bridges in their respective districts, and shall see that no obstructions, hindrance roads and bridges. or injury is permitted upon any road or bridge under their supervision; and when any road or bridge shall form the boundary between districts, the county commissioners shall assign to each district its portion of said road or bridge; and any person placing obstruction of any kind whatsoever on the public roads, or in Penalty, any side ditches thereof, shall be liable to a fine of five dollars and cost for each and every such offenso, which shall bo Imposed by any Ji-stlce of the peace of the district within which said offense shall be committed, upon the complaint of the road supervisor having charge of said road; provided, said person having been notified to remove .said obstruction by the road supervisor shall fall to do so within two days after notification; and provided further, that the person so plaoliiR saul obstruction on the public roads, or In the si le ditches, shall be liable to a fine of five dollars for each day that he permits said obstruction to remain, the said fine to be In addition to the original fine of five dollars, after the expiration of said two days, to be Imposed by said Justice in like manner as said original fine, said fine to be paid by the Justice to the county commissioners of BaltIu,ore county, and placed by them to the credit of the district In which it has b(en Imposed, said fine to be enforceable as other fines imposed by the Justice of the peace.
28 The Road-Laws Of Maryland
1894, cb. 447.
Tax-levy for roads 104. The county commlsslouers shall annually levy upon the assessable property and bridges, of Baltimore county, at the time of making the county levy, not less than fifteen cents nor more than twenty -five cents on the one hundred dollars, for the use of the county roads and bridges, which shall be collected as other county taxes are collected, of which five cents on the hundred shall be set apart as a general road and bridge fund, and be applied to the general use and the benefit of the roads aud bridges In Baltimore county, and to no other purpose, and the remainder of the tax so levied and collected for roads and bridges shall be set apart as a special road and bridge fund, which shall be for the use and benefit of that district from which It has been collected, and for no other purpose.
Ibid. Purchase of stone. 105. Of the taxes levied and set apart as a special road and bridge fund, not less
than three-fourths thereof shall be expended In the purchase of broken stone, or other hard material, to be used on roads In such manner as the commissioners, with the assistance of the supervisor, may determine, unless on application of taxpayers, resident In the neighborhood, the commissioners may determine upon any section of road to devote a larger proportion than one-fourth of said fund to grading or other pressing need; and the county commissioners may, if It shall appear to be in the Interest of economy, purchase one or more stone-crushers out of the fund set apart as the general road and bridge fund, for the purpose of supplying stone for the use on the roads, to be operated In such manner as they shall determine.
Ibid.
Application for 196. Whenever any person or persons shall desire to improve any road, to an improvement extent beyond that contemplated by the county commissioners and the supervisor of the district where It Is located, they may make application to the conmilssloners by petition by setting forth the location of the road to be Improved, the extent and character of the Improvement, aud probable cost thereof; and If the county commissioners, after considering the same and probable cost thereof, shall be satisfied that the public Interest will be promoted thereby, they may direct the expenditure of an amount not exceeding three hundred dollars per mile; provided, the petitioners for such improvement shall first pay Into the treasury of the county an amount not less than double that appropriated by the county commissioners; and all such money shall be expended under the direction of the supervisor of the district where the Improvements are to be made.
Ibid.
Deed of road 197. Whenever any owner of property In Baltimore county shall have opened, by owner, jajd out or graded any avenue or road for the public convenience and is willing to dedicate the same to public uses, and good and sufficient deed duly recorded, the county commissioners are authorized to accept the same, if in their opinion the same be necessary and convenient for public use; and upon such acceptance the said avenue or road so dedicated shall be kept in good order and repair by the road supervisor of the district in which it may be situated; provided, however, that previous to such acceptance said road shall not be less than thirty feet in width and duly and properly graded. In the Judgment of the county commissioners.
Ibid.
Public highway 198. Whenever any road shall have been In use for twenty years, though the established, game may not have been condemned or granted as a public highway, the county commissioners, If they deem public necessity requires the adoption of the same as such, shall declare the said road to be a public highway, with full power to relocate and straighten the same, in their discretion, and shall publish a notice to that efliect, once a week for two successive weeks, in one or more newspapers published in Baltimore county; provided, said road shall not be loss than thirty feet in width; and such road so declared to be a public highway, shall be kept In good order and repair by the road supervlfor of the district In -which such road Is situated, as other public roads are.
Maryland Gi-Xilouical Survey 29
18JK. ch. 447.
199. Whenever any doubt exists as to the pioper location or width of a road, Surrey of road, the supervisor of the district, under the direction of the county commissioners, may
cause the same to be survej'ed and make such alterations as the public convenience may require, subject, as to the rights of any person, of the provision contained in this act. for the opening of new roads.
Ibid.
200. Where there shall not be sufDcient money in the county treasury, set apart Permiwion to as a general road and bridge fund, to meet the requirements of the county at large, moner. the county commissioners are hereby authorised to borrow upon the credit of the
county, a sum not exceeding twenty thousand dollars therefor, and shall pay the same, together with the interest, out of the general road and bridge fund, and said fund shall be nsed for no other purpose.
Ibid.
201. All applications for opening, altering or closing roads shall be by petition to Petition, the county commissioners.
Ibid.
202. Whenever any taxable inhabitant or inhabitants of Baltimore county intend Notice by to petition the county commissioners for opening, altering or closing any road, he P"*"®"®'- shall give thirty days' notice thereof in one or more of the newspapers published in Baltimore county, setting forth, as near as may be, the length and location of said
road.
Ibid.
203. Counter petitions may be presented to the county commissioners at any time Counter petitions, within fifteen days after the expiration of the thirty days' notice, provided for in
section 202 of this act; and when any counter petitions are so presented, the county commissioners shall appoint a day when tlie petition and counter petitions shall be heard, and shall consider the same and such other testimony ns may come before them, and determine the case as in their opinion shall seem right and proper.
Ibid.
204. Whenever the county commissioners shall decide that it is expedient that Contracts for a road be opened, as provided In the preceding section, they may contract with the right of way. owner or owners of the land through which the said road is Intended to run, for the
right of way necessary for said road, if he, she or they be competent to contract, and in case the said county commissioners shall so contract, they shall cause a plat of the said road to be made by a competent surveyor, and filed and recorded In the ofilce of the clerk of the Circuit Court for Baltimore county, which said plat shall be referred to in and shall be a part of said deed or deeds, nnd the lauds so conveyed shall be and become thenceforth the property of the county. In the nnme manner and to the same extent as other county roads, and no further, subject to the public rights of way over the same; and it shall be lawful for the said county commissioners of Baltimore county so to controct for lands for a public wharf, drains for county rails or other public use or uses, which said land shall be the property of snld county, subject to said use or uses; and whenever the county commissioners shall deem it expedient that examiners should be appointed to view the grounds for the purpose of opening, altering or closing a road, they shall appoint three persons as examiners, Appointment of who shall be freeholders in the county, and not interested in or holding lands through examiners, which the road is proposed to be opened, altered or closed; but the appointment of examiners shall not prevent the said county coinmisNiotiers, at any time thereafter from contracting with the owner or owners as above provided; ond the county commissioners of said county are authorized, M'hen the county roads cannot be conveniently drained by drains along the said county roads, to make the saine the property outside the limits thereof; and th"y shall contract for the lands that may be required for that purpose as above provided, or they may proceed to condemn the lands that may be necessary for the purpose, under the provisions of sections 248 to 253, both inclusive, article 2:j, title Corporations."
28 The Road-Laws Of Maryland
1804. ch. 447.
Tax-levy for roads 194. The county commissloDers shall annually levy upon the assessable property and bridges. Qf Baltimore county, at the time of making the county levy, not less than fifteen cents nor more than twenty-flve cents on the one hundred dollars, for the use of the county roads and bridges, which shall be collected as other county taxes are collected, of which five cents on the hundred shall be set apart as a general road and bridge fund, and be applied to the general use and the benefit of the roads and bridges in Baltimore county, and to no other purpose, and the remainder of the tax so levied and collected for roads and bridges shall be set apart as a special road and bridge fund, which shall be for the use and benefit of that district from which it has been collected, and for no other purpose.
Ibid. Purchase of stone. 105. Of the taxes levied and set apart as a special road and bridge fund, not less
than three-fourths thereof shall be expended in the purchase of broken stone, or other hard material, to be used on roads In such manner as the commissioners, with the assistance of the supervisor, may determine, unless on application of taxpayers, resident in the neighborhood, the commissioners may determine upon any section of road to devote a larger proportion than one-fourth of said fund to grading or other pressing need; and the county commissioners may, if it shall appear to be in the interest of economy, purchase one or more stone-crushers out of the fund set apart as the general road and bridge fund, for the purpose of supplying stone for the use on the roads, to be operated in such manner as they shall determine.
Ibid.
Application for 106. Whenever any person or persons shall desire to improve any road, to an improvement extent beyond that contemplated by the county commissioners and the supervisor of ' the district where it is located, they may make application to the commissioners by petition by setting forth the location of the road to be improved, the extent and character of the improvement, and probable cost thereof; and If the county commissioners, after considering the same and probable cost thereof, shall be satisfied that the public interest will be promoted thereby, they may direct the expenditure of an amount not exceeding three hundred dollars per mile; provided, the petitioners for such improvement shall first pay into the treasury of the county an amount not less than double that appropriated by the county commissioners; and all such money shall be expended under the direction of the supervisor of the district where the improvements are to be made.
Ibid.
Deed of road 107. Whenever any owner of property in Baltimore county shall have opened, by owner, laj out or graded any avenue or road for the public convenience and is willing to dedicate the same to public uses, and good and sufilclent deed duly recorded, the county commissioners arc authorized to accept the same, If in their opinion the same be necessary and convenient for public use; and upon such acceptance the said avenue or road so dedicated shall be kept in good order and repair by the road supervisor of the district in which it may be situated; provided, however, that previous to such acceptance said road shall not be less than thirty feet In width and duly and properly graded, in the Judgment of the county commissioners.
Ibid.
Public highway 108. Whenever any road shall have been in use for twenty years, though the established, game may not have been condemned or granted as a public highway, the county commissioners, if they deem public necessity requires the adoption of the same as such, shall declare the said road to be a public highway, with full power to relocate and straighten the bame, in their discretion, and shall publish a notice to that efTect, once a week for two successive weeks, in one or more newspapers published in Baltimore county; provided, said road shall not be loss than thirty feet In width; and such road so declared to be a public highway, shall be kept in good order and repair by the road supervisor of the district In which such road is situated, as other public roads are.
Maryland Gi':<)Looical Suhvey
1804. Ob. 447.
199. Whenever any doubt exists an to the pioper location or width of a road, Surrey of road, the 8uperrl8or of the district, under the direction of the county commissioners, may
caue the same to be surveyed and make such alterations as the public convenience may require, subject, as to the rights of any person, of the provision contained in this act. for the opening of new roads.
Ibid.
200. Where there shall not be sufDclent money in the county treasury, set apart PermlsBion to as a general road and bridge fund, to meet the requirements of the county at large, money, the county commissioners are hereby authorized to borrow upon the credit of the
county, a sum not exceeding twenty thousand dollars therefor, and shall pay the same, together with the Interest, out of the general road and bridge fund, and said fund shall be used for no other purpose.
Ibid.
201. All applications for opening, altering or closing roads shall be by petition to Petition, the county commissioners.
Ibid.
202. Whenever any taxable inhabitant or inhabitants of Baltimore county Intend Notice by to petition the county commissioners for opening, altering or closing any road, he shall give thirty days' notice thereof in one or more of the newspapers published in Baltimore county, setting forth, as near as may be, the length and location of said
road.
Ibid.
203. Counter petitions may be presented to the county commissioners at any time Counter petitions, within fifteen days after the expiration of the thirty days' notice, provided for in
section 202 of this act; and when any counter petitions are so presented, the county commlsHloners shall appoint a day when tiic petition and counter petitions shall be heard, and shall consider the same and such other testimony as may come before them, and determine the case as in their opinion shall seem right and proper.
Ibid.
204. Whenever the county commissioners shall decide that it is expedient that Contracts for a road be opened, as provided in the preceding section, they may contract with the "ghtofway. owner or owners of the land through which the suld road is intended to run, for the
right of way necessary for said road, if he, she or they be competent to contract, and in case the said county commlHsioners shall so contract, they shall cause a plut of the said road to be made by a competent surveyor, and tiled and reoDrded In the olHce of the clerk of the CMrcult Court for Baltimore founly, which said plat shall be referred to in and shall be a part of said deed or deeds, and the lauds so conveyed shall be and become thenceforth the property of the county, in the same manner and to the same extent as otlier county roads, and no fiiriluT, subji-ct to the public rights of way over the same; and it shall be lawful for the said county commissioners of Baltimore county so to contract for lands for a i>ul)llc wharf, drains for county roads or other public use or uses, which said land shall be the property of said county, subject to said use or uses; and whenever the county commissioners shall deem it expedient that examiners should be apiJointed to view the grounds for the purpose of opening, altering or closing a road, tliey shall appoint three persons as examiners. Appointment of who shall be freeholders in the county, jind not interesteil in or holding lands through examiners. which the road is proposed to be opened, altered or closed; but the appointment of examiners shall not prevent the said county coinmlssioiiers, at any time thereafter from contracting with the owner or owners as above provided; and the county commissioners of said county are authorized, when the county roads cannot be c<mveniently drained by drahis along the said county roads, to make the same upon the property outside the limits thereof; and th"y shall contract for the lands that may be required for that purpose as above provided, or they may proceed to condemn the lands that may be necessary for the purpt)e, under the provisions of icections 248 to 253, both inclusive, article 2:{, title " Corporations."
30 The Ro.U)-Laws Of Maryland
1S04. ch. 447.
Oath of examiners. 205. The examiners, before they proeetMl to act as such, shall take an oath
to execute the trust reposed in them, faithfully and without favor, affection or partiality; which oath shall be endorsed on the order of appointment and returned therewith.
Ibid.
Meeting of 20(). Said examiners, or a majority of them, shall give notice of the time and examiners, place of meeting by publisning the same once a week for two successive weeks In some newspaper or newspapers published in Baltimore county, and by causing a copy of the same to be delivered to every owner through or along whose property the proposed road will pass, or be publicly posted on said property, in case the omer cannot l)e found, ut least five days before the day of meeting; and In case the owner be an infant or von compos mentitt; then a copy of said notice shall be left with the parent or guardian of said infant, or with the committee or person having charge of the person alleged to be iwn compog mentis; and at the time appointed, the examiners or a majority of them, shall meet on the premises and proceed to examine and determine whether the public convenience requires tliat the road should be opened, altered or closed, as the case may be; but they shall liave power to adjourn from time to time.
Ibid.
Location of road. 2D7. If the application be for opening, closing or altering a road, and If they shall
determine that the public convenience requires that the road should be opened, closed or altered, they shall proceed to locate the same in such manner as will in their IMat. judgment best promote the public convenience; and shall cause a plat of the same, and also of the old road, when the application Is to alter or close a road, to be made out under the direction of a competent surveyor, and shall return the same, together with a full report of their proceedings, under their hands, to the county commissioners, with the reason on which their opinions are founded.
Ibid.
Report of shall be of opinion that the road ought not to be opened, altered or examiners, shut up, they shall report their opinion to the county commissioners, together with the reasons on which it is founded.
Ibid.
Estimate of cot. 2()0. Whenever any road shall be located and surveyed as a public road, the board
of examiners shall make an estimate of the cost of making said road, and also of the damages, if any, to be paid, and shall assess the damages and benefits caustl thereby upon the persons Interested, and the district, respectively, in such proportions as ABsessment of they may deem just and proper, and shall cause notice to be given to all persons damages and assessed, of their respective assessments, by publication In one or more newspapers benefits, Baltimore county once a week for two successive weeks, and that objections thereto may be filed with the county commissioners within thirty days from the first publication of said notice, and shall furnish to the county commissioners a report of such assessment; and If anv person or body corporate, or district, acting throusb Its supervisor, shall feel aggrieved by the award, reiwrt, return or proceeding of said board of examiners, he, she or It, within thirty days after said report is fiJed In Objections, the office of the county commissioners, shall file his. her or its objection In writing, and the county commissioners, after five days' notice to each side interested, or as so<m thereafter as practicable, shall proceed to consider the award, return, report, plat and proceed'llngs of said examiners, and all the proceedings In said case, and they may ratify' and confirm, rejert. reverse, alter, amend or correct the award, return report, plat and proceedings in said case, or may, in their discretion, send back to said examiners the award, return, report, plat and proceedings for alteration, correc-
Right of appeal, tlon or ameudement; and any person interested in said proceedings may appeal from the tlual order of ratification or rejection of the county commissioners of said county to the Circuit Court for said county; provided, said appeal Is taken within thirty djiys from the passage of said final order of ratification or rejection; and provided, further, that the cost of the record, in case of appeal, shall be paid or tendered to
Maryland Geological Survey Jh
the clerk of the county commissioners within thirty days from the date of said appeal; and la cate the said costs of said appeal are not so paid or tendered within said period, it shall be lawful for the county commissioners to proceed to act in the premises as if no such appeal had been taken; and in case any appeal is taken to the Circuit Court for said county, and a motion is filed to quash the proceedings in snld case, any of the proceedings may be amended as to mutters of form, so that the case be tried on Its merits, and the purposes of Justice subserved; or the court may. iu its discretion, remand said case to the county commissiouers for alteration, correction or amendment; and all persons so appealing to the Circuit Court for Baltimore county shall be secured in the right to a Jury trial; and the said court shall Jury trial, direct the sheriff of Baltimore county to summon twelve or more persons, qualified to be Jurors, and shall impanel any twelve disinterested persons so summoned to try any questions of fact, and, if necessary, to view any property in question, and to determine the proper amount of damages or benefits due on account of the same; and when final Judgment is entered by the Circuit Court in any case, said court may determine whether the costs shall be paid by the appellant or appellee.
1894, ch. 447.
210. The county commissioners shall not advertise any notice of application for Expense of adveropening any new road, or widening, straightening, altering or closing any old road,
or parts of any old road, unless the parties interested in said application shall pay to the treasurer of Baltimore county such sum or sums of money as may be necessary' to pay the expenses of advertising, surveyirg, making plat and the per diem of examiners, and any other expenses that may be incurred, before the proceedings in the case shall be finally ratified and ordered to be recorded; and when the assessments for benefits shall have been collected and paid into the treasury of Baltimore county, the county commissioners shall give an order on the trea&urer for the sum or sums of money paid to him by the parties for such purposes.
Ibid.
211. When no objection shall have been filed within the time hereinbefore desig- public road nated, or if objection shall have been filed and the road petitioned for be confirmed established. by the county commissioners of said county, and if In case of appeal, the order of
the county commissioners is affirmed by the Circuit Court for said county, the county* commissioners shall record or cause to be recorded such road as a public road of Baltimore county, and the award, if for damages, shall be paid by the county com- Payment of missioners to the person or persons, or body corporate, entitled to receive the same, damages, within ninety days from the rutlflcation of said award and report; and the award. If for benefits, shall be considered a tax and Hen upon the property assessed, and shall Benefits to be paid to the county commissioners or the treasurer of said county, upon the order of said commissioners, within sixty days from the time the award and report are finally ratified snd confirmed as aforesaid; and if not then paid, shall be collected as other taxes are collected; provided, that thirty days' notice is given to the owner Notice to owner, or owners of the property ti'.ken for such road, or to his, her or its agent or attorney, or left upon the premises In case the owner Is unknown; provided, that in case the damages allowed by said examiners to any person or persons or body corporate, shall be increased either by order of the county commissioners of said county, or by the Circuit Court for said county upon an appeal from the decision of said county commissioners, or in case the amount of benefits assessed against any person or persons or body corporate bj' said examiners, be decreased either by order of the county commissioners or by the decision of the Circuit Court for Baltimore county, upon appeal from the county commissioners, then the parties petitioning for said road shall pay pro rata according to their asFessnieuts. the deficit caused by said Increase of damages or decrease of said benefits, the same to be collected the same as are assessments for benefits as hereinbefore provided; and provided further, that no work shall be done on any road so ratified and confirmed until all the assessments for the construction of said road shall have been paid, or, in the event of a reduction of any assessment for benefits or Increase ot anj' damages upon appeal or otherwise, as above provided, until the amount of the deficit thereby caused shall have been
The Road-Laws Of Maryland
made up and paid by the petitioners; the county commissioners of said county shall Award of contract, then advertise for sealed proposals for the construction of said road according to the
specifications furnished by said examiners, and the contract shall be awarded to
the lowest responsible bidder; provided, the contract price shall not exceed the
amount of the net assessments collected for the buildlnir of said road; and the person
Bond of contractor, or persons contracting for the building of said road shall give bond to the county
commiHsioners, In double the amount of the contract price, for the faithful performance of the contract; and the county commissioners shall not pay in full for making such road until the same shall have been thoroughly examined and accepted by them; and all roads opened under the provisions of this article shall be at least thirty feet wide.
