,,remarks                               
,,on ,,the ,,present                    
,,system ,,of ,,road ,,making1 c4       
,h4 ,bryer1 ,printer1                   
,bridge-street1 ,blackfriars4           
,,remarks                               
,,on ,,the ,,present                    
,,system ,,of ,,road ,,making2          
,,with ,,observations1                  
,,deduced ,,from ,,practice ,,and       
,,experience1  ,,with ,a ,,view ,,to ,a 
,,revision ,,of ,,the ,,existing ,,laws1
 ,,and ,,the ,,introduction ,,of        
,,improvement ,,in           ,,the      
,,method ,,of ,,making1 ,,repairing1    
,,and ,,preserving ,,roads1             
,,and               ,,defending ,,the   
,,road ,,funds ,,from ,,misapplication4 
,,seventh ,,edition1                    
,,carefully ,,revised1 ,,with ,,an      
,,appendix1                             
,,and    ,,report ,,from ,,the ,,select 
,,committee ,,of ,,the ,,house ,,of     
,,commons1 ,,june #ahbc1                
,,with ,,extracts ,,from ,,the          

,,evidence4                             
,,by ,,john ,,loudon ,m,,adam1 ,,esq4   
,,general ,,surveyor ,,of ,,the ,,roads 
,,in ,,the ,,bristol ,,district4        
,,london3      ,,printed ,,for          
,,longman1 ,,hurst1 ,,rees1 ,,orme1     
,,and ,,brown1 ,,paternoster ,,row4     
#ahbc4                                  
,,advertisement4      ,since the        
,publication of the early editions of   
this ,essay1 the ,author  has witnessed 
with very great satisfaction the        
amendment of a large  proportion of the 
,turnpike ,roads1 and some improvement  
of the ,parish  ,roads4 ,that the       
reformation has not been more extensive 
and successful1  may be attributed to   
the error still persisted in by         
,trustees1 of  continuing the services  
of persons as ,road ,surveyors1 who are 
not only  altogether ignorant of the    
business they profess1 but full of      
prejudices  in favour of their own      
erroneous practice4    ,another and a   
greater error has been committed lately1

 in several parts  of the ,country1 and 
which has entirely arisen from the      
desire  entertained of using the new    
method of ,road making4 ,this very      
dangerous  error consists in employing  
persons who offer themselves as having  
been  instructed in ,road making on     
scientific principles1 without due      
inquiry  respecting their skill1        
industry1 and moral character4    ,among
 the many persons who present themselves
 to be instructed1 a very  small        
proportion acquire a competent knowledge
 of their profession1 and  this number  
is farther diminished by subsequent     
dismission for  negligence1 drunkenness1
 and dishonesty4    ,of these rejected  
and incapable persons1 great numbers are
 spread over  the ,country1 soliciting  
employment2 and many have been          
incautiously  engaged by ,trustees1     
without inquiry either as to their      
character or  their ability in their    
profession4    ,under the most          
favourable circumstances for the        

constant and vigilant  control of a     
master1 whose public credit depends on  
the economical and  skilful performance 
of the work1 it is difficult to keep    
sub-surveyors  in the strict line of    
their duty2 but it may be easily        
conceived how  much the public must     
suffer from accepting the services of   
men rejected  for gross misconduct1 and 
placing them in situations of           
confidence1  altogether freed from the  
only control capable of being exerted   
with  effect4 ,this error1 although of  
recent date1 has already been attended  
with very disastrous consequences in    
several places4    ,a practical         
experience of ,six ,years1 has served to
 confirm the opinion  of the ,author1   
that the control of ,commissioners over 
surveyors is  altogether ineffectual2   
whether for direction in their active   
duties1 or  for protecting the funds of 
,trusts from waste and peculation4 ,the 
unceasing control1 and minute inspection
 of a person whom the surveyors  know to

 be as much their superior in skill and 
general information1 as  in station in  
society1 and in the confidence of the   
,commissioners1 is  absolutely necessary
 for the protection of the ,roads4      
,where such control  is duly exercised1 
good management with economy will be the
 result2 and  wherever a mistaken notion
 of economy shall continue to prevent   
the  application of such wholesome and  
necessary control1 the roads will be    
imperfectly repaired1 and the funds     
dissipated4    ,it appears from the     
returns made to ,parliament1 that the   
sum annually  raised for the use of the 
,roads exceeds the neat revenue of the  
,post  ,office2 yet is this very large  
sum expended through the hands of       
persons  of the lowest rank in society1 
under an appearance of control2 which   
equally deceives the public and deludes 
the expectation of those who  conduct   
the general business of the ,roads4     
,commissioners can only act with effect1
 as a deliberative body2 and  their most

 beneficial resolutions are rendered    
valueless1 through want  of a steady    
executive power4 ,any attempt on the    
part of individual  ,commissioners to   
exercise this power is a still more     
dangerous course4  ,the designs of the  
majority may thus be impeded1 or        
thwarted by the  subsequent interference
 of a single person4    ,all other      
branches of the public revenue are      
defended by the station and  character  
of the persons1 under whose care they   
are placed4 ,the  ,legislature and the  
,government have wisely considered it   
important 7with  a view to economy7 to  
purchase talents1 and station1 as a     
protection for  every branch of the     
public expenditure2 but in the case of  
the ,roads  they have miscalculated the 
power and effect of the controlling and 
directing authority4 ,a proper          
comparison has not been made of the     
duties1 or of the effect of the         
exertions of a body composed of unpaid  
and unresponsible individuals1 like the 

road ,commissioners1 and those of       
bodies composed of ,boards of           
,commissioners1 in the pay1 and         
responsible  to the ,government for the 
due administration of the trust reposed 
in  them3 having also proper officers   
equally responsible as themselves to    
act under their directions4 ,the state  
of the public roads1 the alarming       
amount of an increasing debt1 the loose 
and neglected state of the  accounts of 
the several ,trusts1 are the best proofs
 of the defects of  the system1 and of  
its comparative inefficiency4    ,the   
returns made to ,parliament by the      
several ,trusts in the kingdom          
7defective as they are7 afford matter   
for serious reflection4 ,england  alone1
 is divided into #iee little ,trusts    
which may be considered1 in  fact1 as   
hostile to each other2 while it is      
evident that unity of action  is of     
vital importance among ,commissioners of
 the same branch of the  public service1
 for effecting the great object of their

 appointment4  ,while therefore each of 
those small communities is liable to be 
biassed  by individual interest or      
feeling1 it will hardly be deemed       
inexpedient  to recommend some central  
control over the ,district              
,commissioners1 that  may have the      
effect of regulating the eccentricity of
 their measures1 as  well as giving     
their views1 in many instances1 a better
 direction4 ,this  central control will 
be most beneficially established in each
 county1  under such regulations1 and   
with such powers as the wisdom of       
,parliament  may deem most effectual4   
,a ,general ,road ,act must1 in order to
 adapt itself to the exigences of  the  
times1 embrace a comprehensive view of  
the subject3 and effectually  remedy all
 the great evils which have originated  
in the weakness of the  system1 and have
 been allowed to grow up1 through a want
 of attention to  the altered state of  
the commerce1 agriculture1 manufactures1
 and  general interests of the kingdom4 

,until the ,legislature shall be pleased
  to enter into a serious consideration 
of the subject1 no general and  useful  
amendment can take place4 ,the great    
debt1 7exceeding at this  moment ,seven 
,millions17 will continue to increase1  
and improvement will  still be impeded  
by obstacles not removeable by any other
 power except  the authority of         
,parliament4                            
,,preface                               
,,to ,,the                              
,,seventh ,,edition4      ,in preparing 
another edition of the various papers on
 roads1 which ,i  have published during 
the last six years1 it may be useful to 
take a  slight review of the subject1   
and of the gradual progress of road     
improvement throughout the country4     
,that any further information should be 
called for1 after the numerous          
additions made to the original pamphlet1
 7particularly the last  communication  
to the ,board of ,agriculture17 is a    
convincing proof of the  impossibility  

of conveying adequate instructions for  
practical purposes1  by means of the    
press4 ,it is1 however1 of the utmost   
importance that the  theory be fully    
understood1 as from want of             
comprehending the original  nature of   
the system have arisen the many         
fruitless attempts at  imitation1 which 
have cost such vast sums to the public4 
,the practical utility of some parts of 
the system is so obvious1 that  they    
have been acted upon in various places1 
without any desire of  further          
improvement4 ,it is uncommon now1 to    
meet with roads repaired  with large    
stones1 or of the dangerous convex form1
 which was the  universal custom about  
five years ago2 but these improvements  
being  merely grafted on the old        
erroneous method1 have never been       
attended  with the rapid diminution of  
expense1 and the durable advantages     
which  immediately result from the      
adoption of the entire system as        
recommended  by me4    ,those who       

continue to use any part of the old     
method of road-making1 are  not1        
perhaps1 aware of the principles upon   
which they are acting4 ,i have  formerly
 remarked1 that the old roads of the    
country were generally  carried along   
the tops of hills in search of dry or   
strong ground2 and  it is plain that the
 first turnpike roads were merely       
attempts to open  more direct           
communications through the country1 in  
continuing1 by  mechanical means1 the   
rocky paths1 to which travellers were   
obliged to  resort4 ,with this view1    
large masses of stone were first sunk   
into the  ground1 and afterwards thick  
layers of broken stone strewed over     
them1  so as1 in fact1 to form an       
artificial rock4 ,the insecurity of this
  unskilful structure must be obvious4  
,the rain penetrating through every     
part of the surface kept it continually 
in a loose state1 and as it was         
imbedded below the ground water1 it was 
constantly broken up in  winter by the  

frost4 ,hence the vast sums required for
 the forming new  roads1 and the heavy  
and incessant expense of keeping them in
 a passable  state4 ,any improvements   
that have been made on this plan1 merely
 relate  to the smoothness of the       
surface1 by more carefully laying on the
  stones1 at1 consequently1 a greater   
expense3 but the original principle     
remains the same in every road1 except  
those where the new system has  been    
fully adopted4 ,under such              
disadvantages1 it is not surprizing that
  the roads of the kingdom have not kept
 pace with the advancement of  every    
other useful art4 ,the large sums       
demanded for the first outlay1  and the 
frequent failure of such speculations   
from the badness of the  roads1 and the 
expense of their subsequent repairs1    
sufficiently account  for the tardy     
progress of road-making4 ,from          
conviction of the very  insufficient and
 expensive nature of the method in use1 
,i was led to  consider of the          

possibility of constructing lines of    
communication1  capable of conveying the
 heaviest weights over every kind of    
soil1 and  at all seasons1 upon         
principles purely scientific3 a plan1   
which even in  theory differs as widely 
from the inartificial methods of        
road-making  hitherto practised1 as the 
principle by which an arch is thrown    
over a  river1 differs from the heap of 
stones which constitutes the ford4      
,the actual experience of seven years1  
the great extent of road which has  been
 entirely constructed according to my   
direction1 and the  unquestionable      
testimony of the ,committees of the     
,house of ,commons  appointed to enquire
 into this matter1 have now placed the  
efficiency of  the discovery beyond a   
doubt4 ,it remains with the country to  
consider of  the most wise and effectual
 mode of securing the benefit of the    
system4    ,whoever has attentively     
considered the weakness and inadequacy  
of the  present road laws1 to protect   

the great interest at stake1 must be    
aware  of the urgent necessity for some 
new legislative measures1 more adapted  
to the present state of the country4    
,the roads are1 perhaps1 the most       
important branch of our domestic        
economy4 ,the revenue collected for     
their support equals that of the        
,post-office2 and any failure in        
executing the work1 operates as a severe
 check upon our commerce1  manufactures1
 and agriculture4 ,yet a public service 
of such vital  importance1 continues to 
be regulated solely by the narrow policy
 and  limited views of the first        
,turnpike ,act1 7which were1 in fact1   
mere  experiments in legislation17 while
 this immense revenue is abandoned to   
the discretion or the cupidity of the   
lower orders of society4    ,the benefit
 which ,i have aspired to render the    
country1 is of a twofold  nature2 and my
 labours have been as constantly        
directed towards the  introduction of a 
wise and well-regulated system of       

management for the  roads1 as towards   
their mechanical construction4 ,i have  
always expressed  a conviction1 that no 
permanent improvement could take place  
in road  affairs1 without the           
interference of the legislature2 nor has
 the  success attending the efforts of  
my family1 in various places1 in any    
way tended to weaken that opinion4 ,the 
advantages of the new method of  making 
roads are so apparent1 they have not    
failed of attracting  attention2 but ,i 
have not been equally fortunate in      
inducing the  gentlemen of the country  
to observe the means by which economy   
and  improvement have been combined4    
,it is not only to the simplicity and   
cheapness of the new system1 that  the  
great difference of expense is owing4   
,in every place where the  system has   
been properly acted upon1 care has been 
taken to place the  road business on the
 same respectable footing as other      
branches of the  public service2 a      
complete executive department has been  

created4 ,the  inferior officers1       
selected from the most respectable      
yeomanry1 are  placed under the vigilant
 inspection of a superior1 whose        
responsibility  secures his attention1  
and who is not liable to be biassed by  
any  influence in the duties of his     
office4 ,the great success that has     
attended the adoption of this plan1     
under all the disadvantages of the      
present road laws1 is an earnest of what
 might result from its being            
established on a comprehensive scale1   
under the authority of ,parliament4     
,although no measures have yet been     
taken for establishing any systematic   
plan for the management of roads1 it is 
gratifying to observe the spirit  of    
improvement which is extending itself   
over the country4 ,this is  manifest in 
various ways4 ,the plan of converting   
the pavements of  streets into stoned   
roads1 was introduced into the ,bristol 
district  about six years ago2 and it   
may reasonably be expected1 that        

pavements  will very soon be nearly     
superseded by the more convenient1 safe1
 and  economical substitute of stoned   
roads4 ,of the superior convenience of  
roads1 there can be no question2 and all
 the minor objections which have  been  
started can be so easily obviated1 that 
a very little reflection  will be       
sufficient for any candid mind4 ,the    
inhabitants of towns are  generally     
apprehensive that roads will be less    
commodious for foot  passengers than    
pavements3 but 7if proper care be       
bestowed on cleaning  and watering7 a   
road made of broken stone will be found 
more eligible  than such pavements as   
those of ,london4 ,in some towns1 where 
the  principal streets are turnpike     
roads1 the commissioners have caused    
them  to be made of materials broken    
very small1 which1 when skilfully laid1 
form a smooth1 firm surface4    ,the    
great difference between the cost of a  
road1 and even the worst  ,london       
pavement1 would enable the city to      

bestow such care on the  cleanliness of 
the carriage ways1 as would allow the   
inhabitants to  enjoy all the advantages
 of smooth road1 with even increased    
comfort to  the foot passenger4         
,,to ,,the ,,general ,,treasurer1 ,,the 
,,treasurers ,,of ,,divisions1 ,,and    
,,the ,,other  ,,commissioners ,,for    
,,the ,,care ,,of ,,the ,,turnpike      
,,roads ,,in ,,the ,,bristol            
,,district1 ,,to ,,whose ,,firmness     
,,and ,,patriotic ,,zeal ,,in ,,the     
,,discharge ,,of ,,their  ,,duty1 ,,the 
,,kingdom ,,is ,,indebted ,,for ,,the   
,,first ,,example ,,of ,,the ,,practice 
,,of ,a  ,,new ,,and ,,effectual        
,,system ,,of ,,improvement ,,in ,,the  
,,repair ,,of ,,the ,,roads1 ,,and  ,,in
 ,,the ,,administration ,,of ,,the      
,,funds ,,under ,,their ,,care2 ,,these 
,,remarks ,,are  ,,most ,,respectfully  
,,dedicated1 ,,as ,a ,,testimony ,,of   
,,the ,,esteem ,,and ,,gratitude  ,,of  
,,their                                 
,,obliged ,,and ,,obedient ,,servant1   

,,the ,,author4                         
,,introduction4      ,the present very  
defective state of the ,turnpike ,roads 
and ,highways in  the ,united ,kingdom1 
and the continual and apparently        
unlimited increase  of the ,toll        
,duties1 are the considerations1 which  
have given rise to the  publication of  
the following remarks4    ,of the value 
of the information contained in them1   
the intelligent  reader will be the most
 competent judge2 the author can only   
venture to  assure him1 that the few    
facts brought forward in the course of  
the work  have been most carefully      
authenticated2 that the opinions        
advanced are  the result of much        
thought1 and patient investigation2 that
 whatever may  appear theoretical1 has1 
for the most part1 been already reduced 
to  practice2 and that where practice   
has been wanting1 a long experience of  
the evils arising from the present      
system1 and not the mere love of        
innovation1 has been the motive for the 

suggestion of the remedies  proposed4   
,these1 however1 the author gladly      
submits to the good sense and candour   
of the public2 only requesting1 in the  
words of a celebrated writer1  that     
whoever favors him with a perusal1 will 
not judge by a few hours  reading of the
 labours of nearly thirty years4    ,in 
the following chapters1 the subject of  
,roads will be considered under  three  
principal heads3    ,,the ,,mode ,,of   
,,making ,,roads2    ,,the              
,,commissioners1 ,,and ,,officers       
,,employed ,,under ,,them1 ,,for ,,this 
,,service1    and    ,,the ,,care ,,of  
,,the ,,finances3    ,which has appeared
 to the ,author the most clear and      
comprehensive  arrangement4             
,,remarks ,,on ,,roads4                 
,,part ,,first4                         
,,the ,,mode ,,of ,,making ,,roads4     
,the modes of making and repairing      
,roads are so various in the different  
parts of the kingdom1 that it would be  
an endless task to attempt a  particular

 account of each4 ,it may1 however1 be  
possible to give a  general idea of     
them1 according to the materials        
produced in each part  of the country4  
,in the neighbourhood of ,london1 the   
roads are formed of gravel2 in ,essex   
and ,sussex1 they are formed of flint2  
in ,wilts1 ,somerset1 and ,glocester1   
limestone is principally used2 in the   
,north of ,england1 and in ,scotland1   
whinstone is the principal material2 and
 in ,shropshire and  ,staffordshire1    
large pebbles mixed with sand4          
,excellent roads may be made with any of
 these materials4    ,the gravel of     
which the roads round ,london are formed
 is the worst2  because it is mixed with
 a large portion of clay1 and because   
the  component parts of gravel are      
round1 and want the angular points of   
contact1 by which broken stone unites1  
and forms a solid body2 the loose  state
 of the roads near ,london1 is a        
consequence of this quality in the      
material1 and of the entire neglect1 or 

ignorance of the method of  amending it4
    ,a more careful examination of facts
 connected with the roads round         
,london1 has discovered several other   
causes1 from whence proceeds the        
defective state of these roads4 ,the    
greatest appears to be1 the division  of
 the roads into so many small ,trusts1  
which precludes the possibility  of any 
extended plan of operations1 for the    
benefit of the whole4 ,before  any one  
road round ,london can be properly      
reformed1 and all wasteful  expenditure 
restrained1 a comprehensive view of the 
local situation of  the whole district  
will be requisite4    ,another great    
impediment to improvement1 arises from  
the laws and  regulations1 which prevent
 a supply of good road materials1 of    
several  kinds1 being brought to ,london
 by water1 and landed in different      
places1  convenient for the roads4 ,were
 these restrictions removed1 as far as  
concerns stone1 flint1 or any ballast   
for road-making1 ,london is so          

favorably situated for water carriage by
 the river1 and by the canals  connected
 with it1 that a supply1 equal to the   
wants of all the roads in  the vicinity 
of ,london1 might be obtained at a      
reasonable rate1 and of  good quality1  
so as to render the use of the bad      
gravel round the  metropolis no longer  
necessary4#a ,but this measure1 to be   
performed in  an economical1 and        
efficient manner1 must be done upon an  
extended  scale2 it must become one     
interest1 directed by one select body of
 men  of weight1 ability1 and character4
    ,footnote #a3      ,this must not be
 understood as conveying an opinion1    
that a good road    may not be          
constructed with the ,london gravel1    
properly prepared and    applied4 ,the  
road at ,reading1 in ,berkshire1 has    
lately been made    perfectly smooth1   
solid1 and level1 with a gravel inferior
 to that of    ,london1 and at less than
 it formerly cost4 ,carriages make no   
impression on this road1 and it has     

remained good in all changes of         
weather4 ,nevertheless1 a means having  
been discovered1 by diligent    enquiry1
 for importing flints1 from a distance1 
the ,reading road will1    in future1 be
 repaired with flint1 at half the       
expence required to    prepare the      
gravel of the neighbourhood4    ,a road 
near ,london may be made as smooth1     
solid1 and easy for cattle to  draw     
carriages over1 as the road near        
,bristol2 and the ,london road so  made 
will last longer1 and consequently be   
less expensive than the  ,bristol road1 
because the materials which may be      
obtained are more  durable1 and may be  
procured at less expence4    ,flint     
makes an excellent road1 if due         
attention be paid to the size2 but  from
 want of that attention1 many of the    
flint roads are rough1 loose1  and      
expensive4    ,limestone1 when properly 
prepared and applied1 makes a smooth1   
solid  road1 and becomes consolidated   
sooner than any other material2 but from

  its nature is not the most lasting4   
,whinstone is the most durable of all   
materials2 and wherever it is well  and 
judiciously applied1 the roads are      
comparatively good and cheap4    ,the   
pebbles of ,shropshire and              
,staffordshire1 are of a hard substance1
  and only require a prudent application
 to be made good road materials4    ,on 
the other hand1 the ,scottish roads1    
made of the very best materials1  which 
are abundant and cheap in every part of 
that country1 are the most  loose1      
rough1 and expensive roads in the       
,united ,kingdom1 owing to the          
unskilful use of the material4    ,the  
formation of roads is defective in most 
parts of the country2 in  particular the
 roads round ,london1 are made high in  
the middle1 in the  form of a roof1 by  
which means a carriage goes upon a      
dangerous slope1  unless kept on the    
very centre of the road4    ,these roads
 are repaired by throwing a large       
quantity of unprepared  gravel in the   

middle1 and trusting that1 by its never 
consolidating1 it  will in due time move
 towards the sides4    ,when a road has 
been originally well made1 it will be   
easily repaired4  ,such a road can never
 become rough1 or loose2 though it will 
gradually  wear thin and weak1 in       
proportion to the use to which it is    
exposed2 the  amendment will then be    
made1 by the addition of a quantity of  
materials  prepared as at first4 ,as    
there will be no expense on such road1  
between  the first making and each      
subsequent repair1 except the necessary 
attention to the water-ways1 and to     
accidental injuries1 the funds will  be 
no longer burdened with the unceasing   
expenditure1 at present  experienced1   
from continual efforts at repairing1    
without amendment of  the roads4        
,there cannot be a doubt1 that all the  
roads in the kingdom may be made  smooth
 and solid1 in an equal degree1 and to  
continue so at all seasons  of the year4
 ,their durability will of course depend

 on the strength of  the materials of   
which they may be composed1 but they    
will all be good  while they last1 and  
the only question that can arise        
respecting the  kind of materials1 is   
one of time and expence1 but never of   
the  immediate condition of the roads4  
,the anxious provisions of the          
,legislature for preservation of the    
roads have unfortunately taken          
precedence of measures for making roads 
fit to be travelled upon1 or worth the  
care of being preserved4 ,will it  be   
deemed presumptuous to propose1 that    
some regulations may be adopted1  for   
encouraging and promoting a better      
system of making roads1 by  eliciting   
the exertion of science1 and by creating
 a set of officers of  skill1 and       
reputation1 to superintend this most    
essential branch of  domestic economy8  
,when roads are properly made1 very few 
regulations are necessary for  their    
preservation4 ,it is certainly useful to
 make effectual provision  for keeping  

clear the watercourses1 for removing    
nuisances1 and for the  pruning of trees
 and hedges2 for these purposes ample   
powers should be  given to              
,commissioners2 but the advantage of    
many existing regulations  respecting   
wheeled carriages may very well be      
questioned4 ,there can be  no doubt that
 many of those regulations are          
oppressive to commerce and  agriculture1
 by compelling an inconvenient          
construction of carriages4#b  ,the      
author has never observed any great     
difference of effect1 on a well  made   
road1 by narrow or broad wheels2 either 
of them will pass over a  smooth1 solid 
road1 without leaving any visible       
impression3 on rough1  loose roads1 the 
effect will certainly be different2 but 
whether a loose  and rough road can be  
amended by dragging an unwieldy carriage
 over it1  or whether1 if it were       
possible to amend roads by such means1  
it can be  deemed the most economical   
for the nation at large1 can hardly be  

subject of doubt4#c    ,footnote #b3    
,the increase of the breadth of the     
wheels1 though in a greater             
proportion than that of the weights1 is 
by no means a compensation for    it2   
because the whole breadth in many       
instances1 from the inequality    of the
 ground1 or the wheels1 will not be     
brought to bear whenever it    can1 the 
first impression must be made by the    
nails1 where they are    prominent1     
perhaps by a single nail2 or the bearing
 may happen upon    single pieces of    
materials1 or upon the edges of         
materials1 incapable    of supporting   
the weights4 ,see ,enquiry into the     
,state of the ,public    ,roads1 by the 
,rev4 ,,henry ,,homer1 ,a4 ,m4 ,rector  
of ,birdlingbury1    ,warwickshire4     
,published in #agfg1 ,page #ff4      ,it
 must be observed1 that these remarks of
 ,mr4 ,homer1 and of every    other     
writer on the subject of roads1 are only
 applicable to such as    are loose1    
rough1 and uneven2 and that no one seems

 to have    contemplated the idea of a  
road being made at once strong1 smooth1 
and    solid4--,,author4    ,footnote   
#c3      ,broad-wheeled carriages are   
found to be so unadapted to the purposes
    of husbandry1 the number of horses  
requisite for their draught so    great1
 and the beneficial effects of them to  
the road so questionable1    that       
neither the encouragements on the one   
hand1 nor the    discouragements on the 
other1 have been sufficient to bring    
them into    general use4               
,,homer',s ,,enquiry1 ,page #be4    ,it 
must however be admitted1 that the wear 
of roads is proportioned to  the weight 
and velocity of carriages running upon a
 given breadth of the  tire of the      
wheels1 and therefore1 it is of         
consequence that some  regulations      
should be adopted4 ,the best            
regulations1 as regard the  breadth of  
the tire of wheels1 will be found in    
several ,acts of the  ,session of       
,parliament #ahaf1 where ,carts are     

required to have wheels of a            
cylindrical form five inches broad2 and 
,waggon ,wheels of the same form  six   
inches broad1 with an equal upright     
bearing4 ,the weights will be  best and 
most easily regulated by the number of  
horses1 or other cattle1  drawing the   
carriages3 and this1 as a regulation of 
economy1 may be  made1 by the tolls at  
present payable on the cattle being     
levied in a  larger ratio as the number 
increases4    ,waggons and carts with   
wheels of a cylindrical form and upright
 bearing1  running on a breadth of tire 
of five and six inches1 cannot injure a 
well made road1 at the slow pace with   
which such carriages travel2 at  least1 
in any proportion beyond the toll they  
pay4 ,on the contrary1 it  is certain1  
that ,stage ,coaches1 with their present
 system of loading1  and velocity of    
travelling upon very narrow wheels1     
damage the roads in  a much greater     
proportion than the compensation derived
 from the toll4    ,every wheel1        

propelled by a force applied to its     
centre of motion1 as  the axis of a     
carriage wheel1 is disposed by its      
specific gravity1 to be  dragged        
forwards1 instead of turning round2 and 
the rotative motion is  occasioned by   
the resistance presented by the surface 
over which it  passes2 yet this         
resistance does not entirely prevent    
dragging2 for  every wheel running upon 
a road drags in some degree4 ,this      
degree will  be proportioned to the     
weight of the carriage1 and the velocity
 of the  wheel upon its axis1 and will  
be opposed by the breadth of the tire   
coming in contact with the road4        
,stage ,coaches1 therefore1 carrying    
heavy weights1 moving with great        
velocity1 and presenting to the road a  
narrow tire of wheel1 must of  necessity
 drag in a greater degree than any other
 carriage1 as combining  in themselves  
every cause by which dragging is        
produced4#d    ,footnote #d3      ,above
 fifty ,stage ,coach journies are made  

daily between ,,bristol and    ,,bath3  
the ,author's observation leads him to  
the conclusion1 that the    toll-duty   
paid by them1 does not indemnify the    
funds for the wearing    of the road4   
,when the ,legislature shall have       
provided the means of putting all the   
roads in the ,united ,kingdom into the  
best and fittest state for the          
accommodation of the agriculture and    
commerce of the country1 they will      
naturally consider of the most proper   
modes of protecting them from  injury1  
or for indemnifying the funds for the   
effects of use which are  unavoidable1  
by imposing toll duties in a just and   
equitable proportion  on the carriages  
occasioning such injury4                
,,part ,,second4                        
,,commissioners ,,and ,,officers        
,,employed ,,under ,,them4      ,the    
care of the ,turnpike ,roads has been   
committed by ,parliament1 into  the     
hands of ,commissioners1 selected from  
that class of society1 most  capable of 

executing the duties of superintendance1
 and from their  station most likely to 
perform the duty with fidelity2 in this 
respect  the expectations of the public 
has not been disappointed2 and there can
  be but one opinion1 upon the          
obligations the country owes to this    
very  respectable part of the community4
 ,perhaps the only useful regulation    
wanted1 in respect to ,commissioners1   
would be to confine the  qualification  
of ,trustees to landed property4    ,the
 superintending and controuling power1  
so wisely placed by ,parliament  in the 
,commissioners1 has not1 however1 been  
sufficient to secure all  the objects of
 the ,legislature4 ,a scientific1       
laborious1 executive power  is wanting2 
and no means having been thought of for 
this part of the  service1 it has been  
altogether neglected1 or at best very   
unprofitably  supplied by a set of      
,surveyors1 altogether ignorant of the  
duties of the  office they were called  
upon to fill4#e    ,footnote #e3        

