The result of it all has been that stone roads in Burlington and other counties have usurped the lines where gravel was intended, because, upon calculation, it has been found that the stone can be supplied and placed almost as cheaply as the gravel, and cheaper where the gravel has to be carted long distances, the cost of maintaining being much less and the stability of the roads much greater, they not being weakened by the changes of seasons. The gravel roads are not firm on any soil but sand during the winter and wet periods, while the stone roads are at their best in those seasons when most needed by the farmers to cart their produce to market.

MAINTAINING THE SURFACE.

We are also learning to cheaply maintain the surface of these roads. We have discovered that the application of coarse sand, or gravel and loam, in which there is oxide of iron, will maintain the integrity of the surface by keeping the wear of the wagons and horses' shoes from the stone, and making a soft cushion for their feet. These coatings also prevent the powder that binds the stone from blowing away, and keeps the necessary amount of moisture beneath to maintain the cementation qualities of trap stone dust, which, when moist, is a most powerful agent in binding broken stone together. When dry, it relaxes its hold and then the picking of the toes of the horses' shoes sometimes loosens the stone and causes what is termed raveling. In my visit to Long Island we found many miles of stone roads covered with sand from one-half to one inch deep. We noticed in traveling over the country that where this practice prevailed the roads were in fine condition. We persuaded the Overseers, Supervisors and Freeholders in different parts of our State to apply sand; the application has produced a very handsome effect. Loamy gravel is also used with very good results. So we are learning by utilizing the materials that lie along or near the lines of the roadbeds to support the heavy traffic and to preserve the surface from wear at a very small expense.

GRAVEL ROADS.

Monmouth and Atlantic counties seem to prefer gravel roads, because of the abundance and close proximity of gravel beds to the contemplated improvements; so the majority of construction in these

counties is of that material. These form, upon the sand on which they are principally built, very creditable roads, seeming to well serve the purpose of these districts; but if the traffic on these highways were heavy, the gravel would not answer the purpose. They are mostly built through thinly-settled sections, generally connecting populous centers.

DESIRE FOR IMPROVED ROADS.

There is a rapidly-growing demand nearly all over the State for the macadamizing of roads, especially in those counties where this form of improvement has been started. There are now fourteen counties that have heartily entered into the contest, having already petitioned for future construction of over 400 miles, and four more would gladly embrace the opportunity of receiving State aid if their governing bodies would only take note of individual petitions.

INCREASED APPROPRIATIONS.

On the other hand there does not seem to be any necessity for stimulating this desire unless the State appropriation is increased, for there is not enough money now available from present annual donation to build one-fifth of the roads that are being applied for in the counties most enthusiastic for their construction. If the appropriation is to remain at the present figure, we would like to see the construction confined to the counties now earnestly building, so that their leading lines might be speedily completed. By concentration in these counties, we would be able to quickly complete lines already started. By spreading the construction over all the counties, we are only able to build a few miles, an infinitesimal amount in each county, and thus the full breadth and measure of the work is not soon enough obtained. By concentration we can soon complete leading lines by connecting all portions of their counties with the great towns and cities.

After having completed the work in these, we could take it up in the less progressive counties; pursuing the same policy with them, when they become ripe, would in turn give them a useful and comprehensive system. With a larger donation from the State, say three hundred thousand dollars, we would be able, with the seven hundred thousand added by individuals and counties, to quickly complete the

work in the progressive counties; they would then be out of the race, and those that have been later in embracing the bounty could receive the full amount of the same, and thus be enabled to rapidly construct a thorough and well-planned system of roads. It is impossible to carry out the full intent of the law if each county only receives a few miles each year. We believe that when the leading lines in each of the counties shall have been completed, these will largely cease to be petitioners for the State bounty, as they then will have enough miles of roads to keep in repair to consume the amount for which the people will consent to be taxed, and to pay the principal and interest of the bonds that are being issued in some counties to meet the State road appropriation. These counties will never cease to demand a large share of the State appropriation until their lines, leading toward our great cities and important towns, are coustructed. The popularity and stimulus of State aid is so great in many portions of our State that a candidate could not be elected to a State office if he were to announce his antagonism to the same. The use of those roads already finished is creating such a desire for more that many counties are building, without State aid, stone and gravel ways to connect with the great State stone thoroughfares. In one county alone this year eighteen miles were built, besides all it was entitled to under State aid; another county built ten miles and another six. Not only that, but municipalities are taxing or bonding their towns to build improved streets, one city of 20,000 inhabitants contracting to macadamize all their important streets. Individuals are associating together to build sections to lead to these hard roads; thus, as an object-lesson, it is working wonders throughout the whole State. It is probable to day that a greater number of miles are being constructed in the State outside of than under State and county supervision. Thus the wisdom of this State appropriation is being every day illustrated by steadily transforming a large portion of the roads of our State into a fine condition.