1894, ch. 447.
Building and 212. The building and repairs of all bridges in Baltlmcre county shall be under repair of bridges, the control of the county commissioners; and whenever twenty or more taxable
inhabitants of said county shall desire the building or repairs of any bridge, they may make application to the county commissioners by petition, setting forth the location of the proposed bridge, or the character and extent of the proposed repairs, and the probable cost of the same; the county commissioners may then appoint a Board of board of examiners, to consist of the supervisor of the district in which the bridge may examiners, b, one disinterested taxpayer to be named by the petitioners, and the bridge superintendent of the county, to meet on the premises on some day to be named in the order of appointment and examine and determine whether the public convtMiience required the granting of the application, and the probable cost thereof; and they shall report In writing their opinion and determination in the premises and their reasons therefor; and if the county commissioners shall be of the opinion that such application ought to be granted, if it be for a new bridge, or extensive repairs upon a standing bridge, they shall advertise in two or more newspapers in Baltimore county, setting forth the location of the proposed bridge, with full specifications of the size, plan and materials, and that sealed proi.K)sals for building or repairing such bridge will be received until a certain day and hour in said advertisement named. Award of contract. The county commissioners shall award the contract for the work to the lowest responsible and competent builder; the contractor shall give bond in double the amount of the contract price for the faithful performance of the controct; and the commissioners shall in no case fully pay for such work until it shall have been thoroughly examined and accepted by them.
1898, ch. 309.
Superintendent 213. The county commissioners, as soon as convenient after the passage of this of bridge's. .ct, and on the first Tuesday in January of every second year thereafter, shall appoint a competent and trustworthy person who shall thoroughly understand the business of bridge building, as superintendent of bridges in said county. It shall be his duly to make drawings and furnish specifications for all new bridges to be erected and to make specifications for all repairs on old bridges when the same shall be necessary. He shall superintend the building of all new bridges and culverts, and locate the same whether built by contract or by the road supervisors. He shall also superintend all repairs, and examine and report In writing to the commissioners upon all new bridges or repairs made, and give his written opinion as to the strict performance of the terms of the contract by the contractor, and whether such work should be accepted or not.
Ibid.
Repair of bridges.
214. Whenever any bridge may need repairs, (he commissioners may direct that such repairs shall be made by the road supervisor of the district under the supervision of the superintendent of bridges. It shall also be the duty of the superintendent of bridges to measure all road material put on the roads and avenues in Baltimore county when the quantity is one hundred cubic yards or more. He shall report In writing to the county commissioners, the first Tuesday in every month, the quantity of materl:il measured the preceding month and the roads and avenues on which the material was used. The salary of the superintendent of bridges shall be twelve hundred dollars per year. He shall bond in the sum of two thousand five hundred dollars for the faithful performance of his duties.
Maryland Geological Survey 33
1894, ch. 447.
215. The county commissioners, at the time of the annual tax levy, are author- Tax for roads in Ised, directed and required to make a special annual levy of ten cents on each djgtrict'" hundred dollars of the whole assessable property of the thirteenth election district
of Baltimore county, to be collected as other county taxes in said county are collected; and when collected, to be used by the county commissioners exclusively for the purchase of stone or other suitable hard materials for the purpose of macadamizing the county roads of said district; provided, fifty or more taxable residents of said district shall, prior to each annual levy, petition tbe said county commissioners, asking that such special levy be made.
Ibid.
216. Every taxpayer of said district shall have the privilege of working out this Taxpayers may special tax by hauling stones or other suitable hard material upon the county road nearest his farm or residence, at such price per perch for the same as may be
fixed by the road supervisor for said district, subject to the approval of the county commissioners; and said road supervisors. Immediately after the levy in each year, shall, subject to the approval of the county commissioners, fix a uniform price for said materials, as far as practicable; and whenever he is satisfied that any taxpayer has fully worked out this special road tax, he shall give such taxpayer a certificate to that effect, which shall be received by the treasurer and collector of taxes for Baltimore county as so much money in lieu of said tax.
Ibid.
217. The county commissioners are authorized and empowered to lay out and con- Roads in 13th struct, under the provisions of this subtitle, such roads or avenues within that part
of the thirteenth election district of Baltimore county lying within two miles of the present limits of the city of Baltimore, and south and east of Washington road, as may be demanded for the convenience of the people of said district.
Ibid.
218. This Act shall not affect the validity of any proceedings In reference to the Not to affect opening, closing or altering of any roads which may have been begun before the Present proceeding, passage hereof.
1806, ch. 469.
It shall not be lawful for any person or persons or corporation, whose business is Obstruction that of a common carrier, to stop its or their vehicles, cars or engines upon any °' roads, of the road-beds or crossings of any of the public roads In Baltimore oounty, over or across which the said vehicles, cars or> engines may run, for a longer period of time than is necessary to take on or let off its or their passengers or freight there waiting, not exceeding, at any one time a period of fifteen minutes.
Any person or persons or corporation, its officers or agents, violating the provisions of the above section shall be liable to a fine of not less than twenty dollars, nor Penalty, more than one hundred dollars to be recovered before any Justice of the peace of Baltimore county, subject, however, to the right of appeal to the Circuit Court for Baltimore county.
(1888), art. V.
Calvert County.
1898, ch. 182.
110. On the Tuesday next after the first Monday in the month of November, In the Election of road year eighteen hundred and ninety-eight, on the same day every two years thereafter, ttiinmissionen. there shall be held In Calvert county an election for three road commissioners In said county, and the persons having the largest number of votes shall be deemed duly elected road commissioners for said county; and the whole number of persons thus
34 The B0Ad-Law8 Of Mabyland
elected shall constitute a commission, to be styled, " The Board of Bead Commissioners of Calvert County "; provided, however, the present board of road commissioners now in office shall remain therein for the time for which they were elected— that is, until the election and qualification of their successors under the provisions of this Act.
1S08, ch. 182.
Organization. HI' On the second Tuesday in March succeedinsr their election the said board of road commissioners shall meet at Prince Frederick, in an office to be provided for them by the county commissioners of said county, and shall qualify by each taking an oath before the clerk of the Circuit Court for said county " that he will faithfully and diligently, and to the best of his ability, execute the office of Boad Commissioner of Calvert County,'* and shall then organize by electing one of their number to be president of said board, and the majority of said board of road commissioners, if in their discretion they shall deem it necessary, shall have power to appoint a clerk to said board, who shall receive the sum of fifty dollars per annum, to be paid by the road commissioners of Calvert county out of the said fund; and on the same day. Road supervisors, or as soon thereafter as possible, they shall appoint a person from each election
district of said county to serve for two years, unless sooner removed by the board of road commissioners, as road supervisor of said district.
Ibid.
Inspection of roads. 112. Before the first day In April next succeeding their election the road commissioner and road supervisor of each district shall go over and inspect the public roads in their respective districts; and the said commissioner shall advise and Instruct the said supervisors as to the manner in which the said roads shall be repaired, widened and permanently improved, and the order of time In which the work is to be done, and it shall be the duty of the county commissioners to furnish to said board of road commissioners such books of record and accounts as they may require.
Ibid.
Duties of 113. Each of the said road supervisors shall employ laborers, the number so supervisors, employed to be designated by the road commissioner of his district, to work with said road supervisor on the public roads in his district. He shall keep an accurate account of the exact hour at which each laborer begins his work and the number of hours he Is engaged therein each day he is so employed, and he shall be present with said laborers the entire time, directing and assisting them; and at every monthly meeting of said board of road commissioners he shall submit to said board the account herein required to be kept as aforesaid, and make oath, to be administered by one of said board, that the said account is a true statement of the exact number of hours each laborer was engaged in active work on the public roads in his district during the preceding month, and that he was present with said laborers the entire time they were so engaged; and if, for any reason, the said supervisor is compelled to be absent during the time the said laborers are engaged In work on said roads, by sickness or otherwise, he is hereby required, authorized and empowered to select some competent person to act in his stead, who shall receive the same compensation as said supervisor so absenting himself, to be deducted from the said supervisor's salary; and the said supervisor shall state In the monthly statement to be submitted to the board of road commissioners as aforesaid the number of hours he was so absent and the reason therefor, and if he shall fail to keep and produce at said monthly meeting an account as above provided, or if any account so produced shall contain any false statement, or If the said supervisor shall fail to perform all the duties required of him as specified by the preceding section, and therein specifically set fbrth, to the damage of the public, or the satisfaction of the said board of road commissioners, he shall be at once dismissed from his position by said board. And the accounts herein required to be exhibited by said supervisor shall be kept on file by the board of road commissioners In their office at Prince Frederick.
Maryland Geological Survey 35
(1888), art. v. 1808. ch. 182.
114. It shall be the duty of the road commissioners to go oyer and Inspect the Monthly ! work done by said suptrvls*ors .it least once a month, and to make such suggestions inflpectiona.
and alterations as In their judgment they shall deem necessary.
Ibid. 1880, ch. 360. 1888, ch. 160.
115. The said superrlsor shall have the power to hire such horses, oxen, wagons. Miring of animals carts, plows and other implements necessary for the successful performance of his ""d implements. duties herein required of him as supervisor of said roads: and at each monthly meeting of said board of road commissioners he shall submit to said board a statement
showing everything hired by him during the preceding month, from whom the same were hired and the sum agreed to be paid for the hire thereof; but nothing in this section shall authorize the said supervisor to hire anything whatever, contrary to the advice and order of the road commissioners of his district.
Ibid.
116. The said board of road commissioners shall meet at their office In Prince Payment of super- Frederick on the second Tuesday of every month in each year except the months of viaors and laborers. December, January and February, at which meeting they shall receive and carefully
examine the accounts and statement made by the said supervisor as hereinbefore provided for, and from said accounts compute the number of days each laborer has been employed on the public roads in said county, and the number of days the said supervisor has been engaged therein, allowing In such computation ten hours of active work to oonstltute one day. and twenty-six days to constitute one month; and each laborer shall be paid at the rate of twenty-six dollars per month, and each supervisor at the rate of thirty-five dollars per month; and the said board of road commissioners shall deliver to said supervisor and each laborer, signed by at least two members of the board of road commissioners, an order on the collector of taxes for his election district for the sum of money which may be found to be due to each of them as aforesaid ; and at each of said monthly meetings, any person having a claim for the hire of horses, oxen, wagons, carts, plows, or for any Implement hired by him to a supervisor of the roads, may present the same to the said board of road commissioners, and make affidavit before one of said board of commissioners as to the -correctness of said account; and if the said board shall be satisfied that the same is proper to be paid, they shall give to said claimant an order, signed as aforesaid, on the collector of taxes of the district in which said claimant resides, for the sum of money said commissioners shall find to be due to said claimant.
Ibid. 1880, ch. 366. 1888. ch. 160.
117. The county commissioners, at their annual meeting for levying county taxes. Road-tax levy shall levy on the assessable property of the county such sums of money as said and expenditure, board of road commissioners shall notify them in writing will be required for keeping
in repair the public roods of the county for one year, not, however, to exceed the sum of four thousand dollars; and it shall be the duty of the said board of road commissioners to give the said notice to the said county commissioners before the meeting of said county commissioners to make the annual levy; and the said road commissioners and the said county commissioners shall keep an account, showing the number, date and the amount of each order drawn by the board of road commissioners on collector of taxes as aforesaid; and in the annual statement of the expenses of the county published each year by the said county commissioners in pursuance of section 11 of article 25 of the code of public general laws, title County Commissioners." it shall be made to clearly appear what sums of money have been expended in the public roads of said county; and no order drawn on the collector of taxes by the said board of road commissioners shall bear interest, unless the same shall be presented for payment to the county commissioners while the said county commissioners are in session for the purpose of receiving and passing accounts against the county, next succeeding the issual of said order.
36 The Road-Laws Of Maryl'And
1898. ch. 182.
Salary of 118. Each of said road commlssloDers shall receive the sum of one hundred commissioners, dollars, payable annually by the road commissioners out of the road fund, for performing the duties of his office. But upon any charge of malfeasance or misfeasance Malfeasance preferred against them, or any one of them, pertaining to the duties of their office, in office. Deing sustained, they shall, upon conviction, be deemed guilty of a misdemeanor, and shall forfeit the salary then due them, in addition to a fine to be imposed by the court having criminal jurisdiction, in its discretion, and shall lose their office. And the county commissioners shall ap(>olnt some person to fill the vacancy occurring thereby until the next ensuing election for road commissioners.
Ibid.
Width of roadbed. 110. It shall be the duty of the supervisor, in preparing any roadbed where they
have to throw up earth to allow proper drainage, to make such places in said roads wide enough for two vehicles to pass each other, and to remove and keep clear all obstructions at least fifteen feet from the center of said roads, and to require all owners to remove their fences which infringe on said road fifteen feet from the center of the same.
(1888), art. 5. 1880, ch. 36G.
Drainage. 120. If in the construction and repair of the public roads of the county it be neces-
sary for the proper drainage of said roads. It shall be lawful for said road commissioners and the supervisors to let off the water therefrom upon the adjoining lands, at such places as may be proper and necessary; provided, it shall be done with as little injury as possible to the owners of said lands, and provided the drains through such lands be continued so as to prevent the spreading of the water so let off the roads over cultivated fields.
1880, ch. 366.
Punishment for 121. If any person shall obstruct, fill up or otherwise wilfully Injure the drains injury to drainaRe made for conducting the water from the public roads, or shall encroach upon any of roads, roads by fences or other obstruction, or dig any ditch or drain acrosa any road, and fail to keep such ditch or drain well covered and in good repair for the passage of vehicles over the same, or if any person shall drain any water into or upon any public road, each and every such person, for every such offense, shall be subject to a fine, for the use of the county, of not less than ten nor more than one hundred dollars.
1878, ch. 404.
New gates acrom 122. It shall not be lawful for any person to erect a gate upon or across any public roads, public road in Calvert county where there is not now a gate already erected: and any person violating the provisions of this section shall, upon conviction thereof before a justice of the peace for Calvert county, be adjudged guilty of a misdemeanor, and be fined not more than fifty nor less than ten dollars, which fine shall be collected as other small debts are, and shall be paid to the county commissioners.
1880, ch. 305.
Gates across public 123. It shall not be lawful for any person to erect or keep any gate on or across roads forbidden, jy public road in Calvert county; and any person violating this section shall, on conviction thereof before a Justice of the peace, be adjudged guilty of a misdemeanor, and be fined not less than twenty -five nor more than fifty dollars, which fine shall be collected as other small debts are, and one-half be paid to the informer and the other half to the county commissioners.
Ibid.
Removal of gates. 124. It shall be the duty of the road supervisors to remove from the public roads
in their respective districts or sections in said county, all and any gate or gates which they shall find thereon in violation of the provisions of the two preceding sections; any road supervisor or road contractor failing to remove any such gate or gates, shall
Makyl.Vnd Gkoumucal Survey
on coDTlction tbeieof before a Justice of the peace, be adjudged guilty of a nilsdemeanor, and be fined not more tbuu twenty nor leas than ten dollars, one-half thereof to be paid to the informer and the other half to be paid to the county commissioners.
1882, ch. 141.
124 A. It shall be the duty of each of the road commissioners of Calvert county, Examination on or before the first day of April in each and every year, to examine the bridges bridges. In his election district and ascertain what amount of money will be necessary to build or repair the bridges in such district and if in his Judgment the amount required shall amount to two hundred dollars or more in either district, it shall be the duty of the board of road commissioners to notify the board of county commissioners, on or before the annual levy in each year, of said amount, whereupon the board of county commissioners shall cause to be levied said estimated amount over and above the amount authorized to be levied annually for the building and repairing of the public roads of said county.
Ibid.
by contract.
124 B. All bridges to he built or repaired whose cost shall exceed fifty dollars shall Bridges to be be built or repaired by contract and the road commissioners shall advertise in at least 5y.*!l5?ilf'***' one newspaper published in said county for two successive weeks, setting forth the place where said bridge is to be built or repaired, with specifications of the plans or materials and that sealed proposals for building or repairing said bridge will be received until a day and hour named in said advertisement.
Ibid.
124 C. Upon the day and hour named for closing of the bids for the building or Award of contract, repairing of said bridge, the board of road commissioners shall, in the presence of nt least one county commissioner of said county, open said sealed proposals, if there he any such proposals, and the contract shall be awarded to the lowest bidders who In the opinion of the road commissioners shall be qualified to build or repair such bridge; and the contractor shall be required to enter into bond with approved security, double the amount of the contract conditioned for its faithful performance, but in the event that there be no such proposals submitted then the road commissioners, as a body, shall have power to contract in the name of the said county with any one possessing the proper qualifications and ability, subject to the provisions of this Act.
Ibid.
124 D. "When a contractor shall notify the road commissioners of the election inspection of work, district wherein the said work shall have been done, that the bridge is finished, he shall inspect the work, and If In his Judgment It has been constructed according to the contract and specifications, he shall take the same from the hands of the contractor, and open it for public travel; and then, and not before, the contractor shall be entitled to receive the last instalment due thtreon.
Ibid.
124 E. It shall be the duty of the lond supervisors to keep In repair and build all Road supervisors' bridges the cost of which shall not exceed the sum of fifty dollars. duties.
Ibid.
124 F. It shall be the duty of the lond commissioners to divide the amount levied Distribution of by the county commlKsloners for the repairing the public roads into three equal parts, road-taxes. one of which parts shall be used in each election district of said county.
Ibid.
124 G. No public road in Calvert county shall be opened or altered except Authority to by and with the approval and consent of the road commissioners of said county, change roads. who are hereby authorized and emiK)were to sit with the count}' commissioners of said county at the hearing of all applications for the opening and altering of said public road.
Tue Rovd-Laws Of Maryla>'D
(1888), art. VI.
Caroline County.
1886, ch. 219.
County Com- 54. They are authorized and directed to appropriate anDually, and pay oyer to miadonera. the town commissioners of the several incorporated towns In the county, a sum of Money paid money in their Judgment sufficient to acsist in Improying and repairing the roadto towns. of said towns.
1870, ch. 479.
Goiitrol of rottdfl. 205. The county commissioners of Caroline, Talbot and Wicomico oonntles are
authorised and empowered to control pcd regulate the public roads in said counties.
(1860), art. 6, sec. 152.
Leyy for roads. 206. The county commissioners shall annually levy upon the assessable property of the county such sum of money as they may ascertain from the superrisors of roads in the county to be probably necessary for the repair of roads therein.
Ibid. sec. 158.
Notiflcation for 207. Each supervisor shall call on the taxable persons of his district who are
working on the actually chargeable with taxe, and none other (except as hereinafter provided), at
' least two days before he intends woiking on said roads, exclusive of the day of
notice and day of meeting, and notify them of his Intention and the time and place
of meeting to work on the roads, what utensils and Implements they must bring,
with carts and teams if necessary.
Ibid. sec. 154.
Persons liable 208. The persons so notified shall furnish one-half of their able-bodied male hands for service, (if required), except in timo of wheat harvest, not under eighteen nor over fifty years of age, and also such utensils and teams as they have and may be required by the super\'isor, under the penalty of one dollar for each hand and each team they may be required and shall fail to furnish, to be recovered by the supervisor, in the name of the State, before a justice of the peace as small debts are recoverable.
Ibid. sec. 155.
Excuses. 209. The Justice of the peace, at the hearing of each case ro brought by the supervisor, may, In his discretion, sillow reasonable excuses for such failure.
Ibid. sec. 156.
Hire of laborers. 210. All sums of money recovered by the supervisor under this subtitle shall be appropriated by him to the employment of hands to supply the deficiency of labor occasioned by such delinquencies, in which case, but in no other, the supervisors may employ persons not taxable.
Ibid. sec. 157.
Use of supervisor's 211. No supervisor shall employ more than half of his own able-bodied hands at own men. jy time, nor at any other time than when he calls on the taxable of his district, except to repair bridges or remove accidental obstructions from the roads.
Ibid. sec. 158.
Rate of 212. The following shall be the rates of compensation for labor on the public corapensation. roads, to wit: for every able-bodied hand, the sum of seventy-five cents per day; for everj' cart and team, the sum of one dollar per day.
Ibid. sec. 159.
.Supervisors' 21.3. The supervisors shall annually rtturn to the county commissioners a true accounts, account of all work done on the ronds, and by whom done, in order that persons who have labored thereon may be credited by them in the county charges.
Maryland Geological Suevey 39
1800, art. 6, sec. 161.
214. If any person shall alter, change, obstruct or encroach upon any road In Injury to roads. Caroline county, or cut down, destroy or purposely injure any bridge or causeway,
he shall on conviction thereof in the circuit court, be fined in the discretion of the court in a snm not exceeding fifty dollars, to be applied to the use of the county.
1870, ch. 7.