,the general laws relating to highways  
seem sufficiently calculated to         
answer the purpose intended by them1 if 
,overseers were qualified with    a     
sufficient degree of judgment to execute
 them properly1 and of    industry and  
spirit to do it effectually4            
,,homer',s ,,enquiry1 ,page #ah4        
,general superintendance and gratuitous 
services1 such as the law  contemplated 
to receive from the ,commissioners of   
,turnpikes1 may be  obtained1 and have  
been faithfully and conscientiously     
given by the  ,commissioners2 but that  
constant and laborious attention1       
requisite to  superintend the executive 
duties of a turnpike trust1 cannot      
reasonably  be expected from gentlemen  
engaged in other pursuits4 ,were they to
  undertake the task1 it must be subject
 to all the interruptions of their      
private affairs1 or other occupations2  
and this alone would render their       
services nugatory4 ,some instances of   
individual zeal and exertion1 on  the   

part of ,commissioners1 in particular   
parts of the country1 have  served to   
show what benefit might be derived from 
providing each county  with an executive
 officer1 whose sole attention should be
 given to the  business2 whose services 
should be amply remunerated1 and of whom
 the  ,commissioners might of right     
demand an account of the manner in which
  their orders were carried into        
execution2 who should examine and audit 
the accounts of the ,sub-surveyors2     
compare them with the work performed1   
and certify them1 if approved1 to the   
,treasurers4    ,in a trust of any      
extent1 say about #aej miles of road1   
the time of such  an officer would be   
very fully employed4 ,he must direct the
 execution of  the repairs1 and         
alterations of the road1 when ordered by
 the  ,commissioners2 and he must       
controul the contracts1 and other       
agreements  entered into by the         
,sub-surveyors1 so as to prevent        
unnecessary expence2  he must examine   

all work performed1 to see that it is   
corresponding with  contracts1 and      
generally keep a vigilant               
superintendance over the  persons       
employed under him4 ,accounts of all    
expences incurred should  every second  
week be delivered by the ,sub-surveyors 
into his office in  duplicate2 after    
examination1 one copy to remain in the  
office1 the  other certified1 to be sent
 to the ,treasurer1 upon which payment  
may  follow4    ,much must depend on the
 selection of the officer to whom this  
charge is  committed2 he must have a    
considerable share of general           
information  respecting country         
business2 the subject of road-making    
ought to have  been well considered by  
him2 his station in society should be   
such1 as  to secure to him the support  
and confidence of the ,commissioners1   
while  it commands the obedience and    
deference of the subordinate officers4  
,the success of the exertions of        
individual ,commissioners1 in particular

  parts of the country first suggested  
the opinion1 that a better system  of   
road-making might be adopted1 and the   
examples of a better practice  extended 
to all parts of the country2 but the    
benefit can never be  rendered thus     
general1 unless accompanied by the zeal 
and activity that  produced it2 and this
 can only be supplied by officers1 whose
 sole duty  it shall be1 and who will be
 accountable to the ,commissioners under
  whose orders they act for the         
execution of the trust confided to them4
  ,gratuitous services are ever         
temporary and local1 they are dependant 
on  the residence1 and life of the      
party2 and have always disappointed     
expectation4 ,skill and executive labour
 must be adequately paid for1 if        
expected to be constantly and usefully  
exerted2 and if so exerted1 the  price  
is no consideration when compared with  
the advantage to the  public4    ,from  
the want of such an officer1 the orders 
of the ,commissioners1 after  having    

been maturely considered1 and wisely    
given1 have fallen1 for  execution into 
the hands of ,surveyors1 selected not   
unfrequently from  the lowest class of  
the community1 who have proceeded       
without plan or  method4 ,the           
consequence is seen in every corner of  
the country2 want of  science in the    
,surveyor has gone hand in hand with    
improvident  expenditure1 to the injury 
of the roads1 and the derangement of the
  finances4 ,a vigilant and unremitting 
superintendance is wanting to  ensure an
 economical and effectual execution4    
,whether it may not be useful to empower
 ,commissioners in the small  ,trusts   
into which the roads of ,england are    
unfortunately divided1 to  unite        
together in sufficient number to enable 
them to provide a  respectable and      
efficient executive officer1 and for    
other general  purposes of improvement1 
is humbly submitted to the wisdom of    
,parliament4    ,the effect of an active
 and efficient controul over the        

,sub-surveyors1  in the executive part  
of their duties2 and in rescuing the    
funds from  mis-application and         
depredation1 is exemplified in the      
measures wisely  entered into by the    
,commissioners for the care of the      
turnpike roads in  the ,,bristol        
,,district1 the success of which has    
amply justified their  adoption1 the    
roads having been entirely reformed and 
put into the best  possible state for   
use1 at an expence considerably within  
the revenue of  the ,trust4 ,this       
improved state of the finances has      
enabled the  ,commissioners to effect   
several great permanent improvements1   
without  forgetting the necessary       
provision for liquidation of the debt1  
which  had accumulated during former    
years4                                  
,,part ,,third4                         
,,care ,,of ,,the ,,finances4      ,the 
funds placed by the ,legislature at the 
disposal of the ,commissioners  for the 
care of turnpike roads are very         

considerable1 and might be  supposed    
with proper management1 fully equal to  
the object2 they arise  principally from
 toll duties1 and a proportion of       
statute labour4    ,as long as it shall 
be necessary to raise large sums for the
 maintenance  of roads1 the present     
means must continue2 toll duties1       
although liable  to many objections1 are
 so immediately1 and effectually        
productive1  that little hope can be    
entertained of the possibility of their 
being  reduced1 until a continuance of a
 better system shall have materially    
amended the roads1 and reduced the      
expence1 so as to leave means for       
extinguishing the heavy debt owing by   
the country for this branch of the      
public service4    ,statute labour1 in  
kind1 was decreed by ,parliament at a   
time1 when no  better means could be    
devised3 when a circulating medium was  
deficient1  and when a fair quantum of  
labour could not1 in many parts of the  
country1 be obtained for money4         

,personal labour for a public service   
can never be made profitable1 or  fairly
 productive2 at the same time1 it is    
liable to the great  objections of being
 made an instrument of partiality and   
oppression  under the direction of a    
class of men with whom such a power     
should  never be lodged1 and over whom1 
in this instance1 no adequate controul  
can be placed4    ,the causes1 which    
operated to induce ,parliament to resort
 to personal  service1 having ceased1 it
 will be found expedient to commute     
statute  labour for a moderate          
assessment in money4 ,this has been     
effected with  great advantage in       
,scotland1 by most1 if not all of the   
local and county  ,acts for turnpike    
roads4#f    ,footnote #f3      ,it is   
impossible not to see that statute      
labour is a remnant of    personal      
service2 a gentleman might as well argue
 at the present day1    that rents paid 
in kind1 are more easy and equitable    
than monied    rents1 as to defend the  

custom of mending highways by compulsory
    labour4                             
,,edgeworth',s ,,essay ,,on ,,the       
,,construction ,,of                     
,,roads ,,and ,,carriages1 p4 #df4      
,the sum of money annually raised in the
 kingdom for roads is very great1  and  
would be found1 if carefully examined   
into1 much beyond the general  belief4  
,government have procured information1  
as to the sum raised  annually for      
parish roads 7generally denominated     
highways7 but they  have not yet        
enquired into the amount of the much    
greater sum raised for  the maintenance 
of the turnpike roads1 nor into the     
amount of the debt  incurred for the    
same purpose4    ,these funds1          
considerable as they are1 continue to be
 expended1  nominally1 under the        
direction of ,commissioners1 but        
effectually and  practically under the  
,surveyors1 over whom the ,commissioners
 have very  uncertain means of useful   
controul2 and there is no doubt1 that   

much  abuse exists in the expenditure1  
partly from ignorance1 but much more    
from peculation and patronage very much 
misplaced4    ,under such circumstances 
the protection of the funds would be    
promoted  by the inspection and controul
 of a superior officer2 and finally it  
might be desirable1 that a report from  
each trust should be made to            
,parliament of the receipt and          
expenditure for the year4    ,that the  
funds provided by ,parliament for the   
roads are either  insufficient for the  
object1 or that they are improvidently  
expended1 is  best proved by the        
numerous applications to ,parliament in 
every ,session1  for extension of powers
 and increase of tolls2 setting forth   
that  without such aid the debts cannot 
be paid1 nor the roads kept in repair4  
,in the ,session of ,parliament #ahae1  
thirty-four such petitions were         
presented2 and in the ,session of #ahaf1
 thirty-two2 all which bills were       
passed as a matter of course2 the       

petitioners being only required to      
prove the actual necessity to the       
,committee1 but no enquiry seems to     
have been made as to the cause of that  
necessity4    ,an efficient1 uniform and
 constant controul of the expenditure of
 road  funds1 and an annual report of   
the result to ,parliament would enable  
the  ,house of ,commons to form a       
judgment1 whether the deficiency        
proceeded  from inadequacy of the means1
 or from improvident expenditure2 and   
thereby that ,honourable ,house would be
 enabled to use means for  preventing   
the growing amount of debt1 which the   
petitions presented  each ,sessions     
sufficiently shew to be increasing to an
 alarming degree2  and which1 being     
incurred under the authority of         
,parliament1 must  ultimately become a  
claim upon the justice of the country4  
,upon consideration of this important   
subject it appears1 that a review  of   
the turnpike laws has become            
indispensable1 for the purpose of       

altering and amending obsolete1 useless1
 and oppressive regulations2 and  for   
substituting others more consonant with 
the present state of  society4 ,this    
review is required by experience of the 
inadequacy of the  present system1 to   
the great object of forming the best and
 easiest  communications through every  
part of the country1 with a due regard  
to  economy2 and for preventing the     
increase of a debt1 which has been      
allowed1 in silence1 to accumulate to an
 extent1 that will hardly be  credited  
when properly and accurately            
ascertained4    ,many and important     
improvements have originated from the   
good sense and  zeal of individual      
,commissioners1 or from particular      
district meetings1  the good effects of 
which have been confined to the place of
 origin2  such improvements have also   
ceased to operate1 on the death or      
removal  of their authors1 and have been
 thereby finally lost1 for want of a    
general superintendance1 which would    

have an interest in the improvement  of 
the whole4    ,the defective state of   
the roads1 independent of the           
unnecessary  expence1 is oppressive on  
agriculture1 commerce1 and manufactures1
 by  the increase of the price of       
transport1 by waste of the labour of    
cattle1 and wear of carriages1 as well  
as by causing much delay of time4       
,under an efficient and responsible     
executive department1 established and   
directed by the wisdom of ,parliament1  
this subject would be brought  within   
the means of examination and regulation2
 and many local  improvements1 which    
have been confined to small districts1  
would be  brought forward1 and          
communicated generally for the public   
benefit4#g    ,footnote #g3      ,since 
this ,essay was written1 ,i have visited
 ,england1 and have found1    on a      
journey of many hundred miles1 scarcely 
twenty miles of well-made    road4 ,in  
many parts of the country1 and          
especially round ,london1 the    roads  

are in a shameful condition4 ,this must 
strike the public2 and    sooner or     
later the good sense of the ,english    
nation will feel the    necessity of    
adopting some means of improvement4     
,,edgeworth',s ,,essay1 ,preface1 p4 #g4
      ,in ,ireland1 the cross roads are 
generally better than the great roads1  
and comparing all the roads in that     
country with the roads in ,england1     
the shameful inferiority of the latter  
would evidently appear4                 
,,edgeworth',s ,,essay1 p4 #df4         
,the ,author has abstained from any     
notice of the parish roads2 although    
their condition and the state of their  
funds1 are more deplorable than  that of
 the turnpike roads4 ,the ,legislative  
enactments for their  maintenance and   
repair are so inadequate to the object1 
that they may be  considered as being   
placed almost out of the protection of  
the law4    ,there can be no apparent   
good reason1 why1 such a distinction    
should be  made between the two         

description of roads2 and their being   
both placed  under the care of the      
,commissioners1 with the benefit of the 
scientific  direction of a ,general     
,surveyor1 would ensure an equal        
improvement of  the parish roads4       
,the foregoing ,remarks on ,roads cannot
 be better concluded than by the        
following ,extract from the ,report of  
the ,committee of the ,house of         
,commons in #ahaa4    8,the many        
important advantages to be derived from 
amending the highways  and turnpike     
roads of the kingdom need hardly be     
dwelt upon4 ,every  individual in it    
would thereby find his comforts         
materially increased1  and his interest 
greatly promoted4 ,by the improvement of
 our roads1  every branch of our        
agricultural1 commercial1 and           
manufacturing industry  would be        
materially benefited4 ,every article    
brought to market would be  diminished  
in price2 the number of horses would be 
so much reduced1 that  by these1 and    

other retrenchments1 the expence of     
,,five ,,millions would be  annually    
saved to the public4 ,the expence of    
repairing roads1 and the  wear and tear 
of carriages and horses1 would be       
essentially diminished2  and thousands  
of acres1 the produce of which is now   
wasted in feeding  unnecessary horses1  
would be devoted to the production of   
food for man4  ,in short1 the public and
 private advantages1 which would result 
from  effecting that great object1 the  
improvement of our highways and         
turnpike roads1 are incalculable2 though
 from their being spread over a  wide   
surface1 and available in various ways1 
such advantages will not be  so apparent
 as those derived from other sources of 
improvement1 of a  more restricted and  
less general nature40                   
,appendix4            ,extracts from    
,observations on the ,highways of the   
,kingdom1 by ,,john   ,,loudon ,m,,adam1
 presented to a ,committee of the ,house
 of ,commons1 and              printed  

by order of the ,house1 #adth ,june     
#ahaa4      8,in all the ,reports of    
,committees of the ,house of ,commons on
 the subject  of ,roads1 they seem to   
have had principally in view the        
construction of  wheeled carriages1 the 
weights they were to draw1 and the      
breadth and  form of their wheels2 the  
nature of the roads on which these      
carriages  were to travel has not been  
so well attended to40    8,the          
observations ,i have made in a period of
 twenty-six years on the  roads of the  
kingdom1 in which time ,i have travelled
 over the greater  number in ,england   
and ,scotland1 and the opportunities ,i 
have had of  making comparisons on the  
different materials and the modes of    
their  application1 have led me to form 
the following conclusions40    8#ast4   
,that the present bad condition of the  
roads of the kingdom is  owing to the   
injudicious application of the materials
 with which they  are repaired1 and to  
the defective form of the roads40       

8#bnd4 ,that the introduction of a      
better system of making the surface  of 
roads1 and the application of scientific
 principles1 which has  hitherto never  
been thought of1 would remedy the evil40
    8,in illustration of these          
positions1 ,i beg to observe1 that the  
object  to be attained in a good road1  
as far as regards the surface1 is to    
have  it smooth1 solid1 and so flat as  
that a carriage may stand upright2      
these objects are not attained by the   
present system1 because no  scientific  
principles are applied2 but it is       
presumed they are perfectly  attainable 
in all parts of the country40    8,stone
 is to be procured in some form in      
almost every part of the  kingdom1 and a
 road made of small broken stone to the 
depth of ten  inches1 will be smooth1   
solid and durable40    8,the materials  
of which the present roads are composed1
 are not worn  out2 but are displaced by
 the action of the wheels of carriages  
upon  stones of too large a size3 the   

wheel does not pass over the materials  
of which the road is formed1 but is     
constantly1 almost at every step1       
encountering an obstacle which must     
either give way and be removed1 or  the 
carriage must be lifted by the force of 
the cattle so as to surmount  it2 in    
either case the road is injured1 and the
 carriage impeded1 and  the injury and  
impediment will be great in the exact   
proportion to the  number and size of   
the obstacles40    8,the size of stones 
for a road has been described in        
contracts in  several different ways1   
sometimes as the size of a hen's egg1   
sometimes  at half a pound weight4      
,these descriptions are very vague1 the 
first  being an indefinite size1 and the
 latter depending on the density of the 
stone used1 and neither being attended  
to in the execution4 ,the size  of stone
 used on a road must be in due          
proportion to the space occupied  by a  
wheel of ordinary dimensions on a smooth
 level surface1 this point  of contact  

will be found to be1 longitudinally     
about an inch1 and every  piece of stone
 put into a road1 which exceeds an inch 
in any of its  dimensions1 is           
mischievous40    8,the roads in         
,scotland are worse than those in       
,england1 although1  materials are more 
abundant1 of better quality1 and labour 
at least as  cheap1 and the toll duties 
are nearly double2 this is because      
road-making1 that is the surface1 is    
even worse understood in ,scotland  than
 in ,england4 ,by a late discussion in  
,parliament on the subject of  ,mail    
,coaches paying toll1 it was universally
 allowed that the roads in  ,scotland   
were in a deplorable state1 and in their
 circumstances1  bankrupt40             
99       99       99       99       99  
,,note4--,it is understood1 that the    
,postmaster-,general was obliged to give
  up the mail-coach from ,glasgow to    
,ayr1 on the road towards ,ireland1 on  
account of the expence of tolls1 and the
 bad condition of the road2  there being

 ten turnpike gates on thirty-four miles
 of road4      ,during nearly five years
 that the writer has given his whole    
attention  to the improvement of the    
,turnpike ,roads1 experience having     
confirmed  his ideas on the subject1 no 
endeavours have been spared1 to extend  
the  benefits which have already        
resulted to the ,bristol district1 over 
the  whole country4 ,the very limited   
means possessed by any individual for   
influencing this important branch of    
domestic economy1 has occasioned        
frequent attempts to convey instructions
 for road-making in writing4  ,this     
method has never been entirely          
successful2 it being impossible to      
acquire a mechanical art without actual 
practice2 or to obtain any just  ideas  
of it1 beyond the first principles1 from
 books4    ,these principles are1 that a
 road ought to be considered as an      
artificial flooring forming a strong1   
smooth1 solid surface1 at once  capable 
of carrying great weight1 and over which

 carriages may pass  without meeting any
 impediment4              ,directions   
for ,repair of an old ,road1 being the  
substance of a  ,communication made to a
 ,committee of the ,honourable ,house of
 ,commons in      #ahaa1 and published  
with the ,report by ,order of the       
,house1 with  additions and alterations1
 deduced from actual practice during the
 last                                   
three years4                            
#ast ,february1 #ahai4    ,no addition  
of materials is to be brought upon a    
road1 unless in any  part of it be found
 that there is not a quantity of clean  
stone equal to  ten inches in thickness4
    ,the stone already in the road is to
 be loosened up and broken1 so as no    
piece shall exceed six ounces in weight4
    ,the road is then to be laid as flat
 as possible1 a rise of three inches    
from the centre to the side is          
sufficient for a road thirty feet wide4 
,the stones when loosened in the road   
are to be gathered off by means of  a   

strong heavy rake1 with teeth two and a 
half inches in length1 to the  side of  
the road1 and there broken1 and on no   
account are stones to be  broken on the 
road4    ,when the great stones have    
been removed1 and none left in the road 
exceeding six ounces1 the road is to be 
put in shape and a rake employed  to    
smooth the surface1 which will at the   
same time bring to the surface  the     
remaining stone1 and will allow the dirt
 to go down4    ,when the road is so    
prepared1 the stone that has been broken
 by the side  of the road is then to be 
carefully spread on it--this is rather a
 nice  operation1 and the future quality
 of the road will greatly depend on the 
manner in which it is performed4 ,the   
stone must not be laid on in  shovels   
full1 but scattered over the surface1   
one shovel full following  another and  
spreading over a considerable space4    
,only a small space of road should be   
lifted at once2 five men in a gang      
should be set to lift it all across3 two

 men should continue to pick  up and    
rake off the large stones and to form   
the road for receiving the  broken      
stone1 the other three should break     
stones--the broken stone to be  laid on 
as soon as the piece of road is prepared
 to receive it1 and then  break up      
another piece2 two or three yards at one
 lift is enough4    ,the proportioning  
the work among the five men must of     
course be  regulated by the nature of   
the road2 when there are many very large
  stones1 the three breakers may not be 
able to keep pace with the two men      
employed in lifting and forming1 and    
when there are few large stones the     
contrary may be the case2 of all this   
the ,surveyor must judge and  direct4   
,but while it is recommended to lift and
 relay roads which have been made  with 
large stone1 or with large stone mixed  
with clay1 chalk or other  mischievous  
materials1 there are many cases in which
 it would be highly  unprofitable to    
lift and relay a road1 even if the      

materials should have  been originally  
too large4    ,the road between         
,cirencester and ,bath is made of stone 
too large in  size1 but it is of so     
friable a nature that in lifting it     
becomes sand2  in this case ,i          
recommended cutting down the high       
places1 keeping the  surface smooth and 
gradually wearing out the materials now 
in the road1  and then replacing them   
with some stone of a better quality     
properly  prepared4    ,in like manner a
 part of the road in the ,bath district 
is made of  freestone which it would be 
unprofitable to lift4    ,at ,egham in  
,surrey1 it was necessary to remove the 
whole road to  separate the small       
portion of valuable materials from the  
mass of soft  matter of which it was    
principally composed which was removed  
at  considerable expence1 before a road 
could be again made upon the site4      
,other cases of several kinds have      
occurred where a different method must  
be adopted1 but which it is impossible  

to specify1 and must be met by  the     
practical skill of the ,officer whose   
duty it may be to superintend  the      
repair of a road1 and who must          
constantly recur to general  principles4
 ,these principles are uniform1 however 
much circumstances may  differ1 and they
 must form the guide by which his       
judgment must be  always directed4      
,when additional stone is wanted on a   
road that has consolidated by use1  the 
old hardened surface of the road is to  
be loosened with a pick1 in  order to   
make the fresh materials unite with the 
old4    ,carriages1 whatever be the     
construction of their wheels1 will make 
ruts  in a new-made road until it       
consolidates1 however well the materials
 may  be prepared1 or however           
judiciously applied2 therefore a careful
 person  must attend for some time after
 the road is opened for use1 to rake in 
the track made by wheels4    ,the only  
proper method of breaking stones1 both  
for effect and economy1  is by persons  

sitting2 the stones are to be placed in 
small heaps1 and  women1 boys1 or old   
men past hard labour1 must sit down with
 small  hammers and break them1 so as   
none shall exceed six ounces in weight4 
,the ,tools to be used are1--    ,strong
 picks1 but short from the handle to the
 point1 for lifting the  road4    ,small
 hammers of about one pound weight in   
the head1 the face the size  of a new   
shilling1 well steeled1 with a short    
handle4    ,rakes with wooden heads1 ten
 inches in length1 and iron teeth about 
two  and a half inches in length1 very  
strong for raking out the large stones  
when the road is broken up1 and for     
keeping the road smooth after being     
relaid1 and while it is consolidating4  
,very light broad-mouthed shovels1 to   
spread the broken stone and to form  the
 road4    ,every road is to be made of  
broken stone without mixture of earth1  
clay1  chalk1 or any other matter that  
will imbibe water1 and be affected with 
frost2 nothing is to be laid on the     

clean stone on pretence of  binding2    
broken stone will combine by its own    
angles into a smooth  solid surface that
 cannot be affected by vicissitudes of  
weather1 or  displaced by the action of 
wheels1 which will pass over it without 
a  jolt1 and consequently without       
injury4                                 
,,prices4      ,the price of lifting a  
rough road1 breaking the stones1 forming
 the  road1 smoothing the surface1      
cleaning out the watercourses1 and      
replacing the stone1 leaving the road in
 a finished state1 has been  found in   
practice to be from one penny to        
two-pence per superficial  yard1 lifted 
four inches deep2 the variation of price
 depends on the  greater or lesser      
quantity of stone to be broken4    ,at  
two-pence per yard1 a road of six yards 
wide will cost1 therefore1  one shilling
 per running yard1 or #hhl4 per mile4   
,any rough road may be rendered smooth  
and solid at this price1 unless it  be  
weak and require an addition of stone1  

or require some very material           
alteration of shape4    ,breaking stone 
has been reduced in price by the use of 
more proper  hammers1 and the sitting   
posture4    ,the ,commissioners at      
,bristol used to pay fifteen pence per  
ton for  limestone from ,durdham ,down1 
for the use of their roads1 and broken  
to a  size above twenty ounces4--,stone 
is now procured from the same place1    
broken so as none exceed six ounces for 
ten-pence per ton6 and the  workmen are 
very desirous of contracts at that rate1
 because the heavy  work is done by the 
men1 the light work with small hammers  
by the wives  and children1 so that     
whole families are employed4    ,in     
,sussex1 the proportion is greater      
between former and present prices2  the 
breaking of flint cost at one time two  
shillings per ton1 and is now  done1 by 
introducing a better method and fitter  
tools at one shilling  per ton4    ,by a
 more judicious preparation and         
application of materials the  quantity  

of stone consumed in roads is decreased1
 by which a great  saving of expence is 
made1 and with this great advantage1    
that the  saving is in horse labour of  
cartage1 while the labour price is given
 to  men1 and in such a manner as       
includes boys from the age of ten       
upwards1  women and old men past the age
 of being able to labour hard4 ,the     
proportion of men and horse labour in   
the ,bristol district1 under the  former
 management1 was                        
,one-fourth to men's labour1            
,three-fourths to horse labour4         
,under a better system of management the
 proportion has been exactly  reversed3 
during half a year that an exact account
 was kept1 there was  paid4             
,for men's1 women and children's labour1
 #cjhh4               ,for horses'      
labour                       #ajce4     
,this immense advantage is presented in 
every part of the country1 as  roads are
 confined to no particular place1 and   
are universally in want  of repair3     

ample funds are already provided for    
every useful and proper  purpose1       
although at present misapplied in almost
 every part of the  kingdom1 while the  
labourers are in want of that employment
 which it  ought to afford them4        
,,to ,,the ,,right ,,honourable         
,,the ,,president1                      
,,and                         ,,the     
,,board ,,of ,,agriculture4      ,having
 communicated to your ,honourable       
,board1 some observations on  making and
 repairing roads1 in ,february1 #ahai1  
,i beg leave to add the  following1     
which have arisen from increased        
experience on the subject1  and also    
from a desire of calling your attention 
to the effects of the  late severe      
winter on the roads of the country1 and 
the confirmation  afforded to the       
opinions ,i have endeavoured to         
introduce on the  construction of roads4
    ,during the late winter1 and        
particularly in the month of ,january1  
#ahbj1  when the frost was succeeded by 

a sudden thaw1 accompanied by the       
melting of snow1 the roads of the       
kingdom broke up in a very alarming     
manner1 and to an extent that created   
great loss and inconvenience by  the    
interruption of communication1 and the  
delay of the mails1 and also  occasioned
 a very heavy extra expenditure by the  
,post-office4    ,the obvious cause of  
this defect of the roads1 was the       
admission of  water from the loose and  
unskilful method of their construction4 
,previous to the severe frost1 the roads
 were filled with water1 which  had     
penetrated through the ill-prepared and 
unskilfully laid materials3  this caused
 an immediate expansion of the whole    
mass during the frost1  and upon a      
sudden thaw1 the roads became quite     
loose1 and the wheels of  carriages     
penetrated to the original soil1 which  
was also saturated with  water1 from the
 open state of the road4 ,by this means1
 many roads became  altogether          
impassable1 while the whole were        

rendered deep and  inconvenient to be   
travelled upon4    ,in particular1 it   
was observed1 that all the roads of     
which chalk was  a component part1      
became1 generally1 impassable2 and even1
 that the  roads made over chalk soils  
gave way in most places4 ,this evidently
  proceeded from the absorbent quality  
of chalk1 which renders it so  tenacious
 of water1 that ,i consider its use to  
be one of the most  dangerous errors in 
road making4 ,i was induced on former   
occasions to  recommend particular care 
in making roads over chalk soils1 and to
  advise a discontinuance of the        
practice of mixing chalk1 clay1 or any  
other matter that holds water1 with the 
materials of a road4 ,the  experience of
 last winter has confirmed this opinion1
 and has shewn the  ruinous effects of  
the former method4    ,of all the roads 
which have been thoroughly re-made1     
according to the  directions which ,i   
had the honour to submit to your        
,honourable ,board  last spring1 not one

 has given way1 nor has any delay taken 
place  through the severity of the late 
season4    ,as every winter has1 in some
 degree1 presented such inconveniences1 
and  as it has been observed that very  
severe winters occur in ,england every  
six or seven years1 it is of great      
consequence to consider of the means  of
 constructing the roads of the kingdom  
in such a manner as shall  prevent their
 being in future affected by any change 
of weather or  season4    ,the roads can
 never be rendered thus perfectly       
secure1 until the  following principles 
be fully understood1 admitted1 and acted
 upon3  namely1 that it is the native   
soil which really supports the weight of
  traffic3 that while it is preserved in
 a dry state1 it will carry any  weight 
without sinking1 and that it does in    
fact carry the road and the  carriages  
also2 that this native soil must        
previously be made quite dry1  and a    
covering impenetrable to rain1 must then
 be placed over it1 to  preserve it in  

that dry state2 that the thickness of a 
road should only  be regulated by the   
quantity of material necessary to form  
such  impervious covering1 and never by 
any reference to its own power of       
carrying weight4    ,the erroneous      
opinion so long acted upon1 and so      
tenaciously adhered to1  that by placing
 a large quantity of stone under the    
roads1 a remedy will  be found for the  
sinking into wet clay1 or other soft    
soils1 or in other  words1 that a road  
may be made sufficiently strong1        
artificially1 to  carry heavy carriages1
 though the sub-soil be in a wet state1 
and by  such means to avert the         
inconveniences of the natural soil      
receiving  water from rain1 or other    
causes1 has produced most of the defects
 of  the roads of ,great ,britain4      
,at one time ,i had formed the opinion  
that this practice was only a  useless  
expence1 but experience has convinced me
 that it is likewise  positively        
injurious4    ,it is well known to every

 skilful and observant road-maker1 that 
if  strata of stone of various sizes be 
placed as a road1 the largest stones    
will constantly work up by the shaking  
and pressure of the traffic1 and  that  
the only mode of keeping the stones of a
 road from motion1 is to  use materials 
of a uniform size from the bottom4 ,in  
roads made upon  large stones as a      
foundation1 the perpetual motion1 or    
change of the  position of the          
materials1 keeps open many apertures    
through which the  water passes4    ,it 
has also been found1 that roads placed  
upon a hard bottom1 wear away  more     
quickly than those which are placed upon
 a soft soil4 ,this has been  apparent  
upon roads where motives of economy1 or 
other causes1 have  prevented the road  
being lifted to the bottom at once2 the 
wear has  always been found to diminish1
 as soon as it was possible to remove   
the  hard foundation4 ,it is a known    
fact1 that a road lasts much longer over
  a morass than when made over rock4    

