TRUFRTATION LIBRARY TSa w Ali %7' "til Vt> * 'if.1 C r4 I'JW r ' - S 'I /o SA 4,!n-~ jIl 'Co 7I. Atý Ur w 41 II Al - 44 LdhrarY 75s aJlj0;, r ~C' II / A -.. --. -:. - L-\ - t 2L- -3 ^c ANIMADVERSIONS ON THE USE OF BROAD WHEELS, T H E flight remarks, inferted in the laft part * of my Obfervations on the Stru&ure and Draught of Wheel-carriages, have led, it feems, many perfons to conceive that I meant to recommend the unlimited ufe of broad-wheels, as tending univerfally to the prefervation of the roads, provided it could be reconciled to the profit and convenience of the proprietors of fuch carriages. This mifconception hath occafioned many of the interefled and curious to honour' me with their enquiries, refpeLting the refult of my experience and information on this fubjet. The defire, which, from duty as well as inclination, I entertain, to give the publick all the fatisfa&ion in my power, B hath * See Part iv. SeA. 4. of Obfervations on the Struclure and Draught of Wheel. carriages by J. Jacob. printed for MefiT E. and C. Dilly in the Poultry London. 4to. price Six Shillings. TRANSPORTATION LIBRARY ~ ( bath induced me, therefore, to publifh the following animad-. verfions, efpccially as I found it was impoflible, on account-of my indifpenfible avocations in bufinefs, for me to prevent even thofe refpeftable perfuns I wifhed moll to oblige, from being fometimes difappointed by unfeafonable application. With refpe& to the difpute, which has for fome time fubfifted about the fuiperiour utility of high or low wheels, I pre. fume. that point to have been fully fettled on the molt, permanent bafis of mathematical reafoning and mechanical experiment. At leaft all thofe gentlemen, who have done me the honour to be prefent at my experiments, have been moft clearly convinced of the truth of my obfervations already publified. Indeed the contendimg advocates, who were of late fo warm and violent in their mutual oppofItion,about high and low wheels, feem to have given up the bone of contention, as of little. or no confequence. This they have done with great prudence, as the proprietors of carriages may be very fafely left to th~eir own experience, as their beft guide in the ufe of high or low wheels; in which their own intereft as individuals is chiefly concerned. Thus the members of the Committee of the honourable 1lHoufe of Commons, (appointed to fit on the bill now depending on the fuhjeat of the roads) who countenance the claufe, ad. inicring Mr. Bourne's rolling waggons, adopted by MVlr. Sharpe, to pafs thro' turnpikes toll-free, might be fafely indulged in their opinion of their utility, provided they were duly limited to nun-jher of horles or weight. They would certainly tend to prefei ye tr.e ---1. ----I --.-.I-.--LI --~C. *--I17 _ _ ___ 7-~mRn--l-_?At-r'"'F" (5 1) the roads, if not fo heavy as Co deprefs' their furface, or grind the materials ufed to repair them, into powder. But if they were thus limited in weight, no perfons whatever, ufing carriages for hire or labour, would be prevailed on to adopt them: nay, were their weight unlimited, fulch perfons, tho' prevailed on to make a trial of them, would not continue to ufe them long; while the experiment would in all probability turn out a very fatal one to the roads. Not that this effe6f would be owing to the lownefs of the wheels, but to the exceffive weight of the load; which not even the breadth of the rollers would prevent from deprefling the,furface or crufhing the materials of its reparation into dirt. In the draught of moderate loads, the carrier or farmer may be left to his own fligacity: he will never ufe wheels fo low as not to be readily able to furmount common obftacles, nor fo high as to" be neceffarily fo heavy as to bear any confiderable proportion, in their weight, to that of his load. And of this he will be careful,:-ur the fake of his own interefl in the carriage and horfess; without any regard to the prefervation of the roads; which is not in general affcLted by the wheels being high or low. The cafe is 3ifferent with the ufe of broad or narrow wheels; in which the public good and private intereft appear to be re. pugnant. Not that they really are fo, to the degr-te that is imin a~gined; or that the prefervation of the roads requires the ufz, of vheeels fo broad as to render the draught of loaded carriages fo very tedious, tro'iblefone and expenfive as at prefent. T'o ( 4 ) To fet this matter in the cleareft light I am able, I fhall be obliged to go a little beyond the bounds of my particular profefflion; but as I have taken the beft care I could to be well informed, as to thole particulars which my own experience may not have fully reached, I flatter myfelf I lhall commit no material error. The truth iL, that the wifdom of the legiflature feems to have been miflled, with regard to the principal obje& of attention. The defign of every interpofition of parliament, refpecling the ftruaure of wheel-carriages, has been profeffedly that of preferving the roads. But the preferving of the roads fhould have been a confideration