215. In all cases when new Toads are laid down In Caroline county, or dlrlding Gates, in any part of said county from adjoining counties, there shall be no gates allowed
on said new roads, nor shall any gates be allowed on any of the public roads of the county.
1898. ch. 243.
The county commissioners of Caroline county may, in their discretion, establish Broad tires, rules and regulations creating rewards and premiums to be paid or given to those citizens of said county who will use wide tires upon the vehicles driven upon the road of said county, or equip their vehicles with wide tires; and said commissioners shall have the power to establish by said rules and regulations the width of the tires which will entitle the owners of the vehicles to receive the premiums and rewards which may be established by the county commissioners under the authority of this Act.
1888, art. Vn.
CABROLL COUNTY. 1872, ch. le. 1874, ch. 10.
19. The county commissioners are authorized and empowered to subscribe to the Subscriptions to capital stock of any turnpike company, already organized or hereafter to be organ- stock in turnpike ized in said county, in the name and for the benefit of said county, a sum of money
not to exceed in any case four hundred dollars for each mile of road that may be made in said county, and a sum of money not to exceed four hundred dollars for each mile of turnpike made and completed by any company hereafter to be organized.
Ibid.
20. They are authorized and empowered to issue the bonds of said county, or 'ounty bonds certificates of indebtedness to the amount of stock so subscribed, and negotiate said gubfiJIiKiJl* bonds or certificates of IndebtedriOss upon the most favorable terms; provided, such
bonds shall not be sold at less than par; and the county commissioners are authorized to levy upon the assessable property of the county an amount sufficient to pay the annual Interest upon said bonds, and the principal at maturity.
Ibid.
21. They shall be entitled to be represouted in all meetings of stockholders, and Vote as shall vote In all elections of directors In all of said companies. In proportion to the J'tockholders. stock held by them in said companies, respectively.
1862, ch. 216.
134. The county commissioners are authorized, in their discretion, to resurvey and Keflurvey of roads, mark and bound the public roads in said county, when and where they may deem
such resurvey necessary and expedient.
Ibid.
135. Whenever the said commissioners shall deem it expedient that any of the Method of public roads in said county shall l)e resurvoyed, they shall appoint three persons proc'dure. not Interested, nor hokliuK lands through which said road may pass; and the persons
so appointed, or a majority of them, after giving thirty days' public notice thereof, shall meet on the premises and nsurvey and mark and bound such public road, according to the best evidence they can obtain of the location thereof, cither by
The Road-Laws Of Maryland
examination of witnesses, or by reference to fonrer surveys, or by personal Inspection of such road; and in the absence of other sufficient and satisfactory evidence, the said persons so appointed as aforesaid are authorized to adopt the center of such road as the center thereof acccoiding to Its true location, and to mark and bound such road accordingly, giving it the propar width to which It may be entitled, being not less than thirty feet in any case; and they shall make and return to the said county commissioners a plat of such road, with a full report of their proceedings under their hands.
1862, ch. 216.
Examiners* oath. 136. The said examiners, before they proceed to act, shall take an oath to execute
the trust reposed In them by the commissions issued to them, faithfully and without favor, affection or partiality; which oath shall be endorsed on the commission and return.
Ibid.
ConamiRsionera' 137. After the expiration of ten days from the return of the examiners, the county judgment, commissioners, after hearing and considering any objection that may be made, shall proceed to pass judgment thereon, and affirm or reject the same, or order it to be amended, in their discretion, and may continue over their proceedings to their next meeting, and so from time to time, so long as they shall in their judgment think such continuance necessary for the purposes of justice; and the final judgment of said commissioners, or of the judgment of the circuit court in the event of an appeal by any person Interested in relation to such road, and the plat thereof as confirmed Record, by said judgment, shall be recorded among the land records of said county by the clerk of the circuit court in a separate book, to be by him provided for that purpose; and for such recording, the said clerk shall be entitled to charge and be paid by the county commissioners, according to the rate for recording such matters, authorized by law; and the resurvey of such road as established and confirmed by the judgment of the county commissioners, or of the circuit court In the event of an appeal, or certified copies of the record thereof shall be taken and received as full and sufficient evidence of the true location of said roads.
1882, ch. 444.
Obstruction tot 138. It shall not be lawful for any person in Carroll county to erect buildings or contemplated to fence in gardens or burial grounds, obstructing any contemplated county road, coun ry roa s. road has been petitioned for by citizens of Carroll county, until the application has been refused by the county commissioners.
1806, ch. 75.
Road commis- 130. The county commissioners of Carroll county shall. In the month of March, sioners. in each and every year after the passage of this act, appoint three road commissioners in each election district of said county, except in the thirteenth election district of said county. In which district but one road commissioner shall be appointed, who shall be qualified voters and taxpayers in said respective election districts, and who shall have been bona fide residents of the county for at least two years prior to his appointment and in the district where three road commissioners shall be appointed, two of said comma.ssloners shall be selected from the dominant political party In the county and one from the minority party.
Oath of office.
1802, ch. 164.
140. Within twenty days after their appointment, or as soon thereafter as may be, the said road commlsnloners for each election district shall take the oath of office prescribed by the constitution before the clerk of the Circuit Court, and shall organize by electing one of their number chairman; two shall constitute a quorum for the tran.sactlon of business; when so organized they shall have full control ot the construction, and repair of the public roads and the small bridges not costing over one hundred dollars apiece In their respective districts and shall have full power to determine and fix the rate of a special tax to be levied as herelrafter provided, for the construction and maintenance of such roads and bridges as are wholly within
Maryland Geological Survey 41
the limits of their respective districts, and to co-operate [with] the road commissioners of adjoining districts in the construction and maintenance of joint bridges between said districts.
1802. ch. 1.
141. Said road commissioners, or a majority of them, shall have power to appoint Road supenrisora. for their respective districts as many road supervisors as they may deem advisable
for the proper maintenance of the roads and bridges, as aforesaid, In said districts, and to remove the same and to appoint others in their discretion, provided, that in api>olntIng such siipervlnors preference shall be given to persons through whose lands the roads are located, they shall direct said supervisors in the work of constructing, repairing and maintaining the roads and bridges under their supervision, and fix the price of labor and material thereon.
Ibid.
142. Said road commissIoLers. or a majority of them in each district, shall have Special tax. pow€r to, and shall determine and fix the rate of a special tax to be levied on all assessable property In said district, not to exceed the sum of twenty cents on evci'y
one hundred dollars valuation, for the construction and maintenance of said roads and bridges in gald district, and due proportion of the Joint bridges between said district and adjoining district, and shall report the rate so determined and fixed to the county commissioners on or before the first day of May in each and ever}- year; taxes, at rates so reported for the various districts, shall be levied by the county commissioners when county taxes are levied, annually, and collected by the county tax collectors as county taxes are collc'cted and under the same provisions of law, and shall be paid by said collectors to the county treasurer, who shall keep an account of the receipts and disbursem3uts thereof for each district separate from all other accounts. In books prepared for the purpose, and shall publish an annual statement thereof for each district, along with the annual statement which the county commissioners are by law to publish.
1806, ch. 75.
143. Each of the said road commissioners shall receive for his services compensa- Compensation of tlon at the rate of two and one-half dollars per day; provided, however, that no one Road Commisof them shall receive more than fifty dollars per annum, except In the thirteenth
election district, in which district the road commissioner shall receive annually seventy -five dollars; and the entire cost of the construction and maintenance of the roads and bridges In any district and a proportionate share of the joint bridges between said district and adjoining districts, under the provisions of this act. including the per diem of the road commissioners for said district, shall be paid out of the special tax levied and collected In said district, and no part thereof shall be paid by the county commissioners out of the levy for county purposes; the county treasurer shall make regular payment on vouchers certified and approved by the road commissioners, or a majority of them, in districts where there are three, and In the thirteenth election district by the road commissioners for said district, and shall carefully preserve said vouchers and no payment shall be made without such certification and approval.
18f>2, ch. 164.
144. Nothing in this act shall be construed to Impair or abridge the general Control of
control over the proi>erty owned by the county, and over county roads and bridges, property,
rottus, etc now vested by law In the county commissioners except as therein specifically pro-
vided. or their power to resurvey and mark and bound the public roads In said
county and to lay out new roads, or the method of doing the same; and In case of
disagreement In reference to the duties of said road commissioners or appeal from
any order or decision made by them, the county commls.sIoners shall be the Judges of
what Is right and their decision shall be fiial.
1886. ch. 283.
140 [o. 8.]. It shall be the duty of the county survej'or of Carroll county to survey Duties of county all public roads to be hereafter opened, altered or changed, and to make a plat and surveyors. certificate of survey for the use of the examiners appointed by the county commls-
The Road-Laws Of Maryland
frioners to open, alter or change any Buch public road in said county; and the county commissioners shall not, nor shall said examiners, appoint or direct any other anr- Teyor than the said county surveyor to make said survey and plat, unless the said county surveyor shall, from sickness or any other cause, fail or refuse to make said survey and plat within a reasonable time after being requested by the commissioners or examiners to make said survey and plat; in which event either the commissioners or examiners may appoint some competent person to make said survey and plat
1886, ch. 283.
CompenBatlon. 141 [o. s.]. The compensation of the county surveyor for said services shall be four dollars a day for each and every day so engaged, and three dollars additional for making a plat and report to the examiners, the same to be paid by the county commissioners.
(1888), art VHL
CECIL COUNTY. 1804, ch. 387.
Supervision of 106 B. And for the purpose of supei vision of the public roads therein. Cecil county public roads, giiaji \yQ divided Into three commissioners' districts as follows: The first, second and third election districts shall compose the first conmiissloner's district; the fourth, fifth and ninth election districts shall compose the second commissioner's district, and the sixth, seventh and eighth election districts shall compose the third commissioner's district; nnd the commissioner residing in the said commissioner's district. If any, shall have supervision of the public roads within the same.
(1860). art 8, sec. 175.
Gates. 307. No gates shall remain or be erected on any public road in Cecil county, without an application by petition to the county commissioners who may authorize them to be erected, in their discretion, but only in the first election district of the county.
Removal of gates.
Ibid. sec. 176.
308. If the county commissioners shall become satisfied that any gate which they have authorized to be erected is unmvessary, thoy shall give sixty days' public notice to the person who erected the same to remove It, after which time, If the gate be not removed by said person, he shall forfeit and pay a sum of twenty-five dollars for every gate not removed, and an additional fine of one dollar per day for every day said gate shall remain after the expiration of the sixty days' notice.
1884, ch. 45.
Drainage Into a 319. It shall be unlawful for any land owner to drain water from his lands into
public road or upon any public road, and the person so offending shall be liable to indictment
unlawful, y. grand Jury, and upon conviction shall be flLcd not less than ten nor more
than one hundred dollars; said fine to be paid Into the county treasury to the credit
of road and bridge account; and if. in the construction and repair of public roads.
It be necessary for the proper drainage of said roads to let off the water therefrom
upon the adjoining lands, the county commissioners shall award to the owner ot
Damages for said lands reasonable compensation for the privilege, and shall construct drains
drainage from through such lands so as to prevent the spreading of the water over cultivated fields;
' but nothing contained in this subtitle of this article shall be so construed as to
apply to the natural course of water from the public roads into and upon adjoining
lands or from siiid lands into and upon the roads.
Ibid.
Injury to drains 320. It shall be unlawful for any one to obstruct, fill up or otherwise Injure the
and ditches or drains made for conducting water from the public roads, or the ditches on the sides
e obstrucum roads, or to obstruct cny road by moving fences out upon the same, or
placing other obstructions thereon, or to dig any ditch or drain across any road,
without first having procured an order from the ccunty commissioners to do so,
Makylaxd Geological Survey 43
and to neglect to keep such ditch or drain well covered and in good repair for the passage of vehicles over the same; and all persons so offending shall upon conviction be fined not less than ten nor more than one hundred dollars, said fine to be paid into the county treasury to the credit of the road and bridge account; and when any unlawful obstruction or Injury to a public road shall be reported to the road commissioner, in whose road district the same is located, he shall forthwith remove said obstruction, or repair said injury, at the cost of the person causing the same; and If such person shall refuse to pay the cost to the road commissioner, the county commissioners shall pay the same and institute suit at once against him to recover said costs.
1884, ch. 45.
321. Whenever any doubt may exist as to the proper location or width of any Survey of a road. road, the county commissioners may cause the same to be surveyed, and in their discretion make such alterations as the convenience of the public may require, and may compensate any owner of land along said road who may be entitled to compensation in consequence of said alterations.
(1888), art, IX.
CHARLES COrXl'Y.
1808, ch. 2S4.
157. It shall be the duty of the county commissioners to provide for the repairs of Levy for roads, all the public roads and bridges of the county, and for that purpose they shall levy upon the assessable property of the county, and pay the expenditures for such repairs, and all incidental expenses arising therefrom; provided, however, they shall not expend for such purpose in any one year more than the sum of ten thousand dollars; and they shall dlvlie the county Into road districts, and the roads Into sections and appoint supervisors over the same not exceeding nine In number, who shall receive Road districts and one dollar and fifty cents a day for every day actually spent In the performance supervisors. of their duties as such supervisors, the account of which they shall itemize and swear to before the county commissioners, and shall be paid monthly therefor; said supervisors to hold their offices for the term of one year, ond until their successors are appointed, and to give bond as set forth and required in section one hundred and fifty-nine of this Article, and It shall be the diUy of said supervisors to keep In repair the roads and bridges of the county, under the direction and regulation of the county commissioners. For any neglect of duty they shall be subject to removol from office, and to deduction from their compensation by the county commissioners, and for that or ony other malfeasance in office they shall be also liable to indictment in the circuit court for said county; provided, further, however, that whenever, In their Judgment and discretion, the said county commissioners shall find it necessary to open up and construct any new road said county, and that the fund hereinbefore provided Construction of for shall not be sufficient for the same, they may levy such amounts as, In their Judg- roads, nient, may be sufficient for the said new road; provided, that said new road shall not be less than three miles in length, and the amount to be levied for such now road or roads shall In no event be more than twenty-five hundred dollars In any one year; and provided, further, for the opening and construction of such new road or new roads as aforesaid, the said county coHimissIoners may make provision by the appointment of a special supervisor and lalwrers. and if they shall deem it best for the Interest of the county, or by contract, or by the supervisor or supervisors of the road district or districts in which the sold new road may lie. And the commissioners are hereby authorized whenever in their Judgment there may be special and urgent reasons therefor, to require and order a road supervisor of one district, and the laborers under him, to perform work In another district or other districts of said county.
1.S80, ch. 104.
158. The wages allowed for the payment of laborers hired to work on said roads Wages for laborers, shall not exceed one dollar per day; and it shall be the duty of the county commissioners to provide for the payment of said laborers within one month after said work has been rendered.
Tue Roai>-Laws Of Maryland
1874, ch. 403.
Permanent corps iriO. The coanty commissioners. If In their discretion they deem It expedient, of laborers, may make provision for the employment of one or more permanent corps of laborers, not exceeding nine corps for the county, for the repair of the roads and bridges In the county, under the supervision of officer of sufficient skill and experience for the puri)ose; and they shall rei]ulre any officer appointed for such purpose to give bond In such penalty and with such security as they may fix and approve, and with such conditions as they may prescribe In regard to the duties to be performed, the use, safe keeping, due return of all property placed in his charge, and the proper disposal of all moneys coming into his hands for road purposes.
1870, ch. 294.
Draining on 160. If In the construction and repair of the public roads of the county it be adjoining lands, necessary for their proper drainage, It shall be lawful for the supervisors or other road officers of the county to let off the water therefrom upon the adjoining lands, at sucli places as may be proper and necessary; provided. It shall be done with as little Injury as po.>slble to the owners of said lands, and provided the drains through such lands be continued so as to prevent the spreading of the water so let off the roads over cultivated fields.
1892, ch. 698.
License to haul 160 A, It shall be lawful for the county commissioners of Charles county In tht*lr timber, discretion to require all persons who may engage in hauling heavy timber (not cord wood) in Charles county, for commercial purposes, between the first day of December of any year and the first day of Maj- following, to pay a license not excteding the sum of five dollars per month; and if the said license shall be imposed, all money derived therefrom shall be applied to the county road-fund.
Injury to drains.
Ibid.
Penalty. 160 B. If the county commissioners should Impose such a license any person neglecting or refusing to procure the same shall be subject to a fine of not less than five dollars nor more than one hundred dollars in the discretion of the court trying the case, said flue to be collected as other fines and forfeitures.
1870, ch. 294.
161. If any person shall obstruct, fill up or otherwise wilfully injure the drains made for conducting the water from the public roads, or shall encroach upon any public roads by fences or other obstructions, or dig any ditch or drain across any road, and fall to keep such ditch or drain well covered and In good repair for the passage of vehicles over the same, or if any person shall drain any water Into or upon any public road, each and every such person, tor every such offense, shall be subject to a fine for the use of the county, of not less than ten nor more than one hundred dollars.
1878, ch. 324.
Gates. 162. It shall not be lawful for any person, with or without the consent of the
county commissioners, to erect, have or keep any gate upon the public roads of Charles county, and the rond supei visors of suld county shall cause all gates to be removed therefrom In their respective districts.
1876, ch. 291.
Interference with 163. Any person who shall in any way or manner hinder, molest, obstruct or supervisor, (jiturb any supervisor In the performance of the duties required of him under the provisions of the receding section, shall be deemed guilty of a misdenieaner, and be liable to presentment an<l indictment by the grand Jury, and shall on conviction thereof In a court of law, be fined In the sum not less than twenty-five dollars or more than one hundred dollars, and be imprisoned in the county Jail not less than thirty days nor more than ninety days, or both, In the discretion of the court before which he shall be tried and convicted; the said fine to be applied to the road fuud of the count}'.
Maryland Geological Survey 45
1876, ch. 291.
164. Anj supervtsor who shall fall or neglect to perform the duties uoder section Negligence of 162, shall be guilty of a misdemeanor, and be liable to presentment and indictment by supervisor; the grand jury, and on conviction in a court of law, shall be fined not less than fifty dollars nor more than one hundred dollars, in the discretion of the court; said
fine to be applied to said road fund.
1878, ch. 123. 1880, ch. 344.
165. The road running -from Glymont, through Cornwallls's neck, to the mouth Exceptions to of Mattaworaan creek, in Charles county, and the road leading from the public road section 182. from New Port to Budd's creek, in Charles county, through the lands of John L.
Budd to the Wicomico river, are excepted from the provisions of section 102.
(1888), art. X.
DORCHESTER COUNTY. 1896, ch. 85.
267. The county commissioners of Dorchester county are hereby authorized, em- Tax for roads, powered and required to levy a tax upon the assessable property in said county, and collect it from the taxpayers therein, an amount they may deem necessary, not to exceed ten thousand dollars ($10,000), which shall be applied, or so much thereof as may be necessary, for repairing and improving the public roads and bridges, and for opening new roads in the said county. The funds so acquired for appropriations by the county commissioners, shall be proportionately expended in the several election districts of the county where exigencies most require to keep the roads in the best possible condition for public travel and use. The said county conmilssioners shall hare entire management and control over all repairs and improvements to be made on the public roads and bridges thereon throughout the county, and may adopt any method which in their judgment will give the greatest benefits to the public for the money expended. They may contract to the lowest responsible bidder for any or all bridge materials and work, repairs of roads and building new roads; and such contractors, as well as any other persons who may be autborixed to do this said work, shall be designated and known as road supervisors.
Ibid.
208. The county commissioners are authorized to use any part of the money so Purchase of levied for roads to purchase oyster-shells; and whenever the residents along any main oyster-shells, public road may bind themselves to transport, haul and spread shells upon such road, the commissioners shall purchase and pay for such oyster-shells, and the work embraced in this section, together with all other work done upon the county road, shall be under the direction and supervision of the said county commissioners.
1878, ch. 477.
273. The supervisor may, as often as necessary, take and remove any stone. Material for gravel or earth which may be found on any lands adjoining the public roads and use repairs; how the same in repairing roads; and may cut down any trees growing on any lands next adjacent to places where bridges may be necessary, and apply the same to the making or repairing of such bridges or causeways; provided, that when private property
IS used f'>r making or repairing bridges or roads, the owner shall be paid by the county commissioners the customary price for such timber, plank, earth or other materials.
Ibid.
274. The supervisors may hire and employ carts and teams for carrying and Hire of carts removing all such stones, dirt. gi*avel and timber as may be deemed necessary for *"d teams, repairing roads and bridges, and the cost of such carts and teams shall be levied
upon the county.
46 The Koad-Laws Of Maryland
1878, ch. 477.
Repairs to bridges 276. All bridges properly built or repaired, which shall be broken down by timber h avv"ae carts or wagons heavily loaded, or by carts, shall immediately be substantially repaired by the owner of said carts or wagons; and if said owner neglects or refuses to repair such bridges he shall be responsible to any individual for all damages sustained by him by reason of the broken bridge, and for all costs which the road supervisor may expend in repairing them, to be collected before a Justice of the peace as small debts are collected.