,the evidence produced before the       
,committee of the ,house of ,commons1   
shewed the comparison on the road       
between ,bristol and ,bridgwater1 to be 
as five to seven in favour of the       
wearing on the morass1 where the road is
 laid on the naked surface of  the soil1
 against a part of the same road made   
over rocky ground4    ,the practice     
common in ,england1 and universal in    
,scotland1 on the  formation of a new   
road1 is1 to dig a trench below the     
surface of the  ground adjoining1 and in
 this trench to deposit a quantity of   
large  stones2 after this1 a second     
quantity of stone1 broken smaller1      
generally to about seven or eight pounds
 weight2 these previous beds of  stone  
are called the bottoming of the road1   
and are of various  thickness1 according
 to the caprice of the maker1 and       
generally in  proportion to the sum of  
money placed at his disposal4 ,on some  
new  roads1 made in ,scotland1 in the   
summer of #ahai1 the thickness exceeded 

three feet4    ,that which is properly  
called the road1 is then placed on the  
bottoming1  by putting large quantities 
of broken stone or gravel1 generally a  
foot  or eighteen inches thick1 at once 
upon it4    ,were the materials of which
 the road itself is composed1 properly  
selected1 prepared1 and laid1 some of   
the inconveniences of this system  might
 be avoided2 but in the careless way in 
which this service is  generally        
performed1 the road is as open as a     
sieve to receive water2  which          
penetrates through the whole mass1 is   
received and retained in the  trench1   
whence the road is liable to give way in
 all changes of weather4    ,a road     
formed on such principles has never     
effectually answered the  purpose which 
the road-maker should constantly have in
 view2 namely1 to  make a secure1 level 
flooring1 over which carriages may pass 
with  safety1 and equal expedition1 at  
all seasons of the year4    ,if it be   
admitted1 as ,i believe it is now very  

generally1 that in this  kingdom an     
artificial road is only required to     
obviate the inconvenience  of a very    
unsettled climate2 and that water with  
alternate frost and  thaw1 are the evils
 to be guarded against1 it must be      
obvious that  nothing can be more       
erroneous than providing a reservoir for
 water under  the road and giving       
facility to the water to pass through   
the road into  this trench1 where it is 
acted upon by frost to the destruction  
of the  road4    ,as no artificial road 
can ever be made so good1 and so useful 
as the  natural soil in a dry state1 it 
is only necessary to procure1 and       
preserve this dry state of so much      
ground as is intended to be occupied  by
 a road4    ,the first operation in     
making a road should be the reverse of  
digging a  trench4 ,the road should not 
be sunk below1 but rather raised above1 
the  ordinary level of the adjacent     
ground1 care should at any rate be      
taken1  that there be a sufficient fall 

to take off the water1 so that it should
  always be some inches below the level 
of the ground upon which the road  is   
intended to be placed3 this must be     
done1 either by making drains to  lower 
ground1 or if that be not practicable1  
from the nature of the  country1 then   
the soil upon which the road is proposed
 to be laid1 must  be raised by         
addition1 so as to be some inches above 
the level of the  water4    ,having     
secured the soil from under water1 the  
road-maker is next to  secure it from   
rain water1 by a solid road1 made of    
clean1 dry stone1 or  flint1 so         
selected1 prepared1 and laid1 as to be  
perfectly impervious to  water3 and this
 cannot be effected1 unless the greatest
 care be taken1  that no earth1 clay1   
chalk1 or other matter1 that will hold  
or conduct  water1 be mixed with the    
broken stone2 which must be so prepared 
and  laid1 as to unite by its own angles
 into a firm1 compact1 impenetrable     
body4    ,the thickness of such road is 

immaterial1 as to its strength for      
carrying weight2 this object is already 
obtained by providing a dry  surface1   
over which the road is to be placed as a
 covering1 or roof1 to  preserve it in  
that state3 experience having shewn1    
that if water passes  through a road1   
and fill the native soil1 the road1     
whatever may be its  thickness1 loses   
its support1 and goes to pieces4    ,in 
consequence of an alteration in the line
 of the turnpike road1 near  ,rownham   
,ferry1 in the parish of ,ashton1 near  
,bristol1 it has been  necessary to     
remove the old road4 ,this road was     
lifted and relaid very  skilfully in    
#ahaf2 since which time it has been in  
contemplation to  change the line1 and  
consequently1 it has been suffered to   
wear very  thin4 ,at present it is not  
above three inches thick in most places1
 and  in none more than four3 yet on    
removing the road it was found1 that no 
water had penetrated1 nor had the frost 
affected it during all the late  winter2

 and the natural earth beneath the road 
was found perfectly dry4    ,several new
 roads have been constructed an this    
principle within the  last three years4 
,part of the great north road from      
,london by ,hoddesdon  in               
,hertfordshire--two pieces of road on   
,durdham ,down1 and at ,rownham  ,ferry1
 near ,bristol--with several private    
roads1 in the eastern part of  ,sussex4 
,none of those roads exceed six inches  
in thickness1 and although that on  the 
great north road is subjected to a very 
heavy traffic1 7being only  fifteen     
miles distant from ,london7 it has not  
given way1 nor was it  affected by the  
late severe winter2 when the roads      
between that and  ,london became        
impassable1 by breaking up to the       
bottom1 and the mails  and other coaches
 were obliged to reach ,london by       
circuitous routes4 ,it  is worthy of    
observation1 that these bad roads cost  
more money per mile  for their annual   
repair1 than the original making of this

 useful new  road4    ,improvement of   
roads1 upon the principle ,i have       
endeavoured to explain1  has been       
rapidly extended during the last four   
years4 ,it has been  carried into       
effect1 on various roads1 and with every
 variety of  material1 in seventeen     
different counties4 ,these roads being  
so  constructed as to exclude water1    
consequently none of them broke up      
during the late severe winter2 there was
 no interruption to travelling1  nor any
 additional expense by the ,post-office 
in conveying the mails  over them1 to   
the extent of upwards of one thousand   
miles of road4    ,many new roads1 and  
to a considerable extent1 are projected 
for the  ensuing season4 ,some of them  
are to be assisted by grants or loans   
from  government1 and it will be a great
 saving of property1 and enable         
government to extend their assistance   
more effectually1 if these roads  be    
made in the most approved and economical
 manner4    ,the unnecessary expense    

attending the making of new roads in the
 manner  hitherto practised1 is one     
great cause of the present heavy debt   
upon  the road trusts of the kingdom4   
,the principal part of the large sums   
originally borrowed1 have been sunk in  
the useless1 and in my opinion1         
mischievous preparation1 of a           
foundation4 ,this debt presses heavily  
on  the funds of all the roads in       
,england1 and1 in many cases1 absorbs   
almost their whole revenue in payment of
 interest4 ,in ,scotland this  pressure 
is still more heavily felt3 indeed it is
 not of uncommon  occurrence in that    
country1 for creditors to lose both     
principal and  interest of their loans  
to roads4    ,this causes not only a    
great and unnecessary loss in the first 
instance1  and a deficiency of means for
 ordinary repair1 and maintenance of the
  roads1 but it also discourages the    
formation of new roads4 ,were a better  
and more economical system generally    
adopted and acted upon1 many great      

additions and improvements of the       
communications of the country would     
take place1 from which1 at present1 the 
landholders are deterred1 by  fear of   
the extent of the expense1 and the      
difficulty of obtaining loans  of money4
    ,the measure of substituting        
pavements1 for convenient and useful    
roads1  is a kind of desperate remedy1  
to which ignorance has had recourse4    
,the  badness1 or scarcity of materials1
 cannot be considered a reasonable      
excuse2 because the same quantity of    
stone required for paving1 is fully     
sufficient to make an excellent road any
 where3 and it must be evident1  that   
road materials of the best quality may  
be procured at less cost  than paving   
stone4    ,the very bad quality of the  
gravel round ,london1 combined with want
 of  skill and exertion1 either to      
obviate its defects1 or to procure a    
better material1 has induced several of 
the small trusts1 leading from  that    
city1 to have recourse to the plan of   

paving their roads1 as far as  their    
means will admit4 ,instead of applying  
their ample funds to obtain  good       
materials for the roads1 they have      
imported stone from ,scotland1  and have
 paved their roads1 at an expense ten   
times greater than that of  the         
excellent roads lately made on some of  
the adjoining trusts4 ,very  few of     
these pavements have been so laid as to 
keep in good order for  any length of   
time2 so that a very heavy expense has  
been incurred  without any beneficial   
result1 and it is to be lamented that   
this  wasteful and ineffectual mode is  
upon the increase in the neighbourhood  
of ,london4    ,this practice has also  
been adopted in places where the same   
motive  cannot be adduced3 in           
,lancashire1 almost all the roads are   
paved at an  enormous cost1 and are1 in 
consequence1 proverbially bad4 ,at      
,edinburgh1  where they have the best   
and cheapest materials in the kingdom1  
the want  of science to construct good  

roads1 has led the trustees to adopt the
  expedient of pavements1 to a          
considerable extent2 and at an expense  
hardly credible1 when compared with what
 would have been the cost of  roads on  
the best principles4    ,the advantages 
of good roads1 when compared with       
pavements1 are  universally             
acknowledged2 the extension of pavement 
is therefore to be  deprecated as an    
actual evil1 besides the greatness of   
the expence4  ,pavements are            
particularly inconvenient and dangerous 
on steep ascents1  such as the ascent to
 bridges1 c4 ,a very striking example of
 this may  be observed on the ,london   
end of ,blackfriars ,bridge1 where heavy
 loads  are drawn up with great         
difficulty1 and where more horses fall  
and  receive injury1 than in any other  
place in the kingdom4 ,the pavement in  
such places should be lifted1 and       
converted into a good road2 which may   
be done with the same stone1 at an      
expense not exceeding ten-pence per     

square yard4 ,this road would be more   
lasting than the pavement1 and1  when   
out of order1 may be repaired at less   
than one-tenth of the expense  which    
relaying the pavement would require4    
,this measure has been adopted with     
great success1 and considerable  saving 
of expense1 in the suburbs of ,bristol1 
where the pavements were  taken up1 and 
converted into good roads1 about three  
years ago4    ,the advantages of the    
system recommended is so obvious to     
common  observation in the repair of old
 roads1 and has been practised to an    
extent so considerable1 during the last 
four years1 that the minds of  most     
people have become reconciled to it2 and
 objections1 founded on old  prejudice  
and suspicion1 have given way to        
experience1 but the  application of the 
same principles to the construction of  
new roads1 has  necessarily been much   
more limited4 ,it will1 therefore1      
require more  liberality and confidence 
on the part of country gentlemen1 and   

also  more patient investigation of the 
principles on which the system is       
founded1 before they will allow of its  
adoption on new lines of road4 ,it  is  
to be hoped1 however1 that the          
importance of the subject will          
recommend it to general consideration4  
,,report                                
,,from ,,the                            
,,select ,,committee                    
,,on ,,the                              
,,highways ,,of ,,the ,,kingdom3        
,,together ,,with ,,the                 
,,minutes ,,of ,,evidence               
,,taken ,,before ,,them4                
,,report4        ,the ,select ,committee
 appointed to take into consideration   
the ,acts now      in force regarding   
the ,,turnpike ,,roads and ,,highways in
 ,,england and      ,,wales1 and the    
expediency of additional ,regulations   
for their better      repair and        
preservation1 and to report their       
,observations thereupon      from time  
to time to the ,house2 and to whom the  

,petitions of ,joseph      ,d4 ,bassett1
 ,john ,richards ,reed1 and ,john       
,martin2 and of several      ,trustees  
of ,turnpike ,roads in the ,counties of 
,middlesex1 ,kent1      ,surrey1 and    
,sussex1 were referred2--,,have1        
pursuant to the ,orders of      the     
,house1 examined the matters to them    
referred1 and have agreed      upon the 
following ,,report3    ,your ,committee 
considered it their indispensable duty  
to direct their  first attention to the 
,reports of former ,committees1         
appointed to  investigate the same      
important subject2 in these ,reports1 as
 well as in  the documents subjoined to 
them1 are to be found much scientific   
information1 and many valuable          
suggestions1 which have doubtless tended
  to aid the progress of improvement in 
the art of making and preserving  roads4
 ,still the object of amending the laws 
which relate to them has  been          
unattained1 the bills introduced with a 
partial view to that  purpose having    

been lost in their progress through     
,parliament1 and the  suggestions for   
more general improvements having been   
allowed to remain  without further      
notice4    ,if your ,committee may be   
permitted to assign the probable reasons
 of  this discouraging result of the    
labours of their predecessors1 they     
would venture to suggest1 that too wide 
a field of inquiry was taken to  lead to
 immediate practical benefit3 that some 
of the systems most  confidently        
recommended were of a novel and         
speculative nature2 that the            
regulations which it was proposed to    
found on them too strongly affected  the
 interests of vested property2 and that 
even the most valuable  information     
communicated to the ,house rested upon  
ingenious theories1  which had then been
 very partially1 if at all1 reduced to  
practice1 or  submitted to fair         
experiment4    ,as the considerations   
which influenced the appointment of the 
present  ,committee1 avowedly sprang    

from the successful trial of an improved
  system of making roads1 your          
,committee have judged it right to      
institute  a particular examination into
 all the circumstances of that          
experiment1  and the various instances  
in which the example has been followed4 
,mr4 ,john ,loudon ,m,adam having for   
many years directed his attention1 as  a
 magistrate and a commissioner1 to the  
improvement of roads1 was  induced to   
accept the situation of general surveyor
 of an extensive  trust round the city  
of ,bristol4    ,the admirable state of 
repair into which the roads under his   
direction  were brought1 attracted very 
general attention2 and induced the      
commissioners of various districts to   
apply for his assistance or  advice4    
,the general testimony borne to his     
complete success wherever he has been   
employed1 and the proof that his        
improvements have been attended with an 
actual reduction of expense1 while they 
have afforded the most useful           

employment to the poor1 induce your     
,committee to attach a high degree of   
importance to that which he has already 
accomplished4 ,the imitation of  his    
plans is rendered easy by their         
simplicity1 and by the candour with     
which he has explained them1 though     
ability in the surveyor to judge of     
their application must be understood as 
an essential requisite4    ,your        
,committee have dwelt on this improved  
system of making roads1 as a            
preliminary consideration to any        
alteration of the laws1 being persuaded 
that it is of essential importance to   
adapt the law to new  circumstances2    
that the first step requisite is to take
 effectual  measures for ensuring the   
formation of good roads2 and that their 
preservation afterwards1 if proper      
principles for their repair be once     
adopted1 will require fewer legislative 
regulations than former  inquirers have 
deemed necessary4    ,for a full        
elucidation of the methods pursued by   

,mr4 ,m,adam your  ,committee beg leave 
to refer to his evidence in the         
,appendix annexed1 as  well as to that  
of his son1 and of different            
,commissioners who had  witnessed the   
success of his plans4    ,but though    
your ,committee have limited their first
 inquiries to the  actual state of the  
turnpike roads1 and the results of      
recent plans for  their improvement1    
they have by no means confined their    
researches to  the operations or the    
opinions of one individual4 ,in the     
evidence which  they subjoin will be    
found1 in the first place1 a description
 of the  present general defects of the 
turnpike roads1 given by those whose    
employments and interest render them    
best acquainted with the nature and     
extent of the evil2 and this exposition 
is followed not only by the  detail of  
,mr4 ,m,adam's system1 already alluded  
to1 but by the evidence  of other       
eminent surveyors and civil engineers1  
under whose  superintendence the latest 

and most perfect improvements have been 
effected4    ,your ,committee consider  
that high praise is due to the superior 
science  exhibited by ,mr4 ,telford1 in 
tracing and forming the new roads in    
,north  ,wales2 but they contented      
themselves with a general inquiry into  
his  plans1 aware that their merits     
would be particularly brought under the 
eye of the ,house in the ,reports of the
 ,committee on the ,holyhead ,roads4    
,the concurrent testimony of all the    
witnesses examined by your ,committee   
establishes the fact that the general   
state of the turnpike roads in  ,england
 and ,wales is extremely defective1 but 
at the same time proves  that proper    
management is alone wanted to effect the
 most desirable  reformation4 ,it is not
 the least interesting result of the    
researches of  your ,committee1 that the
 most improved system is demonstrated to
 be the  most economical2 that even the 
first effectual repair of a bad road may
  be accomplished with little1 if any1  

increase of expenditure2 and that  its  
future preservation in good order will1 
under judicious management1  be attended
 with a considerable annual saving to   
the public4    ,there is no point upon  
which a more decided coincidence of     
opinion  exists amongst all those who   
profess what may now be called the      
science  of road-making1 than that the  
first effectual step towards general    
improvement must be the employment of   
persons of superior ability and         
experience as superintending surveyors4 
,your ,committee1 fully concurring in   
this opinion1 have anxiously  considered
 in what manner this object can be      
attained with the least  expense to the 
country1 and the least injurious or     
offensive  interference with existing   
customs and authorities4    ,various are
 the plans which have been brought under
 their consideration  for altering the  
general constitution of the laws        
affecting the  management of ,turnpike  
,roads1 proposing either to annex the   

superintendence and patronage to some of
 the existing departments of            
,government1 or to constitute a new     
,board of ,commissioners expressly for  
this object4    ,your ,committee forbear
 to detail the reasons which induce them
 to  withhold their recommendation from 
any of these plans1 whatever  advantages
 they might afford in unity or vigour of
 management4    ,they are of opinion1   
that many important reasons exist for   
leaving  generally the direction of the 
affairs of the different turnpike trusts
  in the hands of their respective      
,commissioners1 whose experience1       
character and interest1 afford the best 
pledges of ability1 attention  and      
economy4 ,if your ,committee think it   
necessary to propose1 in one  respect1  
an interference with their appointments1
 it by no means  proceeds from any      
distrust of their judgment or integrity4
    ,the duties of a head surveyor      
demand suitable education and talents4  
,these qualifications must be fairly    

remunerated2 and it is evident1 that    
the limited extent of the funds of      
,turnpike ,trusts1 in general1 do not   
afford the means of paying to such an   
officer an adequate salary4 ,the        
difficulty might in many instances be   
obviated by voluntary  associations1 but
 where the system is wished to be       
universal1 it ought  not to be left to  
so precarious a dependence4    ,the plan
 to which your ,committee1 after full   
consideration1 are disposed  to give the
 preference1 is that of empowering the  
magistrates of every  county1 assembled 
in quarter sessions1 to appoint one or  
more surveyors  general1 who shall have 
the superintendence and management of   
the  turnpike roads within the county1  
under the authority and direction of    
the ,commissioners of the different     
trusts4 ,it is not necessary at  present
 to enter on the detailed regulations by
 which the executive  duties of such an 
officer should be prescribed1 so as to  
keep them under  the deliberative       

control of the ,commissioners1 whose    
meetings he should  attend1 and to whom 
he should uniformly report on the       
improvements and  alterations he may    
wish to recommend within their trusts4  
,your ,committee are of opinion1 that   
the most eligible mode of paying the    
salary of this officer would be by an   
uniform rate per mile upon all the      
roads within the county2 to be fixed by 
the magistrates at quarter  sessions1   
and paid from the funds of the          
respective trusts4    ,the success of   
this plan of appointing general county  
surveyors will1 in  a great degree1     
depend upon the firmness evinced by the 
magistrates1 in  laying aside every     
consideration of personal favour1 and   
impartially  looking to integrity1      
talents1 and energy of character1 as the
  recommendations for office2 some skill
 in the science of an engineer  should  
also be regarded as a valuable          
qualification4    ,your ,committee have 
manifested their general disinclination 

to any  interference with the honourable
 and gratuitous discharge of the        
functions of the ,commissioners of      
,turnpike ,trusts2 in one instance1     
however1 they are disposed to depart    
from the principle which they have      
recommended4 ,a full consideration of   
the evidence relative to the  defective 
state1 and injudicious management of the
 roads round the  ,metropolis1 and of   
the advantages which would accrue from a
  consolidation of the numerous small   
,trusts into which they are most        
inconveniently divided1 induce your     
,committee to express to the ,house     
their strong recommendation1 that a     
special ,act of ,parliament may be      
passed for uniting all the ,trusts      
within a distance of about ten miles    
round ,london under one set of          
,commissioners4 ,it is to these roads   
that  the heaviest complaints made by   
the coachmasters1 and the surveyor of   
mail coaches under the post-office1     
principally apply2 and whether an       

improvement is to be effected by the    
importation of flint1 and other  common 
materials1 or by laying granite pavement
 in the centre or sides  of the roads1  
it is evident that1 8the measure to be  
performed in an  economical and         
efficient manner1 must be done upon an  
extended scale it  must become one      
interest1 directed by one select body of
 men1 of weight1  ability1 and          
character40    ,it is the object of the 
recommendation of your ,committee to    
render the  roads round the ,metropolis 
a pattern for the kingdom1 by the       
introduction of the most judicious      
system of formation and repair1 which   
will thus be brought under general      
inspection2 and the spirit of           
improvement1 radiating from this centre1
 may be expected to spread with         
rapidity throughout the country1 and to 
diffuse 8those incalculable  public and 
private advantages10 which a former     
,committee anticipated  from the        
accomplishment of this great national   

object4    ,your ,committee are deeply  
sensible of the consideration due to the
  persons whose property is invested in 
the funds of these ,trusts1 as well  as 
to those who now act as ,commissioners4 
,they are perfectly aware of  the       
jealousy with which the ,house may view 
any proposition for the  creation of new
 offices of patronage and profit2 and   
they do not  disguise their conviction1 
that it will be found expedient to      
remunerate  those efficient             
,commissioners who are expected to      
devote their time to  the performance of
 active duties4    ,your ,committee     
however anticipate1 that if the ,house  
shall approve the  formation of a ,board
 of ,commissioners for this object1 they
 will deem it  proper to place at its   
head some persons of eminent station and
  character1 as a security for the      
independence and respectability of its  
proceedings4    ,all these              
considerations certainly require        
cautious deliberation1 and  delicacy in 

arranging the plan2 but your ,committee 
feel confident that  the wisdom and     
judgment of the ,house will find the    
means of surmounting  the difficulties1 
without injustice1 or hazardous         
innovation4    ,it is obvious1 that the 
formation of this distinct central      
authority  will be best effected by the 
introduction of a separate ,bill1 while 
the  plan of empowering the magistrates 
to appoint county surveyors would       
naturally form part of a general ,bill  
for amending the laws relating to       
,turnpike ,roads4    ,your ,committee   
have weighed1 with much attention1 the  
comparative  advantages of an attempt to
 amend these laws by supplemental       
enactments1  and of the comprehensive   
plan of endeavouring to embody in one   
,act of  ,parliament all that is        
valuable in the old laws1 with the      
addition of  such new regulations as are
 acknowledged to be desirable4    ,the  
,committee of #ahaa were impressed with 
the expedience of 8combining  the old   

and new regulations into one general    
code1 divided into two  branches1 one   
regarding the ,highways1 and the other  
regarding ,turnpike  ,roads10 though    
they considered that 8it would require  
more time and  labour than those who    
have not had some experience in the     
drawing up of  such laws can be at all  
aware of40    8,your ,committee do not  
hesitate to avow their opinion1 that    
unless this  task1 however arduous be   
accomplished1 the laws relating to roads
 must  remain in an incomplete1         
uncertain1 and inconvenient state4 ,they
 cannot  doubt that the ,house will     
agree with them that the promotion of   
such a  measure is deserving of legal   
assistance on the part of his ,majesty's
  government1 to those who are disposed 
to apply their time and attention  to   
the undertaking2 and they indulge the   
hope1 that if the ,house shall  think   
fit to reappoint a ,committee for the   
same object in the next  session of     
,parliament1 much may be found done for 

the preparation of  such a bill40       
,your ,committee themselves have not    
been inattentive to many of the         
amendments which they think it ought to 
embrace1 some of which they  proceed to 
particularize for the consideration of  
those members whose  attention may be   
drawn to the subject of this ,report4   
,there is no object which appears more  
deserving of regulation than the        
expense attending the passing and       
renewing of ,turnpike ,acts4 ,this might
  be lessened by comprising in a general
 ,act such customary clauses as are     
applicable to all trusts1 and by        
dispensing with the attendance of       
witnesses in ,london to prove the       
notices required by the orders of the   
,house2 but a still greater advantage   
would be gained by extending the  period
 of the duration of these ,acts1 and    
providing for their renewal  without the
 payment of fees4    ,a general         
commutation for statute labour appears  
to be required1 both  for public        

advantage and private convenience4 ,the 
amount of composition  might be levied  
as a rate2 and it will become a subject 
of  consideration1 whether some better  
principle may not be laid down for      
apportioning the money thus collected   
between the highways and turnpike       
roads4    ,the advantage of authorizing 
parish officers to contract with the    
commissioners for the repair of the     
roads passing through the parish by     
labourers belonging to it1 has been     
strongly pressed on the attention of    
your ,committee1 but though they are    
disposed to admit that such a system    
may often afford desirable relief to the
 parishes1 they are not equally         
satisfied that it will have a tendency  
to promote the improvement of the       
roads4 ,they think it right to bring the
 proposition under the  consideration of
 the ,house1 though they are too        
diffident of its utility  to venture to 
add to it their recommendation4    ,it  
seems generally admitted1 that the      

present exemptions from toll  granted to
 broad-wheeled waggons require to be    
revised1 as the enormous  weights which 
they carry render them more destructive 
to the materials  of the roads than     
their supposed advantage in             
consolidating them can  compensate4     
,without entering into the yet unsettled
 controversy  respecting the superior   
utility of conical1 barrelled1 or       
cylindrical  wheels1 for the purpose of 
draught1 it is perfectly evident1 that  
the  narrow part of the surface upon    
which wheels of the two first           
descriptions meet the ground1 cannot    
give them the advantage of the  roller4 
,as soon as impolitic exemptions shall  
be abolished1 and the  tolls be         
regulated upon all carts and waggons1   
with wheels of a moderate  width1 in    
proportion either to the weight carried1
 or the number of  horses1 there will no
 longer be the same temptation to carry 
excessive  loads2 and it is probable    
that a new practice1 regulated by       

private  interest1 may render it        
unnecessary to limit the weight allowed 
to be  taken4    ,some regulations      
appear to be absolutely required in     
respect to the  conduct of tollkeepers1 
and the liability of renters1 for the   
penalties  imposed on their servants4   
,your ,committee have thus noticed a few
 of those objects of amendment  which   
have presented themselves to their      
consideration4 ,to reduce these  and    
other proposed improvements into proper 
form--to digest the various  provisions 
of former ,acts--to expunge what is     
useless or injurious1--to  reconcile    
what is contradictory--to re-model and  
arrange what is sound  and useful1 will 
require the assistance of the best legal
 judgment4 ,your  ,committee however1   
after having thus availed themselves of 
the power  granted by the house1 of     
reporting the partial result of their   
investigations1 will continue to make   
such inquiries1 and to collect  such    
materials1 as may pave the way for the  

accomplishment of that  important       
undertaking4    ,it will at once be     
seen1 that they have confined themselves
 to one  branch of the work committed to
 them1 having conceived it to be more   
judicious not to distract their own     
attention and that of the ,house by  too
 many subjects of inquiry1 but to pursue
 that which they first  undertook to a  
practical result4    ,should the ,house 
adopt their recommendation of renewing  
the ,committee in  another session1 the 
subject of the ,highways will naturally 
engage their  attention as soon as they 
shall have fully matured the plan for   
amending  the laws relating to the      
,turnpike ,roads4     #beth ,june1      
#ahai4                                  
,,minutes ,,of ,,evidence4              
,,witnesses3                            
,martis1 #b die ,martii1 #ahai3         
,charles ,johnson1 ,esq4                
p4 #ha         ,mr4 ,william ,waterhouse
                               #hd      
,mr4 ,william ,horne                    

#hh         ,mr4 ,john ,eames           
#ib                                     
,veneris1 #ba die ,maij3           ,mr4 
,george ,botham                         
#id                                     
,jovis1 #d die ,martij3           ,john 
,loudon ,m,adam1 ,esq4                  
#if                                     
,martis1 #i die ,martij3           ,john
 ,loudon ,m,adam1 ,esq4                 
#aag                                    
,jovis1 #aa die ,martij3           ,john
 ,loudon ,m,adam1 ,esq4                 
#acd         ,james ,mc,adam1 ,esq4     
#acf         ,col4 ,charles ,brown      
#add         ,ezekiel ,harman1 ,esq4    
#ade         ,thomas ,bridgeman1 ,esq4  
#adf         ,john ,martin ,cripps1     
,esq4                        ibid4      
,w4 ,dowdeswell1 ,esq4                  
#adh                                    
,martis1 #bc die ,martij3           ,mr4
 ,benjamin ,farey                       
#aej         ,john ,farey1 ,esq4        
#aed                                    

,jovis1 #be die ,martij3           ,john
 ,farey1 ,esq4                          
#aeg         ,james ,walker1 ,esq4      
#afe                                    
,jovis1 #a die ,aprilis3           ,mr4 
,james ,dean                            
#ahb                                    
,jovis1 #f die ,maij3           ,thomas 
,telford1 ,esq4                         
#ahg                                    
,martis1 #aa die ,maij3           ,mr4  
,robert ,perry                          
#aie             ,abstract of ,return of
 ,turnpike ,roads round ,london     #aif
                                        