fubfequent to that of making them. We have highways in England, that have coft many thoufands pounds repairing, as it is called, which never deferved the name of roads either natural or artificial, and yet if a moderate fum had been once expended in the making them, they might have for ages been kept in repair; and that comparatively for a trifle of what has been colleaed at the turnpikes. Before we confider, therefore, how far carriages tend to deftroy the roads, it is neceffary to enquire a little into the ftate of the roads themfelvcs and the modes of their reparation. By the making a road, I mean the confitutiuing a firm and compa& bed or plane of earth, ftone, or other materials capable of fupporting the weight of the load palling over it. Again, this plane fhould be on, or very near the furface; for if it lie too deep, however firm and compact it may be at bottom, it will be little better than no road at all. In .. --- --- 1`7--T` `.-~T:~17-C"~`-n,.~, (5) In foome places, nature itfelf prefents fucih firm and compa&t Ilanes on the earth's fuiface, capable of fupporting the gveateft weijNt, withrout yielding to the prefThre; fuch are beds of (tone, chll1K, or any other compaat hard fubflance. ryhc(> natural roads want no other fabrication or repair tbian that of making and keeping their furface nearly horizontal and dry; the only effe,-, the paflfge of wheel-carriagces has over them, being that of grinding away the furface, and leaving a light duff which, the wind in general, readily diffipates. Such roads are of all the beff, and are what the artificial roads Ihould be made as nearly as poffible to refemble. But thefe natural roads are in England few; our highways partaking of the diff'erent qualities of the various foils of the country they traverfe; being a compound of loofe tones, clay, marie, &c. It hence follows that, in, making roads of fuch various compounds, various means fbould be ufed; and that even after all, there may be f-nome fodls fo deep and of Co loofe a texture, that nothing but miafonry or carpentry can ever formi on them the comnpact bed or plane required. Acgain, there may be others equally deep, but not fo loofe of texture, which may admit of being compreffed, and if properly made, rendered confiffent to a certain degree, fo as to fuipport a moderate weight; though they would effetaually fink under an enormrous one. What then muff be tthe confequence of carriages of unlimited weight paffing over fucch higyhways, that have not been even rendered (5 compalt as to bear a moderate weight? Will their broad wheels improve thle texture of the foil? Or rather, C will (6) will not their weight deprefs the loofe and hard materials laid on their furface into the fofter bed beneath; which as the other fobtide, will of courfe rife up and render the way unpaffhble? Will fuch highways as theft, of which we have many in England, be improved by the paffage of broad-wheeled carriages; and that the more fo in proportion to the weight of ftich carriages; as is pretended, indifcriminately of all roads, by Mr. Sharp, and others? It is notorious, that in making new roads over light fails of deep firata, the materials themrfelves, when fecificaily heavier, will foon fubfide and afford' endlefs room for the like repair: nay, where moderate loads only were to be fuflained, it has been known that a few birch or heath bavins have rendered the road more coi.past and lafing than ten times as many tons of heavy pebbles would have done. And yet, I am well informed that nothing is more common than for the furveyors of many fu0ch roads, to ftiffer heavy materials to be brought from a great diftance, at a vaff expence, to be fwallowed up in the inIi'tiable guiph of their higahways. Nothing I think, can be clearer than that on thefe bottomlefs roads, as they may well be called, the weight of the load is the moft effential confideration; and that the breadth of the wheel only ferves more effeatually to deprefs the hard materials ufed for repairing the furface, and of courfe to raife the fofter marle or clay to the top: which will always be done irregularly; the parts confiantly giving way on the accidental tide of leaft refiftance. Thus fuich I I (7) fuch roads might without any ruts, be foon made full of holes and rendered abfolutely unpafTable, by an attempt to repair them with rolling wacyons of enormous weight. As to the utility of broad-wheeled rolling carts or waggons to farmers or others, drawing moderate loads over fields, or unmade crofs roads, it is not to be queftioned; they are undoubtedly ufeful, if the wheels be not fo low as to roll the earth up before them, iiilleadI of rolling over the earth and leaving it behind them. In this latter cafe, a farmer had better Life a flat-bottomed (ledge, turned up in front, without any wheels at all: and indeed he will find fuch a fledge, with a greater load, drawn-over his paftures with lefs damage to the turf, and along dirty lanes in winter time fUll as eafily and with lefs wear and tear, than is his nirrowwheeled cart, jolting from fide to fide