1802. ch. 481.
System of drainage 277. The board of county commissioners be and they are hereby authorized and imDroraiSft SDPowered to adopt, if in their Judgment they think it necessary and proper so to do, a scientific and thorough system of drainage and general improvement for the public county roads of Dorch?8ter county; whenever the same may be needed to accomplish this purpose the said board are authorized and empowered to engage the Engineer, services of a competent sui-vcyor and engineer who shall have charge of and superintend such drainage and improvements as shall be adopted; it shall be the duty of such survej'or and engineer on complaint of three or more citizens and taxpayers of the county to go over, examine and report to the board of county commissioners what If any drainage or other improvement Is necessary for the board complained of together with an estimate of the cost of doing the same; and if in the Judgment of said board, after receiving said report and estimates, said drainage shall be necessary, the said board shall order the said sui-veyor and engineer to proceed to lay off such ditch or ditches may be necessary and outlets for the same to some creek or branch which may be a natural drain with ascertained depths and widths for the complete and perfect drainage of the same and to advertise and let out the cutting, widening and cleaning out of such ditch or making other improvements on the same to the lowest bidder for cash, the terms and character of such advertising to be such as may be adopted by said board; It shall be the duty of such surveyor and engineer to supervise the cutting or cleaning of such ditch or ditches and other Improvements, and no ditch or ditches or other improvements shall be received or paid for until after the same has been examined and reported by said surveyor and engineer to be perfect and In all respects to conform to the requirements of the contract for cutting or making the same and the drainage and other Improvements of such road, completely effected, and the said board of county commissioners shall have such power and authority to condemn outlets for such drainage through private property as is now or hereafter may be conferred hy the Code of Public General Laws of the State of Maryland for condemning public highways, and the said board are authorized to allow and pay said surveyor and engineer for his services four dollars per day for every day he may be actually engaged in such service for the county.
Ibid.
Bonds. 277 A. In order to procure the money or moneys necessary to adopt such system of drainage and improvement of the public road as provided for in the foregoing section, the board of county commissioners are hereby authorized and empowered to issue from time to time and put upon the market bonds to be denominated Dorchester county road bonds for an amount not exceeding fifty thousand dollars in the aggregate, which bonds shall be issued in amounts of not less than one hundred dollars for each bond, payable in fifty years from the date thereof, and bearing interest at the rate of four per cent per annum, the interest to be provided for by levy on the assessable property of the county each year after the same or any part thereof have been issued and disposed of; said bonds shall not be subject to taxation for State, county and municipal purposes, and after twenty years from the date of said bonds the said board of county commissioners shall make provision by levy annually for such amount as may be necessary to meet and pay the principal of said bonds at their maturity.
1878, ch. 477.
Nefirli&rence of supervisors; supervisor who shall fail in the performance of any of his duties, shall
penalty, be deemed guilty of a misdemeanor; and any person damaged or delayed on account
Maryland Gkolooical Survey 47
of the bad or dangerous condition of the roads may report the same, nnder oath, to a Justice of the peace of the election district in which he Is superrisor, and the justice to whom such report is made sh&Il issue his warrant in the name of the State for such supervisor so reported, to be directed to some constable of the district, directing him to bring such supervisor before him for trial; and if, upon trial. It shall appear that such public roads over which he is supervisor are in a bad or dangerous condition, owing to his neglect of any of the duties prescribed in this subtitle of this article, and such neglect was not caused by sickness of himself or family, then the justice of the peace shall fine the supervisor not less than five dollars nor more than ten dollars and costs; provided, that in all cases when fines shall be imposed under this section, any supervisor feeling himself aggrieved may appeal to the circuit court, as in other cases, provided he shall, within ten days, enter into bond with security, for fifty dollars, to prosecute his appeal with effect.
1878, ch. 477.
270. Each of the five county commissioners shall be and act as general road Duties of county supervisor of the commissioner district from which he has been elected, or to which commissioners, he shall be assigned by his co-commissioners, and shall have special supervision of the acts, duties and accounts of the road supervisors appointed in his said district by the county commissioners, as is now or hereafter may be provided by law; it shall be his duty to inspect the roads in his said commissioner district and report the condition thereof to the board of county commissioners for their action in the premises; no road bill from his district shall be passed by the county cQmmissloners until he shall have examined and reported on the same; it shall be his duty to notify the several road supervisors of his district of such needed work upon their respective roads as comes to his knowledge, and to report for the action of the grand jury any gross neglect of said road supervisors, and such obstructions to public travel, and road nuisances, as come to his notice; and for every day that he may be actually engaged in the inspection of the roads of his district he shall be entitled to charge the same on his account as county commissioner; always provided, that his entire compensation as county commissioner shall not exceed the sum of two hundred dollars per annum.
(1888), art. XI.
Frederick County.
1880, ch. 47.
ftt. It shall not be lawful for any person to afllx any flood-gate, water-rack, fence Flood-mtes or or obstruction of any kind to the free flow of water to any county bridge in Frederick other obstructions county, or to place any flood-gate, water-rack, fence or obstruction of any kind to brfdM*" the free flow of water against any such bridge; and the road supervisors of said county are authorized and required to remove any flood-gate, water-rack, fence or obstruction of any kind to the free flow of water, that is, or may be affixed to or placed against any county bridge in said county.
1870, ch. 2. 1872, ch. 13.
85. Whenever three-fifths of the capital stock of any turnpike company In Frederick Subscription for county, chartered and organized between the first day of January, 1868, and the certain fourth day of April, 1888, or to be hereafter organized, shall have been subscribed companies for and taken by responsible bona fide stockholders, the county commissioners of said county are authorized and empowered to subscribe for such portion of the remaining two-fifths of the said capital stock as they, in their discretion, may deem proper, in the name and for the benefit of said county, and shall be entitled to be represented at all meetings of the stockholders of said company by the county commissioners for the time being, or by such person as may be duly authorized by them; provided, said road or roads so subscribed to shall be graded for a width of twenty feet, fourteen of which shall be covered with stone, of an average depth of nine inches.
48 The Road-Laws Of Maryland
1870, ch. 2. 1872. eh. 13.
Issue of county 86. They are authorized to Issue the bonds of the county to the amount of the
bonds for aame. stock so subscribed, and to negotiate said bonds upon the most favorable terms:
provided, they shall not be sold for less than par; and they are authorised to levy
upon the assessable property of the county an amount sufficient to pay the annual
interest upon said bonds, and the principal at maturity.
1872, ch. 118.
Limitations on H7. They shall not be authorized to issue any bonds or credit of the county, or preceding, subscribe to any turnpike company, as authorized by the preceding section, until the board of stockholders of said company shall first have filed a statement under oath, in the offloe of said commissioners, that the total amount of three-fifths, subscribed for by private stockholders of said company, as provided by said section, has been fully and entirely paid up.
1888, ch. 211.
Subscription for 92. Whenever two-fifths of the capital stock of any turnpike company in Fre<lerlck stock in county, chartered and organized after the fourth day of April. 1888, shall have been companies! subscribed for and taken by reeponslble bona fide stockholders, the county commissioners of said county are authorized and empowered to subscribe for such portion of the remaining three-fifths of the said capital stock as they, in their discretion, may deem proper, in the name and for the benefit of said county, and shall be entitled to be represented, at all the meetings of the stockholders of said company, by the county commissioners for the time being, or by such persons as may be duly authorized by them; provided, said roads so subscribed to shall be graded for a width of twenty feet, fourteen of which shall be covered with stone of an average depth of nine inches; provided, al30, that In accordance with the provisions of article throe, section fifty-four, of the constitution, this and the succeeding section shall be published in the newspapers printed in said county for two months before the election in 1880 for members of the house of delegates, and shall also be approved by a majority of all the members elected to each house of the general assembly at its session of 1890.
1890, ch. 78.
To sanction Chapter two hundred and eleven of the acts of eighteen hundred and eighty-eight, preceding section, entitled an act to authorize the county commissioners of Frederick county to subscribe to the capital stock of turnpike companies In ha\6 county, having been published two months before the last election for meml)ers of the house of delegates in two newspapers published in said county, in accordance with the provisions of article three, section fifty -five of the constitution of Maryland, is hereby sanctioned and approved.
1888, ch. 211.
Issue of bonds 93. The county commissioners of the said county are authorized to issue the bonds for same. Qf the county to the amount of the stock so subscribed, and to negotiate said bonds upon the most favorable terms; provided, they shall not be sold for less than par. And ihe said couutj' commissioners are authorized to levy, upon the assessable property of the county, an amount sufficient to pay the annual interest upon said bonds, and the principal at maturity.
1888, ch. 470.
Sale of county's 94. When a majority of the directors of any turnpike company, organized and stock, chartered, or to be hereafter organized and chartered in Frederick county, shall so request, the county commissioners of said county, after due notice, not less than two weeks prior to the day of sale, In two newspapers published in Frederick county, one at least of which shall be published in Frederick City, shall proceed to sell at the court-house in Frederick City, at public auction, for cash, the capital stock owned and held by said county in the turnpike company so making the request; provided, that no part of said capital stock shall be sold for less than par. and that no more than ten shares of said capital stock shall be offered and sold under one bid.
Maeyland Ofx)Logical Survey 49
1872, ch. 86.
()5. The county collector at the time of making his final settlement, as such Dispoflal of money collector, with the county commissioners, shall return on oath to the said county collected by commissioners a full and particular list of all persons entitled to sums of money appropria ted for his use and not paid over during his term of office, and the amount of money so appropriated to each person; and it shall be the duty of the county com missioners to publish, In at least one newspaper published in said county, a list of such appropriations made and not paid over, with the names of the persons entitled to such appropriations and the amounts appropriated and due; and In case the person to whom such appropriations ate payable shall not, within two mouths from the date of such publication, demand from the collector the amount appropriated to him. It shall be the duty of said collector to pay over to the county commissioners the sum of money not paid over to the person entitled to the same, and the same shall be kept by the county commissioners subject to the order of the person entitled thereto; and in case the said collector shall fail, neglect or refuse to pay over such unpaid appropriations, on demand made by the county commissioners, then it shall be the duty of the county commissioners to institute suit on the bond of such collector, and to assign generally the breach that said collector has failed or refused to pay over to the county commissioners the balance In his hands as such collector under this section.
1882, ch. 426.
96 A. In all cases in which petitions are filed for the opening, altering or closing Procedure for of public roads In Frederick county, under the provisions of article twenty-five, of the changing a road. CkMle of Public General Laws, the county commissioners shall first determine whether the public convenience requires the opening, altering or closing of the public road as petitioned for, and to that end may visit In a body or by a committee of their own number appointed for that purpose, the locality in which it is proposed to open, alter or close such public road and ascertain the required conveniences of the community through which it is proposed such new, altered or closed road shall run, and if they shall be of opinion that the public convenience of such community does require the opening of a new road, or the altering or closing of an old road, as the case may be, but that such convenience would be better served by the adoption of a different location than that mentioned In the petition, they shall so determine and shall cause a survey and plat of the proposed new road or alteration to be mae by a competent surveyor upon such location or route as in their Judgment will best promote the public convenience.
Ibid.
95 B. Whenever the county commissioners shall decide that it Is expedient that a Right of way. road be opened or altered as provided in the preceding section, they may contract with the owner or owners of the land through which the said road is intended to run, for the right of way over the land required for the opening or altering of said road, if he, she or they be competent to contract; and in case the said county commissioners shall so contract, they shall cause sild survey and plat to be recorded in the office of the clerk of the circuit court for said county, which said survey and plat shall be referred to in, and shall be a part of said deed or deeds; and the lands so conveyed shall be and become thenceforth the property of the county, in the same manner and to the same extent as the lands of other county roads, and no further, subject to the public's right of way over the same; and the said county commissioners shall also cause such survey and plat to be filed and recorded In their own office, with their other proceedings in connection with such public road.
Ibid.
95 C. It shall be lawful for the said county commissioners of said county to Land for drains, contract for land for drains for county roads or other public use or uses, which said land shall be the property of said county, subject to said use or uses; and the said
county commissioners are authorized, when the county roads cannot be conveniently !
drained by drains along the said county roads, to make the same upon the property outside the limits thereof; and they shall contract for the lands that may be required I
34 !
60 The Roaihlaws Of Maryulnd
for that purpose as before provided; or they may proceed to condemn the lands that may be necessary for the purpose under the provisions of section two hundred and forty-eight to two hundred and fifty-three, both ineluMTe, of article twenty- three of the Code of Public General Laws, title " Corporations/*
1892, ch. 426.
Examiners. 95 D. Whenever the county commissioners, after having determined that the public convenience requires the opening, altering or closing of a public road, and after having determined upon the location which, in their opinion will best promote the public convenience, shall fail for any cause to contract with the owner or owners of the land necessary for such road, or if such owner or owners is or are non compos mentis or under age, they shall appoint three persons as examiners, who shall be freeholders in the county, and not interested in or holding lands through which the road is proposed to be opened or altered, to appraise the damages which the owner or owners of the lands required for said road will sustain by the opening, altering or closing of the same; but the appointment of examiners shall not prevent the said county commissioners at any time thereafter from contracting with the owner as before provided.
Ibid.
Examiners' oath. 05 B. The said examiners, before they proceed to act as such, shall take an oath
to execute the trust reposed in them by the commissioners to them Issued, faithfully and without favor, affection or partiality, which oath shall be endorsed on the oommlaslon and returned therewith; and after taking such oath, they or a majority of them, after giving thirty days' notice to the owner or owners of the lands thioagh which such proposed road is to run, in the manner prescribed in section eighty-four, of article twenty-five, of the Code of Public General Iaws of the State of Maryland, shall meet on the premises and proceed to value and appraise the damages which the owner or owners of such lands will sustain by the opening, altering or closing of such road, and shall make a full report thereof to the said county commissioners.
Ibid.
SectionB Bubsti- 95 T. The foregoing sections, niaety-five A, ninety-five B, ninety-five C, ninety-five tuted for others. D, and ninety-five B, shall be a substitute for and in lieu of sections eighty-six, eighty-seven, eighty-eight, eighty-nine and ninety of article twenty-five of the Code of Public General Laws of the State of Maryland, in so far as said last-named sections apply to Frederick county, but all other sections of said article twenty-five shall bo and remain In full force and effect in Frederick county.
Ibid.
Appeal. G- -AJ person feeling himself aggrieved by any order or determination of the county commissioners of Frederick county, passed or made under the provisions of the preceding sections, shall have the right to appeal therefrom to the Circuit Court for Frederick county, at any time within sixty days from the final order in the premises, as fully as is now allowed by law.
a860), art. U, sec. 266.
Removal of snow. 423. The supervisors of roads in Frederick county shall remove such snow-drifts
as may render the roads impassable for several days.
Ibid. sec. 266.
Ouide-posts. 424. They shall erect and keep up at the expense of the county, at all public crossroads, uud where public roads fork, Indexes or finger-boards pointing to the nearest town, mill or other places where the roads lead, with the names of such places and the distances thereto legibly inscribed thereon.
Ibid. sec. 267.
Fine for injury 425. If any person shall wantonly deface, Injure or pull down any such index or to same, finger-board, he shall forfeit and pay a sum not exceeding five dollars for each
Mabylakd Geological Subvey 51
offense, to be recoTered before a Justice of the peace In the same manner as small debts are recoTerable, one-half to the Informer and the other half to the nse of tiie county.
1876, ch. 40L
426. The county commissioners. In appointing road snperrlsors, shall not appoint Amount of road anj one road supervisor to hare control or superrislon over more than ten miles of public road.
1884. ch. 95.
435. Whenever the county commissioners, under the prorislons of the code of County Merveyors* public general laws of Maryland, relating to county commisstoners and public and prtvate roads, shall appoint examiners to view the premises with a Tiew to locate any public or private road, and said examiners. In pursuance of their duty, shall require the services of a surveyor, such examiner shall notify the surveyor for said county, whose duty it shall be to render the service required by said examiners, either In person or by deputy.
(1888), art. Xn.
GARRETT OOFNTY. 1878, ch. 106.
38. The county commissioners shall direct the supervisors of roads to erect and Guide-potta. keep up at the expense of the county, at all public crossroads and where public roads fork, indexes or finger-boards pointing to the nearest town, mill or other public place to which said roads lead, with the names of the places and distances thereto legibly Inscribed thereon, and the expense thereof shall be levied as other county charges.
1878, ch. 158.
lOB. So much of tbe United States road, commonly known as the National turnpike. Control of the ms passes through Garrett county, is transferred to and placed under the custody, National turnpike. eare and control of the connty commissioners, who are authorlaed and required to assume the custody and control thereof.
1880. ch. 261.
200. They shall annually appoint, at their meeting in January, one or more road Road supervisors, snpervisors for each election district of said county, as in their judgment may be necessary.
a888), art. XIII.
HARFORD COUNTY. (1860), art. 12, sec. 94.
245. The county commissioners are authorized, In their discretion, to resurvey and Resurveys. mark and bound the public roads in Harford county, when and where they may
deem such resurvey necessary and expedient.
Ibid. sec. 95.
246. Whenever they shall deem it expedient that any of the public roads shall Examiners be resurveyed, they shall appoint three persons not Interested or holding lands 'o' through which said road may pass; and the persons so appointed, after giving
thirty days' notice thereof, shall meet on the premises and resui-vey and mark and bound such public road according to tbe best evidence they can obtain of the location thereof, either by examination of witnesses, or by reference to former surveys, or by personal inspection of such road; and in the absence of other sufficient and satisfactory evidence, the examiners are authorized to adopt the center of such road as the center thereof according to its true location, and mark and bound such road accordingly, giving it the proper width to which it may be entitled, being not less than thirty feet in any case; and they shall make and return to the county com-
52 The Road-Laws Of Maryland
missioners a plat of auch road with a full report of their proceedings, under their hands.
(1860), art. 12, aec. 96.
Examiners' oath. 247. The exruniners, before they proceed to act, shall take an oath to execute
the trust reposed in them by the commiEslon issued to them, faithfully and without faTor, affection or partiality, which oath shall be endorsed on the commission and returned therewith.
Ibid. sec. 97.
Judgment of 248. Upon the expiration of ten days from the return of the examiners, the county coromiB- county commissioners, after hearing and considering any objections that may be 'fljuunii. iQide. shall proceed to pass Judgment thereon, and affirm or reject the same, or order it to be amended, in their discretion, and may continue over their firocecdlngs to their next meeting, and so fm time to time, so long as they shall, in their Judgment, think such continuance necessary for the purpose of Justice; and their final Judgment, in relation to such road, and the plat thereof, as confirmed by such Judgment, shall be recorded among the land-records of the county by the clerk of the circuit court in a separate book, to be by him provided for that purpose; and for such recording, the clerk shall be entitled to charge and be paid by the county commissioners, according to the rate for recording such matters authorized by law; and the resurvey of such road as established and confirmed by the Judgment of the county commissioners, or certified copies of the record thereof, shall be taken and received as full and sufficient evidence of the true location of such road.
a888), art. XIV.
Howard County.
1894, ch. 180.
Road uperviaora. 104. The county commissioners shall, if they deem it expedient, on the first
Tuesday in March in each and every year, or within thirty days thereafter, appoint one or more supervisors of roads in each of the road districts of said county, who shall serve one year or until his or their successor or successors shall be appointed.
1870, ch. 142.
Fine for refusal 106. When any person shall refuse to accept the appointment of supervisor, fifty to serve, days after notification thereof, he shall pay a fine of twenty dollars, to be recovered by action of debt before a Justice of the peace, in the name of the county commlasioners, to be appropriated to road purposes within his district; which fine the commissioners may remit upon being satisfied that said person ought not to have been appointed; and they shall have power to remove any supervisor who shall fail in or neglect his duties and to appoint another person in his place.
Ibid.
Duties of road 106. It shall be the duty ot each supervisor to cause all public roads within his supervisors, district to be kept cleared, smooth and in good repair, with suitable drains on each side, so as to afford at all times free, safe and easy passage for wagons and carriages along such roads; to cause bridges and culverts to be made where necessary, and to keep the same in repair; and erect and keep m repair at the forks and crossings,
posts and guide-boards with plain letters for guides, giving the direction and distances to the most noted places to which said roads lead.
Ibid.