,,minutes ,,of ,,evidence4              
,martis1 #b die ,martij1 #ahai4         
,,edward ,,protheroe1 ,,esquire1        
,in the ,chair4                ,charles 
,johnson1 ,esquire1 called in2 and      
,examined4    ,you are surveyor and     
superintendent of mail coaches under the
 ,post  ,master ,general8--,yes4    ,how
 long have you held that office8--,not  
twelve months yet4    ,has your         

attention been directed1 in the         
execution of the duties of that  office1
 to the state of the turnpike roads     
throughout the kingdom8--,i  have given 
a general attention to the subject1 and 
,i have had occasion1  of course1 to    
give particular attention to it1 when   
complaints have been  made of loss of   
time4    ,in what state of repair do you
 consider the turnpike roads to be1     
generally throughout the kingdom8--,i   
certainly 7as far as ,i have had an     
opportunity of inspecting them7         
consider1 that almost all the roads     
might be improved2 but there are very   
few instances in which ,i should  have  
thought it necessary to advise the ,post
 ,master ,general to  interfere1 except 
in the more immediate neighbourhood of  
,london4    ,it is not the practice of  
the ,post-office to interfere in the    
mode you  mention1 by indictment1 unless
 the evil has arisen to a very great    
pitch8--,not until it has arisen to a   
very considerable evil4    ,do you      

consider that the general defective     
state of the road arises from  any local
 disadvantages1 or from mismanagement in
 regard to the funds1  or the           
application of materials8--,that        
question involves so many               
considerations1 that ,i hardly know how 
to give an answer to it2 but ,i  think1 
that in general one may observe a great 
want of that skill in  forming the road 
and keeping it in repair1 which is very 
obvious in some  parts of the country4  
,do you consider that the defects you   
have mentioned in the neighbourhood  of 
,london1 arise from any local           
disadvantages1 or from the roads been   
worse managed8--,it is generally        
understood that in the neighbourhood of 
,london they have not so good materials 
to repair the roads with1 being  chiefly
 gravel2 but ,i think ,i may say1 that  
there is certainly a want of  attention 
and of care4    ,have you known         
instances in the neighbourhood of       
,london where better  roads have been   

obtained by superior management8--,in   
the early part of  the winter we were   
under such great difficulties with      
respect to the  ,exeter mail coach1 that
 ,i was under the necessity of applying 
to the  ,egham trust4 ,it was at that   
time reported to me1 that the whole town
 of  ,egham had been covered with gravel
 unsifted1 eight or nine inches deep    
from side to side2 the consequence of   
that was1 that the mail coach lost  ten1
 fifteen1 or twenty minutes every night4
 ,we were given afterwards to           
understand that the commissioners had   
put that particular road under the  care
 of ,mr4 ,m,adam1 and at this time ,i   
have no sort of occasion whatever  to   
complain of it4    ,generally speaking1 
do you consider that the mails are      
detained more by  the bad state of the  
roads in the neighbourhood of ,london   
than  elsewhere8--,they certainly have  
more difficulty in passing to and from  
,london for the first fifty or sixty    
miles1 than in almost any other part  of

 the country4 ,it is in the nights we   
have the heaviest weights1 and          
therefore it is very desirable that the 
roads near town should be rather        
better1 than worse than others4    ,has 
your attention been particularly        
directed to the state of the roads  in  
other parts of the kingdom lately8--,i  
travelled a considerable  distance last 
autumn in the north of ,england4        
,certainly ,i considered the  roads that
 ,i passed over there1 to be very       
superior in general to what  they are in
 the first hundred miles from the       
metropolis4 ,subsequently to  that1 ,i  
have had occasion to travel throughout  
,north ,wales1 and ,i gave  particular  
attention to the ,holyhead line of road4
    ,by what road8--,by ,coventry4 ,the 
roads which are found in ,north ,wales  
are  remarkably good1 and in my humble  
opinion1 show great science in the      
formation of them4 ,the new roads ,i    
mean4 ,the materials in that country    
are of course very good4 ,on this side  

of ,birmingham1 which is also the  road 
to ,liverpool1 there is great occasion  
to complain1 particularly  from         
,dunchurch to ,daventry4 ,at this time  
that road is in a very  neglected state1
 very heavy1 narrow1 and blocked up by  
banks of drift4 ,i  have had occasion to
 apply to that trust1 but ,i do not     
learn that any  thing has been done4    
,have you found the system of indictment
 afford any effectual remedy for  the   
evils which you have had cause to       
observe in that way8--,i think we  have4
 ,but there have been very few          
indictments preferred for some years    
past2 the postmaster general not        
thinking it right to press upon the     
districts during the season of          
agricultural distress4 ,i should say1 we
  do not consider that any reason1 at   
present1 for abstaining4    ,have you   
experienced from the commissioners1 a   
disposition1 generally1  to attend to   
such complaints as you have found       
occasion to make8--,such  applications  

as ,i have had occasion to make appear  
to have been very  well received2 but ,i
 cannot say1 that in many instances the 
roads have  been much improved4 ,i will 
add to this answer1 that ,i lately      
passed over  the road from ,oxford      
through ,henley to ,london2 and although
 that is one  of the roads complained   
much of1 it is certainly1 at this time1 
in a  very improper state4    ,in such  
cases do you not follow up your measures
 by stronger  proceedings1 by           
indictment8--,i think that in this case 
it would be  necessary to renew our     
applications1 and perhaps to proceed by 
indictment2 but ,i have considered it   
prudent not to interfere1 chiefly  in   
contemplation of the proceedings of this
 ,committee4    ,from what you have seen
 of the new roads in ,wales1 do you not 
conceive  that nearly all the turnpike  
roads in ,england are capable of very   
considerable improvement1 by an         
application of equal skill in the       
disposition of the materials employed   

upon them8--,i certainly do4            
,mr4 ,william ,waterhouse1 called in2   
and ,examined4    ,you keep the         
,swan-with-two-,necks in ,lad-lane8--,i 
belong to the premises2  ,i don't keep  
the house2 ,i am the coachmaster4       
,you are the proprietor of many mail and
 other coaches8--,i am4    ,as the      
proprietor of mail and stage coaches1   
has your attention been  directed to the
 state of the roads over which they     
travel8--,yes1 it has4    ,inform the   
,committee whether you think the roads  
are in such a state of  repair as they  
might be1 under proper management1 with 
the advantages  they possess8--,taking  
them generally1 ,i think they are not4  
,do you consider that the amount of the 
tolls at present received would  be     
sufficient to place them in a state of  
good repair1 under proper               
management8--,from what information ,i  
have been able to obtain of the sums    
which the gates are let for upon several
 trusts1 it is my opinion that  the     

money so received is quite sufficient to
 put them in a very good  state4 ,for   
instance1 there is one trust1 which is  
called the ,daventry  trust1 leading    
from ,old ,stratford to ,dunchurch2     
their tolls1 ,i  understand1 produce    
more than #ajjl4 a mile per annum4 ,very
 little  improvement has been made in   
that trust2 and the roads are very      
unsafe1  and in a bad condition         
altogether4    ,do you consider that    
that arises from want of proper         
materials1 or want  of proper skill in  
making use of them8--,from both4 ,the   
materials that  they have in that       
neighbourhood1 in my opinion1 are not   
good2 and the  people that they employ  
upon the roads are not equal to the     
task1 and  therefore they are very much 
neglected4 ,the surveyors and the men   
that  work under them are insufficient4 
,do you know of any instances where     
similar disadvantages have been         
surmounted by proper skill and          
ingenuity8--,i believe ,i can state that

  upon one particular trust that has    
been the case4 ,i believe they call it  
the ,hockliffe trust4 ,it is but a short
 distance1 but very great  improvements 
have been made upon it4 ,the great      
improvements that have  been made there1
 ,i am informed by several of the       
commissioners1 have  been done through  
their skilful and attentive surveyors4  
,they have  improved that trust very    
much indeed4 ,i believe ,i can mention  
another  road out of ,london that has   
been much improved1 ,i mean the ,essex  
road1  7their surveyor being a clever   
man1 and competent to understand his    
business17 between ,whitechapel church  
and ,brentwood4    ,are there any       
particular defects in the management of 
the roads  generally1 which you think   
might be remedied1 that you can point   
out to  the ,committee8--,in the first  
place1 there may be great improvements  
by  the proper formation of the roads4  
,i know1 in some places1 particularly   
from here down to ,colney1 where there  

is a clayey bottom1 and upon that  line 
of road there are a great many land     
springs2 those springs  frequently work 
up through the gravel1 and injure the   
road very  materially4 ,when that is the
 case ,i consider that they should      
under-drain the road1 and take away     
these land springs1 which would be  the 
means of having the roads firm and hard1
 much harder than they are  now4    ,is 
it not a common defect to place the     
gravel on the road without being        
sufficiently sifted or washed8--,very   
much so4    ,do you not consider it as a
 bad system1 likewise1 to place the     
gravel so  much in the centre of the    
road1 thereby rendering it of too great 
convexity8--,yes1 certainly4 ,i think it
 is laid generally too thick and  too   
high in the middle4 ,there is no        
necessity for the roads being  rounded  
so much4    ,have you known any         
accidents to have arisen from the       
steepness of the  road8--,yes2 several  
accidents with my coaches1 as well as   

those of other  people1 in consequence  
of the road being laid so very high in  
the  middle4    ,is not that shape of   
the road likewise attended with a       
disadvantage in  the draft of the       
carriage8--,i consider it so1 inasmuch  
as it flings the  weight too much on one
 side4    ,is not a great loss sustained
 by the proprietors of stage coaches1 in
  consequence of the badness of the     
roads1 in the wearing out of their      
horses8--,yes2 particularly so the first
 fifty or sixty miles from ,london4     
,with regard to the performance of time 
by the mail coaches1 do you find  that  
you labour under greater difficulty on  
the roads near ,london1 than  on those  
at a greater distance from town8--,i am 
certain we do4 ,it  requires a greater  
quantity of horses to perform the duty1 
and1 in my  opinion1 it requires ten    
horses to perform the same number of    
miles for  the first fifty out of       
,london1 that might be done by eight1   
with the  same speed1 beyond that       

distance4    ,is there any difference in
 the value of the horses used near town 
and at  a distance from it8--,i can buy 
horses at #ael4 a piece that will       
perform  the duty1 at a distance from   
,london1 equal to those that we are     
obliged  to give #cjl4 a piece for1 on  
the average1 for the work near town4    
,are you in the habit of working coaches
 to a greater than fifty miles  from    
,london8--,not at this time2 ,i have    
worked coaches as far as one  hundred   
miles distance from ,london1 and ,i     
always found there that eight  horses   
would perform as many miles as ten1 the 
first fifty miles out of  ,london4      
,have not the tolls very much increased 
of late years under new acts of         
parliament8--,it is my opinion that the 
tolls generally have doubled  within    
these last fifteen years4    ,have the  
roads improved in any degree in the same
 proportion8--,no1 they  have not4      
,have you calculated the average rate   
per mile which a coach with four  horses

 pays for toll8--,i have3 ,it is my     
opinion that the average amount         
throughout the kingdom is #c;d4 per     
mile2 it was above #c;d4 when ,i  took  
them above twelve months ago4    ,do you
 find that the horses wear out in a much
 shorter space of time1 in  working     
coaches within the first fifty miles    
from ,london1 than they do  lower       
down8--,yes they do very much4 ,we      
calculate that our stock of  horses1    
employed in working the first fifty     
miles out of ,london1 will  not last    
more than four years2 in the country1 at
 a greater distance1 ,i  believe they   
calculate that their stock1 on an       
average1 will last six  years4    ,are  
you not frequently obliged to put six   
horses to your coaches1 on the  roads   
from ,london8--,sometimes that is the   
case2 we do work with six  horses where 
the roads are bad and heavy4 ,i may say1
 from the knowledge  ,i have of one     
particular road1 namely1 from ,london to
 ,birmingham1 it  requires twelve horses

 to perform the same number of miles as 
eight  horses will do between           
,birmingham and ,holyhead4    ,how many 
coach-horses do you keep8--,about four  
hundred4    ,are you acquainted with the
 new roads in ,north ,wales1 made by    
,mr4  ,telford8--,yes1 ,i am4    ,do you
 think that three of your horses would  
draw the ,holyhead mail as  easily on   
those roads as four of them do the same 
coach on any part of  the road from     
,london to ,dunchurch8--,i have no doubt
 about it4    ,does that arise from the 
construction of the road1 or nature of  
the  materials1 or both8--,both4 ,the   
construction of the new road is         
extraordinarily good1 and the materials 
also are very good4    ,can you state   
what particular construction those roads
 are of8--,they are  laid in a form     
sufficiently round to wash themselves1  
if there is a  shower of rain that comes
 upon them4 ,they are not very high2 and
 their  excellence consists in the      
smallness of the convexity4 ,they are in

 the  best form ,i have ever seen roads 
made4                   ,mr4 ,william   
,horne1 called in2 and ,examined4       
,you keep the ,golden ,cross ,inn1      
,charing ,cross8--,yes4    ,you are the 
proprietor of many mail and stage       
coaches8--,i am4    ,your attention of  
course has been directed to the state of
 the roads  over which they travel8--,it
 has4    ,can you inform the ,committee 
in what state the roads generally are1  
in  point of goodness8--,i think in     
general they have been better for the   
last  seven years than formerly1 though 
they are now bad4 ,they are generally   
bad1 and might be very much improved4   
,can you state to the ,committee any    
particular instances of improvement     
that have taken place within your own   
knowledge8--,yes2 one between ,london   
and ,hounslow1 which must be known to   
every body to have been very bad2  that 
road has been made good1 which was      
extremely bad before4    ,do you        
consider that the application of the    

materials upon that road is  at present 
good8--,yes4 ,it is the better          
construction of the road1  together with
 the different materials from what they 
used formerly1  which have been the     
means of making that road better4 ,they 
have brought  chalk and flints from     
,kent by the canal1 and have got them at
 as small  an expense as gravel2 and    
these have formed a hard well-bound     
road1  which was formerly bad4    ,upon 
what other roads do your coaches        
travel8--,i will mention one which  is  
precisely the contrary1 the ,uxbridge   
road4    ,gravel is usually employed on 
that8--,solely gravely and the road is  
very  flat4 ,it is made lower than the  
fields1 which draws the water upon it1  
and therefore it cannot be drawn off    
from it4 ,that is the chief cause of    
the road being so bad4    ,is it not the
 practice upon that road to pile up the 
scrapings or drift  by the side of the  
road8--,it is4    ,within your          
experience1 do you consider that the    

goodness of the roads  is at all in     
proportion to the local advantages or   
disadvantages2 or  have you found that  
the skill and experience of the         
surveyors employed  upon them have      
effected particular improvements8--,they
 chiefly depend  upon having good       
surveyors4 ,the ,dover road will show   
that more than any  other road ,i know  
of4 ,i can remember that within these   
seven years1 what  was then called 8,the
 ,sun in the ,sands0 has been made a    
very good road4  ,that road was all     
loose and sandy3 they have drained it1  
and it is now a  very good road4    ,can
 you state under whose superintendence  
that road is placed8--,mr4  ,collis's4  
,he is now employed on the ,brighton    
road1 effecting the same  sort of       
improvement2 reducing hills1 and making 
the road good4    ,do you find that the 
roads on which your coaches travel1 are 
much worse  in the neighbourhood of     
,london than the more distant parts8--,i
 find them  worse for coaches near      

,london1 but it may be attributed partly
 to the  greater quantity of travelling 
near ,london to what there is in the    
country4    ,are the horses that you    
employ in the stages near ,london of    
superior  value to those that are       
employed at a greater distance8--,it    
differs  according to the carriage4 ,i  
think with the stage coaches1 the horses
  out of ,london are considerably more  
in value than those employed at a       
greater distance from ,london2 and as to
 mail coaches1 vice versa4 ,in  the     
country1 the day stock of the coaches is
 very good1 but in the night  they work 
them very badly4    ,do you find that   
your horses that are employed in the    
stages near  ,london1 wear out sooner   
than those at a greater distance8--,much
 sooner1 ,i  should think4 ,i employ    
about four hundred horses myself1 and ,i
 am sure ,i  buy one hundred and fifty a
 year to support the number1 and keep   
the  stock in order4 ,i consider that my
 stock wears out fully in three years4  

,how much longer on an average1 will    
horses last at a distance from          
town8--,i should think double the time3 
for these reasons2 first1 the work  is  
lighter1 and next1 the food is better2  
besides which1 the lodging of  them is  
better2 the stables are airy and more   
healthy2 they have not so  often        
diseases in the country as we have in   
,london4    ,are you in the habit of    
working coaches to any great distance   
from  ,london8--,i work them half way to
 ,bristol2 with ,mr4 ,pickwick of ,bath1
 ,i  work to ,newbury4    ,do you know  
whether the horses that are employed    
still lower down upon  that road1 are   
considered to have lighter or heavier   
work8--,i should not  keep larger horses
 for that work myself2 ,i should keep   
short-legged  horses1 because of the    
hills4    ,which are of less            
value8--,yes4    ,speaking generally1 if
 the same skill and management that you 
have  mentioned in particular districts 
were generally employed1 do you not     

think that the roads of ,england and    
,wales might be put into a very  perfect
 state of repair8--,i think1 that with  
better direction as to  management1 they
 might be put into a much better state  
of repair1 at the  same cost1 than they 
now are4 ,there is a road1 called the   
,north-east  ,road 7the way that the    
,edinburgh mail comes17 which is much   
improved  lately1 and without any great 
expense4    ,under whose management is  
that road8--,of a ,mr4 ,clay4 ,it has   
been done by  rolling the road1 and     
breaking the gravel to a certain size1  
not putting  it on too large or too     
small2 and taking care to turn the road 
well4 ,if  the road is not turned well1 
it never will be good4    ,this roller  
is a late invention1 is it not8--,it is4
 ,it impresses the  gravel1 or whatever 
the material is1 into the ground1 before
 the road is  scraped2 then they proceed
 to scrape it and take the slush off2   
this  rolls down the ruts as well4      
,and from your experience1 you have     

every reason to believe that it is of   
great advantage to the road8--,i have   
worked the ,tyburn road1 and the  ,white
 ,cross roads1 which were as bad as the 
,tyburn till this practice  has been    
introduced4    ,do you know any thing of
 the ,reading road1 which ,mr4 ,m,adam  
has had the  superintendence of8--,it is
 a very fair road2 it is the best piece 
of road  in that direction4    ,can you 
inform the ,committee the weights you   
are accustomed to carry  upon the       
different descriptions of carriages1    
mail coaches1 post  coaches1 and heavy  
coaches8--,the post coach loaded is #ch 
cwt4 weight2 it  is never more than two 
tons4 ,the mail coach also is not more  
than two  tons1 ,i should think4 ,as to 
heavy coaches1 ,i only work two of that 
description out of the #dj coaches that 
are in my own yard2 they are so  little 
used1 that they don't generally weigh   
more than the post coach2  they don't   
carry so much luggage4    ,what is the  
weight of the heavy coach8--,not more   

than the post1 because  they don't carry
 so much luggage as some of the post    
coaches4 ,i reckon  #ab passengers one  
ton1 coach one ton1 and luggage half a  
ton4    ,have you known of any accidents
 to your coaches arising from the great 
convexity of the roads in the           
neighbourhood of ,london8--,i have had  
accidents1 and they have sometimes been 
attributed to the horses shying1  and   
plunging the coach on one side1 so as to
 cause it to overturn1 from  the great  
roundness of the road4                  
,mr4 ,john ,eames1 called in2 and       
,examined4    ,you keep the ,white      
,horse1 ,fetter-lane1 and are the       
proprietor of the  ,angel ,inn1 ,st4    
,clement's8--,yes4    ,you are the      
proprietor of several mail and stage    
coaches8--,yes4    ,how many horses do  
you keep8--,about three hundred4        
,what are the principal roads you are in
 the habit of working from              
,london8--,we work the ,canterbury1 the 
,cambridge1 the ,dover1 the ,norwich1   

the ,portsmouth1 and some others4    ,do
 you find that you sustain much         
inconvenience from the state of the     
roads over which you travel8--,yes4 ,as 
to inconvenience1 ,i find much more  in 
the neighbourhood of ,london than the   
more distant parts4    ,how long do you 
find that your horses upon an average   
last1 that are  employed in the first   
stages from ,london8--,my horses1 upon  
an average1  don't last above three     
years in the fast coaches4    ,including
 the mails8--,yes4    ,and those horses 
in the neighbourhood of ,london1 are of 
greater value  than those employed at a 
distance8--,they are4    ,upon an       
average1 how long do the horses last    
that are employed in the  more distant  
parts8--,they last as long again4    ,do
 you attribute that in a great degree to
 the badness of the roads in  the       
neighbourhood of ,london8--,i attribute 
it to the distress the horse  receives  
from the badness of the roads near town2
 but ,i attribute it  also in a great   

degree to the meeting of different      
carriages1 and  crossing the road1 which
 makes it more laborious to the horse1  
though he  does not appear to go so many
 miles4    ,do you not consider that    
that particular evil is occasioned in a 
great  degree by the convexity of the   
roads in the neighbourhood of ,london1  
the  materials being generally heaped up
 in the middle8--,i do2 it 8tears their 
hearts out10 as the coachmen express it4
 ,the roads are inconvenient from  the  
quantity and quality of the gravel      
heaped in the middle4    ,have you known
 any instances in which a different     
system has been  pursued1 and the roads 
greatly improved1 in the neighbourhood  
of  ,london8--,the road from ,london to 
,cranford ,bridge has been improved of  
late1 and from ,london to ,hounslow more
 particularly1 in consequence of  the   
pavement in the crown of the road1 which
 has done away with the  gravelling1 or 
shingle rather4    ,is not the gravel   
upon that road generally employed       

without sifting or  washing8--,it is    
half clay4    ,have you known instances 
in which this inconvenience has been    
remedied  by superior skill and         
experience in the surveyor of the       
roads8--,yes2 in  the same line of road 
that ,mr4 ,horne referred to2 in the    
,kent road  particularly4    ,if that   
same skill was employed in the          
application of materials to the  other  
roads1 do you not think that they might 
be brought generally to  the same state 
of improvement8--,i have no doubt of it2
 there is no  question about it4 ,the   
,surrey road has been improved on the   
same  principle4    ,what do you call   
the ,surrey road8--,from ,london to     
,guildford4    ,do you know under whose 
management that is8--,i don't know now2 
a person  named ,baker had the          
management of it4    ,was it under him  
it was improved8--,yes4    ,how many    
miles of road does that consist         
of8--,thirty miles4    ,and it is very  
much improved8--,yes4    ,by what       

means8--,the materials are harder than  
the gravel4 ,he brings the  rag flints  
and breaks them1 but in a different     
manner from other parts  of the road4   
,he has improved it so much1 that it    
does not look the same  road at all2 ,i 
can go now sixteen miles better than ,i 
could twelve  before4    ,do you        
consider that the horses which travel   
these roads that have been  improved1   
last longer than formerly8--,yes4       
,you need hardly be asked whether these 
improvements enable you to carry        
passengers at a lower rate than         
before8--,of course2 it is the expense  
of  the stock that is the great thing4  
,if the roads were generally improved1  
travelling would be cheaper8--,of       
course4                                 
,veneris1 #ba die ,maii1 #ahai4         
,mr4 ,george ,botham1 called in2 and    
,examined4    ,you keep the ,george     
,inn1 at ,newbury8--,i do4    ,are you a
 proprietor of mail and other           
coaches8--,yes4    ,to a considerable   

extent8--,yes1 and have been for some   
time4    ,how many horses have          
you8--,more than a hundred4    ,your    
attention has of course been directed to
 the state of the road  between ,newbury
 and ,london8--,yes4    ,state any      
improvement that has taken place in that
 road8--,there is a very  great         
improvement between ,marlborough and    
,twyford4    ,under whose               
directions8--,mr4 ,m,adam4    ,in what  
state was that road before8--,it was in 
a very bad state1 and ,i  mentioned it  
to lord ,aylesbury1 and he applied to   
get the materials1 and  offered to give 
up any quantity of his land for the     
widening of the  road1 which he has     
done4    ,in point of fact the road has 
been widened8--,much widened and much   
improved4    ,can you state what        
improvement it would make in the draught
 of the  carriages8--,not exactly1 but  
,i consider it a very great one4    ,you
 cannot state any proportion of the     
labour of horses in drawing a           

carriage8--,no1 not particularly so2 ,i 
did not expect to be asked1 but it  is  
not very material4    ,in what state is 
that road1 compared with the road from  
,twyford to  ,london8--,i consider the  
road from ,twyford to be a little       
mended1 but it  is very bad at present4 
,do you think by the adoption of the    
same system the road from ,twyford to   
,london might be equally improved8--,i  
have no doubt of it2 the materials  are 
better4    ,which of course would make a
 great difference in the ease of working
  your coaches8--,yes2 ,i should think  
we could perform the journey from       
,newbury to ,reading in a quarter of an 
hour's less time1 which is  seventeen   
miles4    ,have you1 as proprietor of   
mail coaches1 had occasion to express   
any  dissatisfaction to the ,post       
,office1 with regard to your present    
contracts8--,certainly1 with very great 
reason4    ,do you think that you should
 be enabled to continue those contracts 
at  the present rate1 if the roads are  

not put into a better state of          
repair8--,that entirely depends upon the
 price of corn2 we were very great      
sufferers till lately1 that corn has    
fallen so much3 or else my brother1  as 
well as myself1 intended to quit the    
mails1 because we were losing a  great  
deal of money4    ,do you consider that 
the system of repairing roads1 which has
 been  adopted in that part of the road 
which you have described as under the   
superintendance of ,mr4 ,m,adam1 is     
superior to any other that you have     
seen adopted8--,certainly1 ,i am sure it
 is1 there is no question about it4     
,and that its general adoption would be 
highly beneficial to the coach          
proprietors1 and to the public8--,most  
certainly4      ,mr4 ,fromont being     
prevented by an accident from attending 
the  ,committee1 it was resolved that   
the following ,letter be entered on the 
,minutes3                               
,thatcham1 ,may #ahai4      ,gentlemen1 
,i think it a duty incumbent on me to   

present to you my opinion    respecting 
,mr4 ,m,adam's plan of repairing and    
improving turnpike    roads4 ,from what 
,i have noticed of his improvement on   
different parts    of the ,bath road1 on
 which ,i am at present working         
different coaches a    distance of above
 #ejj miles per day1 ,i think his plan  
altogether1 i4    e4 first of screening 
and cleansing the gravel1 and breaking  
the    stones2 secondly1 of preparing   
the road to receive it2 and thirdly1 of 
laying it on the road1 is the best and  
safest method ,i have ever seen    in   
the course of fifty years experience in 
the coach and waggon    business4 ,i    
have formerly had several accidents     
happen from the gravel    being laid too
 thick and very high in the middle of   
the road2 and have    killed some       
hundreds of horses 7extra7 in pulling   
through it2 and ,i    think ,i may      
venture to say1 that if ,mr4 ,m,adam's  
plan was adopted    generally throughout
 the kingdom1 in the course of a short  

time the    public would be enabled to  
travel with much greater ease and       
safety1    and at nearly one-third less 
of expense2 at all events ,i am         
convinced    that nearly one-third less 
labour is required to work a fast coach 
over part of the road between ,reading  
and ,london1 where ,m,adam's plan    has
 been adopted1 than there is over other 
parts of the road where    they still   
continue the old plan ,in short1 my     
opinion may be given in    a few words2 
his plan1 if adopted generally1 will    
cause the traveller    to find easier1  
safer1 and more expeditious travelling1 
and the owners    of horses a diminution
 of nearly one-third of the original    
labour4                                 
,i am1 ,gentlemen1 with respect1        
,your most obedient servant1            
,edward ,fromont4                       
,jovis1 #d die ,martii1 #ahai4          
,john ,loudon ,m,adam1 ,esq4 called in2 
and ,examined4    ,i believe1 ,mr4      
,m,adam1 you reside at ,bristol8--,yes1 

,i do4    ,and have under your care a   
considerable district of the turnpike   
roads  in that neighbourhood8--,yes1    
about one hundred and eighty miles of   
road  in that neighbourhood4    ,how    
long has your attention been            
particularly directed to the state of   
the public roads of the kingdom         
generally1 and the means of their       
improvement8--,about twenty-five years4 
,are you a professional civil           
engineer8--,no4    ,be pleased to state 
to the ,committee the general state of  
the turnpike  roads at the time you     
first directed your attention to them1  
about  twenty years ago8--,i think the  
state of the roads twenty years ago1 was
  worse generally than at present1 and  
in particular places much worse4 ,if    
the ,committee would indulge me1 ,i     
would mention what first led me to      
these considerations4 ,on my first      
arriving from ,america in the year      
#aghc1 at the time the roads were making
 in ,scotland 7their ,turnpike ,acts    

being in operation about twenty years at
 that time17 very many of their  roads  
were unmade4 ,i was then appointed a    
commissioner of the roads1 and  had     
occasion in that capacity to see a great
 deal of road-work4    ,where8--,in     
,scotland4 ,this first led me to inquire
 into the general method  of            
road-making1 and the expense of it4     
,since that period1 ,i have been  mostly
 in ,bristol1 where ,i was also         
appointed a commissioner of the  roads2 
the very defective state of which could 
not fail to attract my  attention4 ,i   
was induced to offer myself to the      
commissioners1 to take  charge of the   
roads as a surveyor1 because ,i found it
 impossible for any  individual         
commissioner to get the roads put into a
 situation of being1  mended with any   
prospect of success2 and no individual  
could incur the  expense of making      
experiments on a great scale4 ,the roads
 of ,bristol  were accordingly put under
 my direction in the month of ,january  

