360 



ROADS. 



Roads and 

 Highways. 



PLATE 

 CCCCLXXX. 

 Fig. 1. 

 Fig. 2. 



Fig. 3. 



Fig. 4. 

 Section of 

 common 

 road. 



Figs. 5, 6, 

 T, refer 

 to Mr. 

 Matthews' 

 plan. 



paved. In the same manner, G H I K show the limits 

 of a road also laid with tracks of aisler causeway, as 

 marked at L L and M M, but here the compartments 

 between and on each side are paved with ruble or in- 

 ferior causeway stones. 



Fig. 2. is a section of the plan described under Fig. 

 1 , and shows the particular form of the aisler cause- 

 way-tracks, and other parts of the road, a is a paved 

 drain, b one of the sides made with broken stones, c c 

 two of the aisler causeway-tracks, and d the horse- 

 path between them. In the same manner, eff and g 

 show the street laid with ruble causeway-stones on 

 each side and between the tracks. 



Fig. 3. includes a cross and longitudinal section of 

 one of the track-stones, and from its simple form it will 

 be seen that they may be prepared at the least possible 

 expence, requiring only that the sides which come in 

 contact should be squared, and made to form a joint 

 touching throughout from the bottom to the top, the 

 other sides being dressed as common aisler causeway. 

 The diagram a b represents a section of one of these 

 stones taken across, or at regular angles, to the direction 

 of the track. It measures eighteen inches in breadth at 

 the base, twelve inches at the upper surface, and four- 

 teen inches in depth, c d is another section of the 

 same stone, taken in the longitudinal direction of the 

 track, which is here supposed to be eight inches in 

 thickness, though in this dimension it may be varied 

 to any range from six to nine inches to suit the 

 quarry. 



Fig. 4-. is a semi-cross section of a common road. 

 The letters ABC showing the metal or broken stones 

 in strata of a uniform thickness in the central parts 

 as between A B, but diminishing towards the side- 

 drain at C. The chief thing to be observed, is the 

 form given to the bottom, which takes the same curve 

 as the upper surface of the road. By this means the 

 drainage is assisted, and the road metal is saved, as 

 there is not a greater depth of broken stones under the 

 horse-track where it is less required than under the 

 carriage- wheels. 



Figs. 5, 6, and 7, represent a plan of stone-railways 

 suggested by Mr. Matthews of Walworth, to the com- 

 mittee of the House of Commons on highways. 

 He proposes that the stones should be in pieces, 

 measuring four feet two inches in length, eleven inches 

 in breadth at the top, fourteen inches at the base, and 

 ten inches in depth. The diagrams to which the fi- 

 gures refer, show three sets of tracks with various 

 modes of forming the connecting joints. Fig. 5. is a 

 kind of mortice and tenon joint, marked a b and a b, 

 in which the stones are inserted into each other near 

 the top, in a bevelled fashion, with a view to prevent 

 the joint from sinking. Fig. 6. forms a plain bevelled 

 joint, in which the ends of the two rails are made to 

 rest upon a centre or intervening block of stone, as at 

 c d and c d. In Fig. 7, the letters/g and/g show the 

 same description of joint, and its bearing, but with a 

 joint somewhat more complicated in its outline or 

 form. 



Authors to be consulted. Bergier's Histoire des 

 Grandes Chemins de I' Empire, Philips' Dissertation 

 concerning the High Roads. Homer's Enquiry into ike 

 State of Roads. Lambert on the best Ascent of Rqads. 

 Edgeworth on Roads and Carriages. Young's Natural 

 Philosophy. Wilkes on Concave Roads, Wright on 



Watering Roads. Ellis on Washing Roads. Gumming Roads and 

 on Broad Wheels, &c. Booth on Wheel Carriages. Highways. 

 Erskine on Iron-roads. General Rules for Road-mak- ^~v^*> 

 ing, published by Taylor, London. Paterson's Practi- 

 cal Treatise. M'Adam's Remarks on the Present Sys- 

 tem of Road-Making. Communications to the Board 

 of Agriculture. Parliamentary Reports. 



ROADS, MARINE. A Road for ships is not easily 

 defined, but in a nautical sense it may be considered as 

 differing from a haven or harbour, in respect that it 

 is generally more spacious and easy of access, though 

 perhaps a less safe or protected anchorage than a pro- 

 per harbour, and with a greater depth of water, say 

 from seven to fifteen fathoms. 



The marine roads which are chiefly frequented on Road- 

 the eastern coast of Great Britain, are those of Ler- steads. 

 wick Bay in Shetland, Long-Hope Bay in Orkney, 

 Cromarty Frith, Leith Roads, the entrance to the Hum. 

 ber, Yarmouth Roads, and the Downs. But those most 

 accessible, in connection with the North Sea, are the 

 Friths of Leith and Cromarty. On the coast of Hol- 

 land, the Texel and Helvoet may be noticed, and 

 on the French side of the British Channel, Cher- 

 bourg, formed by a breakwater three miles in extent, 

 with a depth of from seven to nine fathoms in the 

 interior. On the British side we have Portsmouth, 

 St. Helens, and the protection of the Isle of Wight 

 generally ; Plymouth Sound, now greatly extended 

 as an anchorage by the breakwater ; and lastly, upon 

 this range of coast, Falmouth. In St. George's Channel 

 we may be said to be limited to Milford Haven, though 

 Holyhead and Dublin are in progress of becoming places 

 for the general rendezvous of shipping. The Clyde and 

 the Highlands of Scotland afford many safe natural 

 roads and anchorages ; while Ireland presents Cork, the 

 Shannon, Loch Swilly, Belfast, and others. 



These are all places of resort for the larger classes Harbour* 

 of ships, and may be termed public roads, as no much 

 harbour-dues are exigible. There are very few good wante ^- 

 harbours upon the eastern and southern sides of the 

 British coast, that ships of a considerable burden can 

 safely run for in bad weather, or in all states of the tide. 

 Improvements of this kind are much wanted on the 

 coasts of Aberdeen, East Lothian, and Fife, in connec- 

 tion with the friths of Forth and Moray. On the 

 Yorkshire, Norfolk, and Suffolk coasts, and particular. 

 ]y on the Kentish coast, in connection with the Downs, 

 good harbours are in great request. It would likewise 

 be of national importance if Weymouth or Portland- 

 road were converted into a safe anchorage. 



It here deserves our particular notice, that a great Advantage 

 change has been brought about in the more general of cnain 

 means for the anchorage of ships, by the introduction cables ' 

 of chain moorings for common use. By means of this 

 strong and flexible cable, ships can now ride on a 

 much greater range of coast, with off-shore winds. 

 Formerly, the utmost precaution was necessary in the 

 selection of a road-stead, in laying down a hempen 

 cable, so as to avoid a hard or rocky bottom. Now this 

 is happily become a matter of less importance, as the 

 chain cable is proof against slight injuries. We have, 

 therefore, no hesitation in saying, that the mariner and 

 the country at large are under the greatest obligation 

 to the ingenuity, professional skill, and perseverance 

 of Captain Samuel Brown of the royal navy, for the 

 general introduction and application of this invaluable 

 discovery for our navy and mercantile marine. 