Duty of supprvisor 107. Whenever any public road shall be obstructed In any manner, and whenever
in case of serious any bridge or culvert shall be out of repair or dangerous, it shall be the duty of the
obstructions, gypervisor to remove the obstructions and to have the bridges and culverts rebuilt or
repaired; provided, the cost thereof shall not exceed ten dollars; but if the cost
exceed ten dollars, he shall reuort the same to the county commissioners, whose duty
it shall be to immediately cause the obstructions to be removed, or such bridge or
MABrLAND GEOLOGICAL SURVEY
conduit to be rebailt or repaired, as the case may be, either by ordering the supervisor to hire laborers and teams for the purpose, or by making a contract therefor with some lit person; and all moneys required to carry out the provisions of this subtitle of this article shall be paid out of the fnnds of the county, on the order of the commissioners; and all bills of cost for hire of persons or teams, or for other expenses incurred in repairing the public roads, when approved by the county commissioners by endorsement thereon, shall be receivable from the party to whom the same are due, or his assignees in writing, in payment of county taxes due by the lawful holders thereof.
1870. ch. 142.
108. The several supervisors shall make general repairs of the roads within Road repairs, their districts at least twice in each year, once prior to the fifteenth of May and
once prior to the fifteenth of September; and the county commissioners shall fix and regulate, from time to time, the prices to be paid by supervisors for the hire of necessary teams and laborers to execute any work upon said roads required by law.
Ibid.
109. The several supervisors shall report semi-annually, in June and November, Reports of to the county commissioners, the state of the roads within their districts, and the supemaors. expenses incurred by them, the amount of money paid out by them in constructing
and repairing roads, with the vouchers for the same; each supervisor shall be entitled
to receive an annual salary of not exceeding three dollars per day for each day he Compensation.
is actually employed on the roads for the said commlsslonerB, and shall be wholly
exempt, during his time of service, from militia duty, and from service on juries;
and moreover, no supervisor shall be allowed to hire his own carts, teams or laborers
In his own private employment, for any service on said public roads.
Ibid.
110. In addition to the proper proportion of the general road tax levied for Tivy of special ordinary expenses of roads and bridges within the county, the county commissioners
shall have power, in their discretion, upon the petition of thirty or more landowners within any road district, to levy upon the assessable property within such road district, an additional special tcx of not more than ten cents in the hundred dollars, to be collected as other county taxes, and to be expended under the direction of the county commissioners in the improvement of the roads within said district.
Ibid.
111. Any supervisor may be sued before any Justice of the peace in an action Responsibility of of debt. In the name of the county commissioners, for any dereliction of duty under supervisor, this subtitle of this article, the amount to be recovered not to exceed In any case
the sum of one hundred dollars, according to the aggravation of the case, either party having the right of appeal to the circuit court, as in other cases of small debts; and all sums so recovered shall be applied In aid of the road-fund of the district where such supervisor acts; or he shall be liable to Indictment In the circuit court for said county, and may be fined at the discretion of the court, and the fines Imposed shah likewise be applied to the road-fund of his said district.
Ibid.
112. The several supervisors shall have power, with the assent of the county Maintenance of commissioners, to contract with the proprietor of any lands adjacent to any public hy contract. road, for the keeping of said road, or any designated part thereof. In repair for the
term of one year; and said contractor shall, during the time covered by his contract, be liable to be proceeded against for any dereliction of duty in respect to repairing said roads, in the same manner as is above provided In respect to supervisors, In addition to his common-law liability for breach of his contract.
Ibhl.
113. If any person shall encroach upon any public road by fences or obstructions, or shall purposely destroy or Injure any bridge or culvert, or destroy or In- or' bridges
. Penalty for Otnor injuries to roads
54 The E0Ad-Law8 Of Mabyland
JTire any guide-post or guide-boordB, or dig any ditch or drain across any road, and not keep such ditch or drain secure and well covered and in good repair for the passage of ail vehicles over the same, to the full width of said road; or if any person sliall drain any water into or upon any public road, each and every such person for every such offense, and for each and every day any such ditch or drain shall be suffered to remain out of repair and injurious to sucli road, shall be liable to be sued in an action of debt, before a Justice of the peace, In the name of the county commissioners, in which said action the amount recoverable shall not be less than live nor more than fifty dollars; either party shall have the right of appeal to the circuit court, as in other cases of small debts, and the sums recovered in any such action shall be applied In the same manner as hereinbefore provided.
1SS8, ch. 163.
Examiners appraise 115. Whenever examiners shall be appointed in Howard county for the purpose damages, opening, altering or closing a public road in said county, they, or a majority of them, shall value and ascertain the damages and benefits, respectively, that may be sustained by each person damaged or benefited thereby, if the application shall be for opening or altering a road, by opening or altering the same, taking Into consideration the advantages and disadvantages of the same, if any; and they shall make such ascertainment a part of their return to the county commissioners, and the same, with the rest of their proceedings, shall be subject to the ratification, rejection or alteration of the county commissioners, in such manner as in their Judgment shall be Just.
Ibid.
County commis- 116. The county commissioners shall determine whether the benefits adjudged by sioners decide, examiners, or by themselves, the expenses of opening, making or altering the road in question, and the cost of all proceedings relating thereto shall be paid by the persons petitioning, those benefited, or the county, or may direct that the same be paid by the petitioners, those benefited and the county in such proportions as they may deem Just; and after the final ascertainment by the county commissioners of the proportions In which and by whom such benefits shall be paid, the same shall be a debt from the person against whom the same shall have been assessed, to the county commissioners; but no damages or benefits shall be payable until after the final disposition of any appeal to the circuit court for said county from the assessment by the county commissioners of damages to or benefits against any person.
1888, ch. 283.
Plat and record of 117. In all cases where any public road in Howard county is hereafter opened, changes in roads, altered or closed by the connty commissioners of said county, they shall, within six
months after said road shall have been opened to public travel, altered or closed, as the case may be, cause the petition, plat and other proceedings had in relation to the same to be recorded in a well-bound book to be kept in their ofllce for this purpose.
Ibid.
Such records are 118. A copy of said proceedings when so recorded, duly attested by the clerk prima facie qj gajQ county commissioners, under the seal of the ofllce of the county commissioners, cvi ence. gjjj |jg admitted as prima facte evldt uce in any court, or before any Justice of the peace in this State, to prove the facts therein recited.
0888), art. XV.
KENT COUNTY. 1876, ch. 09.
Dutieg of count V 80. The county comrai.sIoner8 shall have the general supervi.<ion of the public
commissioner- in roads in Kent county, and the work done thereon, and for this purpose they shall, at
the their first meeting In January after their election and qualification, assign among
themBoIves the different districts of the county, one of said commissioners to each
of said districts, whose duty it shall be to supervise all the public roads in the dis-
Makylaxd Geological Survey 55
trlctB assigned to him, and to go over said roads at least one day and not more than two days In each month, for which services they shall he entitled to the same per diem and mileage as for other duties performed by them; and before the accounts of any person appointed as superrlsor under them by the board of county commissioners are passed and paid by the said board, they shall have first the endorsement and approval of the said county commissioner thus assigned to, and put in charge of said district.
(1860), art. 14, sec. 152.
167. The supervisors of roads In said county may cut an opening In any bank Drainage, erected alongside of the public roads, so that the water may pass off.
Ibid. sec. 153.
168. The supervisors of roads in Kent county may enter upon adjacent lands, and Drainage to by ditching or otherwise, draw the water from the public roads. adjacent lands.
Ibid, sec 154.
lfK>, The county commissioners upon satisfactory proof may make allowances Damages for same, and levy for any injury that may be done by such drainage to the owners of said lands.
' Ibid. sec. 1.'55.
170. The filling up or obstruction of such avenues or openings, may be punished Obstruction by the circuit court for Kent county by presentment or Indictment as for obstruc- °' drains. tions of the public roads.
Ibid. sec. 160.
171. If any person shall alter, change, obstruct or encroach upon any public road Obstruction In said county, or cut down, destroy or Injure any of the bridges, causeways, bound- °' roads. aries, marks or directions therein or thereon, he shall, on conviction in the circuit
court for said county, be fined, at the discretion of the court, not exceeding fifty dollars, the same to be paid to iicd accounted for by the supervisor of the district where the road lies.
Ibid. sec. 161.
172. The county commissioners may, upon application, authorize the erection of Gates, gates upon any public road In said county.
Ibid. sec. 162.
173. The owner of every gate kept on the public road shall have the same hung How erected, on good Iron hinges, swinging clear and free, and easily to be opened, and shall
keep the same and that part of the road he shall occupy immediately round about said gate, for the space of ten yards, In good order and repair.
Ibid. sec. 163.
174. The owner of every gate on the public roads shall pay a tax of one dollar Gate-tax. per annum thereon.
1868. ch. 182.
ISO. It shall not be lawful for any person to ride, drive or lead any horse, Biding or driving mare, mule, oxen, cow or other animal, on or oYer the sidewalk on the western side animal on of the main road leading from Galena, where the roads cross, to the hill at George- forbidden town, nor on the sidewalk on the northern and euBtcrn side of the public road leading from the northwestern precincts of ('hestertown to the westernmost corner of Chester cemetery on the road to Whalaud's mills; and any person thus offending shall be subject to a fine of two dollars for the first offense, and three dollars for every subsequent offense, to be rt covered before a justice of the peace as small debts are recovered, in the name of the couuty commissioners of Kent county; and such moneys when recovered shall be paid to them, to be expended under their directions, for the purpose of repairing and impiovlng, respectively, the said sidewalks, which shall not exceed eight feet in width on their surface; provided, that nothing
The Eoad-Laws Of Maryland
In this section shall prevent persons riding or driving across said sidewalks to obtain access to adjoining lands, or the grounds of Chester cemetery.
Examinen for alteration of private road.
1878, ch. 236.
181. The county commissioners, on application of any owner of a private road or way to have the same altered or widened, because its course or breadth seriously embarrasses tri.vel thereon, or renders it unsafe, shall appoint three discreet and sensible persons of the county, not related to either of the parties, who shall act as commissioners to alter or widen said road, keeping its breadth within thirty feet clear of ditches, and taking into consideration the convenience of the person owning said roads, as well as the convenience and interest of the persons through whose lands the same may be located; and the said commissioners shall assess the damages to be paid to the owners of the lands through which the said road may pass.
Ibid.
Objection to 182. If any person through whose lands said road may pass, or the person apply-
alterations. ing to have the same altered or widened, shall object to its being altered or widened
in the manner returned by the commissioners, the county commissioners may make
such orders as to the manner of altering or widening said road as they may deem
proper.
Ibid.
Board of 183. After any private road shall be altered or widened under the two preceding alterations, sections, the county commissioners shall direct the application therefor, and the commissioners' return thereof, to be recorded.
Ibid. Such a road 184. After the damages assessed and the costs of altering or widening of said
widened shall be considered as the private road of the applicant, who shall keep it open and repair the same at his own expense.
Compensation for commissioner.
Ibid.
185. Each <;ommissioner, as compensation for his services, shall be entitled to two dollars per day for every day be may be engaged under the aforesaid appointment.
Ibid.
Right of appeal. 186. In case any person shall deem himself aggrieved by the proceedings under the aforesaid application, or any order of the county commissioners, he shall have the right of entering an appeal at any time within sixty days from the time of such decision or order of said commissioners, to the circuit court for said county, and the case shall be determined by the Judge thereof, or by a Jury, at the option of either party.
(1888), art. XVI.
MONTGOMERY COITNTY". 1870, ch. 187.
Road districts and 167. The county commissioners are authorized and directed to divide the several
supervisors, election districts of Montgomery county into as many road districts, and alter the
same from time to time, as they may deem expedient, and to appoint one supervisor
for each of said road districts at their first meeting in the month of April, in each year.
Ibid.
Supervisors' 168. Each supervisor is required to report to the county commissioners, at their report, first meeting In the month of May, what repairs are necessary to be made on the public roads and bridges in his road district.
Maryland Geological Survey 57
1870, ch. 187.
1G9. The sttperylsor of each road district Is authorized to hire horses, wagons, Hire of men and carts and plows, and to employ not less than six able-bodied men hands to work implenients. on the repairs of the public roads and bridges In his district, and he Is required to commence the ordinary repairs of said public roads and bridges In the month of May, and to complete the same by the first day of September, In each year.
Ibid.
170. Each supervisor is required to keep an accurate account of the number of Superrlson' days he was engaged on the repairs ot said roads and bridges in his road district as crcounts. superyisor, the number of hands worked each day, and the number of days' labor performed by each hand, the number of horses, wagons, carts and plows used, and the
number of days they were in use, and report the same under oath to the county commissioners.
Ibid.
171. If any supenrisor shall render to the county commissioners a false state- Penalty for fahiment of account, or shall be guilty of wilful neglect of duty, he shall be liable to JgilcYof indictment by the grand jury, and if convicted in the circuit court for said county
shall be fined any sum, in the discretion of the court, not exceeding fifty dollars for each offense.
Ibid.
172. The county commissioners are authorized to purchase, for the use of the Purchaae of county roads, scoops, hoes, shovels and picks, for the purpose of repairing said roads iroplementa. and bridges, to be distributed amongst the several supervisors, who shall take care
of them and pass them to their successors when called for.
Ibid.
173. The county commissioner for each election district shall have general super- County commisvislon over the several public roads and bridges in his district, and it shall be his sIom" have duty to see that they are kept In good repair; and he Is empowered to suspend any and K-idifcs? road supervisor In his district for neglect of duty; and in case of such suspension,
he shall report the same to the board of commissioners, who may dismiss such offender.
Ibid.
174. The county commissioners shall determine the per diem to be allowed to the Compensation, several supervisors, hands, horses, wagons, carts and plows, and the number of
hours that shall constitute a day's work, and cause the same to be entered upon the minutes of tnelr proceedings, and shall notify the supervisors thereof in writing; and they are authorized and empowered to levy a tax on the assessable property of the county sufficient to carry into effect the provisions of this subtitle of this article.
Ibid.
175. They are empowered to fill all vacancies that may occur amongst said super- Vacancies, visors.
1808, ch. 133.
177 A. Of the sums levied in each year for the repair of public roads in the One-half of the several collection districts of Montgomery county, one-half thereof and as much more levy set apart thereof as the board of county commissioners of said county shall deem advisable, shall improientB be set apart and devoted to the permanent Improvement of said road by the use of stone or other hard material, and said sum shall be placed to the credit of the county commissioners of the respective collection districts for that purpose alone; annually, before the first day of May, the commissioners for the respective collection districts 8h>ill examine the condition of the roads thereof, and as soon as practicable shall make report in writing to the board of county commissioners of such portions of the road In said districts as most needing repair by macadamizing, having regard as to this need, to the amount of travel and the general needs of the community, together with an estimate
58 THE ROAD-LAWS OF MARYI-AfD
of the cost of macadamizing such portions of said road; and the board of county com
mlMsionera shall designate upon which portions of the roads the sums available for
macadamizing shall be expended, and the commissioners for the respective districts iall
Manner of npplying forthwith proceed to expend said sums upon the portions of the roads so designated,
this money. puppoge they may personally employ the necessary labor and superintend
said work, or may let the same out by contract to the lowest responsible bidder, who
shall be required to give bond for the faithful performance of his contract, and the said
commissioners are further authorized and empowered to contract with farmers, living
along the roads to be Improved, for the delivery of the stone gathered from fields In the
ordinary course of husbandry, at a price not exceeding fifteen cents per perch, the
same to be delivered at points designated by the commissioners; but this clause shall
not be construed so as to prevent the commissioners from contracting for the delivery
of material other than that so gathered, at prices to be mutually agreed upon, and
whenever the portion of any road designated to be macadamized shall be within the road
given to any road supervisor, the portion so to be macadamized shall be deducted from
the road under the control of such supervisor, and shall be under the exclusive control
Improved roads of the county commissioners of the respective collection districts of said county; when
under the control county commissioner shall be engaged In superintending the construction of macad-
commissioner anilzd roads, as hereinbefore provided, he shall receive the same compensation that
is paid the road supervisors of the county.
1S92, ch. 455.
Subscription to Whenever two-fifths of the capital stock of any turnpike company in Montgomery stock of turnpike county, chartered and organized from and after the passage of this act, shall have been subscribed for and taken by responsible bona jMe stockholders, the county commlsHioners of said county are hereby authorized and empowered to subscribe for Riich portion of the remaining threo-fifths of the capital stock as they, in their discretion, may deem proper In the name and for the benefit of said county, and shall be entitled to be represented at all meetings of the stockholders of said company by the county commissioners for the time being, or by such person or persons as may be duly authorized by them, provided said road or roads so subscribed to shall be graded for a width of twenty feet, fourteen of which shall be covered with stone of an average depth of nine Inches; provided also, that In accordance with the provisions of article three, section fifty-four, of the constitution, this act shall be published in the newspapers printed In said county for two months before the next election for members of the House of Delegates, and shall also be approved by a majority of all the members elected to each House of the General Assembly of Maryland at its next stsHlon after said election.
Issue of county The county commissioners of said county are hereby authorized to Issue the bonds bonds, of fhe county to the amount of the stock so subscribed and to negotiate said bonds upon the most favorable terms; provided they shall not be sold for less than par: and the said county commissioners are authorized to levy upon the assessable property of the county an amount suflQcient to pay the annual Interest upon said bonds and the principal at maturity.
1888, Art. XVII.
TRiNCE George's county.
1874, ch. 265.
Gates. 278. It shall not be lawful for any person, with or without the consent of the coniity commissioners, to erect, have or keep any gate upon the public roads of the county; and the rond supervisors of suld county shall cause all gates to be removed therefrom in their respective districts.
1802, ch. 203.
Private road 278. A. "Wlienever any rond, low used as a private road, shall be opened to public opened to public, travel by the county commissioners, the owners of the lands through which such roads
pass shall have tniie, not to exceed two years, within which to lane such roads and to remove the gates therefrom.
Mabyland Geological Survey 59
1K74. ch. 266.
279. Any person who shah In any way or manner hinder, obstrnct, molest or Interference with disturb any supervisor In the performance of the duties required of him under the superviior. prorlsions of the precodins sections, shall be guilty of a misdemeanor, and be liable
to presentment and indictment by the and Jury of the county, and shall, on conviction thereof by a court of luw, be fined in a sum not less than twenty-five dollars nor more than one hundred dollars, and be imprisoned in the county jail for not less than thirty days nor more than ninety days, or both, in the discretion of the court before which he shall be tried and convicted; the said fine to be applied to the roadfund of the county.
1892, ch. 203.
280. Tlie county commissioners of Prince Geoige*s county shall divide the county Boad districts, in road districts, not exceeding fburteen, for each of which they shall appoint one
or more supervisors of skill and at lilt y, who shall have charge of the repairs of all Supervisors.
roads and bridges in their districts,except such bridges as the county commissioners
may deem it advisable to repair by contract, and said supervisor or supervisors shall
give bond in such penalty and with such security as the county commissioners may fix
and approve, and with such conditions as they may prescribe In regard to the duties
to be performed; the use, safe keeping and due return of all property placed in his
charge, and the proper disposal of all moneys coming into his hands for road purposes.
1800, ch. 75.
2S1. Each supervisor appointed under the provision of the preceding section shall Supervisors* report, report to the county commissioners in writing at their first meeting In the month of April, all repairs in detail neoossnry to be made on the public roads and bridges of his road district, with an estimate to the best of his Judgment of the proper and reasonable cost thereof; at each and every other regular monthly session of the county commissioners he shall in like manner report to them in respect to the condition of the roads and bridges under his charge, and any newly required repairs not In his said April report.
Ibid.
282. The supervisor of each road district is authorized to hire horses, wagons. Hire of men, carts and ploughs where requisite and necessary, and to employ able-bodied men to wagons, etc. work on the repairs of the public roads and bridges of his district, not less than six
such men each day while engaged upon the general annual repairs, and he shall commence such general repairs In the month of April proceeding therewith as rapidly and continuously as may advantageously be, and completing the same before the month of September each year.
Ibid.
283. Each supervisor shall keep daily a time table and accurate account showing Account, the date each day he shall be engaged on the repairs of said roads and bridges, the
name and time of each man that day employed by him, as well as of any horses, carts, wagons, or ploughs hired and used for his said work, all of which he shall return to said county commissioners, verified by his oath.
Ibid.
284. If any supervisor shall be guilty of wilful neglect of duty as such, or shall Negligence of return to the county commissioners a false statement of account, in addition to the supervisor, penalties for false swearing, he shall be liable to indictment by the grand Jury as
for a misdemeanor and on conviction thereof shall be fined not exceeding fifty dollars for each offense.
Ibid.
285. The county commissioners are authorized to purchase for the use of the Machines, county road machines, road scoops and ploughs, shovels, hoes and picks to be dis- implements, etr. tributed by them from time to time, in their discretion, among the several supervisors, taking their receipts therefor; and the said supervisors are hereby declared and
made responsible for tlie reaonable and proper use, protection, preservation and care, and for the prompt return to snid county commissioners upon their order of each and every such article so distributed to them respectively, for any default wherein
60 The Boad-Laws Of Maryland
their respective official bonds shall be liable at the suit of said commissioners for the damage or loss accruing from such failure of proper use, protection, preservation, or care, or to return any such article.
1890, ch. 75.