#ahaf4    ,that was when you were       
appointed surveyor8--,yes1 ,i have      
travelled at  various times1 during the 
lost twenty years1 to ascertain which   
are the  best roads1 and which the best 
means of road-making over the whole     
kingdom1 from ,inverness in ,scotland to
 the ,land's ,end in ,cornwall4 ,i  have
 obtained all the information that an   
unauthorized person could  expect to    
receive4 ,in the course of travelling   
through the country1 ,i  have generally 
found the roads in a very defective     
state1 certainly much  worse in         
particular parts of the country than in 
others2 and in  particular counties ,i  
have found some parts of the roads much 
worse than  in other parts of the same  
county4 ,the defects of the roads appear
 to me  to proceed from various causes1 
but principally from the large use of a 
mixture of clay and chalk and other     
matters1 that imbibe water1 and are     
affected by frost4 ,such roads become   
loose in wet weather1 so as to  allow   

the wheels of carriages to displace the 
materials1 and thereby  occasion the    
roads to be rough and rutty4 ,more      
pains1 and much more  expense1 have been
 bestowed on the roads of late years1   
but without1 in  my opinion1 producing  
any adequate effect1 from want of skill 
in the  executive department4 ,i        
consider the roads in ,south ,wales1 in 
,monmouthshire1 in ,cornwall1 in        
,devonshire1 in ,herefordshire1 in part 
of  ,hampshire1 in part of ,oxfordshire1
 and some part of ,gloucestershire1 are 
managed with the least skill1 and       
consequently1 at the heaviest expense4  
,the paved roads of ,lancashire appear  
to be very unprofitable1 and very       
expensive4 ,i shall mention to the      
,committee a few roads which ,i think in
  a better condition and under a better 
system of management4 ,eastward of      
,bridgewater in ,somersetshire1 near    
,kendal in ,westmoreland1 and near      
,north ,allerton1 in ,yorkshire1 the    
roads appear to be in a much better     

state than in other parts of the        
kingdom2 and there is a striking        
difference in the moderate rate of their
 tolls1 which ,i have always  found most
 moderate where the roads are best      
managed4 ,i consider the  reason of the 
roads in those parts being in a better  
condition than in  other places1 is from
 greater skill and attention being paid 
to the  preparation of the materials and
 the manner laying them on the roads4   
,does the superiority of roads1 in      
certain places that you have  mentioned1
 arise from their better materials in   
those  neighbourhoods8--,no2 the same   
material is found in many parts of the  
kingdom with much worse roads4    ,then1
 in general1 you impute the badness of  
the roads solely to the  applying of the
 materials8--,yes4    ,and also to the  
formation of the roads8--,that ,i       
consider as part of the  application of 
the materials4    ,has there prevailed  
of late years a general spirit of       
improvement1 in  different parts of the 

country1 with regard to the roads8--,i  
think there  has1 and particularly in   
the west country4    ,what instances    
have come within your own               
knowledge8--,the roads  immediately     
round the city of ,bristol to the extent
 of #adh miles1 round  ,bath to the     
extent of #di miles1 between            
,cirencester and ,bath to the  amount of
 #cb miles1 the roads of nine trusts in 
the eastern parts of  ,sussex amounting 
to #ig miles1 at ,epsom in ,surrey      
amounting to #bj miles1  at ,reading in 
,berkshire six miles1 amounting in the  
whole to #ceb miles1  have been put into
 a very good condition2 in addition to  
which1 there  are now under repair1 five
 trusts in ,wiltshire and ,berkshire1   
amounting  to #ajh miles2 six trusts in 
,middlesex1 ,cambridge and ,huntingdon1 
amounting to #ia miles2 six trusts in   
,devonshire1 ,buckinghamshire and       
,glamorganshire1 amounting to #abi      
miles2 making a total of #cbh miles     
under repair4 ,these are roads that have

 been mended1 or are now mending1  under
 directions which ,i have given1 or     
which have been given by my  family4    
,you are not particularly acquainted    
with the improvements taking place      
under the management of other           
persons8--,not particularly2 but ,i have
 some  knowledge of some of them from   
circumstances4    ,you have not taken   
under observation the great road to     
,holyhead8--,no2  that ,i understand is 
a new road4 ,you asked me with respect  
to the spirit  of improvement2 ,i would 
wish to explain in what way ,i think    
that is  proceeding4 ,i have been sent  
for and consulted by #cd different sets 
of  commissioners1 and as many different
 trusts1 and in #ac counties1 to the    
extent of #fcg miles1 all of whom have  
been making improvements1 and ,i  have  
had many sub-surveyors instructed and   
sent to various parts of the  country1  
at the request of commissioners2 many   
surveyors also in the  neighbourhood    
where improvements are making1 have     

availed themselves of  the opportunity  
of having instruction4 ,thus the        
surveyors of ,southampton  and that     
neighbourhood have attended to what is  
doing at ,salisbury and  ,wilton2 thus  
the surveyors at ,kingston and          
,guildford have profited by  the        
improvements at ,epsom in ,surrey4      
,on which road are the #bj miles that   
you mentioned at ,epsom8--,from ,epsom  
to ,tooting1 and then across the country
 to ,kingston4 ,several surveyors  near 
,reading in ,berkshire have imitated1   
with considerable success1 the          
improvements on that road4 ,mr4 ,clay1  
who has contracted for the repair  of   
the ,kingsland road near ,london1       
engaged a young man who was in my       
office at ,bristol1 ,mr4 ,marshal1 whom 
he sent afterwards to ,leeds in         
,yorkshire4 ,it has been my study to    
give every facility to spread           
information4    ,has your attention been
 directed to the roads in the           
neighbourhood of  ,london2 and can you  

state to the ,committee whether any     
corresponding  improvement has taken    
place in this district8--,i think less  
improvement  has taken place round      
,london than in the country4 ,on the new
 ,surrey  roads the example set by the  
pieces of road made at ,blackfriars and 
,westminster bridges has induced a      
little amendment2 the materials have    
been more carefully broken1 and they    
have continued to use the hammers1      
rakes and other tools which were        
recommended to them2 but the general    
improvement is unimportant3 and ,i am   
not aware that any alteration has  taken
 place in the system of expenditure1 and
 the mode of being supplied  with       
materials1 or in employing more         
competent surveyors4    ,from the       
experience you have had in the          
improvements that have taken  place1    
have you found that these have been     
attended generally1 with an  increase or
 diminution of expense8--,in general the
 expense must be  diminished by the     

improvements4 ,the repairs of one       
hundred and  forty-eight miles round    
,bristol1 and many expensive permanent  
improvements and alterations1 have been 
made in the last three years1  during   
which a floating debt of upwards        
#a1djjl4 has been paid off1 a           
considerable reduction of the principal 
debt has been made1 and a  balance of a 
considerable amount is remaining in the 
hands of the  treasurer1 applicable to  
further alterations1 or to the payment  
of part  of the debt1 at the discretion 
of the commissioners4    ,can you state 
what proportion that is8--,i think the  
first year1 #gbcl4    ,what is the      
amount of the whole debt8--,the whole   
debt is #dc1jjjl4 ,i  said a            
considerable reduction of the principal 
debt had been made1 ,i did  not use the 
word proportion4 ,i can mention that the
 balance in the hands  of the treasurer1
 on the last settlement of the account  
amounted to  #b1gijl4 #js4 #d;d4 in the 
,bristol district1 beside a considerable

  diminution of the debt1 and beside    
alterations and improvements4    ,that  
applies only to one hundred and         
forty-eight miles round                 
,bristol8--,only to the one hundred and 
forty-eight miles round ,bristol4  ,the 
,bristol district has been under one    
trust for twenty years1 and in  that    
period the debt has increased to        
#dc1jjjl4    ,you will be kind enough to
 furnish the ,committee1 with a         
statement  similar to that which was    
supplied by you to the ,holyhead        
,committee1  down to the latest         
period8--,i will4 ,bristol is the only  
district for  which ,i can have precise 
figures1 ,i have not had the finances in
 my own  management or direction with   
respect to the others4 ,as ,i have only 
advised with respect to them1 ,i cannot 
give you the items2 and ,i must  say1   
that my information with respect to     
other roads1 must be much more  general 
than with respect to this road4 ,in     
,sussex1 the roads in nine  trusts have 

been mended with a considerable         
diminution of the former  expense1 and  
the thanks of a general meeting of the  
trustees of the  ,lewes trusts were     
unanimously voted to ,lord ,chichester  
8for the  introduction of this system1  
by which the roads had been so much     
improved1 and the country was likely to 
derive so much benefit40    ,have you   
found that a similar diminution of      
expense has taken place  where the      
materials have been bad1 as where they  
have been good8--,yes1 ,i  have4    ,do 
you find your mode of management equally
 applicable where the  materials are bad
 as where they are good1 and that the   
same  proportionable benefit arises8--,i
 am afraid gentlemen suppose that ,i    
have  some particular mode of           
management1 which is certainly not the  
case1 nor  can by any means be the case2
 and in every road ,i have been obliged 
to  alter the mode of management1       
according to the situation of the roads1
  and sometimes according to the        

finances4 ,at ,epsom in ,surrey1 the    
roads  have been put into a good repair1
 at an expense considerably under the   
former annual expenditure1 by which the 
trustees have been enabled to  lower    
their tolls on agricultural carriages4  
,the road between ,reading  and         
,twyford1 in ,berkshire1 has been made  
solid and smooth since the  beginning of
 ,july last1 by persons under my        
directions1 at an expense1  including   
the surveyor's salary1 not exceeding    
fifteen pounds per week2  and their     
former expenditure1 exclusive of the    
surveyor's salary1 was  twenty-two      
pounds per week4 ,a great part of the   
road in the  neighbourhood of ,bath1    
which was formed upon the plan laid down
 in my  report to the commissioners1 and
 with the greatest success1 is made with
  freestone1 which was always supposed  
impossible to make a good road of2  but 
it will make a good road4 ,it certainly 
does not last so long as one  made of   
better materials2 but it is equally good

 whilst it does last4  ,one of the roads
 out of ,bristol towards ,old ,down has 
been made good1  where it was a received
 opinion1 that from the nature of the   
materials  the road could not be made   
so2 and the commissioners would not     
consent  to my beginning it until the   
road was threatened to be indicted4 ,it 
was  put into my hands in ,october      
#ahaf1 and at the ,christmas following  
,i was  able to report that it was one  
of the best roads in ,england for a     
distance of eleven miles1 at the expense
 of first outlay only of #fjjl4  and it 
has continued so until the present4     
,please to inform the ,committee1 what  
are the means1 in your opinion1 the     
most eligible to be adopted for the     
amelioration of the roads throughout    
the kingdom8--,that question1 ,i think1 
divides itself into two branches3  ,the 
operative part1 in making the roads1 and
 the care of the finances1  and the mode
 of their expenditure4 ,i should imagine
 the operative part  of preparing roads 

cannot be effected without procuring a  
more skilful  set of sub-surveyors2     
young men1 brought up to agriculture and
 labour  must be sought1 and regularly  
instructed4 ,it is a business that      
cannot  be taught from books1 but can   
only be acquired by a laborious practice
  of several months1 and actual work    
upon roads1 under skilful  road-makers4 
,young men who have been accustomed to  
agricultural labour  are fittest to be  
made road-surveyors1 as their           
occupations have given  them            
opportunities of being acquainted with  
the value of labour both of  men and    
horses4 ,but ,i should greatly mislead  
the ,committee if ,i did not  inform    
them1 that skill in the operative part  
of road-making cannot  alone produce a  
reformation of the multitude of abuses  
that are  practised in almost every part
 of the country1 in the management of   
roads and road funds4 ,these abuses can 
only be put down by officers in  the    
situation of gentlemen1 who must enjoy  

the confidence1 and have the  support of
 commissioners1 and who must exercise a 
constant and vigilant  inspection over  
the expenditure made by the             
sub-surveyors4 ,they must be  enabled to
 certify to the commissioners that the  
public money is  judiciously and        
usefully1 as well as honestly expended2 
without this  control and               
superintendence an end cannot be put to 
the waste of the  public money1 and all 
the various modes that are injurious to 
the public  interest1 the amount of     
which would appear incredible1 could it 
be  ascertained2 but which1 ,i          
conscientiously believe1 amount to      
one-eighth  of the road revenue of the  
kingdom at large1 and to a much greater 
proportion near ,london4    ,do you mean
 the frauds amount to one-eighth8--,no1 
not direct frauds1 ,i  call it          
mis-application2 it must not be         
concealed1 that the temptations  with   
which1 even a superior officer will be  
assailed1 the facility of  yielding to  

them1 and the impunity with which       
transgression may be  committed1 require
 great delicacy in the selection of     
persons to fill  the situation2 and     
encouragement to make this a profession 
must be in  proportion to the quality of
 the person required4    ,do you not    
consider one of these mis-applications  
to be the injudicious  use of the labour
 of horses1 instead of that of men1     
women and  children8--,i do consider    
that to be a great mis-application of   
the labour  of horses4 ,i am afraid that
 gentlemen may understand1 from what ,i 
said1  that frauds are committed to the 
amount of one-eighth1 but ,i meant no   
such thing2 ,i meant the loss arising   
from mis-application generally4 ,i  have
 in general found a great deal more     
materials put upon the road than  are   
necessary1 and ,i am of opinion that is 
one of the chief causes of  the waste of
 the public money4    ,do you think the 
loss arises1 in most instances1 from    
mistake1 or from  any abuse in regard to

 the power and patronage which the      
situation  confers8--,i think it        
proceeds from mistakes and ignorance    
mostly4    ,please to explain to the    
,committee in what way you think the    
labour of  men1 women and children1 may 
be substituted for that of horses8--,i  
have  generally found that a much       
greater quantity of materials have been 
carted to the roads than are necessary1 
and therefore the increase of           
horse-labour has been beyond any useful 
purpose1 and that generally the  roads  
of the kingdom contain a supply of      
materials sufficient for their  use for 
several years1 if they were properly    
lifted and applied2 this is  to be      
entirely done by men1 women1 and        
children1 men lifting the roads1  and   
women and boys1 and men past labour1    
breaking the stones which were  lifted  
up4    ,by lifting the road1 you mean   
turning it up with the pickaxe8--,yes2  
that  ,i consider as man's work2 taking 
up the materials and breaking stones1 ,i

  consider the work of women and        
children1 and which indeed ought to have
  been done before those materials had  
been laid down4    ,how deep do you go  
in lifting the roads8--,that depends    
upon  circumstances1 but ,i have        
generally gone four inches deep2 ,i take
 the  materials up four inches deep1 and
 having broken the larger pieces1 ,i    
put them back again4    ,please to      
explain to the ,committee the mode of   
breaking the stones so as  to admit of  
the labour of men1 women and            
children8--,when the stones of an  old  
road have been taken up1 they are       
generally found of the size that  women 
and boys can break them with small      
hammers1 and therefore ,i would  propose
 to employ these people to break those  
stones always before they  are laid back
 in the roads4    ,is it your plan for  
those people to break those stones      
standing1 or in a  sitting              
posture8--,always in a sitting posture3 
because ,i have found that  persons     

sitting will break more stones than     
persons standing1 and with a  lighter   
hammer4    ,does that apply to all      
materials8--,to all materials           
universally4    ,does the plan which you
 have mentioned of breaking up the      
roads1 apply  to gravel roads1 or only  
to those roads composed of hard         
stones8--,in  gravel roads and in some  
other roads it would be impossible to   
break  them up to any advantage2 and in 
several places which ,i will explain1 ,i
  should think it unprofitable to lift a
 road at all4 ,there is a  discretion of
 the surveyor1 or the person who has the
 execution of the  work1 which must be  
exercised4 ,i did not order the road in 
the  neighbourhood of ,reading to be    
lifted1 but ,i directed wherever a large
  piece of flint was seen1 it should be 
taken up1 broken1 and put down  again2  
and ,i directed the road to be made     
perfectly clean--,i am speaking  of a   
gravel road now--and ,i directed that   
additional gravel should be  prepared in

 the pits by screening the dirt very    
clean from it1 breaking  all the large  
pieces and bringing that upon the road  
in very light coats  not exceeding two  
inches at a time2 and when those coats  
were settled1  to bring others of very  
clean materials upon the road1 until it 
settled  into a solid smooth hard       
surface1 and which the coachmen in their
 mode  of expression1 say 8runs true40  
,the wheel runs hard upon it2 it runs   
upon the nail4    ,uninfluenced by the  
state of the weather8--,perfectly so4   
,in your experience1 have you observed  
that on gravel roads the materials  are 
generally very unskilfully and          
improperly applied8--,generally so4 ,i  
think always ,i may say1 for ,i think ,i
 never saw them skilfully or  properly  
managed4    ,have you adopted the mode  
of washing the gravel8--,no2 ,i think   
that is a  more expensive process than  
is necessary4    ,do you think it more  
expensive than screening8--,a great deal
 more so1 and  ,i have another reason   

for objecting to that1 with respect to  
the gravel  near ,london2 the loam      
adheres so strongly to it that no       
ordinary washing  will clean it4 ,the   
loam is detached from the gravel by the 
united effort  of the water on the road1
 and the travelling1 by which the roads 
near  ,london become so excessively     
dirty2 but it would be impossible to    
detach  the loam from the gravel in the 
pits1 by throwing water on it2 ,i have  
tried the experiment and know the fact4 
,to what particular practice do you     
allude1 when you inform the ,committee  
that gravel is unskilfully applied to   
the roads in general8--,i see that  on  
gravel roads1 the gravel is put on after
 being very imperfectly  sifted1 and the
 huge pieces not being broken1 and the  
gravel is laid on  the middle of the    
road and allowed to find its own may to 
the sides4 ,now  the principle of       
road-making ,i think the most valuable1 
is to put broken  stone upon a road1    
which shall unite by its own angles1 so 

as to form a  solid hard surface1 and   
therefore it follows1 that when that    
material is  laid upon the road1 it must
 remain in the situation in which it is 
placed without ever being moved again2  
and what ,i find fault with  putting    
quantities of gravel on the road is1    
that before it becomes  useful it must  
move its situation and be in constant   
motion4    ,in order to attain the      
advantage you allude to in the angular  
materials1  ,i take it for granted1 it  
is your plan to have the larger pieces  
of  gravel well broken8--,certainly2 but
 ,i mean further1 that in digging the   
gravel near ,london1 and places where   
there are vast quantities of loam1  and 
that loam adhering to every particle of 
the gravel1 however small1 ,i  should   
recommend to leave the very small or    
fine part of the gravel in  the pits1   
and to make use of the larger part which
 can be broken1 for  the double purpose 
of having the gravel laid on the road in
 an angular  shape1 and that the        

operation of breaking it is the most    
effectual  operation for beating off the
 loam that adheres to the pieces of     
gravel4  ,there are other cases besides 
that of gravel1 in which ,i should think
 it  unprofitable to lift a road4 ,the  
road between ,cirencester and ,bath is  
made of very soft stone1 and is of so   
brittle a nature1 that if it were       
lifted it would rise in sand1 and there 
would be nothing to lay down  again that
 would be useful4 ,i should not         
recommend lifting of freestone  roads   
for the same reason1 because it would go
 so much to sand that  there would be   
very little to lay down again4 ,i will  
explain what ,i have  done to that road 
between ,cirencester and ,bath2 ,i was  
obliged to lift a  little of the sides  
of the road in order to give it shape1  
but in the  centre of the road1 we1 what
 our men call1 8shaved it20 it was      
before in  the state which the country  
people call 8gridironed10 that is1 it   
was in  long ridges with long hollows   

between1 and we cut down the high part  
to  a level with the bottom of the      
furrows1 and took the materials and     
sifted them at the side of the read and 
returned what was useful to the  centre4
    ,can you state whether the plan     
adopted on this road has increased or   
diminished the expense8--,i think the   
expenses1 by the last account1 were     
rather within the expenditure of the    
former year1 even including the new     
surveyor's wages4 ,they had been in the 
practice of allowing about #cbl4  a week
 to the two surveyors as the ordinary   
expenditure2 ,i directed the  new       
surveyors not to exceed that sum upon   
any account whatever1  including their  
own wages3 but formerly they paid that  
sum1 and paid the  surveyor his wages at
 the end of the quarter or half-year in 
addition3  therefore ,i consider the sum
 expended upon the road is rather within
 the  former expenditure than otherwise1
 except with regard to two dangerous    
slips which took place at               

,swainswick-hill1 which ,i consider as  
perfectly  extra4    ,in the formation  
of roads under your management1 to what 
shape do you  give the preference2 ,i   
allude to the convex shape or the       
flat8--,i  consider a road should be as 
flat as possible with regard to allowing
  the water to run off at all1 because a
 carriage ought to stand upright  in    
travelling as much as possible4 ,i have 
generally made roads three  inches      
higher in the centre than ,i have at the
 sides1 when they are #ah  feet wide2 if
 the road be smooth and well made1 the  
water will run off  very easily in such 
a slope4    ,do you consider a road so  
made will not be likely to wear hollow  
in the  middle1 so as to allow the water
 to stand1 after it has been used for   
some time8--,no2 when a road is made    
flat1 people will not follow the  middle
 of it as they do when it is made       
extremely convex4 ,gentlemen will  have 
observed that in roads very convex1     
travellers generally follow the  track  

in the middle1 which is the only place  
where a carriage can run  upright1 by   
which means three furrows are made by   
the horses and the  wheels1 and the     
water continually stands there3 and ,i  
think that more  water actually stands  
upon a very convex road than on one     
which is  reasonably flat4    ,what     
width would you in general recommend for
 laying materials on a  turnpike        
road8--,that must depend upon the       
situation4 ,near great towns  roads of  
course ought to be wider than farther in
 the country4 ,roads  near great towns  
ought not to be less than thirty or     
forty feet wide1  but at a distance from
 great towns it would be a waste of land
 to make  them so wide4    ,you mean a  
breadth of thirty feet actual           
road8--,yes4 ,the access to  ,bristol   
for a distance of about three miles1 if 
we had room between the  hedges1 ,i     
would make about thirty feet wide4      
,between ,bath and ,bristol ,i  should  
wish to see the road wide all the way1  

because it is only the  distance of     
twelve miles between two large cities4  
,in what way do you make the            
watercourses at the sides of the road2  
,i ask  that question1 having observed  
the farmers1 in exercising their power  
of  cleaning out their ditches1 dig them
 to such a depth as to render them      
dangerous to be passed at night8--,i    
always wished the ditch to be so dug  as
 that the materials of the road should  
be three or four inches above  the level
 of the water in the ditch1 and to that 
point we endeavour to  bring the        
farmers1 but they are very unwilling to 
clean the ditches at  any time when     
called upon1 and when they do it1 if    
they find vegetable  mould in any       
quantity at the bottom of the ditch1    
they will prosecute  their inquiry much 
deeper than is useful1 or proper for    
safety4    ,do you consider you have    
power by law1 at present1 for preventing
  that8--,yes2 because the law says1    
they are to clean them out according to 

the directions of the surveyors4    ,in 
your experience have you found any      
impediment to the improvement of  the   
roads1 from a want of power in the      
proprietors of different  navigations to
 lower their tolls for conveying        
materials8--,i have found  in the river 
,lea navigation1 that the trustees have 
no power to lower  their tolls1 which   
were imposed by act of parliament upon  
merchandize1  and therefore1 it operated
 in a great measure as a prohibition to 
carry  materials upon that river4    ,do
 you consider it would be to the        
interest of the proprietors to allow    
materials to be carried on their        
navigations at a lower rate than they   
are empowered to allow by law8--,yes1 if
 they could4    ,do you know any similar
 instance as applicable to canals8--,i  
don't know  an instance with respect to 
canal trusts1 but there is an instance  
with  respect to the ,bath river at     
,bristol4 ,no mitigation of the present 
rate  of duty on that river can take    

place if objected to by any one         
proprietor1 and therefore we have found 
great difficulty in carrying  materials 
on the ,bath river4 ,in one particular  
place we have been  entirely precluded  
from carrying any4    ,have you found   
any impediment to the improvement of    
roads arising from  the conditions upon 
which materials are permitted to be     
conveyed from  one parish to            
another8--,yes2 ,i found that in several
 cases in the ,bristol  district4 ,one  
very strong instance occurred near      
,keynsham2 we had a  quarry close to the
 edge of one parish1 and we could not   
carry the  stones from it to the        
distance of ten yards1 without the      
process of  going to the magistrates4   
,did you in that case make application  
to the magistrates8--,i did intend  to  
make application1 but before ,i made    
that application1 ,i found in the  very 
next field1 belonging to the same       
farmer1 and in the parish where  we     
required them1 the necessary materials1 

and ,i was under the necessity  of      
opening both the fields1 to the         
detriment of the farmer's landlord ,i   
am persuaded4    ,do you know an        
instance of such an application as that 
to which you have  alluded1 having been 
made to the magistrates1 and having been
  refused8--,no1 ,i do not4    ,do you  
think that a great inconvenience and    
loss of time would be saved  if that    
necessity of application was dispensed  
with8--,it certainly is a  great        
inconvenience1 and creates a great deal 
of heart-burning in the  country1 and   
much dispute4 ,i think the commissioners
 would very seldom  be disposed to carry
 materials from one parish to another1  
unless for  the general public good4    
,what depth of solid materials would you
 think it right to put upon a  road1 in 
order to repair it properly8--,i should 
think that ten inches of  well          
consolidated materials is equal to carry
 anything4    ,that is1 provided the    
substratum is sound8--,no2 ,i should not

 care whether  the substratum was soft  
or hard2 ,i should rather prefer a soft 
one to a  hard one4    ,you don't mean  
you would prefer a bog8--,if it was not 
such a bog as would  not allow a man to 
walk over1 ,i should prefer it4    ,what
 advantage is derived from the substrata
 not being perfectly  solid8--,i think1 
when a road ts placed upon a hard       
substance1 such as a  rock1 the road    
wears much sooner than when placed on a 
soft substance4    ,but must not the    
draught of a carriage be much greater on
 a road which  has a very soft          
foundation1 than over one which is of a 
rocky  foundation8--,i think the        
difference would be very little indeed1 
because  the yield of a good road on a  
soft foundation1 is not perceptible4    
,to use the expression to which you have
 alluded1 as being used by the          
coachmen1 would a carriage run so true  
upon a road1 the foundation of  which   
was soft1 as upon one of which the      
foundation was hard8--,if the  road be  

very good1 and very well made1 it will  
be so solid1 and so hard1  as to make no
 difference4 ,and ,i will give the      
,committee a strong  instance of that1  
in the knowledge of many gentlemen here4
 ,the road in  ,somersetshire1 between  
,bridgewater and ,cross1 is mostly over 
a morass1  which is so extremely soft1  
that when you ride in a carriage along  
the  road1 you see the water tremble in 
the ditches on each side2 and after     
there has been a slight frost1 the      
vibration of the water from the         
carriage on the road1 will be so great  
as to break the young ice4 ,that  road  
is partly in the ,bristol district4 ,i  
think there is about seven  miles of it1
 and at the end of those seven miles1 we
 come directly on  the limestone rock4  
,i think we have about five or six miles
 of this  rocky road immediately        
succeeding the morass2 and being curious
 to know  what the wear was1 ,i had a   
very exact account kept1 not very       
lately1 but  ,i think the difference is 

as five to seven in the expenditure of  
the  materials on the soft and hard4    
,do you mean seven on the hard and five 
on the soft8--,yes4    ,and yet the hard
 road is more open to the effect of the 
sun and air than  the soft road8--,it   
certainly lies higher4    ,have you ever
 inquired of the coachmen1 on which of  
those two  descriptions of roads the    
carriages run the lightest8--,yes1 ,i   
have2 and ,i  have found that there is  
no difference1 if the road be equally   
smooth on  the surface1 whether it be   
placed on the soft ground or hard4      
,but in forming a road over a morass1   
would you bottom the road with  small or
 large stones8--,i never use large      
stones on the bottom of a road2  ,i     
would not put a large stone in any part 
of it4    ,in forming a road across     
morass1 would you not put some sort of  
intermediate material between the bog   
and the stone8--,no1 never4    ,would   
you not put faggots8--,no1 no faggots4  
,how small would you use the            

stones8--,not to exceed six ounces in   
weight4    ,have you not found that a   
foundation of bog sinks8--,no1 not a bit
 of the  road sinks2 and we have the    
same thickness of materials on the one  
as on  the other4    ,if a road be made 
smooth and solid1 it will be one mass1  
and the effect  of the substrata1       
whether clay or sand1 can never be felt 
in effect by  carriages going over the  
road2 because a road well made1 unites  
itself  into a body like a piece of     
timber or a board4    ,in making a road 
under these circumstances1 do you make  
the whole of the  depth of materials at 
once8--,no1 ,i prefer making a road in  
three times4    ,three different        
times8--,yes4    ,to what size would you
 break the hard materials8--,to the size
 of six  ounces weight4    ,do you not  
think that is an indefinite criterion2  
had you not better  mention the         
size8--,no2 ,i did imagine myself1 that 
the difference existed  to which you    
allude1 and ,i have weighed six ounces  

of different  substances1 and am        
confident there is little difference in 
appearance  and none in effect2 ,i think
 that none ought to exceed six ounces2  
,i hold  six ounces to be the maximum   
size4 ,if you made the road1 of all six 
ounce stones it would be a rough road2  
but it is impossible but that the       
greater part of the stones must be under
 that size4    ,do you find a measure or
 ring through which the stones will     
pass1 a good  method of regulating their
 size8--,that is a very good way1 but ,i
 always  make my surveyors carry a pair 
of scales and a six ounce weight in     
their  pocket1 and when they come to a  
heap of stones1 they weigh one or two of
  the largest1 and if they are          
reasonably about that weight they will  
do2  it is impossible to make them come 
exactly to it4 ,i would beg leave to    
say1 in all cases of laying new         
materials upon an old road1 ,i recommend
  loosening the surface with a pickaxe a
 very little1 so as to allow the  new   

materials to unite with the old1        
otherwise the new materials being  laid 
on the hard surface never unite1 but get
 kicked about1 and are lost  to the     
roads2 wherever new materials are to be 
put down upon an old  road1 ,i recommend
 a little loosening2 but that ,i don't  
call lifting4    ,have you stated what  
thickness of new materials you would lay
 down on an  old road8--,i should       
consider an old road would not want new 
materials if  it had ten inches of      
materials before1 but ,i should only    
pick up the  materials1 and break the   
large stones2 and if there were any want
 of  materials1 ,i would lay on as much 
as would bring it up to somewhere  about
 the ten inches4    ,would you prefer   
doing that in dry weather or in wet     
weather8--,in wet  weather1 always2 ,i  
always prefer mending a road in weather 
not very dry4    ,are you of opinion    
that any alteration of the present law1 
either in  regard to the repeal of the  
present regulations or the enactment of 

new  ones1 could advantageously take    
place in regard to the shape of wheels1 
and the allowance of weight to be       
carried in waggons and carts8--,i am of 
opinion that the descriptions of wheels 
given in all the acts of  parliament in 
the last sessions are the most          
convenient and useful2 and  ,i have     
thought of the matter very much1 without
 being able to suggest  any alteration  
profitable to the public4 ,with respect 
to weights1 ,i  consider there are very 
great difficulties in that business4 ,we
 have  weighing machines in the         
neighbourhood ,i now am in1 and ,i am   
persuaded  in many instances that they  
are made instruments of oppression1 and 
in a  great many cases the means of     
committing very great fraud on the      
commissioners and others2 and if some   
method could be fallen upon by  which   
weighing machines might be dispensed    
with altogether1 and the road           
reasonably protected1 ,i should think it
 a very great public advantage4  ,in the

 new ,bristol ,act1 ,i have proposed to 
the commissioners that they  should     
submit to parliament to lay a toll-duty 
upon the number of horses  in a         
progressive ratio1 so as to compel those
 people who offend to bring  in their   
hands the penalty in the shape of toll2 
,i think it would  prevent a great deal 
of that system of entering into         
combinations  between the toll          
collectors and the waggoners1 which is  
carried on to a  great extent4    ,do   
you think1 that if horses in            
narrow-wheeled waggons were obliged to  
draw otherwise than at length1 it would 
afford any protection to the            
road8--,yes4    ,has not the practice of
 making horses draw at length very much 
a  tendency to make the horses follow   
one track1 be the road ever so          
good8--,yes2 and ,i must mention to the 
,committee1 that the feet of horses  on 
ill-made roads do full as much mischief 
as the wheels4 ,it is driving  horses in
 a string that makes a road what the    

country people call  8gridironed20 it is
 an odd expression1 but it is a very    
significant one4    ,do you not believe1
 that if horses were attached to narrow 
wheeled  waggons in pairs1 it would be  
found very considerably easier to drive 
and guide them when abreast1 than when  
placed at length8--,i should think  it  
would4    ,and would it not tend to     
prevent accidents8--,horses driven in   
pairs would  provide in a great measure 
against the accidents that arise from   
the  carelessness of those persons who  
drive them1 which is extremely great4   
,do you think that if horses were put in
 pairs to waggons1 the power of  holding
 back those waggons when going down a   
hill1 would be so much  increased as to 
prevent the necessity of so frequently  
locking the  wheels8--,certainly it     
would2 because on certain slopes it     
would not be  necessary to lock the     
wheels2 but there are very steep hills  
where you  cannot do without locking4   
,is not locking wheels an operation     

extremely injurious to the roads8--,i   
am not prepared to say it is1 if the    
drag-iron1 as it is called1 be of a     
proper description4 ,i followed a waggon
 lately1 with seven tons of  timber on  
it1 down ,park-street1 at ,bristol1     
being a very steep road1  with both its 
hind wheels locked2 and this waggon1    
with this weight of  timber on in and   
with both the hind wheels locked1 did   
not make the  least impression from the 
top of the street to the bottom4 ,you   
could  discern where the drag-irons had 
gone1 but they had not displaced the    
materials nor done any mischief4        
,don't you find locking generally       
injurious8--,extremely injurious2 on    
rough roads it is dreadful4    ,would   
not fewer ruts be made if it were more  
the custom for horses to  draw in       
pairs8--,i believe gentlemen are not    
generally aware of what a rut  consists4
 ,there are two kinds of ruts1 generally
 speaking3 one is a rut  produced by    
displacing ill-prepared materials1 and  