in ruts full of holes a foot or two deep. But the deflgn of thefe animadverfions refpecting chiefly the prefervation of the public roads, I fhiall confine myfclf to them. We will fuppofe therefore that all thefe roads (as certainly our turnpike roads ought to be) are properly made: that is, fo far as to have obtained a compaft hard plane on or very near the firface., capable of fupporting without partial depreffion the weight of any carriagre that may be drawn over it: in which cafe it will, to all intents and purpofes, anfwer the end of a natural road, as above def'ribed. Let ( 8 ) Let us confider now what will be the effeL& of wheel carriages. pafing along fuch roads. A firm bottom is admitted; but covered with how much duft or dirt? The dufft indeed is of little confcquence to obftru6t the progrefs of the carriage, however incommodious it may be to the horfes ftet, or difagreeable to the rider or driver. Dirt is more moamentous and caufes the roads to be what they call heavy; the meaning of which we may underfland by the increafed exertion of the horFes, and decreafed velocity of the motion of the carriages. Whence this duft or dirt? Moit evidently it is formed by the grinding of the furface of the road, and the pulverizing of the materials with which it is repaired. It is the accumulation of this pulverized matter on the firm plane of the road, that occafions them in wet weather to grow what is called deep, and to be cut into ruts by wheel-carriages: the latter of which, they will certainly be the more fubjet to, in proportion to the narrownefs of fuch wheels, fuppofing the weighc of the carriages the fame. But, granting the road to be once well made, that is rendered fo compaa as to fuftain the weights neceffary to pafs over it; fuch road will not be fubjeft to ruts, till its furface be ground away and the dirt fo fabricated, accumulated to a certain depth. Ic may be faiJ, that narrow-wheeled carriages, cateris paribus, will cut deeper into the plane of the road than broad ones. Admitting this, it only ferves to caufe a greater difficulty in making roads for narrovw.wheeled carriages than for broad-wheeled ones; and ' ( 9 ) and not to increafe the difficulty of their prefervation, when once well made. This confideration alfo ferves to fhew that a ftratum, which will admit of being made into a road for broad wheeled carriages, may not admit of being made into a road for narrow-wheeled ones of the fame burthen. But what is to be inferred from tIhis? Certainly nothing more than that where it is found impraticable to make and preferve a road capable of fupporting narrow-wheeled carriages of a certain burthen, the breadth of their wheels fhould be encreafed, or the weight of the load diminifhed. Take the public highways in general, however, throughout England, they may be made and preferved with proper materials, capable of fuftaining wheels of a moderate breadth, bearing any weight cal. culated to be drawn by horfes, with advantage to the proprietors. Let us proceed then, to confider the effee of the paffage of fuch carriages over a well-made road; the loofe materials of whofe fur4 face are, as yet, ftones or gravel, too large to be converted by water into mud, or dirt. In this cafe, fuch a road will refemble one offtones and gravel, laid over a ftone or wooden-bridge, con. ftruded by the mafon or carpenter. But whether carriages of broad or narrow-wheels would fooneft pulverize the loofe materials, and of courie deftroy fuch roads, has not, perhaps been duly enquired into*. D That * The reverend Mr. Homer, who was many years one of t'le commiiTioners of the roads in Oxfordfhire and Warwickfhire, and has written from experience on this fubjci-, obferves, with refpe&t to broad wheels, that " an increafe of weight, though fupported (- 10 ) That heavy broaeltwheele d wagorons would, merely by their incIumbent preffhre, coniblidate, or bind fuch materials together into one hard and corpaa furfatce, as hath been pretended by fome, is altogether chimerical. They might reduce thoie materials into fmaller parts, but i fould diey crufhh them into atoris, thofi atom3 would have no ftronger coherence, or be more firmly cemented together than before. On ich other hand, they would only be the more eafily blown or wafhed away. fupported by more than a proportionably increafe of furface, muff produce an extraordinary confumption of materials, cfpetially of fuch as are coarfe, when u(Ud in the repair of roads; and though the variationi will be different, according to the nature of the country, and the treatment they undercgo, yet in all bad fbils, it would.probably te found upon enquiry to have been fo great, fuace the encouragement given to broad wheels, as to be fiufliciently alarming At leaft, the writer can truly affirm that in thofe parts of his own neighbourhood, which fall more immediately wider his obfervation, and are much fr-equented with thefe poniderots machines, it is now almoft double to what it was before that event, though the roads in general are in a lcfs eligible itate; and fuppofing