Pay of supenrlfora 286. The county commissioners are authorized to determine the rate of compensaand laborers, tlon to be allowed to the several supervisors and laborers, and for the use of horses, carts and ploughs, as well as also what number of hours shall constitute a day's work, and shall thereupon enter the same upon their minutes and give to each supervisor a copy thereof.
1898, ch. 335.
Levy for roads. 287. The county commissioners are hereby authorized and empowered to levy a tax on all assessable property of said Prince George's county sufficient to carry into effect the provisions of these sections; provided, that the sum to be raised In any one year shall not exceed the sum of twenty-five thousand dollars; and provided, further, that the sum so raised, at least one-third thereof, shall be applied to the permanent Improvement of said roads in applying thereto gravel or other suitable hard-surfacing material, which shall be not less than six inches thick and eight feet wide In all places where so applied.
1890, ch. 75.
lioad commid- 288. The county commissioners shall appoint in and for each road district free- Bioners. holders as a board of district road commissioners, who shall serve without compensation until their successors, shall be in like manner appointed, and whose duty it shall Report, be to examine and make a written report to the county commissioners once a month in respect to the state of the public roads and bridges in such district, where and what repairs or improvements are necessary and how the work of general repair under the road supervisor of said district is going forward.
1880, ch. 155.
Division of the 289. The county commissioners shall set apart two-thirds of the road tax of said
road tax into county as a special road and bridge fund, which shall be for the use and benefit of that
loaSunds <l*"*rlct from which it has bean collected, and tor no other purpose, and shall set
apart the remaining one-third of said road tax as a general road and bridge fund, which
shall be applied by them to the general use and benefit of the bridges and roads of
the county, and for no other purpose.
1888, Art. XVIIT.
QUEEN ANNE's COUNTY.
1880, ch. 221.
Protection of 132. They [the county commissioners] are authorized and empowered to make such bridges, by-laws, rules, orders and. regulations (not inconsistent with the laws of this State). as shall be necessary for the protection of bridges in Queen Anne's county; and any person violating any of the said by-laws, rules, orders or regulations relating to the rate of speed, by driving over any of the bridges in said county at a rate of speed faster than a walk, shall forfeit and pay to the said county commissioners the sum of one dollar for each and every such offense, to be recovered before any justice of the peace in said county, in the name of the county commissioners; and on refusal to pay said fine and costs, he shall be committed by such Justice of the peace to the jail of Queen Anne's county until the same are paid.
Ibid.
Use of money 33. All fines collected under the preceding section shall be paid to the county comfrom fines, missioners of Queen Anne's county; and they are authorized to use such money for the purpose of keeping the bridges In the county in repair.
(1860) art. 17, sec. 102. Pena ty J.°jJJJ 220. If any person shall alter, change, obstruct or encroach upon any road in Queon bridges. Anne's county, or cut down, deotroy or Injure any bridge, causeway, boundary, mark
Mabyulxd Geological Survey 61
or direction therein or thereon, he shall on conylctlon thereof In the circuit court for said county be fined, at the discretion of the court, not exceeding fifty dollars, to be paid to and accounted for by the superrlsor of the district In which the damage may be done.
aseO), art. 17, sec. 103.
221. Where any person has erected or may erect. In said county, a mill on any Construction of branch or nm where any public road crosses, or shall cross, and has erected or shall over millerect any dam for such mill, such person or the owner, possessor or occupier of said mill, " " races, shall make the top of said dam twelve feet wide at the least, and make good and substantial bridges over the waste and race of said mill, twelve feet wide, and keep the
same in repair.
Ibid, sec 104.
222. If the owner, possessor or occupier of such mill shall neglect to make such dam Penalty tor neglect and bridges In the manner directed In the preceding section, and to keep the same In of same.
good repair, he shall, on couTlction thereof, forfeit and pay a sum not exceeding fifty dollars, to be paid to and accounted for by the supervisor of the district In which such mill may be situated.
Ibid, sec 105.
223. The supervisors of roads In said county may cut an opening In any bank Drainage, erected, or to be erected, alongside of the public road in any place where the water
will be likely to lie, so that said water may pass off.
1870, ch. 251.
224. No person shall erect any gate on any public road In Queen Anne's county; Gates, and any person violating this section shall be guilty of a misdemeanor, and on conviction thereof be liable to a penalty. In the discretion of the circuit court for the county, of not less than one hundred nor more than two hundred dollars.
1888, ch. 361.
227. The county commissioners are authorised and required to have copied and Records, recorded in a well-bound book, provided by them for the purpose, all papers and proceedings In their office relating to the opening, altering, condemning and locating
of public roads and public landings In said county, and the building or purchasing of Joint public bridges.
Ibid.
228. They are authorized, required and directed to employ some suitable person Compensation for to make said record up to December, 1887, under the supervision and direction of nking records, said commissioners or their attorney, for which they shall allow him one cent for
every ten words or figures so copied or recorded, and fifty cents for each plat; and they are authorized to levy upon the assessable property of said county a sum sufficient to pay for said work In instalments as the work progresses, on the approval of .said work and presentation of true, correct and Itemized statements of said work, certified to under oath by said employee.
Ibid.
229. Said record of such proceedings relating to the opening, altering, condemning Continued records, and locating of said public roads and landings, and building or purchasing of joint
public bridges, shall hereafter be continuously kept up by said county commissioners as part of the general work of said office, to be done by the clerk authorized by law to be employed by them.
Ibid.
230. A certified copy of the proceedings relating to the opening, altering, condemn- Such records are Ing and locating of any public road or public landings, and the purchase or building evidence, of any Joint public bridge taken or made from said record, as hereinbefore certified
to by the clerk of said county commissioners, under the seal of said office, shall be legal evidence.
62 The Eoad-Laws Of Maryland
1802, cb. 4S7.
Employment of Wheneyer any person shall hare been convicted of any crime or misdemeanor, or convicts, any offense against, or violation of any law— State, county or municipal— and as a punishment therefor has been committed to the county Jail of said county by the judgment of the circuit court of said county, or any Justice of the peace thereof, it shall be lawful for the county commissioners of said county to, and they are hereby authorized and empowered to employ or cause to be nployed any sucfa convict or person so committed to Jail as aforesaid in manual labor in working, mending and repairing the public roads of said county, and the public streets of the town of Centreville in said county, and are hereby fully authorised and empowered to pass all necessary rules and regulations to prevent the escape of such convicts or periKms so committed to Jail as aforesaid, while so employed, and to carry this law into full and efficient operation and effect.
(1868), art. XIX.
ST. Mary's county.
1898, ch. 158.
Road-district. 100. The county commissioners of St. Mary's county, Inunediately after the passage of this Act, or at their first meeting in April, eighteen hundred and ninety-elgfat. and thereafter annually at their first meeting in April of every year, shall appoint three district road supervisors for each election district of said county; provided, that if it shall be deemed necessary, the said county commissioners may appoint one additional supervisor in each election district. The said district supervisors shall receive such compensation for their services by way of salary or per diem as the said commissioners shall, in their discretion, at said meeting fix, and such compensation shall not be increased or diminished for the term of one year. The said commissioners shall at the same time fix the compensation to be paid to laborers on the public roads. It shall be the duty of the county commissioners, respectively, to ride over the public roads of each commissioner's district in said county during the season In which they are worked, and to advise tlie said supervisors and direct as far as practicable how, when and where the work on said road shall be done. The said road-district supervisors shall be subject to the advice of the county commissioners Duties, representing such respective commissioner district. The supervisors sliall have exclusive control over all of their respective laborers, teams, etc, durinis the time they are at work on said roads, and each district road supervisor is authorized to employ not more than six laborers, and In no case shall any supervisor employ less than three laborers when at work on said roads during the time limited for working thereon. Each district supervisor shall keep an account of all the material purchased, the number of days of labor performed by himself and the laborers hired by him, with other expenses authorized by this subtitle of this article which may be thus incurred, and shall once in each month render such account to the county commissioners, who, upon approving such account, shall draw their warrant on the collectors for the same, when cash available therefor is not on hand. The time for beginning work on said roads shall be on the first day of May and shall end on the first day ot November; provided, however, that the county commissioners shall be authorized to begin and finish such work later or earlier, as the case may be, when In their discretion it is for the best interest of the citizens of said county; but nothing In this Act shall authorize any supervisor to do any work In any one year after he has exhausted the amount of money apportioned to his road district; and it shall be the duty of the county commissioners in charge of such respective road districts to notify the district supervisors when the amount apportioned to such district shall be exhausted; but nothing in this Act shall prevent any supervisor from cutting or removing any trees which shall have fallen across said roads, so as to obstruct travel, nor to repair any bridge or washout at any time. If the public convenience shall require it; but whenever they have cash available all road accounts shall be paid in cash; and it is hereby made the duty of the clerk or treasurer of the board of county commissioners to Immediately after the adjustment of said accounts, pay over to the district supervisors for said respective districts, such sums as shall be due on
Maryland Geological Survey 63
account of work performed and material, teams or implements for the preceding months. And the said district supervisors shall thereupon immediately paj over to the person entitled to receive the snm or amounts doe them in the same manner in which he has received the snm, whether in cash or in county script. These respective county commissionera for said county shall have general supervision of the road district supervisors in their respective commissioners* districts, and shall be allowed for such supervision the same per diem as Is allowed them when attending the sessions of the commissioners' court; provided, however, that no commissioner shall be allowed In any one year more than twenty days; and the road district supervisors shall monthly render an account to the conmiissioners of all laborers by them respectively employed, and all teams hired or materials or implements purchased, which shall be paid monthly by the treasurer on the order of the county commissioners to be distributed by said road-district supervisors.
1884, ch. 5G4.
101. The county commissioners are hereby authorised to purchase such teams and Purchase of teams Implements as in their judgment may be necessary for the purposes of mending the IraplMnents, said public roads, and may levy a sum of money for the same over and above the
six thousand dollars a year as authorized by this act.
1878. ch. 489.
102. As soon after each annual levy as practicable, they shall apportion the sum Apportionment so levied for public roads to the several election districts In said county as they may of levy. deem Just and fir, and place said lists in the hands of the collectors, to be paid
by them to such road accounts as may be passed or approved by said county commissioners.
1894, ch. 564.
103. It shall be the duty of the supervisors, in preparing any road-bed where Repairinfr they have to throw up earth to allow proper drainage, to make such places in said rosd-bedt. roads wide enough for two vehicles to pass each other, and to remove obstructions
at least ten feet from the center of said roads, and to require all owners to move their fences which infringe on said road, ten feet from the center of the same, if the public convenience shall require, and in all deep cuts and sharp curves, to make the same wide enough for two tracks when the same can be done without excessive cost or inconvenience.
Ibid.
108 A. The district supervisors of each election district shall have power to hire Hire of team, etc. such horses, oxen, wagons, carts, plows and other Implements as may be necessary to the successful performance of his duties hereunder, unless or until the same be furnished by the county commissioners.
Ibid.
103 B. The county commissioners, at their levy-laying session for the year eighteen Levy for roads. hundred and ninety -four, shall levy a sufficient sum of money to pay off all outstanding county paper on account of roads, and shall also then and annually thereafter levy a sum not exceeding six thousand dollars for the use and repair of said roads in any one year; and the accounts of expenditures in this behalf shall bo kept by the said commissioners and published in conformity to section 11, of article 25, of the Ckxle of Public General Laws, title " County Commissioners."
Ibid.
103 C. And the said supervisors shall be required to enter into a good and suffl- Bond of clent bond, in the penal sum of five hundred dollars, conditioned to the proper appro- >upervisori. priatlon of such fuuds as may come in his hands, and for the safe return of all scoops, scrapers, road implements, etc., which shall be furnished by said county commissioners, or hired from others, ordinary wear and tear excepted.
64 The Road-Laws Of Maryland
1894, ch. 564.
Drainage. 103 D. If in the constructon acd repair of the public roads of the coimty. it be necessary for their proper . drainage, it shall be lawful for the said super visors and assistants to let off the water therefrom upon the adjoining lands, at such places as may be proper and necessary; prorided, it shall be done with as little injury as possible to the owners of said lands, and that the drains through such lands be continued so as to prevent the spreading of the water so let off over cultirated lands.
Ibid.
Gates. 103 E. It shall not be lawful for any person hereafter to erect, without the permission of the county commissioners, any gate upon the roads of said county, under a penalty of ten dollars to be recovered before a Justice of the peace.
Ibid.
Fine for neglect 108 F. Any supervisor who shall fail or neglect to perform the duties required by of duty, this act shall be deemed guilty of a misdemeanor, and on indictment and conviction, shall be fined not less than fifty dollars, nor more than one hundred dollars, and said fine shall be applied to the road-fund.
(1888), art. XX.
SOMERSET COUNTY. 18d4, ch. 579.
System of 48. The board of county commissioners is authorised, empowered and required
drainage, to adopt a scientific and thorough system of drainage and general improvement for the public county roads of Somerset county, whenever the same may be needed. To further this end, the said board are authorized to engage the services of a competent
Engineer, surveyor and engineer, who shall have charge of and superintend such drainage and improvements as shall be adopted. It shall be the duty of such surveyor and engineer, on complaint of three or more citizens and taxpayers of the county, to go over, examine and report to the board of county commissioners what, If any, drainage and other improvements are necessary for the road complained of, together with an estimate of the cost of doing the same, abd If, in the Judgment of said board, after leroiving said report and estimate, said drainage shall be necessary, the said board shall order the said surveyor and engineer to proceed to lay off such ditch or ditches nR may be necessary, and outlets for the same to some creek or branch which may be the natural dram with ascertained depth and width for the complete and perfect drainage of the same; and to advertise and let out tbe cutting, widening and cleaning of such ditch or making such Improvement on same to the lowest bid'der for cash, the time aud character of such advertising to be such as may be adopted by said board. It shall be the duty of such surveyor and engineer to supervise the cutting or olounsing of such ditch or ditches, and other improvements, and no ditch or other Improvements shall be received or paid for until after the same has been examined and reported by said surveyor and engineer - to be perfect in all respects, and to conform to the requirements of the contract for cutting or making the same, and the drainage or other Improvements of such road completely effected; and the said
Power of board of county commissioners shall have such power and authority to condemn condemnation, outlets for such drainage through private property as is now or hereafter may be conferred by the Code of Public General Laws of the State of Maryland, for condemning public highways; and the said board are authorized to allow and pay said surveyor or engineer, for his services, four dollars per day for every day he may be actually engaged in such service for the county.
1802, ch. 346.
Issue of bonds. 48 A. In order to procure the money or raouej's necessary to adopt such system of drainage and Improvement of the public roads as provided for in the foregoing section the board of county commissioners are hereby authorized and empowered to 1hm:(> from time to time, and to put on the market, bonds to be denominated Somerset
Maryxand Oeologioal Survey 65
County Road Bonds, for an amount not exceeding fifty thoasand dollars In the aggregate, which bonds shall be Issued In amounts of not less than one hundred dollars for each bond, payable In forty years from the date thereof and bearing interest at the rate of four per cent per annum, the interest to be provided for by levy on the assessable property of the county each year after the same or any part thereof hare been Issued and disposed of; and said bonds shall not be subject to taxation for State, county and municipal purposes, and after twenty years from the date of said bonds, the said board of county commissioners shall make proTisions by levy annually for such amount as may be necessary to meet and pay the principal of said bonds at their maturity.
1890. ch. 113.
227. The county commissioners of Somerset county shall appoint for each of Supervisors, the election districts of the said county, supervisors to such a number as not to give to each of such supervisors so appointed, an extent of road not less than fifteen miles nor more than thirty miles but the said county commissioners in their discretion, whenever any election district shall have a mileage of public road not exceeding sixty miles or thereabouts, may appoint one supervisor for the whole of said district, and in determining the number of miles in any case under the pro- Tisions of this section, it shall not be necessary for the said commissioners to have the said roads actually surveyed, but shall determine the same by estimate, each of whom shall hold his ofllce for two years or until his successor is duly appointed and qualified, and shall be subject to removal by the said commissioners for incompetency, wilful neglect of duty or misdemeanor in office.
1888, ch. 9G.
228. It shall be the duty of each road supervisor to cause all public roads in his Duties of district to be kept cleared, smooth, and In good repair, with good and sufficient bridges supervisors. and underdrains where required, and to keep the same in good repair.
Ibid.
220. All able-bodied male residents of Somerset county, between the ages of Labor-tax. twenty-one and fifty-five years, shall be compelled to labor not less than two days,
of eight hours each, in every year, on the public roads in the di8trlct in which they reside; provided, however, no person shall be required to labor more than four miles from his place of residence.
Ibid.
230. Whenever in the judgment of the road supervisor any of the public roads Summoning in his district shall require repairs, he shall summon to work on such road such Ahoren. number of persons residing in the district as he may deem necessary, giving to
each of such persons at least two days* notice of the time and place of meeting, and what tools they must furnish.
Ibid.
231. No person shall be deemed to have discharged his liability to work on the Labor required public roads until he shall have actually worked sixteen hours thereon in each year; from each person, and the supervisor shall keep the time each person shall work; and when any
balance of time for such work shall be due from any person, he shall be liable to be again summoned to work by the supervisor as often as may be necessary, until such person has worked out his time of sixteen hours for each year as provided by section 220.
Ibid.
232. Road supervisors may make such commutation of labor for teams, carts, Commutation of wagons or road machines, as they may deem proper, and all commutations shall be labor- tax. reported by them in their semi-annual report to the county commissioners.
Ibid.
233. Each supervisor shall make report to the county commissioners on the first Supervisor's report. day of June and the first day of December of each and every year, and the said
reports shall state, on blanks to be furnished by the commissioners, the times and
66 The Road-Laws Of Maryland
places of all work done, the names of persons summoned, and the time made by himself and each person at work on each occasion, the money received by him for road purposes from all sources, disbursements he has made, and on what account, and any other matter touching the road service in his district; and if any road supervisor shall fall wilfully to file such report with the said commissioners within ten days from said time, respectively, his said office shall, ipso facto, be vacated, and the said county commissioners shall immediately proceed to appoint some other person in his stead.
1888, ch. 96.
Penalty for non- 234. Any person who shall fall to obey the summons of the road supervisor shall performance be guilty of a misdemeanor, and upon complaint made by the supervisor of the of labor, which he resides, shall be arrested and brought before any Justice of the peace of the county upon a warrant to be issued by said Justice, and upon proof of such summons and a failure to obey the same, shall be fined not less than one dollar and a half nor more than five dollars and all costs of such proceedings, and stand committed until such fine and costs are paid; and all fines collected under this section shall be paid to the supervisor making said complaint, for the use of the Commutation, road In his district; provided, that any person upon being summoned by the supervisor may furnish a substitute, or pay to the supervisor one dollar for each and every day he may be summoned to work; and provided further, that if it shall appear upon examination before the said Justice of the peace that the party so brought before him was at the time he was summoned to work physically unable to perform said labor, and was also without pecuniary means and unable to pay the sum of one dollar, then the said party shall be discharged; provided, also, that any person convicted under this section may appeal to the circuit court for Somerset county.
Ibid.
Compensation 235. Each supervisor, as his full compensation, shall receive two dollars per of guperviaor. fQj. each and every day of eight hours each he may be actually employed in clearing, smoothing and repairing the roads as required by section 228, and also ten cents for each person summoned as aforesaid; provided, the number so summoned shall not exceed ten. persons at any one time; and shall be required by the county Bond, commissioners to give bond to the State in the sum of five hundred dollars, with surety to be approved by the county commissioners, conditioned for the faithful discharge of his duties; and said bond shall be on file In the office of the said commissioners, and may be put in suit by the said commissioners, or any one suffering from the neglect of said supervisor in keeping his road in proper order, or any other failure of duty; and the said supervisors shall also be liable to Indictment in the circuit court for Somerset county, and on conviction for any violation of his duties Pine for nesrlect under this subtitle of this article, shall be fined not exceeding two hundred dollars, of duty, an stand committed until said fine rnd costs are paid. All fines under this section to be paid to the county commissioners, and applied by them to the use of public roads in Somerset county.
Ibid.
Special tax for 236. The county commissioners of Somerset county shall each year levy a special tax, not to exceed four cents in the one hundred dollars, upon all the taxable property of the county, the proceeds of which shall constitute and be called The Public Road Fund," and shall be used exclusively for the improvement and betterment of the public roads in said county; and the said commissioners are hereby directed, out of said fund, to purchase a road machine of the best and most useful kind, for the use of the county, and employ the same under the direction of the road supervisors in their respective districts; and if it shall be found after actual trial, that such machine or other labor-saving appliances are useful and economical, they are authorized and directed, in their discretion, out of said fund, to purchase such a number and distribute them among the several road districts in the county, as they may deem most conducive to the public interest.
Ibid.