that is the common  rut4 ,when a road is
 made of ill-prepared materials1 the    
wheel piles them  up one upon another1  
and that forms a very narrow rut1 which 
just holds  the wheel2 but a rut made by
 wear upon a smooth surface1 is rather a
  concave hollow than a rut1 and will   
present no difficulty to a carriage  in 
travelling1 and that is the difference  
between a rut produced by wear  in a    
very well-made road1 and that produced  
by displacing the materials4    ,is     
there not much injury done to the roads 
by the heavy weights both of  coaches   
and waggons8--,i am not disposed to     
think that upon a well-made  road the   
weight of coaches is material1 or that  
it would be judicious to  make any legal
 provisions affecting that subject4 ,in 
regard to waggons1  ,i conceive that the
 loads carried upon wheels of the       
description  encouraged by recent acts  
of parliament1 whatever their weight1   
would be  very little injurious to      
well-made roads4 ,i think a waggon wheel

 of six  inches in breadth1 if standing 
fairly on the road with any weight      
whatever1 would do very little material 
injury to a road well made1 and         
perfectly smooth4 ,the injury done to   
roads is by these immense weights       
striking against materials1 and in the  
present mode of shaping the  wheels they
 drive the materials before them1       
instead of passing over  them1 because  
,i think if a carriage passes fairly    
over a smooth surface1  that cannot hurt
 the road1 but must rather be an        
advantage to it1 upon  the principle of 
the roller4    ,are you not of opinion  
that the immense weights carried by the 
broad-wheeled waggons1 even by their    
perpendicular pressure1 do injury  by   
crushing the materials8--,on a new-made 
road the crush would do  mischief1 but  
on a consolidated old road the mere     
perpendicular pressure  does not do any4
 ,but there is a great deal of injury   
done by the conical  form of the broad  
wheels1 which operate like sledging     

instead of turning  fairly4 ,there is a 
sixteen-inch wheel waggon which comes   
out of ,bristol1  that does more injury 
to our roads than all the travelling of 
the day  besides4    ,are you of opinion
 that any benefit arises from those     
broad-wheeled  waggons1 which would     
justify their total exemption from      
tolls8--,none at  all4    ,does the     
answer you have given to the ,committee 
relative to the effect  of great        
weights1 apply equally to roads made    
with gravel1 as well as  broken         
stone8--,i mean it to apply to all      
well-made roads1 whether of  gravel or  
of other materials4    ,you mean after  
the road is smooth and solid8--,yes4    
,but with regard to a new road1 are you 
not of opinion that the materials  are  
crushed and worn out by a great         
weight8--,yes2 no doubt that is so on  a
 new-made road1 and one of those waggons
 with the wheels made conical1  would   
crush a greater proportion of stone than
 it ought to do4    ,do you not conceive

 that the state of the turnpike roads   
would be  improved by not allowing any  
waggons to carry more weight than four  
ton8--,i don't know that that would make
 any great difference1 under good       
management4 ,i think the defect lies in 
a want of science in road-making4       
,martis1 #i die ,martii1 #ahai4         
,john ,loudon ,m,adam1 ,esquire1 called 
in2 and ,examined4    ,in your evidence 
last week1 you stated that less         
improvement had taken  place in the     
roads in the neighbourhood of ,london   
than in any other  district1 to what    
causes do you attribute this            
circumstance8--,i consider  the         
principal cause to be the small extent  
of the trusts1 and the  peculiar        
situation of ,london1 which increases   
the bad effects of the  division into   
very small trusts4    ,what are the     
particulars of the situation to which   
you allude8--,the  situation of most of 
the roads near ,london is very low1     
difficult to be  kept free from water1  

the traffic is very great both in weight
 and  number1 and therefore requiring   
more skill1 as well as more care and    
attention1 than the other roads of the  
kingdom2 the material found near        
,london for making the roads is gravel  
of a very bad quality1 it is mixed  with
 an adhesive loam that cannot be        
separated from the gravel1 except  by   
the united power of water and friction2 
this operation cannot be  effectually   
performed before laying it on the roads1
 but is done by the  rain and the       
traffic1 producing a stiff mud1 which is
 not only in itself  an impediment to   
travelling1 but has the effect of       
keeping the roads  loose2 the form of   
the gravel is also unfavorable1 being   
smooth round  masses of flint1 without  
any angles by which the parts might     
unite4 ,on  the other hand1 ,london is  
placed in a situation peculiarly        
convenient  for being supplied with     
materials from a distance1 by water     
carriage4  ,the materials that may be so

 procured are of the very best          
description1  and1 under the sanction of
 parliament1 may be procured on very    
moderate  terms4 ,the ,thames furnishes 
gravel of a very good quality and quite 
clean2 by using this gravel1 the        
navigation of the river will be         
improved2 the several canals1 the       
,surrey1 the ,grand ,junction1          
,paddington1 and river ,lea navigation1 
present facilities for procuring  clean 
flint of the best kind2 the coast of    
,essex1 ,kent1 and ,sussex1 can  furnish
 a supply to any extent of beach        
pebbles1 one of the best road  materials
 in the kingdom4 ,granite chippings     
might be obtained  occasionally from    
,cornwall1 ,guernsey and ,scotland1 as  
ballast2 two  pieces of road were made  
with these materials near ,london1      
without any  mixture of land gravel1 at 
,blackfriars ,bridge and ,westminster   
,bridge4    ,what are the impediments   
which1 in your opinion1 prevent the     
commissioners of the roads near ,london 

from availing themselves of those       
advantages8--,the very small trusts into
 which the roads in the immediate       
vicinity of ,london are divided1 is the 
principal cause2 this renders it        
impossible for commissioners to enter   
upon the plan of procuring  materials   
upon an extended scale1 and they cannot 
be obtained with any  regard to economy1
 except in quantity1 with a view to a   
supply for the  whole roads1 proceeding 
from the stones of ,london to a certain 
distance4  ,there are also some         
impediments arising from particular     
laws1  regulations and customs1 which   
can only be removed by parliament4 ,the 
,ballast ,act gives a right of          
pre-emption to the ,trinity ,house of   
all  stone and other materials brought  
as ballast into the ,thames4 ,the       
coasting duty on stone operates as a    
prohibition to the importation of  stone
 as merchandize2 the amount of canal    
duties payable on merchandize  prevents 
the carriage of road materials on all   

inland navigations2  manure so          
transported has been protected in most  
,canal ,acts1 but road  materials have  
not been considered4 ,should parliament 
be pleased to  remove these             
difficulties1 the ,london roads may be  
rendered independent  of the gravel of  
the country1 by a moderate exertion of  
statistical and  mercantile information 
on the part of the officers employed by 
the  commissioners4    ,if the          
,committee understand you right1 you    
give a decided preference to  materials 
thus imported1 over the gravel to be    
found in the  neighbourhood of          
,london8--,i do4    ,is it your opinion1
 that by proper regulations a sufficient
 supply of  those materials to which you
 have alluded1 could be procured for the
  whole of the roads in the             
neighbourhood of ,london8--,yes1 ,i     
think there  might2 because a steady and
 constant demand1 even at a low price1  
would  insure importation1 and this     
demand can only be steady if the roads  

round ,london were consolidated under   
one set of commissioners acting for  the
 whole1 and having depts into which they
 could receive materials at  all times  
at a fixed price1 to be distributed     
wherever wanted1 by an  assurance of a  
ready purchaser2 vessels coming in      
ballast1 or not fully  loaded1 from any 
place where good road materials were to 
be procured1  would be induced to take  
on board sufficient to make up their    
loading2  contracts could also be made  
for flint by the various canals1 and    
upon  terms more moderate than the      
present price of gravel2 ,i am unable to
 lay  before the ,committee a detailed  
plan for supplying the ,london roads    
with  good and cheap materials1 which   
requires a considerable time and        
attention in the inquiry4    ,is there  
any other information connected with the
 improvement of the  roads in the       
neighbourhood of ,london1 which you     
think you could give to  the            
,committee8--,i am quite satisfied that 

the materials to be imported  into      
,london would make good roads1 because  
,i made two pieces of very  excellent   
road with those materials at the two    
bridges1 without making  use of any     
gravel of the country4    ,at what time 
was this done8--,the pieces of road were
 made in ,august and  ,september #ahag4 
,what was the extent8--,there were about
 #bjj yards of the one1 and about  #ahj 
yards of the other2 one of them joins   
the iron pavement at the foot  of       
,blackfriars bridge2 and the other joins
 the ,marsh-gate turnpike1 and  goes to 
the ,asylum2 those roads were made with 
river-gravel and pebbles  from the      
coast4    ,from whence did you get the  
river-gravel8--,it was purchased from   
the  steam-engines that raise it in the 
river4    ,did you lift the old         
road8--,i took up all the stones that   
were in them  that were good for any    
thing1 the flints and other stones1 and 
then made  use of a considerable        
quantity of additional materials to make

 the  surface of the road afterwards4   
,was the expense considerable8--,there  
was no account kept of the expense  of  
the experiment at ,westminster bridge1  
because the commissioners  wished me to 
employ a number of paupers and persons  
that had been on the  road before1      
without discharging them1 who were very 
indifferent hands2  and they also wished
 that the road should be very           
considerably above the  level than ,i   
thought necessary1 and that brought much
 more materials  than otherwise need    
have been put on2 but the ,blackfriars  
bridge  experiment cost about           
seven-pence halfpenny per square yard2  
there was a  very correct account kept  
of it1 including the price of materials 
and  labour1 and every thing4    ,could 
you state what that would amount to for 
a mile8--,that would depend  upon the   
breadth of the road4    ,at what rate   
per mile would be the expense of such an
 improvement1  supposing the road thirty
 feet wide8--,about #ebhl4 or #ecjl4    

,is not a road constructed with a       
roadway of sixteen feet breadth of      
solid materials1 and with six feet on   
each side of that with slighter         
materials1 a sufficient road for the    
general purposes of country             
travelling8--,yes2 and generally the    
roads round ,bristol are made with      
stone1 about the breadth of sixteen     
feet4    ,in your former answer         
respecting materials1 you made use      
generally of  the term roads 8round     
,london10 to what extent did you mean to
 convey the  idea of that               
improvement8--,i should think that the  
river1 and the  facility of the canals1 
might in all places allow you to carry  
the  improvement ten miles round        
,london2 and perhaps where the canals or
  rail-ways come through the country1   
you might carry the improvement         
farther4    ,has not the system of road 
management at present practised1 the    
effect  of repressing efforts for       
acquiring skill and exertions of        

science1 as  connected with the business
 of road-making8--,i think it has4      
,will you explain in what way8--,because
 the surveyors at present appointed  are
 not required to have any particular    
skill in their business before  they are
 appointed2 but the appointment         
generally takes place to provide  for   
some person a situation2 and the want of
 superior officers over the             
sub-surveyors is the means of preventing
 those sub-surveyors from  acquiring a  
knowledge necessary to execute their    
duties under an officer  who would know 
whether they were able to execute them  
or not4    ,you mean that there is a not
 a sufficient degree of inspection and  
control provided by the legislature over
 the conduct of the surveyor of  the    
roads8--,i think so4    ,do you conceive
 that a more scientific system of       
management of roads is  wanted          
universally8--,i do4    ,do not you     
conceive that the want of this          
scientific system leads to a  great     

waste of public money8--,i think it     
leads to a great waste of public  money4
    ,and also to a great waste of       
property in horses and carriages8--,i   
think  it does4    ,has any estimate    
ever been made of the extent of that    
loss8--,there can be  no accurate       
estimate of a loss so universal as that 
of the waste of  horses and carriages by
 bad roads2 but the ,committee of #ahaa 
estimated  the saving which would be    
made to the country by putting the roads
 in a  proper state of repair1 at a sum 
equal to five millions annually4        
,what remedy would you propose to cure  
the defects of the general system  of   
road management8--,my opinion is1 that  
the only cure would be to have  people  
of a better station of life placed over 
them in the direction of  this business2
 that each county or large district in  
the country ought  to have an officer in
 the character of a gentleman1 to       
oversee the  surveyors of the district2 
not only to direct them what to do1 but 

to  see that the work is judiciously and
 honestly executed2 and ,i think a  very
 small proportion of the sum now wasted 
by bad management would pay  for such an
 establishment4    ,would you alter the 
trusts8--,that would be a great         
advantage1 if the  trusts could be      
consolidated2 but there are objections  
to that1 and very  serious objections4  
,local objections8--,yes1 such as the   
debt upon each trust4    ,do you propose
 the appointment of those overseers to  
be with the present  commissioners of   
the roads8--,certainly4    ,do you      
propose any general inspection to be    
established over the whole  system of   
road-making8--,i should think it a      
public advantage if there was  some     
inspection or controlling power in some 
quarter or other1 to  prevent the       
general surveyors from being improperly 
appointed2 but  whether that controlling
 power should emanate from the          
government1 or  the authorities in the  
county1 ,i am not a judge4    ,do you   

think a controlling power established in
 the metropolis1 to  communicate on the 
subject throughout the kingdom1 would be
 an  advantageous establishment8--,i    
think it would be a very profitable and 
desirable establishment4    ,looking to 
the revenues and to practical           
advantages8--,looking to the  revenues1 
practical advantages1 and to the        
dissemination of information4    ,would 
you propose their having a power of     
suspending officers in certain          
cases8--,certainly1 till the pleasure of
 the commissioners was known2 on  any   
gross instance of misconduct or         
negligence4    ,would not you propose   
they should report occasionally the     
state and  condition of the roads1 and  
also the state of the finances of each  
trust8--,i should think the state of the
 finances ought to be reported in  some 
way every year1 that they might reach   
parliament1 either by  counties1 or by  
some means the least expensive and least
 troublesome2  and ,i think such a      

report of the finances1 annually1 would 
be a great  means of preventing         
mis-application of the public funds2 and
 it would  create a comparison between  
one part of the country and another1    
that  would be useful in checking       
misconduct4    ,then you do not think   
there is1 at present1 a sufficient      
protection of  the road revenue of the  
kingdom against dishonest or ignorant   
practices8--,i think the road revenue is
 less protected than any other  part of 
the public expenditure2 and1 though it  
is very large1 it may be  considered1 ,i
 think1 almost unprotected1 under the   
present system of  law4    ,have you any
 loose guess in your own mind1 as to the
 extent of the  revenue throughout the  
kingdom1 raised for the purpose of      
maintaining  roads8--,i have been led to
 guess a million and a quarter a year1  
as the  toll revenue2 from the          
circumstance of there being             
five-and-twenty  thousand miles of      
turnpike road in ,england and ,wales4   

,that is an increasing revenue8--,it is 
certainly increasing very much2 ,i      
think the revenue has been increased by 
the increase of travelling1 and         
particularly stage-coaches4    ,has not 
it been the practice to augment the     
tolls considerably in all  recent       
turnpike acts8--,in the three sessions  
of parliament preceding the  present1 ,i
 think1 there were about ninety         
petitions to parliament for a  renewal  
of acts1 and an increase of their tolls1
 because they were in a  state that they
 could not pay their debts without the  
assistance of  parliament4    ,does not 
the great expense attending the renewal 
of acts of parliament1  contribute very 
much to restrain a proper improvement of
 the roads in  the kingdom8--,the       
expense of renewing so many acts of     
parliament1 as is  occasioned by the    
great division of trusts in the country1
 certainly  absorbs a very great sum of 
the road revenue of the kingdom2 because
  those acts are every one of them      

renewed every twenty-one years1 and     
frequently circumstances oblige the     
trustees to come oftener to  parliament4
    ,do you happen to know whether there
 have been any steps taken by the       
,post-office1 with a view to forming    
some general arrangement with regard  to
 the roads8--,i am not acquainted with  
any4 ,i have had repeated  conversations
 with lord ,chichester1 the             
postmaster-general1 and he has  asked   
for all the information ,i could give   
his lordship2 and1 of course1  ,i have  
given the information pretty much in the
 manner ,i have had the  honour to do to
 this ,committee2 and1 ,i believe1 his  
lordship is  satisfied1 that the        
consolidation of trusts would be very   
useful3 and he  has used his influence  
in the county of ,sussex to have nine   
trusts  consolidated1 for the express   
purpose of mutual assistance in         
providing  a general surveyor4    ,do   
you know the result8--,i gave the       
result1 and a copy of the resolutions   

of the county1 at the last meeting4     
,do you know the result as to the       
expenditure8--,yes1 it goes to that as  
well as to the amendment of the roads4  
,supposing any insuperable difficulty to
 exist in placing the management  of the
 roads of the kingdom under a board of  
management1 do you not  consider that   
very great advantage would arise from   
consolidating the  different trusts     
round ,london1 and placing them under an
 unity of  superintendence and          
regulation8--,certainly so2 ,i think    
that that would be  a measure of the    
greatest use in the world2 and ,i think 
that no  palliative1 no other means     
whatever can be devised to get the      
,london  roads improved1 except         
consolidating the trusts under one head1
 or one  set of commissioners1 or some  
body that shall control the whole2      
consolidating the roads round ,london1  
would be the means probably of  great   
amelioration in the system or manner of 
mending the roads1 and  that would serve

 as an example to other parts of the    
country1 and might  be the means of     
extending improvement in the mode of    
road-making1 and  would form a sort of  
school or example to other parts of the 
country4    ,do you think1 upon the same
 principle that you recommend           
consolidating  trusts round ,london1 it 
would be advisable that powers should be
 given  to consolidate trusts in        
different parts of the kingdom8--,i     
should think  it very advisable that    
powers were granted by parliament to    
such trusts  as chose to do it1 to      
consolidate themselves into one body for
 the  purpose of having a better        
superintendence1 or for any other       
purposes of  general improvement2 but   
upon considering the matter very fully1 
,i am of  opinion that it would be more 
profitable that the ,legislature should 
give leave to trusts than that they     
should make it imperative upon them2  it
 will be absolutely necessary1 before   
any such measure could come into        

effect1 that parliament should not only 
give this leave1 but that they  should  
make the proceedings of the general     
meeting of those trusts  legal1 which at
 present they would not be as the law   
stands2 the nine  trusts in ,sussex1 who
 have now voluntarily associated        
together1 hold  what is considered a    
general meeting of those trusts2 but ,i 
by no means  think that their           
proceedings are legal1 as the law now   
stands4    ,in many cases where the     
consolidation would be beneficial1 do   
not you  consider it would be resisted  
from local motives8--,perhaps it might  
be  resisted2 it will be unfortunate    
when that happens to be the case1 but   
when the good effects of it begin to be 
seen in the country1 ,i think  those    
objections would be got rid of4    ,do  
you believe that the first effects of   
such consolidation would be a           
diminution of expense8--,i am quite     
certain of that4    ,how is that        
diminution of expense to arise8--,by    

introducing a much better  mode of      
management1 it would occasion more      
regularity in the mode of  keeping      
accounts1 it would introduce a          
diminution of expense materially  in    
horse labour1 and in various other      
things2 that ,i think1 upon the  whole1 
the diminution of expense by such       
regulation would be found very  great   
indeed4    ,do not you believe that the 
present system of maintaining roads is  
the  means of a continued increase of   
expense in the debt and tolls           
throughout the kingdom8--,i think the   
debt is increasing very much  throughout
 the kingdom and that the debt is       
perhaps greater than  gentlemen in      
parliament are aware of2 at present     
tolls are increasing4    ,do you        
consider that there is a corresponding  
improvement in the roads1  in proportion
 to the increase of the tolls and       
debts8--,by no means2 my  belief is1    
that where the greatest expense is1     
there the worst  management is1 or      

rather1 that the worst management       
produces the  greatest expense4         
,then1 in your opinion1 a great         
improvement might be effected on the    
roads in general1 which might be        
accompanied in the end by a gradual     
diminution of debt and                  
tolls8--,certainly1 ,i think so4    ,can
 you give any information as to the     
total amount of general debt on  the    
roads now existing in ,england and      
,wales8 ,after inquiring by all the     
means that an unauthorized individual   
could do in different parts of the      
country1 and ascertaining1 as nearly as 
,i could1 the amount of debt upon  a    
great number of trusts2 ,i have been    
inclined to believe that the debt  at   
present amounts to about seven millions 
in ,england and ,wales4    ,are you of  
opinion that any considerable advantage 
might be derived in  the management of  
the roads1 by a commutation for the     
statute  labour8--,yes2 ,i think very   
great advantage would be derived by the 

public1 if the statute labour were      
commuted for money1 and that1 if it     
were commuted at a very low rate2 if it 
were one half of the real value  of the 
work1 ,i should think1 the roads would  
be more benefited by it in  general     
through the country4    ,is it the      
general practice in ,scotland1 under any
 act of parliament1 to  commute statute 
labour for money8--,all the acts of     
parliament ,i am  acquainted with in    
,scotland1 have commuted it2 one in the 
county ,i  belong to1 commuted it twenty
 years ago with very great advantage4   
,you have mentioned that the            
commissioners of the ,westminster bridge
 road  required you to employ a         
considerable number of paupers2 the     
,committee  wish to know whether it is  
the general practice1 in your           
observation1 to  employ paupers upon    
roads8--,i have always found that in    
every place where  the improvement of   
the roads has been commenced1 under any 
advice given  by me1 it has been desired

 very much by the inhabitants that the  
people  unemployed 7not1 perhaps1       
paupers that generally receive parish   
relief1  but those people who come to   
ask for relief1 because they cannot get 
work7 should be employed on the road2   
and it has been very much my wish  to   
gratify that desire by giving them work1
 not by the day1 but by the  piece1     
because that has generally put them off 
the parishes2 the moment  they get work 
to do1 by which they can get their      
bread1 and without  which they cannot   
get their bread1 they quit the parish4  
,is it not the practice1 in trusts where
 you have not been concerned1 to  employ
 paupers1 or very old labourers8--,i    
have found in all the trusts  that have 
sent to me to take advice1 that the     
labourers have been a  great number of  
them very inefficient men2 and the      
excuse generally  given for that is1    
that those people would come to the     
parish if they  were not sent to the    
roads4    ,is the pay of those men      

proportionably low with their abilities 
to  work8--,i have not found that to be 
the case4 ,i have found that those      
poor1 miserable men1 who can do very    
little1 have been getting  considerable 
wages1 and in that way a considerable   
sum has been wasted4    ,in point of    
practice1 then1 the road revenue is made
 to act as a poor  fund8--,precisely so2
 ,i think the road revenue has gone to  
the assistance  of the poor in that way4
    ,in your experience have you found  
that the common mode of employing       
paupers by day-work1 is inefficient both
 to the improvement of the roads  and to
 the object of relieving the            
parishes8--,it may have the effect of   
relieving the parishes1 but ,i should   
think it a very bad mode of mending  the
 roads2 inasmuch as these men1 when they
 have got day-wages1 will do  very      
little1 and for that reason ,i employ   
all our men on piece-work2 we  have two 
hundred and eighty labourers in the     
district of ,bristol1 and  they are     

almost all on piece-work2 it is very    
seldom we employ men by  the day4 ,i was
 directed by the ,committee1 at their   
last meeting1 to  produce some more     
detailed accounts respecting the        
,bristol district3 in  obedience to that
 order1 ,i have obtained the report made
 by me at the  end of the first and     
second year of my administration1 which 
,i beg to  submit to the ,committee1    
together with the resolution of the     
commissioners thereon4             ,the 
following ,papers were delivered in1 and
 read3                                  
,,expenditure on the ,,bristol ,,roads4 
,in the year #ahae1 previous to the     
alteration of management1 there was paid
  4 #ad1bhe #b #a     ,an unpaid        
floating debt of                        
#a1djj #j #j                            
--------------------------     ,total   
expense of #ahae1 to #beth ,march #ahaf 
4 #ae1fhe #b #a                         
,alteration of management1 commenced    
#afth ,january1 #ahaf4     ,in #ahaf1   

outlay was                              
4#af1abg #e  #a     ,deduct accounts of 
#ahae             4#a1djj     ,paid into
 #e per cent4 fund1     about           
#cdj                                    
--------------    #a1gdj #j  #j         
------------------------     ,total     
expense of roads1 to     ,march #ahag   
4#ad1chg #e  #a                         
,in #ahag1 outlay was                   
4#ae1hcj #d #aa     ,of which1 permanent
     improvements cost                  
4#a1ejj     ,paid to #e per cent4 fund1 
about                                   
#bjj     ,paid for a general survey and 
plans                                   
#cdj     ,whitchurch ,bridge repairs    
#cbj                                    
--------------    #b1cfj #j  #j         
------------------------     ,total     
expenditure for roads1     to #be ,march
 #ahah                                  
4#ac1dgj #d #aa                         
,,bristol ,,turnpikes4  ,report of ,mr4 
,john ,loudon ,m,adam1 to a ,general    

,meeting of ,commissioners1             
#b;d ,june #ahag4    ,since ,i had the  
honour of reporting to the meeting of   
commissioners on  the #b;d of ,march    
last1 the amendment of the roads has    
proceeded with  success1 and at present 
there are no parts of the roads of the  
,bristol  district in a bad state4      
,much has been done in partial          
improvements1 which have altogether     
amounted to a considerable sum1 although
 not of sufficient magnitude            
individually to come within the scope of
 the regulations of the general         
meeting1 that restrain improvements     
exceeding #ejl4 without special  order2 
several such improvements are still     
necessary1 and some of the  small       
bridges require to be lengthened in the 
arches1 in order to lead  the roads to  
them more commodiously1 and to widen the
 roadway on the  bridges4    ,the       
statement of the income and expenditure 
of the year1 now made up to  the #beth  
,march1 presents a very satisfactory    

result4    ,in the last year1 a sum     
equal to nearly five times that of the  
preceding  year1 has been paid into the 
#e per cent4 fund4    ,a floating debt1 
which did not appear in the printed     
annual account of  last year1 but which 
amounted to about #a1djjl4 has been paid
 off4    ,the balances of treasurer's   
accounts1 which last year showed the    
trust  to be indebted on the whole to   
the treasurer #cefl4 are now so much on 
the other side1 that your treasurers    
have on the whole account a balance  in 
hand of #fadl4 and this balance is      
efficient1 because the floating  debt is
 now reduced to the smallest sum        
possible1 under the  circumstances of a 
business so extended4    ,in addition to
 which1 ,i have to congratulate the     
commissioners on a  reduction of the    
principal debt in the sum of #gbil4     
#ajs4 #c;d4 and  that turnpike tickets1 
which were at a discount1 are now in    
demand at  par4                         
7,signed7      ,john ,loudon ,m,adam4   

#hth ,march #ahai4    ,the foregoing is 
a true copy from the book of proceedings
 of the  trustees of the ,bristol       
turnpike roads4                         
,osborne  ,ward1 ,clerks4               
,,bristol ,,turnpikes4  ,report of ,mr4 
,john ,loudon ,m,adam1 to a ,general    
,meeting of ,commissioners1             
#ast ,june #ahah4                       
,bristol ,office of ,roads1 #ast ,june1 
#ahah4    ,since ,i had the honour to   
report to the commissioners1 in ,june   
#ahag1 the  business of the roads has   
gone on successfully1 and they have been
 kept  in invariably good repair under  
the present system of management1       
notwithstanding the roads having been   
tried by all vicissitudes of the  most  
unfavourable seasons ever known4        
,several valuable improvements have also
 been effected in different parts  of   
the district2 the very promising state  
of the finances having induced  the     
commissioners to employ great part of   
the savings of their income  for that   

purpose1 instead of applying the whole  
to the liquidation of  the principal    
debt of the trust4 ,this great debt has1
 however1 been  diminished nearly #ejjl4
 while the sum expended on the permanent
  improvements considerably exceeds     
#a1ejjl4                                
4  s4  d4     ,on the #beth ,march      
#ahah1 there was a     balance in the   
hands of each of the     treasurers1    
with exception of the     ,bitton and   
,toghill roads2 and the     balance due 
to that treasurer has     been          
diminished upon the whole     account2  
there remained in the     hands of the  
treasurers1 on the     #beth ,march     
#ahah1 the sum of                       
#a1ihg #ad  #e     ,in the hands of the 
general     treasurer1 from #e per cent4
 fund        4#ejb #e #aa     ,due by   
the ,whitchurch road to the #e     per  
cent4 fund1 and included in the         
general debt                            
#cjj #j  #j                             
----------------------        #hjb  #e  

#aa                                     
----------------------                  
,balance in hand1 #beth ,march #ahah    
4#b1gij  #j  #d                         
,it is very gratifying to report to the 
commissioners this material             
amelioration of the funds during the    
present year1 when the income of  the   
trust has suffered a diminution of      
#dbel4 #es4 occasioned probably  by the 
depression of trade throughout the      
country4    ,it is to be regretted that 
the directions of the general meetings  
respecting the payments to the #e per   
cent4 fund have not been more           
punctually obeyed2 but without entering 
into the circumstances of heavy  debt   
and other difficulties1 which have      
hitherto prevented payments from        
particular treasurers1 ,i beg leave to  
call the attention of the  commissioners
 to a consideration of the importance of
 this fund1 and the  use to which it may
 be most advantageously applied4    ,the
 fund was instituted for the purpose of 

giving the general meetings  the power  
of extending aid to any division of the 
roads of the district  that might be in 
distress4 ,as the favourable state of   
the funds1 arising  from the system of  
management adopted by the commissioners1
 gives a very  reasonable hope that such
 occasion of distress may never again   
occur1 it  may be expedient to consider 
of the propriety of converting the #e   
per  cents4 into a sinking fund4    ,by 
application of such a sum1 amounting to 
about #hejl4 annually1 to  the gradual  
extinction of the debt of the trust1 the
 means of continuing  several useful and
 very desirable improvements will be    
diminished only  in a small proportion1 
and the amendment of the general state  
of the  roads will proceed1 without     
entirely losing sight of the justice due
 to  the creditors1 and the desirable   
object of reducing a debt of such       
magnitude4    ,as it may be doubtful    
whether under the authority of the      
present act of  parliament the trustees 

may legally apply the #e per cent4 fund 
to the  purpose of a sinking fund1 the  
committee appointed to prepare the new  
act may be instructed to consider of    
this subject1 and also for better       
securing the due payment of the #e per  
cent4 fund at stated periods1  along    
with the interest of the debt1 to the   
general treasurer4    ,i have great     
pleasure in being able to continue to   
give a favourable  report of the conduct
 of the sub-surveyors4                  
7,signed7      ,john ,loudon ,m,adam4   
#hth ,march1 #ahai4    ,the foregoing is
 a true copy from the book of           
proceedings of the  trustees of the     
,bristol turnpike roads4                
,osborne  ,ward1 ,clerks4               
,,bristol ,,turnpikes4      ,at a       
,meeting of the ,trustees for the care  
of the several roads round      the city
 of ,bristol1 holden on #gth ,december  
#ahah1 at the ,guildhall      in        
,bristol4                               
,,thomas ,,daniel1 ,esq4 in the ,chair4 