that the fame track of management was to prevail for a couife of years to come, it is difficult to conceive, where refources of materials will be found in future ages fuiffcient to keep the carriages of pofferity above ground." Agaiii, the lame writcr oblferves that the ufe of broad wheels in general, is 11 very jnvarious to roads, which are only fortilied to a certain breadth th; t although their weatring is indeed confiaed more to the fuM Ece, and does not ordinarily operate to that d&pth, which heavy draughts conflituted with narrow wheels do, yet upon the whole, it is grelter an]l m )re daitru~tive of materi us; that of conlfjuenc, the expence of fipo)orting roads fince their effablifhiment has been greatly enhanced DI nor has that of * rriage bren at all lefFeied, notwithltanding the ref'uurces of p1!ftcr-ty have been ant cioate~d for th',em, and they have teen favoured firft with a total exeMpti--n fro-n, andi afterwvards a c,)nfid,-rablc mitigation of, the payment of toll to which other earr' -es haxe Fe i fiubjlt i d." i is ojiniof of Mr. Hwoier, appears to he confirmed by that of the comrmiflioners oF certain turnpike roads in the weftirn part OF England, who, at a late meeting at t1: 10 'iz~s, unaninooufly declared their opinion, founded nn experience, to be that, if a law.v (hould be imade to permit bioad-whcel wagao-s of any kind to pafs through. tu-n'-ikes for three vears, without limitation of weight and number of horfes, and toll free, the roads in that country would be entirtly deftroyed, and rendeied impdI'able For any carriages whaittimvcr. See An Enquiry into the Means of PrefeirXs ig yand Imnproving the Public Roads of this Kingdom, by Henry Homer, A. M. rcltor of l3rdingbury, in Warwickfhire, and chaplain to the right honourable the Lordr Leigh. Printed at Oxford, in the year 1767. ( II ) The commiffioners, or furveyors, of the roads near London, have been frequently cenfured for raking off this flufh, as it is called, and often carting it away; it having been' thought by fome, that fuch fluff lhould be raked up into the middle of the road, as being the beft materials for its repair. But, however reprehenfible the road- makers may be, in not laying the roads out in fuch a form as will keep them dry, by their fpontaneoufly throwing off the pulverized matter, they are certainly excufeable in not throwing it back upon the road, for whofe repair it is become totally ufelefs. That it is ufeful in making good caufeways for foot paffengers, whofe weight is light, when railed fo high and made fo narrow as to throw off the water, is by no means a proof of its being proper to be laid again on the cart-ways. For without the commixture of fome cementing ingredient, that would turn it into a kind of artificial flone, it would be ftil! nothing but mud or duff. Heavy carriages require the furface of the roads, when made of loofe materials to be of larger fize than the particles of duff, and of firmer texture than clods of dirt. Narrow wheels indeed might fooner difplace the new materials, or cut deeper ruts in the beft of our artificial roads, than broad wheels-, but it is to be doubted whether they would fooner wear thofe materials out. At the fame time, there are two important refle&tions to be made on this head; the one is, that the demolition of fuch materials will not follow the proportion of the weight of the load even of carriages whofe wheels are of the fame breadth: and the other, that it is not the number or multiplicity of light carriages which deftroy the roads, fo much as the excelfive weight of the heavier few. The I ( 2 The Pebbles, &c. generally ufed for repairingr the r' 's, are brittle and are at once broken to pieces, by a fingle blow ci Thed by a weight of a certain determinate force; aitho' the i might neverthelefs have fuftained ten thoufand blows, or ten thoufand times borne a weight, of very little lcfs.force, unbroken. Nor mnight they be a jot more liable to break after having withfiood ten thoufand (hocks of confiderable vi~oence, tho' they might fly to pieces with the very next, of a very finall additional force. * It would be worth enquiry, therefore, uncr w.h1at weight of broad wheeled-carriages fich artificial fbata of iftones and gravel laid upon bridges, begin very perceptibly to pulverize. We -night then form fome idea of the weight, which (hould be the ne plus ultra of that of all carriages pafling along artificial roads. It will be admitted that a broad wheeled carriage, bearing on a greater quantity of furface than a narrow one might be allowed to carry a proportionably greater weight, provided that furiace were compolixi of a number of very fmail points of re. fiftance; as in that cafe the narrow wheels will reft on fewer of thofe points: but, as, whe-re the materials of the road are p;retty i ar e "M Mr. Homer hoferves that " if a ccrtain ckrrree ofprrc!hre, as for itiflance tht of two Tons, be neceqThry to defiroy the Contiguity of Parts of any 0o:r piece of mater-ial, or & item of materials conncatcd together, by a bearing ut:on cach other, half