Special tax for 237. In addition to the general fund provided for by the preceding section, the special district, county commissioners shall have power, in their discretion, npon the petition
Mabyland Oeoloqical S0Bv£Y
of twenty or more respectable freeholders within any road district, to levy upon the assessable property within such road district an additional and special tax of not more than five cents in the hundred dolla;.-8; provided, the said county commissioners, after fully investigating and inquiring Into the need of said special tax for the purposes of said road in said road district, as set forth in said petition, shall determine said special tax to be necessary, and for the best interest of the people in said district, and said tax shall be expended under the direction of the said commissioners within said district; and it shall be the duty of the collector of county taxes to collect the same, and his bond shall be responsible therefor; and the said taxes shall be collected with the other taxes of the county, but a separate account kept of the same; and the expense of collecting said special tax shall be levied upon and paid by the assessable property in said road district.
a888), art. XXI.
Talbot County.
1870, ch. 479.
170. The county commissioners are authorized and empowered to control and Control of roads, regulate the public roads in Talbot county.
1882, ch. 425.
171. Whenever any supervisor or contractor of the public roads in Talbot county Drainage, shall find it necessary to open a watercourse through private property in said county,
to secure the proper drainage of any public road therein, he shall forthwith so inform the county commissioners; and if the owner of said property consent to the opening of such watercourse, or if such owner and the said county commissioners shall agree upon the value and price to be paid for the same, then such consent and agreement shall be entered on the books of the county commissioners, and such watercourse shall be opened; but if they cannot agree, and the county commissioners decide that the opening of such watercourse is necessary to drain said road, they shall authorize the said supervisor or contractor to summon a jury of twelve men to value and condemn the said watercourse, deducting from their estimate the value, if any, that such watercourse will be to the owner of said property through which it shall pass, and as soon as the money for such watercourse Is tendered to the owner of said private property, the said supervisor or contractor shall immediately cause such watercourse to be opened.
1SS6, ch. 224.
172. It shall not be lawful to obstruct the public roads of Talbot county, by filling Injury or obstmcup the side ditches of said roads with logs, wood, rails, brush or any other materials, °' roads, nor shall any person throw the trimmings of hedges, fence-corners or brush from
fallen trees, upon said roads or in said ditches, or make the said roads a place of deposit for cord-wood, logs or anything that does not belong to said road; and any person violating the provisions of this section shall be deemed guilty of a misdemeanor, and upon conviction of the same before any Justice of the peace for Talbot county, he shall be fined a sum of not less than two nor more than ten dollars for each and every offense; which fine shall be collected as other fines and forfeitures are now collected, and when so collected shall be paid over to the county commissioners, by the officer collecting the same, within thirty days thereafter.
1880, ch. 482.
All roads opened under the provisions of this Act in Talbot county shall be of Public road, width, such width as may be determined upon by the commissioners appointed for that purpose at the time such road is laid out, and when opened and sufficiently cleaned shall be a public road, and a statement declaring such road a public highway shall be published by the clerk of the county commissioners in one or more newspapers published in Talbot county.
68 The Roai>-Laws Of Mabyulnd
1882, ch. 168.
Emplojinent The coanty commissioners of Talbot county are hereby authorized and empowered of convicts. iQ direct the sheriff of said county, either In person or by his deputies or the bailiff of Easton, to employ all male persons who may be physically able, sentenced to confinement in said jail either by the circuit court for said county or by any Justice of the peace of the State of Maryland in and for Talbot county, and all persons committed to said jail and confined therein in default of payment of any fine Imposed, during the time of such confinement, to work upon the public roads of said county or on the streets of Easton, or such other manual labor and worl£ as they may be required to do by the said county commissioners of Talbot county; and the said county commissioners are hereby empowered to make such by-laws, rules and resrnlations as they may think necessary and proper for the clothing, regulation, management, control and conduct of such prisoners while engaged at the work or labor assigned them by said county commissioners, and any such person who shall refuse to perform the work assigned him or be guilty of any act of insubordination or misconduct shall be punished by the sheriff of said county or his duly appointed deputy or special deputies or the bailiff of Easton, as the rules and regulations prescribed by said county commissioners of Talbot county shall require.
Ibid.
Control of convicts. Such labor so to be performed by the said incarcerated male persons shall be
done under the direction of said sheriff of Talbot county, or his duly appointed deputy or special deputies, when working on the county roads, or the bailiff of Easton when working on the streets of same, acting under authority duly conferred by the said county commissioners of Talbot county, and said sheriff of Talbot county shall appoint as his special deputies for the purpose such duly qualified supervisors of the roads of said county as in his judgment would probably perform their work as such deputies.
Ibid.
Sheriff's The sheriff of said Talbot county, or his deputy or special deputies, while actively compensation, engaged in working the prisoners or persons Incarcerated, as aforesaid, shall be paid by the county commissioners of Talbot county, as aforesaid, a per diem not to exceed one dollar and fifty cents, and while working on the streets of Easton the bailiff or special deputy appointed by the sheriff shall be paid by said commissioners of Easton a per diem not to exceed one dollar and fifty cents.
Ibid.
Rewards for The said county commissioners of Talbot county may allow a deduction of time,
convicts. jjQ|. exceed five days from each month, or its proix>rtlonal part, from each month
of the period of any person committed or sentenced as aforesaid, if he shall labor
with diligence and fidelity, and shall not be guilty of a violation of the discipline or
any of the rules made as above prescribed.
a88), art. XXH.
WASHINGTON COUNTY. (1860), art. 21, sec. 229.
Location of roads. 831. No road shall be constructed in Washington county, so as to pass between
any dwelling-house and spring, woll or reservoir of water used and necessary for family purposes, without permission of the owner; provided, such spring, well or reservoir is not situated more than two hundred yards from the dwelling-house; and provided also, that the tenants in possession of said dwelling are the legal and bona fide proprietors of the premises upon which both said dwelling, spring or reservoir are situated.
1876, ch. 184.
Same. 332. No road shall be opened or altered so as to pass through the buildings, yards, garden, burial ground or orchard of any person, without the consent of the owner thereof.
Mabyi*And Geological Survey 69
(1800), art. 21, sec. 280.
333. The county commissioners shall direct the supervisors of public roads in Guide-posts, said county* to cause to be erected and kept up at the public expense, at all public cross-roads and where public roads fork, Indexes or finger-boards, pointing to the nearest town, mill or other public places to which such roads lead, with the names of said places, and the distances thereto, legibly inscnbed on such finger-boards.
Ibid. sec. 231.*
394. The supervisors shall return a correct account of the expense of erecting Report of cost and keeping up said indexes to the county commissioners, to be by them levied as other county charges.
Ibid. sec. 232.
335. If any person shall wantonly injure or deface or pull down any finger-board, Penalty for he shall forfeit and pay a sum not exceeding five dollars, to be recovered by warrant "i'y same, before a Justice of the peace, in the same manner as other small debts, one-half to
the Informer and the other half to the use of the county.
Ibid. sec. 233.
336. The pay of laborers upon the public roads in said county shall be one dollar Wages, per day for each laborer.
1880, ch. 311.
337. It shall not be lawful for any person to encroach upon or to obstruct the Obstruction, county roads of Washington county.
(1860). art. 21, sec. 234.
338. If any person shall alter or change, or in any manner obstruct or encroach Penalty for injury on any of said roads, or cut down, or destroy, deface or injure any of the bridges, obstruction, causeways, boundaries, marks, directions or other establishment thereon, he shall,
on conviction In the circuit court, be fined at the discretion of the court, not exceeding twenty-five dollars, according to the nature and degree of the offense.
1880, ch. 311.
339. Upon complaint of one or more taxpayers of the county to the county com- Resurvey of road, missioners, of any person having encroached upon or obstructed the county roads,
by setting out fences, or hauling or throwing obstructions on said roads, the county commissioners shall direct the county surveyor to make a survey of said road and ascertain the correct location of the center line, and after marking with stakes the outside lines of said road as originally laid out, he shall report to the county commissioners, at their next meeting, the name of such person who has encroached upon with fences or otherwise obstructed said road; the county commissioners shall then pass an order notifying such person to set back his fences so as to give to said road Removal of its legal width, or to remove the obstructions, as the case may be, and place a copy of obstructions, said order in the hands of the sheriff of said county, who shall notify the person to whom the notice Is directed, by reading the same to him, and return said order to the commissioners, with the day and date of the giving of said notice to the person therein mentioned, endorsed upon the same.
Ibid.
340. Upon refusal or neglect of such person to comply with the orders of the Penalty for nonsaid commlssionprs within ninety days from the date of said notice as returned by removal of aame. the sheriff, he shall be deemed guilty of a misdemeanor, and after presentment and
indictment by a grand Jury, upon conviction thereof, shall be fined the sum of five dollars per day for each and every dny that said fence or other obstruction shall remain after the expiration of ninety days from the date of the giving of said notice, together with all costs Incurred; the said fine to be recovered in the manner provided by law for the recovery of flues, penalties and forfeitures, and to be paid to the said county commissioners for the use of the roads of said county.
The E0Ad-Law8 Of Mabyland
noec
Width of road.
(1800), art. 21. sec. 235.
341. All fines imposed to such cases shall be appropriated to repairing such damages and improving the road, and shall be paid to and accounted for by the super- Tlsor.
1874, cfa. 866w
342. The ooanty commissioners shall have power to construct any road, hereafter to be opened for the use of the public, less than thirty feet wide; provided, that in the judgment of the examiners such' width will be sufficient for the public use.
1802. ch. 602.
Bubscrlptioiis to The county commissioners of Washington county in their discretion are authorized stocE of turnpike jq ngy It is made to appear to their satisfaction that sufficient responsible compan es. gujgiptlons have been obtained for the payment of two-thirds of the costs of the building of a turnpike along the line of any public road within the bounds of said county, to subscribe for an amount of the capital stock of any company organised for the building of any such pike, the residue, or other one-third of the cost necessary for the completion of said pike.
Ibid.
Ittue of county bonds.
Levy.
To enable said conunissloners to raise money to meet and pay any subscriptions for the capital stock of any turnpike company so made by them they are further authorized to issue bonds In such denominations and amounts as they may determine upon, the same to be payable within ten years from date of issue, and to bear interest not exceeding four per cent., or they may levy direct to raise money for the payment of said subscription.
Ibid.
In case the said county commissioners issue any bonds as aforesaid they shall have full power and authority to pay, levy for the redemption of said bonds, principal and interest as the same becomes due and payable.
(1888), art. XXm.
WICOMICO COUNTY. 1870, ch. 479.
Oontrol of roads. 113. The county commissioners shall control and regulate the public roads in
Wicomico county.
1874, ch. 125.
114. They shall subdivide each or any of the election districts of the county, and appoint a supervisor for each of said road districts.
Road districts.
Ibid.
Labor* tax. 115. All able-bodied male citizens of the said county, between the ages of twentyone and fifty years, who do not reside within the limits of an incorporated town, shall be compelled to work not less than two days in every year on the public roads in the road district in which they reside; and the road supervisor, whenever the public roads shall need repairs, shall summon all such persons in his road district, or such number of them as he may deem necessary to moke such repairs, giving at least two days' notice of the time and place of meeting, and what tools they must furnish; provided, however, that no non-taxpayer shall be compelled to work more than two days in one year, and that no person shall be compelled to work more than four miles from his place of residence.
Ibid.
Exemption. 116. If any person from whom such labor on the roads may be required under the provisions of the preceding section, shall make It satisfactorily appear to the county commissioners, that he is physically unable to perform such labor, It shall be the duty of the said commissioners, to exempt such person, if he is a non- taxpayer, from tlip performance of the said labor.
Mabyland Gcex)Logical Survey 71
1874, eh. 125.
117. The road saperrlsors may make such commutation of labor for teams, carts C!ommutation. and wagons, as they may deem proper.
Ibid.
118. Every person liable as aforesaid to labor on said roads, who shall fail to Substitute or obey the summons of the road supervisors or to furnish a substitute, shall pay to the commutation, said supervisor upon demand the sum of one dollar for each and every day he shall
fail to perform the said labor; and the said supervisor shall collect and account under oath, at least once a year, and as often as may be required, to the said county commissioners, for nil sums of money so collected, and shall apply the same or pay it over to the said commissioners, as they may direct.
Ibid.
119. Any person failing to obey such summons, and refusing upon such demand. Penalty for failure to pay to the said supervisor the sum of one dollar, shall be guilty of a misdemeanor, Jj Symy."" and upon complaint made by such supervisor shall be arrested and brought before
some Justice of the peace of the said county, upon a warrant to be Issued by said Justice, in the name of the State of Maryland therefor, and upon proof of such summons and failure to obey the same, and refusal to pay the said sum of one dollar, shall be fined one dollar and all costs of the proceedings; and the said Justice, in order to enforce the collection of the said fine and costs, shall have the power to issue an execution therefor against the property of the defendant; and the party against whom any such Judgnent is rendered, shall stand committed to the Jail until the said fine and costs are paid, and said confinement not to exceed in any one case ten days; provided, nevertheless, that the defendant shall have the privilege of an appeal to the circuit court for the county.
Ibid.
120. The road supervisor of each road district shall enroll the names of all persons List of persons In his road district, liable to service, in a boolc kept for that purpose; he shall also liable to service, keep a separate list of those who work when ordered, and a similar list of tliose who
fail to obey his summons; which list shall be subject to the examination of any citizen of said county when desired.
Ibid.
121. The county commissioners shall require the road supervisors appointed by Supervisor's bond, them, to give bond to the State of Maryland, with good and sufficient security, to
be approved by them in such sums as they may deem proper, conditioned for the faithful and diligent performance, by the said supervisors, of all the duties required of them; which said bonds may be put in suit for the use and benefit of any one suffering by reason of the neglect of the said supervisors in keeping the public roads In their road districts in proper and safe condition; and the county commissioners shall have full and sole power to fix the price to be paid for laborers on the said roads, and to authorize the said supervisors to hire such numbers of them as the said supervisors may deem necessary; and they shall pay the said supervisors such salaries or per diem as they may deem Just and reasonable.
Ibid.
122. Every road supervisor shall be liable to be presented by the grand Jury of the Penalty for county, for malfeasance In office, and upon conviction thereof before the circuit court negligence, for the county shall be fined in each case not less than five nor more than twenty
dollars, in the discretion of the court; and the bond of the said supervisor shall be liable for said fine.
Ibid.
123. The county conmilssioners shall have power at any time to remove from Removal of office any road supervisor for what they may deem a neglect of duty or malfeasance supervisor, in office, and to appoint another road supervisor to fill the vacancy for the residue of
The Road-Laws Of Maryland
the term; and the term of ofSce of each dupervisor shall eDd with the qualification and Induction Into oflSce of every new board of county commissioners.
1892, ch. 276.
Width of roads. 124. All new public roads hereafter opened in Wicomico county shall be made thirty feet wide, except where the county commissioners shall deem that the public convenience and good may require them to be less or greater than thirty feet wide, and shall determine the width of any new road in the commission issued to the examiners to report on such new road. All new roads shall be well drained and graded* and it shall be the duty of the county commissioners to reject all such roads if not put in the most complete order; and they may make at any time such further rules and regulations as they may deem necessary for the better keeping of public roads in said county not inconsistent with the subtitle of this article or of the Public General Laws.
1874, ch. 125.
Guide- posts.
Widening roads.
Resurvey.
New roads.
Plat.
125. They may cause to be placed at such of the forks of the public roads as they may think proper, finger-boards or signs, showing the prominent places to which said roads lead, and the distance to such places; and any person tearing down or defacing such finger-boards or signs shall be guilty of a misdemeanor, and on con- Tlctlon thereof before a justice of the pence, shall be fined not less than five nor more than ten dollars, and shall stand committed to the jail until such fine and costs are paid.
1868, ch. 277.
126. It shall be the duty of the supervisors of the public roads in said county to examine all public roads in their respective road districts, and if any of said roads are found to be less than thirty feet wide, and if the said supervisors find that at any point said roads cannot be improved or repaired without widening the same, they shall, respectively, have full power to remove fences, fill up and remove ditches, cut down and remove trees, or any other obstructions, so that the said road may be rendered passable and convenient; provided, such widening shall not exceed thirty feet.
Ibid.
127. If any person shall feel aggrieved at the action of the supervisors in the performance of their duty under the preceding section, in removing his fence or other obstruction, he may call in the county surveyor for the purpose of ascertaining where the center of said road U, so as to know where the fifteen feet from the said center of the said road will run and be located; and if the said surveyor shall decide in favor of the location made by the supervisor, then the party appealing to said surveyor shall pay the expenses of said survey; but if the said surveyor shall decide that the location made by said supervisor is not correct, and that it is an Injury to said party so appealing, then the county commissioners shall pay the said surveyor four dollars for each day he may be employed in surveying said road; but said surveyor shall not charge for any survey made on any road unless he shall have been called In on an appeal from the action of some road supervisor of the public roads in said county.
1898, ch. 181.
127 A. The county commissioners of Wicomico countj' have the power, by ordinance or resolution, of condemning, laying out, opening, extending and making new roads, and for altering, straightening, widening, grading, improving or closing up in whole or in part any existing road, and for removing trees, posts and other obstructions, and for laying out public drains. watercoursoH and public landings on any navigable waters in Wicomico county, when in their opinion the public necessity or convenience requires the same without any previous application or petition. The county commissioners may contract with the owner or owners of the land for the purpose of laying out, opening, extending and making new roads, and for altering, straightening, widening, grading. Improving or closing up in whole or in part any existing road, or for a public drain or public landing, for the right of way over the land necessary for any paid road, or for land for public drains and public landings. If he, she
BfARYLAND GEOLOGICAL SUBVEY 73
or they be competent to contract; and In case the said county commissioners shall so contract, they shall cause a plat of the said road to be made by a competent surreyor, and filed and recorded in the office of the clerk of the circuit court for Wicomico county with the deed or deeds conveying the land so acquired, which plat shall be referred to in, and shall be a part of said deed or deeds, and the lands so conveyed shall be and become thenceforth the property of Wicomico county, and be subject to the purposes and uses for which granted. If, however, the county commissioners aforesaid shall proceed by condemnation in the exercise of the powers herein granted, all benefits or damages done, suffered or incurred, by the laying out, opening and making of new roads, or by altering, ptraightening, widening, grading, improving or closing Benefits and up in part or in whole any existing road, or laying out public drains, watercourses or damages, landings, shall be determined or assessed by three disinterested persons, freeholders and residents of Wicomico county, and above the age of twenty-one years, who shall be appointed by the county commissioners aforesaid, and shall, within ten days after notice of their appointment, take an oath before a Justice of the peace of Wicomico county that they will faithfully, fully and fairly and without partiality or prejudice, value and assess the costs and damages to be suffered and incurred by any person interested in the said property, over, through and by which the said road, drain, waterway or landing is to be opened, closed, extended, widened, graded or Improved, and also to estimate the benefits that may accrue therefrom to any such property, over, through and by which the said road, drain, waterway or landing is to be opened, closed, extended, widened, graded or improved, or any property adjacent thereto, or any other property Injured or benefited by said road, drain, watercourse or landing; they shall give at least fifteen days' notice in one or more newspapers Notice, published in Wicomico county of their purpose to lay out, open, extend, close tfp, wl en, straighten, grade or Improve the rond. drain, waterway or landing so directed to be laid out, opened, extended, closed up, widened, straightened, graded or improved, and of the day. hour and place of meeting for the said purpose; and shall meet at the time and place mentioned in the notice given by them, and proceed to exercise the powers and perform the duty assigned to and required of them, and to ascertain whether any and what amount In value of damages will be caused thereby, for which the owner or occupant of any rights or Interest, claimed In any ground or Improvement, ought to be compensated, over and above the amount In value of benefits which will thereby accrue to said owner or occupant thereof, and ascertain what amount In value of benefits will thereby accrue to any lot or parcel of ground by or through which the same may pass, or improvements made, or any other property, or to the owner or occupant thereof, and which said lot or parcel of ground, or the owner or occupant thereof ought to pay. 1 hey shall locate boun- Boundaries, daries and prepare an explanatory map, giving description of the road opened, closed, extended, widened, straightened, or drain, watercourse or landing, with each separate lot or parcel of ground deemed to have sustained damages or received benefits, and they shall within twenty days, return to the county commissioners such map, together with the amount of damages awarded such owners or occupants and the amount of benefits assessed to any lot or parcel of ground or the owner thereof, together with a certificate of their qualifications, which may be ratified or rejected or allowed and amended, in whole or In part, by said county commissioners; provided, that the county commissioners shall give ten days* notice, at least, by publication in one newspaper published in Wicomico county, or by ten days' notice, at least, in writing, to each property owner so Interested, of the time set for final action on the return of said examiners, and saM county eoniinlsslonera nball net on said return within twenty days after the expiration of said notice, and may issue a new commission, as in their Judgment may seem proper; and before proceeding to actually open, widen, extend, straighten or close any such road, drain, watercourse or landing, the county commissioners shall pay or tender to the person, his agent, guardian or representative, the amount of damages so awarded; and If any one shall feel aggrieved Appeal. by the decision of the county commissioners, In any matter affected by their decision, he may appeal to the Circuit Court for Wicomico county, by giving written notice within twenty days from said decision, filed with the clerk of the county commissioners, of his desire to appeal; and on the filing of the said notice. It shall be the duty of the said clerk to deliver the papers connected therewith to the clerk of
The Boad-Laws Of Maryland
the Bald court; and the same proceedings shall be had on the aptal as in cases of appeal from Judgment of justices of the peace; provided, neyertheless, that ihe county commissioners may decline to open, lay out, extend, widen, grade or straighten any road, drain, waterway or landing, notwithstanding the decision of the said court; but in case of refusal to do so, they shall be liable for all costs incurred and shall pay the same. All beneflts assessed by virtue of the above provisions shall be prior liens on the respective lots or parcels of ground on which they are assessed from the time of the final ratification of the aforesaid returns, and shall be collected as taxes are now collected, or may be collected by action at law. On appeal the court or jury may alter the award so returned, whether of damages or beneflts, and costs be awarded in the discretion of the court. After final notification the plat shall be filed and recorded in the clerk's ofiSce of Wicomico county at the expense of the county commissioners.