,it appearing that under the triennial  
appointment of ,mr4 ,m,adam1 his  office
 of general surveyor will cease on the  
#afth day of ,january next2--           
,ordered unanimously1 ,that he be again 
appointed to that office for a  further 
term of three years1 at the same salary4
    ,resolved unanimously1 ,that the    
thanks of this meeting be given to ,mr4 
,m,adam for the zeal and ability with   
which he has executed the very  arduous 
duties of his office1 from which it     
appears to this meeting that  the most  
important advantages have resulted to   
the roads under his care4     #hth      
,march #ahai4    ,the foregoing is a    
true copy from the book of proceedings  
of the  trustees of the ,bristol        
turnpike roads4                         
,osborne  ,ward1 ,clerks4    ,does any  
part of that saving which is stated to  
have taken place on  those roads1 arise 
from an increase of revenue8--,there has
 been a small  increase of revenue1 but 
whether arising from tolls or a better  

collection of the statute labour1 ,i    
cannot take upon me to say2 but that    
increase of revenue must be deducted    
from the saving of #b1gjjl41 which      
appears in the treasurer's hands4       
,jovis1 #aa die ,martii1 #ahai4         
,john ,loudon ,m,adam1 ,esquire1 called 
in2 and ,examined4    ,is there any part
 of your former evidence upon which you 
wish to give  any further explanation to
 the ,committee8--,in consequence of the
 surprise  and doubt expressed by some  
members of this honourable ,committee1  
on  that part of my evidence respecting 
the carrying a road over a morass in    
,somersetshire1 and the proportions of  
the materials used upon that1 and  the  
part of the road with a rocky           
foundation1 which ,i stated from        
memory1 ,i thought it proper to write   
down to the treasurer of that road1  to 
request the favour of him to send for   
the surveyor1 and know the  facts       
exactly from him4 ,the treasurer1 ,mr4  
,phippen1 who is a magistrate1  sent a  

certificate1 signed by the surveyor4    
,there was a certificate1  also1 signed 
by ,mr4 ,phippen2 and with it there was 
a letter from ,mr4  ,phippen1 of        
explanation2 both of which ,i wish to   
put in4                       ,the      
papers put in were as follow3    8,i do 
certify that that part of the sixteen   
miles of the ,bristol  turnpike road    
under my care1 from ,cross1 over the    
marsh lands1 towards  ,bridgewater1 is  
now in the best state ,i ever knew it1  
which is wholly  owing to having the    
very large stones laid at the foundation
 when the  road was first made more than
 fifty years since1 lifted and beaten   
very  small4 ,the general strength of   
the road is from seven inches to nine2  
and five tons of stones1 ,i have always 
considered for the repairs of  this part
 of the road equal to seven on the other
 part over the hills4                   
7,signed7      8,edward ,whitting1      
,surveyor40    8,i1 ,robert ,phippen1   
,esq4 one of ,his ,majesty's justices of

 the peace for  the county of ,somerset1
 and treasurer on the road mentioned in 
the above  certificate1 do hereby       
certify and declare1 that the contents  
are true  to the best of my knowledge   
and belief2 and the road in question has
  been under my constant inspection for 
five years past2 and the surveyor1      
,edward ,whitting1 is a person well     
known to me1 and worthy of credit4      
8,dated ,march #ith1 #ahai40    8,letter
 from ,robert ,phippen1 ,esq4 to ,john  
,loudon ,m,adam1 ,esq4 ,no4 #i1         
,northumberland-street1 ,strand1        
,london4    8,dear ,sir1    8,there     
cannot1 in my opinion1 be any necessity 
to lay the foundation of  a road on any 
ground1 even the most soft and peaty1   
with large stones2  daily observation   
tells me1 that this is a great waste of 
time1  materials1 and money4 ,i have    
had1 for these five or six years past1 a
  great deal of experience in seeing    
roads made1 one in particular1 over a   
very soft peat bog1 by ,wedmore and     

,glastonbury1 in this county4 ,at the   
time this new line of road was proposed 
to be made1 a great difference  of      
opinion existed as to its               
practicability1 and the method to be    
pursued to accomplish it4 ,some of the  
parties were for laying the whole  of   
the road over the bog with brush-wood1  
on which were to be put large  flat     
stones1 and on those smaller ones4 ,we  
who were the other party1  insisted that
 a more simple1 less expensive1 and more
 permanent method  was to make it with  
stones alone1 broken very small4 ,we1 at
 last1  prevailed1 and the system       
succeeded even beyond our most sanguine 
expectations2 for this part of the road 
has stood uncommonly well1  though the  
travelling on it has been very great1   
and with heavy  carriages1 and the      
little repairs wanted have been done as 
an  inconsiderable expense1 compared to 
the other part of the road made on  hard
 ground over the hills4                 
8,i remain1 dear ,sir1 yours truly1     

8,rob4 ,phippen40     8,badgworth       
,court1 near ,axbridge1       ,march    
#ith1 #ahai4    ,i wish1 in reference to
 the opinion ,i gave with respect to the
 statute  labour1 to state1 that ,i have
 to transact with sixty-nine parishes1  
respecting their statute labour1 in the 
counties of ,somerset and  ,gloucester2 
and that it is in consequence of these  
transactions1 ,i gave  the opinion to   
the ,committee that ,i had the honour to
 submit4    ,what proportion of the     
statute duty1 by pecuniary payments1    
instead of  the mode at present adopted1
 do you conceive might be saved8--,i    
think1 if  one third of the present     
nominal value of the statute labour was 
to be  regularly paid into the hands of 
the treasurer1 that it would be more    
available to the public roads1 than the 
present manner in which the work  is    
done1 and certainly less onerous to the 
agriculture of the country4             
,james ,m,adam1 ,esq4 called in2 and    
,examined4    ,you are the son of the   

last witness8--,i am4    ,have you been 
employed as a general surveyor upon the 
turnpike roads8--,i  have4    ,upon what
 roads have you been employed8--,upon   
the ,epsom and ,ewell  turnpike roads of
 twenty-one miles2 upon the ,reading    
road of six miles2  upon the eastern    
division of the ,egham road1 seven miles
 and a half2 on  the western division of
 the ,egham road1 eight miles and a     
half2 on the  ,cheshunt turnpike roads1 
of eighteen miles2 upon the ,wades-mill 
turnpike  trust of twenty-nine miles2 on
 the old ,north road1 or ,royston road1 
of  fifteen miles2 upon the ,huntingdon 
road of ten miles2 and on the road  from
 ,huntingdon to ,somersham of ten miles2
 being together one hundred  and        
twenty-five miles4    ,how long have you
 been appointed to them8--,my first     
appointment was in  ,december #ahag4    
,had you been previously in the habits  
of making the improvement of  turnpike  
roads your study8--,i had at ,bristol1  
under my father's tuition4    ,the      

information you have acquired1 ,i       
presume1 then1 has been entirely  under 
your father's system8--,yes1 upon my    
father's principles of making  roads4   
,and those plans which you have adopted1
 have been entirely conformable  to the 
evidence which he has given before this 
,committee8--,entirely  conformable to  
those principles which my father has    
stated in his  evidence before this     
,committee4    ,can you give the        
,committee any information with regard  
to the revenues  of the different roads 
under your management8--,the gross      
revenue of the  trusts ,i have          
mentioned1 of which ,i am general       
surveyor1 is about  #ai1eejl4 per annum4
    ,please to state to the ,committee1 
the state of repair in which these      
roads were when they first came under   
your management8--,the roads in  general
 were in a very loose1 rough1 and heavy 
state1 much overloaded  with materials1 
the watercourses much stopped up1 and   
the roads in  general in a very bad     

state4    ,what improvements have taken 
place upon them since your undertaking  
the  care of them8--,the ,epsom and     
,ewell roads were put into a perfect    
state of  repair during the last spring 
and summer2 the ,reading road has also  
been  put into a perfect state of repair
 during the last summer2 and the        
,cheshunt turnpike roads have been put  
into a good state of repair1            
notwithstanding that the improvements   
commenced in ,october1 and have  been   
carried on through the whole winter3 the
 improvement is proceeding  rapidly in  
the other districts2 but the three roads
 ,i have mentioned1  are the only trusts
 that are brought into a perfect state  
of repair4 ,i  venture to speak freely  
and with great confidence1 of the good  
state of  repair of these three trusts2 
for the reason1 that no credit whatever 
is  attached to me1 except what may be  
considered due by the careful  attention
 and zealous execution of my father's   
commands4 ,the merits of  the           

improvements are wholly his own4    ,can
 you state to the ,committee the expense
 with which these improvements  have    
been accompanied8--,the expense upon the
 ,epsom roads amounted to  #a1ibil4 #hs4
 #a;d4 in the year #ahah2 that is the   
only trust upon  which ,i am enabled to 
state the twelvemonth's expenditure4    
,in what proportion has the expenditure 
been divided between the labour  of men1
 women1 and children1 and the price of  
cartage and of  materials8--,i have paid
 for labour upon the ,epsom roads1      
#a1adfl4 #as4  #b;d42 for materials1    
#ihl4 #ajs42 for cartage1 #bbgl4 #afs42 
for  tradesmen's bills1 #cdbl4 #js4     
#aa;d42 for land to widen the roads1    
#aael42 which makes up the expenditure  
#a1ibil4 #hs4 #a;d4 ,i beg here  to     
state1 that ,i did not avail myself of  
any statute duty upon the ,epsom  and   
,ewell roads4    ,can you state to the  
,committee the expenditure upon these   
roads1 in the  years preceding your     
having the charge of them8--,i can2 in  

the years  #ahae1 #ahaf1 and1 #ahag1    
which are the three preceding years to  
my having  the charge of these roads4   
,in the year #ahae1 there was paid for  
labour1  #cgil4 #ads42 for cartage1     
#a1jail4 #ads42 for gravel1 #dhfl4      
#aes4 #e;d42 for tradesmen's bills1     
#aghl4 #fs4 #c;d42 making a total  of   
#b1jfdl4 #is4 #e;d4 ,in the year #ahaf1 
there was paid for labour  #cdjl4 #afs42
 for cartage1 #a1jgjl4 #gs4 #f;d42 for  
gravel1 #efcl4  #as4 #aj;d42 for        
tradesmen's bills1 #chbl4 #ds4 #e;d4    
making a total  of #b1cgel4 #ais4 #i;d4 
,in the year #ahag1 there was paid for  
labour1  #ccil4 #afs42 for cartage1     
#a1ajcl4 #afs4 #c;d42 for gravel1       
#eeal42 for tradesmen's bills1 #fhal4   
#fs4 #a;d42 making a total of  #b1fgel4 
#ahs4 #d;d42 independent of the statute 
duty upon the several  parishes1 which  
were called forth by the former         
surveyor4    ,do you know the value of  
that statute duty8--,not having had     
occasion to  call it forth1 ,i am unable

 precisely to answer the question2 but  
the  parishes are wealthy1 and the      
statute labour must form a very         
considerable amount4    ,i presume the  
comparative smallness of the expense    
which you incurred  for materials must  
have arisen from making use of the old  
materials upon  the road1 by lifting    
them according to the plan which your   
father has  described8--,that was the   
case4    ,in what state did you find the
 executive department of these roads    
when  you took charge of them8--,i found
 at ,epsom a person as surveyor1 who had
  been an underwriter at ,lloyd's       
,coffee-house1 at a salary1 as ,i am    
informed1 of sixty pounds per annum1 and
 who was permitted to keep the  carts   
and horses1 and do the cartage for the  
trust4 ,at ,reading1 ,i found  an       
elderly gentleman as the surveyor1 who  
was also one of the  commissioners1 at a
 salary of twenty or thirty pounds per  
annum4 ,i found  at ,cheshunt three     
surveyors1 the trust being divided into 

three  districts4 ,one of the surveyors 
was an infirm old man1 another a        
carpenter1 and another a coal-merchant4 
,i found on the ,wades-mill trust  three
 surveyors also1 and the trust divided  
into three districts2 one of  these     
surveyors was a very old man1 another a 
publican at ,buckland1 and  the other a 
baker at ,backway1 with a salary of     
fourteen shillings a week  each4 ,i     
found on the ,royston road a publican as
 surveyor there2 and ,i  found at       
,huntingdon a bedridden old man who had 
not been out of the  house for several  
months1 and who had been allowed by the 
commissioners  to apply to a carpenter  
in the town for assistance1 and to whom 
the  commissioners allowed twenty pounds
 per annum2 this person1 who            
accompanied me in the survey of the     
roads1 stated1 that he could give  but  
little attention to the management of   
the road1 the salary being so  small2   
and the state of those roads bore       
evidence to the truth of his  assertion4

    ,without entering into individual   
cases1 do you consider that it was      
possible1 from the nature of the        
circumstances and engagements of these  
parties1 that they could give that      
attention to the roads which their      
improvement required8--,i do not        
consider it was at all likely that they 
would4    ,what arrangements did you    
make in the executive department of     
these  roads after you took the charge  
of them8--,with the permission of the   
trustees1 ,i appointed upon each trust  
an active sub-surveyor1 whom ,i         
required to keep a horse1 and to have no
 other occupation whatever4    ,can you 
state to the ,committee the expense of  
employing such  sub-surveyors8--,the    
salary of the sub-surveyors in general  
is one hundred  guineas a year2 and     
where the revenues of the trust have    
been small1 as  in the case of the      
,royston roads and the ,huntingdon      
roads1 ,i have made  one surveyor do the
 duty of both the trusts1 in order that 

that expense  might be divided4    ,what
 emoluments have you yourself derived   
from your employment upon  these        
trusts8--,i am unable to state the      
precise amount to the ,committee2  for  
the reason that ,i have in every        
instance requested of the trustees  that
 that consideration might be deferred   
for at least a twelvemonth  after ,i was
 honoured with the charge of the roads2 
,epsom is therefore  the only road upon 
which that period has elapsed2 and with 
the  permission of the ,committee1 ,i   
will read the resolution entered upon   
the  ledger of the ,epsom roads upon    
that subject4                           
#bast ,december1 #ahah4     ,we have    
examined the above accounts of ,mr4     
,m,adam1 the     surveyor1 from its     
commencement to this date1 and     find 
that the sum of #gel4 #fs4 #a;d4 is due 
to     ,mr4 ,m,adam1 by the trust1 say  
4#ge  #f  #a     ,but as no allowance   
has been made to the surveyor for       
his management1 and as that management  

has given     great satisfaction to the 
trustees1 it was resolved     to give   
the surveyor1 to cover all charges1 and 
for     his trouble1 it being distinctly
 understood for this     year only1 the 
sum of one hundred and fifty guineas    
#aeg #aj ----                           
--------------------                    
4#bcb #af  #a    ,which sum of #bcbl4   
#afs4 #a;d4 the treasurer will be       
pleased to pay  to ,mr4 ,m,adam4        
7,signed7 ,t4 ,reid1                    
,edward ,archbold1                      
,john ,webb1                            
,thomas ,calverley1                     
,thomas ,halliday1                      
,william ,dowdeswell1                   
,j4 ,m4 ,cripps10    ,with permission of
 the ,committee ,i will relate what ,i  
stated to the  trustees1 upon those     
resolutions being read to me2 that ,i   
considered  that sum as extremely       
liberal1 and quite sufficient for one   
small trust  to give a general surveyor1
 and were ,epsom one trust in a         

district1 such  a sum would be quite    
sufficient for their proportion of the  
salary of a  general surveyor2 but      
standing alone1 and divided from all    
other trusts  of which ,i had the       
management1 and separated also by the   
,london roads1  the necessity of my     
father's travelling from ,bristol and   
residing some  time at ,epsom1 and of so
 much being required to be done the     
first year  in a new trust1 that sum did
 no more than repay the actual expenses 
incurred4 ,it will be obvious to the    
,committee that such a trust as         
,reading1 consisting of six miles only1 
distant from ,bristol eighty  miles1 and
 from ,london forty miles1 and          
anticipating an equal liberality  on the
 part of the commissioners there1 no sum
 such a trust could be  justified in    
giving to a general surveyor could repay
 even a moiety of  the expense of       
superintendance2 the reward for my      
services1 then1 must  be looked for in  
the convincing proof that my father's   

principles of  road-making are1 if      
possible1 more applicable1 and more     
beneficial in a  trust where the        
materials are very bad than where they  
are good3 my only  object in troubling  
the ,committee with these observations1 
is to show  that unless a district of   
roads are united1 the expense of a      
general  superintendence would not be   
paid by any salary such trust could be  
justified in giving4    ,can you state  
to the ,committee the nature of the     
materials which you  have employed in   
the different roads under your          
care8--,at ,epsom there are  flints2 at 
,reading a very small1 foul gravel1 with
 a thick adhesive loam  attached2 at    
,waltham ,cross1 on the ,cheshunt roads1
 small foul gravel2  towards ,ware1     
flints2 on the ,wades-mill trust1       
flints2 on the ,royston  trust1 flint1  
gravel1 and blue permet stone2 at       
,huntingdon1 flint1 and  gravel2 ,egham1
 flint and gravel4    ,is there any     
particular method which you have        

employed out of the common  practice1   
for making use of these materials8--,i  
have bestowed great  labour1 care and   
attention in the preparation of these   
materials in the  pits1 and in their    
separation previous to their being      
brought upon the  roads2 and also much  
labour and care for a length of time    
after their  being laid upon the road1  
until it became perfectly smooth1 hard  
and  level4    ,can you state to the    
,committee the probable future expense  
of keeping  these roads in repair1 after
 they have once been put into good      
order1 as  compared with the annual     
outgoings under the old management8--,i 
am of  opinion that the expense of      
maintaining these roads in good         
condition  will be considerably less    
than the former expenditure2 for the    
reason1  that the better a road is1 the 
less the wear2 and that there will be a 
less quantity of materials required1    
when properly prepared1 than were       
formerly used1 when they were brought to

 the road in a very foul and  improper  
state4    ,can you state generally1     
whether the proportion of labour1       
materials and  cartage that you have    
described upon the ,epsom trust1 agrees 
with the  same proportion upon the other
 roads under your management8--,on some 
of  the other roads1 the proportion of  
labour to cartage will be found  greater
 than upon the ,epsom road4 ,at         
,cheshunt1 in five months1 during  which
 the roads have been put into good      
repair1 ,i have expended the sum  of    
#hjjl4 forty of which alone was paid for
 cartage4 ,upon the  ,wades-mill trust1 
out of #fjjl4 expended1 not a sixpence  
was paid for  cartage4 ,upon the        
,royston roads1 where ,i have spent     
#ejjl4 not any of  it was paid for      
cartage4 ,upon the ,huntingdon roads1 ,i
 have spent #bjl4  a week1 the whole of 
which has been paid in labour4 ,at      
,reading1 during  eight months1 #ejjl4  
were laid out1 #djjl4 of which were paid
 for  labour4    ,is it your opinion1   

that the proportion of labour1 wages1   
and cartage1  is likely to continue the 
same1 in the future reparation of the   
roads8--,i  am of opinion they will2    
because there will be an increase of    
labour1 in  the preparation of the      
materials1 previous to their being      
brought to the  road2 and also in the   
formation of the road after they are    
laid on4 ,by a  more careful and proper 
preparation of the materials1 a much    
less  quantity will be required to      
uphold the roads than formerly2 ,i am1  
therefore1 of opinion1 that the         
proportion of labour to cartage will    
continue the same4    ,it appears1 by   
your answer to a former question1 that  
the expense of  cartage has been much   
diminished1 owing to your making use of 
the  materials of the old road2 will not
 the proportionate expense of cartage   
for future years be increased in        
consequence of your no longer having    
the resource of breaking up the roads1  
but being obliged to repair them  with  

fresh materials8--,in some degree it    
certainly would4    ,in what way is the 
statute labour at present performed upon
 these  roads8--,upon two of the trusts 
only1 the ,royston road and the         
,huntingdon  road1 ,i have had occasion 
to avail myself of any statute labour2  
the  fund upon the other trusts being   
more than sufficient to uphold the      
roads without having recourse to statute
 labour4 ,upon these two trusts ,i  have
 derived some small advantage from      
statute labour4                 ,colonel
 ,charles ,brown1 called in2 and        
,examined4    ,are you one of the       
commissioners of the turnpike road upon 
the ,cheshunt  trust8--,i am4    ,how   
long have you acted8--,several years1   
eight or ten years4    ,be kind enough  
to explain to the ,committee any recent 
improvements1  which have taken place in
 the management and repairs of the roads
 within  that trust8--,since the new    
method has been adopted by ,mr4 ,m,adam1
 a very  evident advantage has arisen to

 the roads2 they are now extremely good1
  and were formerly very indifferent2 ,i
 therefore attribute it solely to  the  
present mode adopted by ,mr4 ,m,adam for
 nothing can be better than  the roads  
are at present4    ,can you state to the
 ,committee1 whether the improvement has
 taken place  with an increase or a     
diminution of the expense8--,i believe  
at about  one-third less2 ,at least ,i  
understand that it was taken at about   
one-third less4    ,has there been any  
increase upon the tolls upon these      
roads8--,not since  ,mr4 ,m,adam has had
 any thing to do with them4 ,i have     
every reason to  suppose there will be a
 diminution1 in consequence of the good 
state of  the roads4    ,having heard   
,mr4 ,m,adam's evidence1 can you give   
the ,committee any  further information 
with regard to the means by which these 
improvements  have been effected8--,i   
conceive that the mode of ,mr4 ,m,adam  
has been the  means of making the roads 
so much better1 that it is only         

wonderful when  we see it now1 that it  
has not taken place sooner1 being       
founded upon  the best principle        
possible4    ,can you state whether     
these improvements have taken place by  
the use of  any new materials1 or by a  
better application of the existing      
materials8--,by the better application  
of the existing materials1  certainly4  
,have you found this improved system    
attended with any advantages1 in  regard
 to the employment of the poor within   
those parishes8--,with regard  to the   
parish where ,i live1 and where my      
property is situated1 ,i have  seen     
considerable improvement1 since we have 
had the opportunity of  sending our poor
 to be employed by ,mr4 ,m,adam1 who has
 most readily  employed every one we    
have sent2 and ,i can state now1 that we
 have not a  man unemployed that ,i know
 of4                 ,ezekiel ,harman1  
,esquire1 called in and ,examined4      
,you are a commissioner of the turnpike 
road upon the ,cheshunt trust8--,i  am4 

,having heard the evidence of the last  
witness2 can you1 upon your own         
knowledge1 confirm the testimony that he
 has given with regard to  improvement  
of the roads within your trust under    
,mr4 ,m,adam's  inspection1 and the     
advantages derived therefrom8--,i can1  
certainly4 ,it  is a matter of surprise 
to me1 that so material an alteration   
has been  already made in the roads1 the
 advantages of which are obvious to     
every  one travelling the road2 and1 as 
an additional proof1 the coachmen who   
are in the habit of driving that road   
have confirmed this statement4 ,i  have 
witnessed also a similar improvement in 
the ,epsom road1 where the  forward     
state of the improvement shows an       
additional proof of the  advantages     
derived from this system4               
,thomas ,bridgman1 ,esquire1 called in2 
and ,examined4    ,are you a            
commissioner upon the ,cheshunt         
trust8--,i am4    ,having heard the     
evidence of the two last witnesses does 

your judgment  in all respects confirm  
the testimony which they have given1 in 
regard  to the improvement which has    
taken place upon your roads1 and the    
advantages derived from them8--,most    
assuredly4 ,i have witnessed these      
roads for more than twenty years1 in a  
variety of forms as a  commissioner4 ,i 
have observed1 the failure of two or    
three different  sets of coachmen and   
coach concerns down below1 all of whom  
are now  saying1 that if this system    
continues they shall require a horse    
less4  ,all these parties were          
originally much prejudiced against the  
new  system4              ,john ,martin 
,cripps1 ,esquire1 called in2 and       
,examined4    ,you are a magistrate of  
the county of ,surrey1 and commissioner 
of the  roads upon the ,epsom trust8--,i
 am4    ,can you inform the ,committee  
what was the state of the roads within  
your  trust1 previous to the year       
#ahah8--,they were very bad1 having no  
attention paid to the formation of the  

road2 having the water1 in many  places1
 going over the road2 and great         
inattention paid to the breaking  of the
 materials1 and to the expense attending
 the carting of them4    ,at what time  
did you commence the alteration in the  
system of  management8--,at the latter  
end of ,december #ahag1 when the roads  
were put  under the superintendence of  
,mr4 ,m,adam1 senior1 and when his son  
commenced the management4    ,what      
alterations have since taken place in   
the state of the roads8--,by a  newer   
formation of the road2 the materials    
being properly broken2 and  the water   
carried under the road by trunks1 or    
drains1 with proper  gratings4          
,referring to the particulars of the    
expenditure given by ,mr4 ,m,adam1  jun4
 in his evidence this day1 can you      
confirm the accuracy of those           
accounts8--,yes2 and ,i can explain that
 the items for tradesmen's bills        
include the wharfing and repairs of     
,bridges in each year2 ,i can add1  that

 the statute labour for #ahae1 #ahaf1   
and #ahag1 amounting to one  hundred    
pounds each year1 which ,mr4 ,m,adam has
 not availed himself of in  their       
improvements4    ,had the system of     
management pursued by ,mr4 ,m,adam      
proved the means of  giving employment  
to labourers in the district1 and       
thereby lessening  the poor's           
rates8--,very much so2 and they have    
occasionally employed from  twenty to   
thirty persons1 stout able-bodied men1  
who otherwise would  have been obliged  
to have been supported out of the parish
 rates4    ,have you in consequence had 
any persons who were able to work who   
have  been out of employ8--,between     
twenty and thirty persons have been     
employed  for the last three months in  
breaking flints1 and in repairing and   
improving the roads1 who otherwise must 
have come upon the poor's rates2  and   
all the persons who have been enabled to
 work have found employment  in         
consequence of this improvement2 that   

has been the means of greatly  relieving
 our poor's rates4    ,has the same     
system been extended to the private     
roads in that  district8--,it has been  
adopted in some of the private roads of 
that  district1 and with the same       
beneficial effects4    ,can you state   
any particulars with regard to the      
necessity there has  been for carting   
additional materials for these          
roads8--,at present ,mr4  ,m,adam having
 lifted the roads1 has found more than  
sufficient material  for the support of 
those roads4    ,what have been the     
materials that have been used8--,the    
materials that  have been used are      
flints chiefly4    ,during the state of 
improvement of these roads1 have the    
tolls been  increased or reduced within 
your trust8--,at our last meeting1 we   
agreed1  that at the next letting1 the  
tolls should be reduced from ,may next1 
for  the benefit of agriculture in      
general2 and that where two shillings   
and  eight-pence is now paid1 they will 

have now to pay one shilling2 that  with
 relation to the agricultural interest1 
will be a reduction of  twenty five     
pounds per mile4    ,within your own    
personal observation1 have you known any
 other instance  in which a road has    
been formed upon the same principles as 
those  adopted by ,mr4 ,m,adam8--,i had 
an opportunity of observing in ,sweden  
that  the roads were more beautiful than
 any ,i ever beheld2 they are formed in 
the same manner as by ,mr4 ,m,adam1 the 
materials broken extremely small4  ,the 
material is the best in the world1 as it
 is rocks of ,granite2 and so  well do  
they understand the necessity of        
breaking them small1 that you  never    
behold throughout ,sweden1 a fragment of
 granite larger than the  size of a     
walnut1 for the purposes of the roads4  
,what is the shape of these roads8--,to 
the eye they appear perfectly flat2  but
 upon trial by the spirit level1 there  
is a slight degree of  convexity4       
,william ,dowdeswell1 ,esquire1 called  

in2 and ,examined4    ,you are a        
commissioner upon the ,epsom trust8--,i 
am4    ,how long have you been a        
commissioner8--,about four or five      
years4    ,have you had any opportunity 
of observing the comparative state of   
the  roads since they were put under the
 care of ,mr4 ,m,adam1 compared with    
that in which they were before8--,they  
were very bad when first put under  ,mr4
 ,m,adam's care2 they are now1 ,i think1
 very good4    ,do you attribute this to
 the improved system of                 
management8--,totally4    ,can you      
confirm the evidence that has been      
already given relative to the  expenses 
of repairing the roads previously to    
that time and since8--,from  the        
statement made to me by the former      
surveyor1 and from ,mr4 ,m,adam's       
statement1 ,i believe the statements    
delivered in to you are perfectly       
correct4 ,considering the advantage     
which the public has derived from ,mr4  
,m,adam's system1 ,i have adopted the   

same upon the parish roads4 ,i  offered 
myself to the parish as their surveyor1 
for the purpose of  carrying that system
 into execution4 ,i have found          
employment for all  persons who wanted  
employment upon the parish roads1       
assisted  occasionally by persons going 
to the public roads under ,mr4 ,m,adam4 
,how long have you adopted this system  
upon the private roads8--,ever since    
,october last4    ,from that period the 
whole of the poor have been employed    
upon the  parish roads8--,from that     
period the whole of the poor that wanted
  employment1 have been employed upon   
the parish roads1 or upon the public    
roads under ,mr4 ,m,adam4    ,have those
 persons been employed by you1 by       
piece-work or by  day-work8--,the roads 
were in such a state1 and as ,i wanted  
knowledge to  employ by piece-work1 ,i  
have been compelled to employ them by   
day-work4    ,from your experience are  
you of opinion that these private roads1
 made  upon the new system which has    

been adopted1 can be kept in good repair
  at a less expense than they formerly  
cost in their bad state8--,at a very    
considerable less expense than formerly4
                              ,martis1  
#bc die ,martii1 #ahai4                 
,mr4 ,benjamin ,farey1 called in2 and   
,examined4    ,you are1 ,i believe1 the 
surveyor of the ,whitechapel road8--,i  
am4    ,how long have you been in that  
office8--,nine years4    ,in what       
situation did you find the road1 at the 
time of your undertaking  the           
management8--,i found the ,whitechapel  
road in a dreadful state1 partly  from  
the neglect of the surveyor1 in laying  
on foul and improper  materials4 ,in the
 autumn of #ahji1 it was almost         
impassable4    ,gravel is the only      
material you have in that               
neighbourhood8--,gravel is  the only    
material we find1 on or near the spot4  
,is the traffic upon the ,whitechapel   
road so great as to render it           
impossible to preserve it in good order 