that weight may iepeatedly pafs over fich materials without pr-oducing any fenfible effert; aitbo by the addition of the other half they will be immecdiately broken to pieces with a fingle impulfe." He mnight have added, as above ohlerved, with the addition of even a very li'al portion of the other half. Indeed he exprefises himfelf nearly to this purpofe, in another part of his " work; where he flys it is found by experience that Wheel-carriages in many circurrnlbnccs a& with more thin double violence upon the materials and reduce many of them with one or two impulfes to powdcj., which would (tand the repeated (hiock of inferiour weights." ( 13 ) large it will often hapen that a fingle ftone fhall equally bear the whole weight both of the broad.wheel and the narrow, it is plain the prefervation of the roads requires that the utmoft weight, to be carried by carriages of burthen, fhould be calculated for the broadeft wheels, of which the Struaure of the carriage may conveniently admit. From this flight furvey of the nature of our roads, and the manner in which they are aff'eted by wheel-carriages, it is plain that it is the weight of carriages of burthen and not any other circumitance, which is the moft effential obje&t of confideration, refpefting the damage they do the publick roads. To this confideration, indeed, muft be added another, refpefiing ftage coaches and chaifes; many of which now carry very confiderable burthens; and by their running with a greater velocity than Carts and Waggons, acquire frequently an equal momentum; fo that they impair the roads confiderably, by breaking the materials on their furface. * Thefe, therefore fhould be particularly limited as to their weight; or perhaps it were better if, E out * Mr Homer indeed reprefents the friction of the wheels as being greater in proportion as the carriage goes flower. But, tho' the depreffion or rut made in a foft and ill-made road may be the greater in proportion to the time the carriage takes in paffing over it; the hard iirf'ice or loofe materials of a wellmade road will not be ground or pulverized in that proportion. On the contrary, the fwifter the carriage goes the greater blow will the wheel ftrike againfl every obfticle it meets. It is true thnt where thofe obftacles are very finall, the velocity with which they are (truck is very little, becaufe the point of the periphery of th6e wheel on which the carriage refls always flands flill. For it is to be obferved that as the axis of the wheel goes forward, its periphery turns the contrary way: Nor would turn round at all if the edge of the wheel and the furface of the road were perfectly finooth. As it is in confequence of their roughnefs therefore that the wheel turns, the operation of its edge on the road may be compared to that ( 14 ) out of humanity, if not policy, to the poor horfes, they were limited as to their velocity of motion, unlefs on urgent occafions. On the other hand, as our flage-coaches and chaifes fliould be reftrained from running with fuch burthens fo faff, our waggons and carts ouglit to be prohibited from carrying fuch enormous loads, as to make them creep fo flow. The horf'es in the latter indeed are not fo foon killed outright, but they are thience enervated, crippled and rendered otherwife ufetfis while they live. * It is indeed the weight of fu ch carriages, the enormity of thelir load, and the length of their team, rather than any particular mode of Struaure, as to high or low, broad or narrow wheels, which are the principal caufe of the prefent tedious and expenfive conveyance of goods by land carriage, as well as of an unneceffary multiplicity of droning draught horfes. It is not many years ago that the legiflature very rationally con. ceived that the heavier carriages were loaded, the more they dam. acred that of two dentAted whe1Cs, qWhofe teeth, working into, neceffarily rub againfi and conflquently wear each other. Again, thefe teeth in roads of loofe materials being loo(E, it fOllows that tho' the carriage goes for% ard the edge or the wheel frequently flides backwards as it turns round. This is remarkable in ftcep ak-ents; in mounting which the wheel of a carriage makes more turns than in going down hill the fanie dlltance. Th1e materials of the road however are more crufhed and pulverized by a carriage in its going down hill than in its going up. "* I cannot here forbear quoting a paffige from Howel, a celebrated writer, who floerifhed near an hundred and fifty years ago; and I' eaking of this fiubjed, ays, " England may be called the Hell of horfes; for their cars and carts are fo " unmealirably loaden, that their track doth not only fpoil the pavements of the "Streets and Hlighwývays as they pafi, but oftentimes it kiems to break the very "l hea'rt-flhingýs of the poor paifive animal; infionuch that of any nation that C'holy text is icalt obferved by the Englifh; a good man is mnercitul to *'' his bieafL.'' _ __ _ I ___ ___ ('5) agefd the road. On this principle the weighing engines were ereL'ed, and the number of horfes in the