270 MASSACHUSETTS AGRICULTURE. 



fair one for the balance. It would be justifiable to make con- 

 siderable extra expense to reduce two or three hard points ; cer- 

 tainly, if in no other way, by making the road-bed there so much 

 better than the rest as to compensate for the extra steepness. 



2. Where the difference in levels between two points on 

 your line is large in proportion to the distance, avoid, if you can, 

 any counter grades, as so much loss in your ascent. Within 

 certain limits, level portions interspersed with varying ascents, 

 always supposing that the line fits the ground, are no damage, 

 but they serve to refresh the horse in a small degree. 



3. Do not go over a hill if you can help it. It is usually no 

 further around it, and if it is, the greater distance and cost may 

 be amply compensated by the saving in time, wear and tear, and 

 animal strength. Gillespie says it would be better to lengthen 

 a road twenty times the perpendicular rise saved than to go 

 over the hill ; which is to be understood as a popular, rather 

 than a scientific statement. When you must go over, the prin- 

 ciples of the second rule would apply to reach the summit on 

 either side. 



4. It will not pay to make much more distance, or cost, to 

 reduce grades not exceeding gig that are not very long. This is 

 a general statement, to which there might be exceptions on some 

 very heavy freight roads. On lines of such a maximum driving 

 carriages will not usually change their average speed for level 

 except to go a little faster down, and a little slower up, the 

 steepest parts. But grades of -^ and upwards may fairly be 

 considered as worth reducing, according to their respective de- 

 triments. Gillespie, under the head of " Profits of Improve- 

 ments," illustrates a good method of figuring such a problem. 



It is suggested that our public roads might properly be divided 

 into two classes, according to facts of traffic existing, or what 

 inay be expected from the greater facilities proposed ; and the 

 highest grade to be allowed in the first ^q, and in the second jL. 

 First class roads then would have no grades up which, with a 

 light carriage, a fresh team might not trot at moderate speed, 

 and down which the common speed would be that of the aver- 

 age on a level. And we submit the question whether all the 

 roads of the State might not in time be brought within the limits 

 of the second class. 



