lS03» of Rcxhiivgh and ScIklrJiJIjircf. j^t^ 



obfcrve oeconomy. Hence the line of former roads was followed as 

 much as polTihle, to prevent both caufe of offence and unnecefTary ex- 

 pence. A road, already partly done, could be completed at an eafier 

 rate, than a road wholly new. And proprietors had lefs caufe to com- 

 plain when an old road was widened, than when a new one was carried 

 through their fields. There was alff) fome faving in taking the advan- 

 tage of bridges already built, inflead of ercdling others. On the fame 

 principle, the making of roads was committed to thofe, who gave the 

 loweft eftimate, and who were both fparing of their materials, and un- 

 jlcilful in laying them on. In a hw years, there was a necelTity, in fome 

 jnftances, to alter the diredlion, and In others to renew the roads. 

 Thefe errors, however, have long ago been perceived and corrcAed. 

 The later roads are made with an evident regard to eafe, conveniency, 

 and beauty^ and are pleafing indications of the judgment and good talle 

 of thofe iDy whom they were planned. Yet not only here, but in the 

 greateft part of Scotland, the art of road-making is imperfeflly nnder- 

 flood ; and perhaps the following hints, on this fubje6t, may not be ua-. 

 acceptable to the public, 



* The firft care (hould be to get a firm foundation. All the foil, and 

 any foft fubflance that may be under it, mud be thrown afide, till gra- 

 vel, rock, or hard till is found. In cafes where this would be difficult 

 or expenfive, let the bottom of the road, after paring off the furface, be 

 laid with brufhwood, bramble, the branches of trees, efpeclally thofe 

 which have numerous twigs, or fuch weeds and roots as are tough and 

 cohefive. Thefe form a kind of thick net, to prevent the ftones from 

 finking, and the mud from rifing. The ftones fhould all be hard, bro- 

 ken very fmall, and none of them fmooth or round. The rough fides 

 and {harp edges and angles of thofe pieces made by the hammer, adhere 

 together, detain the particles of fand and gravel which are forced down 

 among them, and become a compaft and firm body. Whereas large 

 llenes, and even fmall ones, when fmooth or round, invariably vt^ork 

 their way to the furface by the jolting of heavy carriages. The greatefl 

 depth of ftones fliould always be on the middle of the road, and there 

 {hould be a very gentle {lope towards each fide, not above an inch or 

 thereabouts to every three feet. When the flope is lefs, water will not 

 defcend readily ; and, when It Is much greater, all carriages will {hun 

 the declivity on the fides, and go along the higheft part, crufh it down, 

 form ruts, and deftroy the road. A flupe of fwt or fix inches in fifteen 

 feet Is too trifling to be felt as an Inconveniency by any carriage, and 

 affords reafon to expeft an equal prefl'ure on every part of the road, 

 than which nothing is more ^ffentlal to its durability. It is alfo of vafl 

 importance to fprcad the gravel thickly, and equally, {o that the teeth 

 of a common garden rake may pafs along, and draw afide the lurgeft of 

 thofe fmooth and round ftones with which it abounds, without reaching 

 the broken ftones laid below. Thefe round and fmooth ftones, however 

 fmall, {hould be fubjeded to the hammer, and mixed with the other 

 ^nes which are ftill uncovered, li the road, after being thus gravelled, 



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