team fubjefted to limitation. In the mean while the ruts, to which our ill-inade roads were fubje6ed by narrow-wheeled carriages, fuggoefted the expedient of increafing the breadth of the wheels: an expedient indeed fo far ufeful as it might ferve to keep the furface of the road level; but a defru61ve one in adniittino fuch broadwheeled carriages to carry ernormous burthens and be drawn by prepofi'erous teams. The confequences of this expedient not anfwering, the cxpe&tations formed of it, the next fuyggeftion was flull more extraordinary than the former. This was that of making the wheels flill a little broader, and then it was prefumied the heavier the weight laid upon them, the more they would ferve to preferve the roads. A prefuinption this, direftly contrary to all former theory; and as inconfiftent with former pra~lice, as if it had been ingeniously difcovered that the very means which had hitherto contributed to wear out the roads, were now become the only means to preferve them. The parliamentary flat, however, obliging the proprietors of ifage waggons &c. to increafe the breadth of thieir wheels, at a great expence, they very naturally fought to indcmninfy tliemifelves by making ufe of the indulgence given them to increafe their load: an increafe aggravated on the team by the wetight neceffarily added to the wheels. The draught of our loaded broadwed - _ _ ____ __ __ ( ic ) wheeled waggons became thus in a manner abfolutely impraficable, till the fcheme of placing the horfes abreaft enabled the team to drag them forward with great difficulty at the rate of two or three miles an hour. To mend the matter as it thus flands; it is now projeLted by fome to give ftill greater encouragement to heavy loaded waggons, by fuffering them, with wheels or rollers of a certain breadth and diameter, to carry any weight and to pafs toll-free! With what velocity fuch waggons carrying five, fix or feven tons will approach a turnpike, time may flew; but that the commiffioners will foon be tired of feeing them pafs toll-free, it needs no great degree of fagacity to foretell. The commiffioners of our London pavements have as little reafon to thank thofe gentleman for their zeal, who, in order to fave the keep of horfes, recommend the uFe of waggons for the delivery of four or five chaldron of coals at once, inftead of fingle chaldrons in feparate carts. The ufe of fifty fuch coal waggons would do more damage to the pavement in one month, than the narrow-wheels of all the hackney coaches in London in a whole year. Not indeed by wearing away the furface of the ftones, as is frivoloufly objeaed to the latter: but by deprefling whole ftones and fometimes many of them together; thereby raifing others and reducing the whole furface into large ridges and holes; to which the London pavement, on account of its being fo frequently taken up and relaid, will ever be fubje&, if carriages of enormous burthen are fuffered to pafs over it. The __ _ __ __ __ __1___ ( '7 ) The objeftion made to the narrow- wheels of our hackneycoaches, becaufe they have been found in fome places to form perceptible ruts in the pavement, is not fo very material. The pub'lic*would have'abundant reafon to be fatisfied, if. our paverents. wanted norepair till the flonos Were fairly worn out, or till the narrow-wheeled'coaches made fuch ruts-in them, as would be either very difagreeable or dangerous. On-the other hand. again, the obifinacy of our coach-mafters is to the laft degree abfurd, in fo ifrongrly oppofing a greater breadth of wheel for coaches, thac are to run over a hard, impenetrable pavement; where, if the wheels be equally light, the advantage is on fevetal accounts in favour 'of thed broader. On f.-a road indeed of loofe pebbles, gravel, &c. it is not f6; becaufe a broad wheel will have more obflacles to deprefs or furmount than a narrow one; but this is nor the cafe with indepreffible pavements, on which, the difference between broad and narrow wheels of the fame weight, is not very confequ'ential. It is greatly to be wilhed that all parliamentary injun6Hions for the prefervation of the roads, which affe& the ftruwfure and draught of wheel-carriages, might be fo calculated as to anfwer the end both of the public and the individual. One reafon for this is, that the law would not then be fo liable to be evaded,as it is, when it clafhes with private intereft. This hach been particularly experienced in the various methods that have been taken to elude the fpirit of the broad-wheel a&. Another reafon is, that individuals would thence be frequently convinced that the legiflaF ture, ture, in confulting the puLblic dodd, -knows the inte'reff of private perfons often better than the'y do theiilfflves T h efd arie `fle'w ýe)k e vVn o f -t h o flehofe';fubfl ffence 'depends ontht profits arifing r 6om 4and criae h' would not think -it more for their~intere[t. to, keep an. additidnal. horfe- than an addiWixi '-tan: or that ~udbe eafly,pe'rfo-aded'an addiftion'al. driver mi ghtfAv'e th;& 't ie.~putr'6haifýand kýeep df) -more -than ýtwo.