WIDTH OF ROADBEDS.

Although the first cost of a road is practically in direct proportion to its width, the cost of maintenance and repairs is governed largely by the amount of traffic. If the traffic is at all severe, it will be cheaper to maintain a moderately-wide road than a narrow one, on

which, being confined to one track, the traffic will wear more severely than if spread over a wider surface.

The average width macadamized varies as follows: In the United States, 16 feet; in France, between 16 and 22 feet; in Belgium, 8 feet, and in Austria, from 14 to 261 feet.

On many of the roads of this State where the traffic is moving mainly in one direction at a time, a macadamized or graveled width of eight feet would be amply sufficient. On roads of more importance, where it is necessary to provide for the frequent passing of vehicles, a stoned width of sixteen feet is necessary. It is probable, however, that a minimum width of ten or twelve feet would be better than eight feet, as the traffic would not be so closely confined to one track and the edges of the roadbed would be less likely to be pushed out. Drivers should be better informed as to the importance of not constantly following one line in using a road and should be instructed to drive over all parts to prevent the formation of ruts, which are great destroyers of roads.

We have settled upon the widths of ten, twelve and fourteen feet as ample for the traffic in the country and sixteen feet in the towns as the limit for State aid. Then, if the municipalities through which they pass, or the citizens thereof, decide that the whole street shall be covered they improve the remainder at their own expense, so the extra paving does not enter into the State's calculation or share of

cost.

COST OF ROADS.

The roads now are costing all the way from twenty to seventy cents a square yard. In wet places where telford is necessary the cost reaches seventy-three cents. The cost of the majority of our roads this year in the lower part of the State ranged from fifty to sixty cents a square yard. In the upper part of the State, in Morris and Passaic counties, they are building the bed of stone four and six inches deep; consequently, the expense, where rock is mined along the road, ranges only from twenty to forty-five cents per square yard. The railroads run north and south through the trap ridges, thus the trap can be easily shipped to any portion of the State. The railroads running south cheaply bring the stone to the southern counties at a price almost as low as when transported by rail farther north. The railroads seem to have nearly a uniform price, without regard to dis

tance, for carrying stone, there not being a difference of more than ten or fifteen cents a ton between long and short hauls, say twenty to seventy miles from the trap ridges. The contract price of our stone roads ranges from three to five thousand dollars per mile. We have built in three sections a continuous gravel road thirty-four miles long, with a branch seven miles long, which cost about $1,400 per mile.

CONTINUOUS AVENUES.

We have adopted a system of continuous avenues, so we have now nearly completed a line which runs all the way from Atlantic City, in the southern portion of the State, to Jersey City, and from Jersey City to the extreme western boundaries of Morris and Passaic counties, while many lateral roads leading to these and to the different county seats and important towns have been improved. In the western section of the State we are building other systems crossing at Trenton which are almost parallel with the first, so that in a few years we shall have several continuous lines north and south through the State. We have started three continuous lines from the city of Trenton, portions of which are already built. The first one leads from the city of Trenton through Pennington, Hopewell, Blawenburg and Belle Mead to Somerville, where it connects with the northern system of roads. Another line, already completed through Princeton to Kingston, is projected from there to Belle Mead, thence to Somerville; also from Kingston by the way of Millstone to New Brunswick. The third line, already built to Edinburgh, is projected by the way of Cranbury, over the Cranbury pike to New Brunswick. These lines, with laterals, will supply a large area with hard roads, leading from Trenton through good farming districts to the most important cities in the north, central and eastern portions of the State.

From the city of Camden there are seven continuous lines, mostly built, leading south west, south, southeast, east, north and northeast through highly-cultivated farming districts, to the largest towns lying south and south west of the city of Trenton. Lines are building and projected in Monmouth county which will in time connect the cities named with the farming districts of Monmouth and with the important towns of the richly-developed Monmouth county seashore.

Several lines are completed, and others nearly so, leading from Paterson and Newark west through Essex, Passaic, Morris and Somerset