1876, ch. 43.
Oauseways 128. Wherever any mill-dam may be built in said county upon any branch or oTerdams. stream where the public road crosses such branch or stream, the owner of any such mill shall, within one month from the building thereof, erect a causeway across the breast of such dam, at least twelve feet wide, and shall keep such dam and the brldj?e incident to the same, in good repair, so that the public road shall be in no way affected Injuriously thereby; and such owner shall be exempt from any summons to work on the public roads.
Ibid.
Failure to keep 120. If any such dam or bridge shall get out of repair, and the owner, on notice
dam or bridge from the road supervisor or county commissioners, shall neglect for the space of sixty
days to repair the same, the county commissioners shall proceed to make such repairs,
and the owner shall be bound to pay them for such outlay on account thereof, and
the same may be collected as taxes, unless the mill shall be abandoned with its
privileges, in which case the owner shall be released.
(1888), art. XXIV.*
Worcester County.
1888, ch. 498.
Road districts. [1.] The county commissioners of Worcester county shall have power to divide or
sub-divide the several election districts of said county into three road districts, and to appoint a road supervisor for each of said districts, and to appoint such assistant supervisors as they may think necessary.
Ibid.
Lsbor*tax. [2.] Any male inhabitant between the ages of twenty-one and fifty-five years of
age, and every other male inhabitant above fifty-five years of age, and possessing taxable property, assessed at five hundred dollars or upwards, who shall have resided within the limits of Worcester county for one month next preceding the date when his services may be demanded, shall be required to labor two days in every year on the public roads in the road district in which he may reside, and the road supervisor, whenever the public roads shall need repairs, shall summons all such persons in his road district, or such number of them as he may deem necessary; provided, that he shall not summon the same party twice until he shall have exhausted the whole number liable to such duty in his road district, giving notice of the time and place of meeting; provided, that at least one whole day shall Intervene between the time of notice and the day on which the work Is to be performed; provided, however, that no person shall be compelled to labor more than four miles from his place of residence.
Ibid.
Exemptions [3.] If any person not possessing taxable property assessed at five hundred dollars from labor-tax. or upwards, from whom such labor on the public roads may be required under the
All the road laws for Worcester county contained in the code were repealed by the act of 1890, ch. 555.
JfABfLAND CKEX>L0OI0AL SURVEY
provlgions of the preceding section, shall make it satisfactorily appear to the road supervisor of the road district in which he resides that he is physically unable to perform the said labor, either by reason of permanent disability or that said disability existed at the time at which his services were required, and is not able to pay the commutation hereinafter provided, it shall be the duty of the said supervisor to exempt for the time being such persons from the performance of said labor and commutation for labor, and in case such supervisor shall refuse to exempt any person who shall apply for exemption as herein provided, such person, if he shall feel aggrieved by such refusal, may appeal to the county commissioners of the county, whose decision may be final.
1898, ch. 498.
[4.] The county commissioners of said county shall purchase and supply each road Road-machines, supervisor with one road machine, horses, carts, one stump puller, road plows, shovels, carta, injplespades, axes, nails, and such other implements and tools as may be necessary for the '
repairing or constructing of said county roads; said county commissioners shall also provide and supply each road supervisor with as many mules or horses as they may deem suflBclent to properly carry on the work, and the care and management of all said property shall be subject to the direction of the county commissioners.
Ibid.
[5.] Every person liable as aforesaid to labor on said public roads, who shall fail Penalty for failure to obey the summons of the road supervisor, or furnish a substitute, shall, upon demand roadJ2n)er!Sr°* made by said supervisor, pay to said supervisor the sum of seventy-five cents for each and every day (not exceeding two days) that he shall have to perform such labor; and the said supervisor shall collect and account under oath, to the county commissioners, for all sums of money so collected and exemptions granted, and shall apply the said money, under the direction of the said county commissioners, to hiring labor to work on the public roads, and shall pay over to his successor, upon the order of the county commissioners, any surplus that may remain in his hands, and the said supervisor shall make the said report, under oath, once in twelve months, and it shall contain, in addition to the things hereinbefore provided, a true account of all moneys received and expended, the name of each and every man who has performed the labor herein required of him, the number of days he has worked, and the time when and the road on which the said labor was performed.
Ibid.
[6.] Any person liable to labor as aforesaid, who shall refuse to obey such PuniBhment lor summons, and shall refuse to labor on said public roads, as hereinbefore provided, '"1"'® for one or two days, as hereinbefore specified, and shall refuse or neglect upon demand made as aforesaid to pay to said supervisor, the sum of seventy -five cents per day for one or two days' labor, as aforesaid, or shall refuse or neglect to furnish a substitute, as aforesaid, shall be deemed guilty of a misdemeanor, and shall, upon complaint made by such supervisor, be liable to be arrested and brought before any Justice of the peace in the county upon a warrant to be issued by said Justice in the name of the state therefor, and shall, upon proof of such summons and failure to obey the same and refuse to pay said sum of seventy-five cents per day not exceeding two days, be fined to an amount equal to said sum of seventy-five cents per day for not exceeding two days, and all costs of such proceedings before said Justice, including the pay for the witnesses for the prosecution; and the said Justice, In order to enforce the collection of said fines, shall have the power to issue an execution upon the Judgment, and the party against whom such Judgment is rendered shall stand committed to the county Jail until such fines and costs be paid, but said imprisonment shall not exceed ten days for any one offence; provided, that any pafty against whom any Justice of the peace may render a Judgment under any of the preceding sections of this Act, may at any time within ten days of the rendition of such Judgment appeal from such Judgment to the circuit court for Worcester county; provided, the party so appealing shall give bond with surety to the state of Maryland, to be approved by the said Justice of the peace in the sum of fifty dollars, with condition to
76 The Ko Ad-La Wb Of Mabyland
prosecute such appeal with effect, and to pay and satisfy the fine Imposed by said Justice of the peace in case the Judgrment shall be affirmed, as also the costs adjudged by said Justice of the peace, and also all costs awarded by the circuit court aforesaid; and all fines collected under the proTlsions of this Act shall be paid to the county commissioners, to be by them applied for the purpose of repairing the public roads in said county, and the Judges of the circuit court for the said county shall give this in charge to the grand Jurors thereof.
1894, ch. 498.
SupervisorB* bond. [7.] The county commissioners shall require the road supervisors appointed by them
to Te bond to the state, to be approved by them, for such sums as they may deem proper, conditioned for the faithful performance of the duties required of them, which said bond may be put in suit for the benefit of any person suffering by the neglect of said supervisor in keeping the roads in his district in proper order, and the said county commissioners shall have full power to fix on the price to be paid for labors on said roads, and to authorize the said supervisors to hire such number of laborers as they may deem necessary, and that said county commissioners shall pay said Supervisors' pay. supervisors a salary not to exceed three hundred and fifty dollars per annum; and the Dutiefl. said road supervisors shall give their whole and undivided attention to the supervision of and work upon the said county roads during the entire year.
Ibid.
Sign-boards. [8.] The county commissioners shall cause to be placed at such of the forks of the public roads as they may think need the same, finger-boards or signs showing the prominent points that the said roads lead to and the distance to said points; and any person tearing down or defacing such finger-boards shall, on conviction thereof before any Justice of the peace in the county, be fined a sum of not less than five nor more than ten dollars.
Ibid.
Widening roads. [9.] The said county commissioners for Worcester county are hereby empowered to widen said county roads to the width of forty feet and to straighten same, by cutting down and removing all trees and bushes, and by removing and setting in all fences and gates, such as may interfere with said widening or straightening of said roads, whenever in their Judgment they may deem necessary; where objection is made to the said widening or straightening of said roads, the method of condemning the land in contention shall be the same as now provided by law for making roads, alley and streets.
Ibid.
Acceptance of [10.] Nothing herein contained shall be construed as rendering the county commisnew roads, gioners liable for the acceptance of any new roads further than they were liable before the passage of this Act.
Ibid.
Width of bridges. [11.] All bridges constructed after the passage of this Act shall not be less than
sixteen feet wide.
Ibid.
Road-tax. [12.] The snid county commissioners are hereby authorized to levy and set aside annually a sufficient sum of money to carry out the provisions of this Act, and for such other Improvements as in their Judgment they may deem necessary for road purposes.
Index To Laws
A.
Accounts of expenaes, 19.
Adjoining county, conference with commis-
sioncra of, 9. Advertising, expense of, 81. Allegany county, 16. Altering of private road, 10. Altering of roads, 8, 6, 25, 29, 80, 88, 87, 49.
60, 66. Anne Arundel county, 17. Appeal, costs of, 5.
Appeal, right of, 10, 22, 30, 40, 60, 66, 73. Applications, record of, 0. Arbitrator, appointment of, 5. Assessments, 80, 81. Authority to change roads, 87.
Baltimore, 33.
Baltimore county, 7, 26.
Bids, 4, 21, 23, 24.
Bonds, issuance of, 89, 46, 48, 68, 64, 70.
Bonds, recorded, 22.
Bonds required, 8, 4, 21, 24, 26, 32, 58, 63, 66.
Boundaries, 73.
Bridges, building and repair of, 4, 6, 81, 32,
87, 46, 61, 74. Bridges, injury to, 46, 63. Bridges, inspection of work on, 4, 87. Bridges, protection of, 60. Bridges, rate of toll, 11. Bridges, rules and regulations for, 4. Bridges, superintendent of, 32. Broad tires, 39. Buildings and roads, 7. Burial ground and roads, 7.
Calvert county, 34.
Caroline county, 38.
Carroll county, 39.
Cecil county, 42.
Changing roads, 8, 4, 10, 25, 29, 30, 33, 37,
49, 50, 56. Charles county, 43. Classification of public roads, 18. Collection districts, expenditure of money in,
57, 60. Commissioners, compensation of, 10. Commissioners' district, 42.
Commission, Geological Survey, 15.
Commutation of labor-tax, 71.
Compensation for making records, 61.
Compensation, rate of, for laborers, 88.
Complaints, 6, 24.
Cimpletion of bridge, notice of, required, 10.
Condemnation of lands, 29, 64.
Contract, award of, 82, 37.
Contracts for special work and improvement,
Contract, power to make, 4, 23, 68, 60. Contractors, control of, 24. Contractor, failure of, 22. Contractors, how paid, 26. Convicts, control of, 68. Convicts, employment of, 62, 68. Ccnvicts, rewards for, C8. County collector, 49. County Commissioners, compensation of, 47,
66, 68, 62. County Commissioners' consent required, 10. County Commissioners, duties of, 8, 6, 7, 16,
17, 19, 20, 22, 23, 26-29, 81-88, 85, 87-64,
56-68, 60, 68-72, 74-76. County Commissinners, malfeasance in office
of, 86. County Commissioners, powers of, 8, 6, 7, 16,
17, 19, 20, 22, 28, 26-29, 31-88. 84, 35, 37-
64, 56-58, 60, 62, 68-72, 74-76. County land, 49. Counter petitions, 6, 29. County surveyor (see surveyor).
D.
Damages, 6, 7, 8, 22, 25, 55, 61, 64, 73.
Damages, appraisement of, 64.
Damages, apportionment of, 10.
Damages for drainage, 42.
Damages, payment of, 31, 54, 55.
Dams, repairs of, 74.
Dams, causeways over, 74.
Day's work, 67, 60.
Deed of road by owner, 28.
Disputed locations, decision of, 9.
Ditches, 46.
Districts, division of, 27.
Dorchester county, 45.
Drainage, 36, 42. 67.
Drainage, scientific system of, 46.
Draining into public road unlawful, 42.
Draining on adjoining lands, 42, 41.
Index To Laws
Drains, 6, 29.
Drains, injury to, 36, 42, 44.
Drains, land for, 49.
Engineers, employment of, 3, 20, 46, 64. Examiners, G, 10, 11, 29, 80, 32. 60, 51, 62, 66,
64, 78. Examiners, oath of, 7, 30, 40, 50, 52. Examiners, subject to county commissioners,
Examination of turnpike road, 12. Excuses, from labor-tax, 38. Exemption from working on roads, 70, 74.
F.
Fences, 3, 47.
Pines, 3, 7, 12, 14, 15, 21, 25, 26, 27, 30, 36,
43, 44, 46, 47, 52, 63, 60, 61, 69, 70, 71, 74, 76.
Flood-gates forbidden, 47. Forfeiture of turnpike road, 14. Frederick (City), 48. Frederick county, 6, 47. Funerals, 13. Funds, use of, £4.
G.
Gardens and roads, 7, 10.
Garrett coxmty, 61.
Gates, erection and removal of, 8, 36, 39, 42,
44, 66, 68, 64. Gate-tax, 66.
Geological Survey, highway investigation by,
16, 16. General provisions, 8. Guide-boards, 60, 61, 64, 69, 72, 76.
H.
Harford county, 51.
Highways, injury to, 26.
Highway investigation, by Geological Survey, 16, 16.
Hiring of animals and implements, 19, 86, 43, 46, 59, 63.
Howard county, 62.
Implements, 19, 21, 35, 45, 59, 63, 76. Improvement of roads, application for, 28. Injury to drains, 42, 44. Injury to roads or bridges, 7, 25, 42, 45, 63,
Inspection of roads, 20, 34, 55, 67, 60.
J.
Jurors, duty of, 14. Jury, summoning of, 14.
Kent county, S, 64.
K.
Laborers, employment of, 19, 34, 86, 88, 44,
57, 59, 62, 68. Laborers, summoning of, 66. Labor-tax, 88, 65, 70, 74. Labor-tax, commutation of, 65. Lands condemned, 60. Law, scope of, 17. Levy (see tax-levy), 38, 43, 70. License to haul timber, 44. Location of road, 80, 68.
M.
Maintenance of road by contract, 68. Malfeasance in office, 86, 45, 46, 57, 64, 66,
66, 71. Maps, 18.
Mines, private road to, 9. Misdemeanor, 16, 25. 86, 46, 71, 76. Moneys collected by county collector, 49. Moneys, expenditure of, 68. Money paid to towns, 38. Money, permission to borrow, 29. Montgomery county, 56.
N.
National turnpike, control of, 51.
Navigable waters, bridges over, 5, ll.
Neglect of duty, 27.
New roads, 43, 72, 76.
Notice of alteration, required, 4, 29, 73.
Notice of application, 10.
Notice of petition, 3.
Notice to owner, 31.
Notice to work on roads, 88.
O.
Oath of examiner, 7, 30, 46, 50, 62.
Oath required, 17.
Objections, 40.
Obstructions, 27, 83, 40, 42, 52. 55, 69.
Opening of bridge, 5.
Opening of roads, 3, 4, 25, 29. 30, 83, 87, 49,
Oyster-shells, purchase of, 45.
P.
Passenger Railway Companies, powers and
privileges of, 12. Pecuniary interest, 26. Petition against oompany, 14. Petition for bridges, 8. Petitioners responsible, 6. Permanent improvement, 57.
Index To Laws
Plats of roads, 4, 5, 30, 40, 62. 64, 72.
Plat of turnpike, 14.
Plank Road Companies, powers and privileges
of, 12. Princ Geoiige's county, 58. Private contributions, 24. Private road, 7, 25, 56, 68. Private roads in an adjoining county, 9. Private road, period of, 9. Private road to mill or railroad, 9. Private roads to quarries or mines, 9. Proposal opened, 4, 5, 21, 24. Proposals required, 4. Protest against bridge, 5. Public General Laws, 3. Public Local Laws, 16. Public roads, claasiflcation of, 18. Public road, establishing, 4, 28, 31, 58. Public roads, repairs and construction of, 19. Public roads, supervision of, 42. Public wharf, 4, 29.
a.
Quarries, private road to, 9. Queen Anne's county, 3, 00.
R.
Railroad crossings, 12, 26.
Railway on private road, 9, 10.
Rates of toll, warrant for, 11.
Receipts and expenditures, account of, 11.
Records, 6, 18, 27, 54, 61.
Records as legal evidence, 61.
Record of appeal, 5.
Repairs, 21, 43, 52, 53, 57-62.
Repairs, material for, 45.
Repair of bridges, 32.
Repairs of turnpike road, 14.
Resurvey of roads, 39, 51, 69, 72.
Right of appeal, 10, 22, 31, 40, 50, 56, 73.
Right of condemnation, 10.
Right-of-way, 6, 8, 10, 13, 29, 49.
Road, alteration of, 3, 4, 25, 29, 80, 37, 49, 50.
Road commissioners, 17, 18, 19, 84, 36, 40, 41.
Road contractors, 22.
Road, control of, 38, 67, 70.
Road districts, 18, 43, 64, 56, 59, 62, 70, 74.
Road improvement, 46.
Road improvements, petition for, 20.
Roads, injury to, 89, 53, 54, 60, 67.
Roads, inspection of, 34, 35.
Road-machines, etc., 19, 21. 36. 45, 59, 63, 75.
Roads, obstruction of, 27, 33, 40, 42, 52, 55,
Roads, repair of, 21, 43, 52, 53, 57-62. Roads, resurvey of, 39, 51, 69, 72. Road supervisors (see supervisors). Road tax, 19, 35, 37, 45, 76. Road, widening, 72, 76.
Road, width of public, 7, 8. 86, 68. 60,
67, 70. 72. Rules and regulations, 17.
S.
St. Mary's county, 62.
Sections substituted for others, 50.
Service, persons liable to, 38.
Sheriff, compensation of, 68.
Sidewalks, injury to, 25, 26, 65.
Snow, removal of, 50.
Somerset county, 64.
Special tax levy, 33, 40, 41, 53.
Special tolls, 18.
Specifications, 20.
Stone, purchase of, 28. S3, 58.
Superintendent of bridges, 32.
Supervisors, 3, 26, 84, 41, 45. 51, 52, 66, 65.
Supervisors, accounts of, 38, 57, 62, 63, 65,
66, 76.
Supervisor, amount of road allotted to, 51. Supervisor's bond, 16, 17, 71, 76. Supervisors, duties of, 16, 27, 37, 43, 52, 57,
68, 69, 62, 75, 76. Supervisor, interference with, 44, 59. Supervisors, malfeasance in office of, 45, 46,
67, 64, 65, 66.
Supervisors, report of, 53, 56, 59, 66. Supervisor, refusal to serve as, 52. Supervisor, responsibility of, 53. Supervisors, salary of, 12, 16, 86, 63, 67, 60,
Sur\'ey, 20, 29, 43. Surveyor, 6, 10, 20, 41, 42, 46, 61, 64.
T.
Talbot county, 6, 38, 67.
Tax-levy, 5, 6, 28, 67, 60, 63, 66, 67.
Tax to be worked out, 88.
Teams, etc., hire of, 86, 48, 45, 69, 63.
Tires, 39.
Toll-bridges, erection of, 10.
Tolls, evasion of, 16.
Toll-gates, 12.
Toll-gates, establishment of, 13.
Toll-rates, revision of, 18.
Trial by jury, 14.
Turnpike companies, 12, 18, 70.
Turnpike companies, subscription for stock
in, 89, 47, 48, 58. Turnpikes, penalty for bad condition of, 14. Turnpike, Plank Road and Passenger Railway
Compani's, 12. Turnpikes through towns, IS.
U.
U. S. Geological Survey, maps of, 18.
Index To Laws
Vacancies, 17, 57.
"W.
Wages for laborers, 43, 09. Washington county, 7, 68. Washington road, 88. Water-rack forbidden, 47.
Wicomico county, 38, 70. Widening roads, 72, 76. Wide tires. 89. Width of bridges, 76. Width of public road, 7,
67, 70, 72. Width of stoned way, 12. Worcester county, 74. Work out tax, S3.
8, 86, 58, 60, S,
5eri:.
, IQ.PH*T. Offices