* hUnfesý. And ye~t, n'6thin'ig is -m6dreCertain than thattwo Waxggons'built for carrying each' a load und~er thtee ton, would be each d~rawn.- by. four hbrfes, twos,'hreaft, -much- fafter and with maref eafe ýthan one wa~~1,'duryrngli td4 otjdbeýdramfn by:rcat;o'.0Keven;w~el -Ve horfes. But 'then':, it will be faid., there is the expence of two carriagres inftea'd of one. There is fo;,but this expence is by. no mneans dou'ble;,. again the t~wo, carrying. lefs wright, 'wifl.l-be lefs fubjc6t. to wear and tear, tban,, t~he one.;. the conveyapzre will be. quicker, and confequently more profitable; the horfes. will not acqo ire -that flothfil rigidity of mufcle, which renders them unfit 'fo-r SMr, Homer thinks nothing can be done cffie~ually for the prefer'vation "'f the roads, till the drivers of carMriages are fuibje~ffed to the fevere contioul of comnl)Ii ffioners, furveyors and thli'i deputies the obftinacy and temerity of miany waggoners being fui(h, fays h~e, " that they require to le'go()vetiic'd 'with as high 'a hand as negpoes hi the plantations." I fufpe&, how'evcr, that the carriage. drivers of this country Nvill rnot eaflly fubmit to the coi'rcation' of~;cgr'o'-drive?'. SoMe gent lo method mIuft be devif'ed and the carriages and roads foxconft'u69ed and laid out, a-s to put it out of the power of fuch drivers to' injure the r'oads materially, withotit al fo injuring themlfelves. Nothing can be more pertinent or true than -vviit this reverend g~entlemian him'felf obfierves, that" a pi'oper co.nftruftion of' the carri~ages is certainly the moft eafy., and of all others Tcrha ps -*the- moff eff'ealual -)as f f iuiyt heras;ht then it fhould not he fuch a conftru~cion, as will enable them to ca~rry.hc'aU, but fuch -a one., as will obli~e them to cariy lhiý& loads." ( 19 ) for any other purpofe, and incapable of moving a pace much falter than that of a fnail*. In objefing to the greater original expence of two carriages than one, the proprietor afts the fame part, as is played by thofe who fhould make our roads. They provide amply, and difpenfe lavifhly, for the repair of what they are too penurious properly to conftlru2S f. What fhould we think of an architeft, who fhould appropriate an immenfe eftate to repair a houfe, on which he would htot beftow a fufficient fum to have it properly built? The thought of multiplying carriages and drivers, is, I knowa powerful objeCtion with thofe, who think the roads are to be both made and preferved merely by broad wheels. But, as the diminution of the weight of loaded carriages is the long-experienced and only effeftual method of preferving the roads, it is proper that private intereft, even fhould it a while apparently fuffer, fhould give way to the public. As to the roads, I have already.obferved that it is not the multiplicity of carriages, but their weight and velocity that chiefly affeft them. And as to the increafe of drivers, I conceive, that they might fubfift on the produce of the land now deftined to the maintenance of the horfes, they would ferve, inftead of: and I leave politicians to determine whether an increaki of the number of hardy, well employed peafantry be moft hurtful, * It may be of fomne confequence to obfeive here alfo, that the falter the carriage goes, the more ealily does it overcome obftacles and therefore requires the lefs alhillance from the horfes, to continue its motion. + Mr. Homern oblerves that there is a fIpace of about five miles in a part of Wari wickfhire, on the great road leading from London to Cheler, which in the "years 1764, 176\ and 1766, coil repair'ng at an average 84 /. 7s. a mile yearly; and that tiere were other parts of the fame road, which would coft 1 2 /. 17. a mile annually! ( 20 ) hurtful, or beneficial to a nation. Not that this increafe either of drivers or carriages, need be fo great as may be at firft imagined. For, as thejournies would be made in at leaft two-thirds of the time in which they are at prefent, the carriages and drivers now in ufe would make three journies in the time they now make two. From thefe confiderations I conclude that, if fome regulations, fimilar to the following, were to take place, refpe&ing our turnpike roads and wheel-carriages, they would be found to anfwer the end both of individuals and the public. As TO THE ROADS, ift. Let a firm and compaCt bed or plane be once formed, by the commixture of proper materials with the native ftrata, fo hard as to fuftain without depreffion four wheeled carriages, with fix inch wheels, flat tire, bearing a load of three ton: or two wheeled carriages with like wheels bearing a ton and a half. 2d. Let the furface of fuch roads be rmade latitudinally a little convex and where neceffary longitudinally waving; and, at the fame time, be raifed fo high as to give room for the water to run off and leave, in the whole breadth, the furface dry. 3d. Let fuch roads be repaired with materials of the fame fpecific weight as that of thofe with which they were firft made. 4th. In very wet feafons, and when the materials of the furface are confiderably pulverized, let the flufh or mud be raked off the road .----- -.-- ..--; --- ---- ----~----r ------- __ -cl---r--~- -,.,---~L~ ( 2 ) road and carried away; and by the firft favourable opportunity its place fupplied with frefh materials; always prefcrving the road of the fame height and form, to keep it dry. 5th. Let the tolls be adapted either to the number of horfes or weight of the loaded carriage; within the limitation of three ton to a four wheel carriage, and half that weight to a two wheeled one: no carriage being permitted to carry more than three ton un. lefs in cafes where the load cannot be divided; and even then, not without fpecial licence obtained of the CommifTioners. AS TO CARRIAGES, ift. Let no waggons, or four wheeled carriages, have lefs tlan a fix inch wheel, flat tire, nor any be permitted to weigh with their load above three ton. * 2d. Let no carts or two wheeled carriages of burthen have lefs than a like fix inch wheel, flat tire, nor any be permitted to weigh with their load above one ton and a half. 3d. Let no ftage-waggon or four-wheeled carriage of burthen be drawn by more than four horfes two a breaft, nor a loaded two wheel-carriage by more than two horfes abreaft or three in length. 4th. Let four wheeled ftage coaches and chaifes be reftrided G to * I fay three ton, becaufe I conceive the lighter the weight the better for the road in every refpet: not but that I believe, four horfes two-a-breaft, will be able, on account of the fhorter length of team, to draw four tons as eafily as eight horfes in length would draw fix ton, and as eafily as eight horfes two a breaft would draw feven or even eight 77 "- - W ( 2 ) to wheels at leaft three inches broad, flat tire, and to a burthen of two ton. All two wheeled chaifes or carts to wheels of the fame breadth and to a load of half the weight. 5th. Let pleafure-carriagesand the coaches or chaifes of private perfons, be indulged with wheels of no more than two inches and a half breadth, flat tire; provided the four wheeled carriages with the burthen do not weigh more than one ton and a half and the two wheeled carriages more than fifteen hundred weight. The reader will fee that I have conftantly in view the diminution of the weight of the burthens; with which our roads and pavements are at prefent fo terribly indented, worn, and torn to pieces: for without fuch diminution, I am well perfuaded no expedient we can make ufe of, however feafible in appearance, whether of carriages refling on cylinders, or on wheels rolling double furfaces, will ever effeaually preferve them. At the fame time and for the fame reafon, it is plain that it is the weight of the carriage, which is the chief impediment, in all cafes, to the velocity of its motion. It has indeed been doubted by fome, whether what is advanced in the 7th. feaion of the 2d. part of my Obfervations, refpedting a low wheeled carriage's keeping pace with a high wheeled one, after the fri&tion of each is once overcome, be ftriftly true. To fatisfy the publick, therefore, in this particular, as well as fome others equally interefting and curious regarding the Stru&ure and Draught of Wheeled Carriges, I have caufed an apparatus to be cre6ed, for demonftrating the truth of them experimentally. "Such i)-- T-~-" -~~l~r--'T--CC-. ( 23 ) Such being the real Rtate of the cafe, and the diminution of the weight of carriages in general a principal obje& both as to the prefervation of the roads and the expedition of draught, I fhall here beg leave to recommend to the publick attention the expediency of univerfally adopting wheels of the new conftru&ion, whofe rim confifts either of a tingle piece of wood, or two fellies only, bent by a newly difcovered procefs, into a perfe& circle, which is cafed with a fingle hoop of iron: in confequence of which mode of conftruftion, the grain of the wood is kept parallel throughout, its thicknefs confiderably leffened, and the whole wheel rendered much lighter, and at the fame time much ftronger than wheels conftruded of detached pieces of wood and iron in the ufual manner. It is on the fame principle I rhay prefume alfo to recommend the new-invented method of conftrufing wheel-carriages, fo as to enable them to turn in a much lefs compafs than in the common way: which is effected by a very light, fimple and cheap contrivance, anfwering all the purpofes of lowering the fore wheels, indenting the fides of the waggons, or even the apparatus of the crane neck for coaches and chariots, at once fo burthenfome and expenfive. Specimens of thefe wheels and carriages of new conftru&ion may be daily feen at the Inventor's houfe, in St. Mary Axe; or at Jacob and Viny's Wheel Manufaaory in Black-friars road, near Chrift-church, Surry: where fuch noblemen, gentlemen, or refpeaable artificers, who are curious alfo to fee the above mentioned it Stioned experiments may, for fome time, have i Fridays, from the hours of twelve to three. i Orders for ftch wheels and carriages will I places and duly executed. 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