with the present materials8--,it  is    
impossible to preserve it in good order 
at all times1 with the  present         
materials2 it is past the art of man4   
,do you consider the traffic upon that  
road1 as greater than upon any  other   
road out of ,london8--,i believe it is a
 heavier traffic2 there are  not so many
 light carriages1 as on some other      
roads4    ,what species of carriages do 
you consider do the most injury to your 
road8--,the carriages that do the most  
injury1 are those with the widest       
wheels4    ,in what way do you consider 
that they injure the road8--,by their   
great  weights destroying the materials4
    ,are the carriages you allude to1   
exempt from the payment of tolls8--,they
  pay much less tolls4 ,the pressure1 or
 crushing of materials by the wide      
wheels1 is owing to the wheels not      
running flat4    ,being of a conical    
shape8--,being of a barrelled and       
conical shape1 and  the middle tire     
projecting above the others1 with rough 

nails4    ,do you consider1 that if     
those wheels were made of a cylindrical 
or flat  shape1 it would be good policy 
to grant them any exemption from        
tolls8--,they would be less injurious   
for being cylindrical2 but whenever  the
 road was at all out of the level1 and  
the weight came on one edge of  the     
wheel1 the road would be destroyed      
there4    ,upon the whole1 is it your   
opinion that there are any circumstances
  which justify an exemption from toll1 
on account of the breadth of the        
wheels8--,i do not see any at all1 for  
,i think they are injurious in every    
sense1 on account of the great weights  
they carry4    ,do you consider that    
injury is done to the roads1 in         
consequence of the  use of single shafts
 in waggons8--,very great4    ,in what  
way8--,in consequence of single shafts1 
the horses follow in one  track1 in the 
centre of the carriage2 and the wheels  
also follow each  other in other tracks1
 and cut ruts3 if there were double     

shafts1 they  would naturally avoid     
former wheel-tracks1 which would be less
 injurious  to the road4    ,do you     
consider it therefore desirable to give 
encouragement to double  shafts8--,i do4
    ,do you consider the watering of    
that road in any way injurious8--,i     
consider that watering that road in     
summer1 is very injurious4    ,in what  
respect8--,the water separates the      
stones1 owing to the softening  of the  
loam1 and makes the road spongy and     
loose4    ,at what periods do you       
consider it injurious to water the road 
for  laying the dust8--,before ,may and 
after ,august4    ,have you not a       
practice of sometimes watering in       
winter1 when there is  no dust8--,after 
the most careful sifting of the gravel1 
a small quantity  of loamy dirt will    
unavoidably still adhere to the stones1 
and this  loam1 together with a         
glutinous matter which accumulates in   
the summer  from the dung and urine of  
the cattle 7which accumulation the      

summer  watering has a tendency to      
increase7 occasions the wheels to stick 
to  the materials1 in certain states of 
the road1 in spring and autumn1 when  it
 is between wet and dry1 particularly in
 heavy foggy weather1 and  after a      
frost2 by which sticking of the wheels1 
the ,whitechapel road is  often1 in a   
short time1 dreadfully torn and loosened
 up2 and it is for  remedying this evil1
 that ,i have1 for more than eight years
 past1  occasionally watered the road in
 winter4 ,as soon as the sticking and   
tearing up of the materials is observed 
to have commenced1 several  water-carts 
are employed upon these parts of the    
road1 to wet the loamy  and glutinous   
matters so much1 that they will no      
longer adhere to the  tire of the       
wheels1 and to allow the wheels and feet
 of the horses to  force down and again 
fasten the gravel stones2 the traffic1  
in the  course of four to twenty-four   
hours after watering1 forms such a      
sludge  on the surface1 as can be easily

 raked off by wooden scrapers1 which is 
performed as quickly as possible2 after 
which the road is hard and  smooth1 the 
advantages of this practice of          
occasional winter watering  have been   
great2 and it might1 ,i am of opinion1  
be adopted with like  advantages on the 
other entrances into ,london1 or        
wherever else the  traffic is great1 and
 the gravel stones are at times observed
 to be torn  up by the sticking of the  
wheels4    ,in what state of the road   
are you in the habit of laying on fresh 
materials8--,i prefer laying on         
materials immediately after the road has
  had a scraping1 in consequence of     
there being upon the surface of the     
road a small quantity of dirty matter   
and broken gravel1 which then form  a   
sort of cement for the gravel to fix in4
    ,you consider it advantageous to lay
 on the materials when the road is      
wet8--,i do1 because the gravel adheres 
closer4    ,considering the very great  
traffic upon the ,whitechapel road1 is  

it your  opinion that it would be       
advantageous to pave any part of that   
road8--,i  think it would be desirable  
to pave it1 within some feet of the     
footpath  more particularly4    ,what   
breadth from the sides of that road     
would you consider it desirable  to have
 paved8--,about eleven or twelve feet   
from the footpath4    ,you would        
consider it a desirable plan to pave the
 sides of that road in  preference to   
the centre8--,certainly4    ,for what   
reasons8--,if the centre was paved1 the 
light carriages would be  very much     
annoyed2 when the gravel road was good  
on the sides1 the heavy  carriages would
 go there1 and the light carriages would
 be driven on the  stones from the sides
 again2 if the centre was paved the     
carters would  be obliged to walk on    
that road to manage their horses1 and   
would be  considerably annoyed by       
carriages1 horsemen1 c4 passing3 but if 
the  sides of that road were paved1 the 
carters would be enabled to walk on  the

 footpath and to manage their horses    
without annoyance4    ,what is the shape
 of road which1 from your experience1   
you would give  the preference to8--,i  
would have the road barrelled1 and made 
so as that  it would convey off the     
water in the severe weather in winter1  
when the  roads are generally bad4      
,which do you give the preference to1 a 
road with a flat surface1 or one  that  
gradually declines from the centre8--,i 
think a road which gradually  declines  
from the centre is by far the most      
preferable1 decidedly so4    ,what is   
the degree of the declivity or fall     
which you would recommend as  the most  
desirable8--,i have paid particular     
attention to the ,whitechapel  road1    
where it is of the width of #ee feet1   
and the fall from the centre  to the    
sides is #ab inches2 but to attain this 
shape1 when the road is  worn down1 when
 first covered with gravel1 there should
 be a fall not  exceeding from #af to   
#ah inches from the centre to the sides4

 ,the  witness delivered in a cross     
section of the road4    ,is it your     
opinion that any parliamentary          
regulation with regard to  stage coaches
 is necessary for preventing injury to  
the road8--,none4    ,you think it      
desirable that they should remain as at 
present8--,yes4    ,what is the state of
 the ,whitechapel road now1 as compared 
with what it  was some years            
ago8--,during the greater part of the   
year1 it is now one  of the most        
pleasant roads out of ,london to travel 
upon2 but from the  gravel being small  
and brittle1 it is soon worn down1 by   
the great  number of heavy weights      
passing on it4 ,with the small gravel we
 have in  the neighbourhood of          
,whitechapel1 the road at times breaks  
up1 and  becomes in a bad state2 but by 
the application of water1 to stop the   
sticking of the wheels1 and separate the
 sludge1 in two days they are  found in 
a good state again4    ,have you any    
other suggestion to make to the         

,committee for the  improvement of that 
road1 or of roads in general8--,on that 
road1 very  great improvement might be  
made1 in not allowing the wide wheels to
 pass  by paying so little toll1 or to  
carry so great weights as at present2 if
  the narrow-wheeled waggons were to use
 double shafts1 they would be less      
injurious to the roads3 even with       
narrow-wheeled carts1 if the two        
fore-horses were double1 the shafts not 
being in their track1 it would  be less 
injurious to the roads4                 
,john ,farey1 ,esquire1 called in2 and  
,examined4    ,what is your             
profession8--,i am a mineral surveyor   
and engineer4    ,have you turned your  
attention to the state of the roads in  
the  different districts of the         
kingdom8--,i have1 very particularly4   
,can you furnish the ,committee with any
 information with regard to the  state  
of those roads1 as compared with former 
years8--,i can2 ,i have  particularly   
attended to that subject2 more          

especially in the time of  the late duke
 of ,bedford1 for whom ,i was an agent4 
,i have since been  employed in nearly  
every part of ,england and ,wales1 and  
also in  ,scotland3 and ,i have         
statements by me of the various         
observations ,i have  made4    ,you have
 been employed under the late duke of   
,bedford1 in the  improvement of the    
roads in the neighbourhood of           
,woburn8--,in the  management of his    
roads in ,bedfordshire1 and of all his  
rural works4    ,describe what          
improvement of the main road has taken  
place under your  direction1 in         
,woburn8--,the whole of the line of the 
road through ,woburn1  except about     
three hundred yards in different places1
 is on a very  strong alluvial clay3 the
 road passes over naked sand1 only for  
three  hundred yards2 this road had been
 rendered so sandy and so bad1 entirely 
by bringing soft sand-stone out of      
,buckinghamshire1 at three miles        
carriage1 upon the average1 in ,woburn1 

and some of that stone was  brought     
almost to the end of ,hockliff ,town1   
where the best gravel  abounds4 ,it     
appeared1 from the remains of a number  
of gravel pits1 that  there had been    
formerly a great deal of gravel dug in  
,woburn2 this  circumstance ,i mentioned
 to the duke of ,bedford1 and he desired
 search  to be made2 and it was         
ascertained that ,woburn might furnish  
gravel  enough1 adequate to any purpose4
 ,in consequence of which1 his ,grace   
directed1 when the labourers were much  
in want of employment1 that the  poor   
persons should be employed in preparing 
a great quantity of gravel  for the     
purposes of this turnpike road4 ,i      
undertook to direct the taking  of this 
gravel out1 and to level the siftings   
and dirt in a uniform  manner1 and lay  
all the soil again upon the top2 by     
which means the land  was in no degree  
injured1 but1 in fact1 considerably     
benefited1 by being  loosened to that   
depth4 ,a great many hundreds of cubic  

yards of  clean-sifted and picked gravel
 were prepared in numerous square       
stacks1  and the trustees at a meeting1 
or else their clerk1 were informed1 that
  this gravel his ,grace offered to the 
road at the mere cost of labour1        
without any thing for the gravel1 or the
 temporary damage to the  occupiers of  
the land4 ,after a long time of         
hesitation1 the trustees or  their clerk
 returned an answer1 that they did not  
like that mode1  alleging that their    
surveyor ought to be allowed to dig     
materials where  and how he liked1 and  
they would not have this gravel3 it lay 
there1  some of it for two or three     
years1 upon the land4 ,in that time a   
number  of private roads were making of 
his ,grace's1 and a good deal of it was 
used on these4 ,the main road became    
progressively worse and worse1 and  the 
post-office caused the parish to be     
indicted4 ,i was then surveyor1  and    
made an application to the trustees1    
stating the circumstances the  road was 

under3 that road-trust is thirteen miles
 in length1 two of  which1 or rather    
more1 are in the parish of ,woburn2     
there is a toll-gate  in the parish     
which the inhabitants are liable to all 
the toll of2 some  of them1 even in     
going and returning to and from their   
fields3 the  trustees had exacted very  
strictly the half of the statute duty1  
although the parish had1 ,i think1      
eleven miles of private roads to        
maintain4 ,i mention this circumstance  
to show there was no default on  the    
part of the parish2 and it was          
afterwards proved1 that they had done   
their duty2 the trustees merely laughed 
at the application1 and said1  that they
 had nothing to do with it3 we must     
repair the road1 and till  we did so1   
they would not lay out a farthing upon  
our road4 ,it happened1  very           
fortunately for the parish of ,woburn1  
that their act was very  nearly out1 and
 they applied for a new one2 the parish 
opposed it1  stating1 that the trustees 

had misapplied the tolls1 and praying1  
that  the part of the road1 through     
,woburn1 should be taken out of their   
management2 the act accordingly         
directed1 that two-thirteenths of the   
tolls should be paid over to the parish 
surveyors of ,woburn1 and the  trustees 
were not to call for any statute duty1  
or interfere in the  management of this 
part of the road2 in consequence of     
this1 the gravel  mentioned1 which      
remained1 and great quantities dug on   
purpose1 was used  upon the road1 in a  
sufficient quantity at once1 so as to   
admit of its  settling down together2   
for it wanted lining nine inches thick1 
or more1  and the road has since been   
perfectly good4                         
,jovis1 #be die ,martii1 #ahai4         
,john ,farey1 ,esquire1 called in2 and  
,examined1    ,in effecting the         
improvement of the ,woburn road1 did you
 make use of any  particular mode of    
applying the gravel8--,the gravel1      
before the time of  using it1 had been  

very clean-sifted1 and separated from   
the dirt and  sand2 the great stones had
 been picked out1 and such of the flints
 which  were of a long and irregular    
shape1 in order that they might be      
broken4  ,after laying the gravel upon  
the road men were daily employed to rake
  the gravel into the ruts1 and1 at the 
same time1 to carefully pick off  the   
surface any stones that were either soft
 or improperly shaped1 like  long       
flints1 or too large4    ,what is your  
opinion1 in regard to the form the most 
preferable for  turnpike roads8--,a     
small convexity in the middle4    ,will 
you state the fall1 in any given width  
of road1 that you would                 
prefer8--,referring to my brother1 ,mr4 
,benjamin ,farey's evidence1 ,i agree   
with him in wishing that the section    
which he produced1 might be  received by
 the ,committee1 as an answer to this   
question4    ,is there any particular   
circumstance1 in the formation of roads1
 more  particularly applicable to the   

immediate neighbourhood of ,london8--,in
 the  neighbourhood of ,london1 and of  
several other large towns1 the materials
  that are to be readily procured1 are  
of too tender and brittle a nature  to  
endure the wear of the heavy carriages2 
,i therefore am of opinion1  that it    
would be proper to pave the sides of all
 the principal entrances  into ,london2 
but not the middle1 as has been done on 
the ,commercial road  and ,borough      
,stones'-end road4 ,my reasons for      
preferring the sides being  paved are1  
that it is next to impossible to compel 
the carters to keep  upon the pavement  
in the middle of the road1 in too many  
instances2 the  fear of damage1 from the
 swift going carriages1 occasions them1 
either  to draw their carts close to the
 sides1 and walk upon the footpaths1 or 
what is worse to leave their horses in  
the middle1 beyond a train of           
carriages4 ,the sides being paved1 would
 enable one of those trains of          
carriages to enter ,london on one side  

of the road1 and go out of it on  the   
other1 without many occasions to turn   
out of their tracks3 which  keeping     
nearly to the same tracks1 upon a       
well-paved road1 would not be           
prejudicial2 but on a road formed of    
gravel is entirely ruinous4    ,do you  
consider that the plan of rolling the   
roads in the neighbourhood1  of ,london1
 might be advantageously                
introduced8--,the centre of the roads ,i
  should recommend to remain covered    
with clean-sifted and picked gravel1    
having as many as possible of its large1
 roundish and smooth stones  broken by  
means of a hammer before the time of    
laying it on the road1  and that an     
heavy iron roller1 of from four to five 
feet diameter1 and  not less1 might be  
advantageously used in the first        
settling down of  this gravel2 a small  
roller1 such as ,i believe to have been 
tried in the  neighbourhood of ,london1 
very heavily loaded on its top1 might   
have a  tendency to force the loose     

gravel before it so as not easily to be 
drawn or to mount on to the gravel      
driven before it without crushing the   
flints4 ,i will add1 ,i am of opinion1  
that a roller could not be  beneficially
 used upon a road at any other times but
 after new coating  it with gravel1 or  
after a frost or the sticking of        
materials to the  wheels may have       
loosened up the materials4    ,do you   
consider that the present regulations in
 regard to exemptions of  tolls to      
waggons with broad wheels1 are justified
 by sound policy8--,in my  opinion1     
those exemptions have wholly originated 
in mistaken principles1  and that no    
wheels wider than about six inches are  
now1 in fact1 used  upon the roads1     
owing to the general and gross          
deceptions which the  waggoners practise
 as to the breadth of surface that their
 wheels roll  on2 and that if by any    
more efficient regulations1 the users of
 broad  wheels were compelled to roll   
the breadths of surface1 which the laws 

contemplate1 all such wheels would be   
immediately disused1 from the  great    
additional force of draught which broad 
wheels occasion during the  average     
state of all the roads4    ,are you of  
opinion that any regulation by statute1 
for substituting  cylindrical for       
conical wheels1 would remedy that evil1 
or justify an  exemption from toll8--,as
 far as ,i have observed1 there are no  
conical  wheels in use3 all the wheels  
are rounding or barrelled1 and it is    
comparatively an immaterial circumstance
 whether they approach the form  of a   
cone or a cylinder1 while they remain so
 rounding or barrelled1  because their  
enormous loads roll on a very small     
portion of the surface  of all those    
broad wheels4 ,i think that six-inch    
cylindrical wheels1 or  under1 are the  
most practicable and useful1 provided   
the projecting  nails are most rigidly  
prohibited1 which ,i believe can never  
be done but  by a penalty per nail upon 
the wheelers who put in those nails1 and

 upon  the drivers of the carriages who 
used such roughly-nailed wheels4    ,are
 you of opinion that the penalties now  
fixed by law upon over-weights  are     
regulated upon good principles8--,i     
consider the whole system as to         
penalties upon over-weights generally   
bad2 the present regulations seem  to me
 framed upon mistaken principles1 and   
are the source of very great            
impositions4    ,in what manner might   
the penalties and tolls upon carts and  
waggons be  best fixed8--,it is not     
practicable very simply or in this way  
to state  any one scale that would be   
generally applicable for each breadth of
  wheels3 below six inches1 there should
 be a rate fixed1 which would  apply to 
ordinary or gate-tolls1 and at the      
weighing machines additional  tolls1    
which ,i will call machine-tolls1 should
 be levied upon all  carriages which    
exceeded the weight1 to be regulated in 
an increasing  scale for each breadth of
 wheel1 so as very greatly to           

discourage1 but  not ruinously to       
prohibit the occasional carrying of     
large weights upon  any wheels4    ,you 
are not1 then1 of opinion that it would 
be right to do away the  regulations    
altogether in respect to the weights1   
and apportion the  tolls only to the    
number of horses8--,by no means4    ,are
 you acquainted with any particular     
weighing machine1 which obviates  the   
common objection in regard to           
impositions by the machine-keepers8--,i 
am2 ,mr4 ,salmon1 of ,woburn1 many years
 ago1 contrived1 and had a patent       
7which has expired7 for a weighing      
machine1 intended to prevent            
impositions on the carters3 the machine 
being so contrived as to be  locked up  
from the machine-keeper1 and accessible 
only to the surveyor1  and so as to     
exhibit the exact weight by a revolving 
index1 like the  hands of a clock1 which
 are called clock-face indexes2 a great 
number of  these weighing machines have 
long been in use in the kingdom1 some in

  the immediate environs of ,london3 by 
looking at the index of which  machine1 
the carter1 or any passer by1 may see   
that the machine1 before  the carriage  
is drawn upon its weigh-bridge1 is in   
just balance2 and all  the time the     
carriage remains upon the weigh-bridge1 
the index exhibits  the weight1 so that 
the carter can take it down2 and at the 
same time  the dial-plate is made an    
abstract of the law1 by there being     
written  against each of the weights    
fixed1 the breadth of the carriage      
wheel1  and the season to which that    
weight is applicable at the commencement
 of  penalties for over-weights4    ,can
 you inform the ,committee of the       
expense of a machine of this            
description8--,i cannot2 but it is      
trifling1 compared with its advantages1 
and an index may be added to a machine  
upon the common principle1 using        
weights1 placed in a scale2 they may be 
applied to any good machine  already in 
use4    ,are you of opinion there exists

 any necessity for limiting the number  
of horses in carts and wagons1 upon     
roads where there are                   
weighing-machines8--,i am of opinion    
not2 and even doubt the propriety  of   
calculating the gate-toll by the number 
of horses which draw the  carriage4     
,upon private or parish roads1 where no 
machines are erected1  there seems1     
however1 no other mode of regulating or 
preventing  excessive loads being       
carried1 to the ruin of the roads1 than 
limiting  the number of horses2 but in  
case of the practice becoming general1  
which already prevails in many of the   
towns in the middle of ,england1  of    
there being a weighing-machine1 kept by 
a cottager1 at all the  principal       
entrances at the town1 at which he is   
authorized 7by the  local magistrates1  
,i believe17 to collect a small toll for
 each  weighing1 for those who          
voluntarily apply to him1 by which means
 all  loads passing into and out of such
 towns1 may be1 and the greater part  of

 them are now1 weighed2 and if this were
 adopted in the environs of  ,london1   
7with the addition of a yard and a      
warehouse1 where a carter  who has      
inadvertently taken up too large a load1
 either of dung1  furniture1 or other   
articles1 of the weights of which he    
could not be  accurately informed1 may  
learn the same2 and where1 upon the     
result of  this weighing1 if it should  
be discovered that he had much too large
 a  load1 he could there throw off and  
deposit a part of it1 either to  abandon
 it if of small value like dung1 or to  
take it up from the  warehouse1 at a    
future time17 these entrance            
weighing-machines would  remove the only
 valid objection to weighing the loads  
of manure going  out of ,london1 by     
which the roads are at present more cut 
up and  destroyed1 than by any other    
description of carriages4    ,will you  
have the goodness to state the principle
 upon which you prefer  that the tolls  
should be regulated entirely by weights 

and breadth of  wheels1 without regard  
to the number of horses                 
drawing8--,because nothing  can be more 
vague or unsatisfactory1 than the latter
 mode of defining  weights1 or          
preventing the carrying of excessive    
loads1 because horses  are of such very 
different degrees of size1 condition and
 strength1 and  the humanity or         
otherwise of their drivers are so very  
different2 but  more on account of the  
very great inequality of the different  
roads of  the kingdom1 which this       
general regulation is now made to apply 
to1 as  to the number and steepness of  
the hills3 the precautions that have    
been  used1 of setting up posts upon the
 tops and bottoms of those steeps1 to   
define where extra horses may be used1  
are entirely become useless1            
comparatively1 none of the hills now    
remain1 to any length1 with so  great a 
degree of steepness1 as to cause it to  
be worth any one's while  to keep horses
 stationed there1 for the purpose of    

assisting heavy  carriages up those     
hills for hire2 still less has it       
occurred that any  waggoner has spare   
horses following his waggon1 for which  
he must pay  tolls1 in order to avail   
himself of this useless permission1 to  
use any  number of horses up the steep  
hills4    ,are you of opinion that      
stage-coaches require1 or would admit of
 any  regulation with respect to their  
wheels or weights8--,i am clearly of    
opinion1 that they would not2 for in    
travelling1 when it has happened  that  
,i could not get a seat on the front of 
the coach1 ,i have1 through  many long  
days1 carefully attended to the         
impression made by the wheels  of the   
carriages upon which ,i have been       
travelling 7when they have been  among  
the heaviest loaded coaches7 and have   
compared these impressions  with those  
of the carts and waggons1 particularly  
broad-wheeled ones1  which we met2 from 
which observations1 and other more      
particular ones1 ,i  am of opinion1 that

 the injury done to the roads by the    
coaches1  compared with their utility   
and the tolls they pay1 is not such as  
to  justify any legal restraint on their
 wheels or weights4    ,are you of      
opinion1 that it would be attended with 
any advantage to the  roads1 to         
encourage1 by any regulation or         
exemption from tolls1 the use  of       
carriages1 varying the length of their  
axles1 so as to prevent their  running  
in the same tracks8--,i am of opinion it
 would be very beneficial1  and have    
particularly so stated to the ,board of 
,agriculture1 with an  example of the   
tolls over a new road1 which are so     
regulated in  ,derbyshire3 in addition  
to which1 some inducement in the        
abatement of  tolls1 might be made to   
those carriages1 which now generally use
 single  shafts like the farmers' carts 
and waggons1 on their adopting double   
shafts1 so that all their horses may    
draw in pairs2 this being  applicable   
even to three-horse carts1 as far as    

concerns the two  foremost4             
,stage-coaches1 for the reasons here    
alluded to1 as they do all  draw in     
pairs1 and very seldom follow in any    
previous and deep rut1 do  far less     
damage to the roads than otherwise would
 happen2 their springs  also1 and       
swiftness of motion1 contributing1 very 
materially1 to  lessening their wear of 
the road4    ,are you of opinion that   
any advantage would be derived from the 
general  commutation of statute         
duty8--,i have long been of opinion that
 the whole  principle of statute duty1  
as now regulated1 is erroneous2 labour  
in  kind should entirely cease3 and the 
surveyor collect a more equable rate  on
 all property in his township2 the      
present regulations for calling out  the
 teams and making of a road rate1 are so
 complicated1 as to be above  the       
capacity of the majority of parish      
surveyors1 who in most or all  instances
 collect the rates for the turnpike     
roads as well as the  private roads4    

,will you state your opinion of the     
statute labour1 as it particularly      
applies to turnpike roads8--,in all the 
local road acts which ,i have  examined1
 one half of the statute duty of each   
township is apportioned  to each toll   
road which passes through any part or   
corner of that  township1 which in      
innumerable instances1 is very highly   
prejudicial2 a  due proportion of the   
fair road rate1 as already mentioned1   
should be  payable to each toll road1   
where there are more than one in the    
township1 in proportion 7or nearly so1  
as the quarter sessions might  order7 to
 all the lengths of all the roads within
 the township which it  contributes to  
repair4    ,from your observation of the
 different roads throughout the kingdom1
 do  you think that important advantages
 would be derived from their being      
placed under skilful surveyors1 acting  
for large districts8--,at present1  the 
separate trusts are so exceedingly      
different in extent1 many of them       

extending only three1 four and five     
miles1 while others have fifty or a     
hundred miles of road under their       
trusts1 that it seems impracticable1  in
 many trusts1 to employ a very skilful  
and competent surveyor1 on  account of  
the great and unnecessary expense that  
would be incurred on  the short lengths 
of road2 but if the legislature should  
see it right to  enact the appointment  
of thoroughly competent district        
surveyors1 who  might have the          
superintendence and control1 to a       
defined extent1 over  the officers of   
the local trustees of turnpike roads1 as
 well as over  the surveyors of the     
parish roads within their districts1 the
 most  important advantages would       
result4    ,do you not think great      
inconvenience arises from the great     
numbers  generally found forming        
commissioners of turnpike trusts8--,from
 my own  experience1 ,i cannot say that 
,i have seen any evil from the great    
number  of trustees1 on the contrary1   

the greatest mismanagement that ,i have 
seen in any roads1 has arisen from the  
clergymen of the districts being  almost
 the only acting trustees2 the greatest 
and most active land  owners frequently 
having no share in such trusts3 the late
 duke of  ,bedford1 for instance1 not   
being a trustee in the vicinity of      
,woburn for  many years after he took an
 active part in improving the district4 
,james ,walker1 ,esq4 called in2 and    
,examined4    ,you are a civil          
engineer8--,i am4    ,in the course of  
your experience have you turned your    
attention to the  making and repairing  
of roads8--,i have been employed in the 
making and  repairing of several roads1 
and the regulation of others4    ,in    
what part of the kingdom have you been  
employed1 and what  observations have   
occurred to you upon this subject8--,the
 whole of the  works executed under the 
,commercial ,road1 the ,east ,india     
,road1 the  ,barking ,road1 and the     
,tilbury ,road ,acts1 have been under my

 direction1  as well as the roads made  
under the ,bridge and ,dock ,companies1 
for which  ,i have been engineer4 ,the  
,commercial ,road1 which is between the 
,west  ,india ,docks and ,london is     
referred to in the report of a former   
,committee on highways1 as particularly 
well fitted for heavy traffic2  that    
road is seventy feet wide1 and is       
divided into two footways1 each  ten    
feet1 and a carriage road fifty feet    
wide1 of which twenty feet in  the      
middle is paved with granite4 ,i have a 
section of the form of this  road 7,no4 
#a1 in the annexed plan47 ,the ,east    
,india ,dock branch of the  ,commercial 
,road is also seventy feet wide1 ten    
feet of which is paved  with granite4 ,i
 have prepared also a section of that   
road 7,no4 #b1 in the  plan47 ,the      
traffic upon the ,commercial ,road1 both
 up and down1 is very  great1 and       
necessarily required a width of paving  
sufficient for two  carriages to pass   
upon it4 ,i am quite sure that the      

expense of this road  would have been   
very much greater1 probably much more   
than doubled if it  had not been paved1 
and that the carriage of goods would    
also here been  much more expensive2    
indeed it would have been next to       
impossible to  have carried the present 
loads upon a gravelled road4 ,the road  
has been  paved for about sixteen years1
 and the expense of supporting it has   
been  small1 although the stage-coaches 
generally1 as well as almost all the    
carts and waggons1 go upon it2 while the
 expense of the gravelled part  has been
 comparatively great4 ,during the       
thirteen years that the ,east  ,india   
,dock branch has been paved1 the paving 
has not cost #bjl4 in  repairs1 although
 the waggons1 each weighing about five  
tons1 with the  whole of the ,east      
,india produce1 which is brought from   
the docks by  land1 have passed all that
 time in one track upon it1 and a great 
deal  of heavy country traffic for the  
last eight years1 when a communication  

was formed with the county of ,essex4   
,the advantage of paving part of a  road
 where the traffic is great1 and the    
materials of making roads bad  or       
expensive1 is not confined to improving 
the conveyance for heavy  goods and     
reducing the horses' labour2 but as the 
paving is always  preferred for heavy   
carriages1 the sides of a road are left 
for light  carriages1 and are kept in   
much better repair than otherwise they  
could  possibly be4 ,it is not1 ,i am   
sure1 overstating the advantage of the  
paving1 but rather otherwise1 to say1   
that taking the year through1 two       
horses will do more work1 with the same 
labour to themselves1 upon a  paved road
 than three upon a good gravelled road1 
if the traffic upon  the gravelled road 
is at all considerable1 and if the      
effect of this1 in  point of expense1 is
 brought into figures1 the saving of the
 expense of  carriage will be found to  
be very great when compared with the    
cost of  the paving4 ,if the annual     

tonnage upon the ,commercial ,road is   
taken at  #bej1jjj tons1 and at the rate
 of only #cs4 per ton from the ,docks1  
it  could not upon a gravelled road be  
done under #ds4 #f;d4 say however  #ds4 
or #as4 per ton difference1 making a    
saving of #ab1ejjl41 or  nearly the     
whole expense of the paving in one year4
 ,i think ,i am under  the mark in all  
these figures1 and ,i am convinced      
therefore that the  introduction of     
paving would1 in many cases1 be         
productive of great  advantage1 by      
improving the gravel road1 reducing the 
expense of  repairs1 and causing a      
saving of horses' labour much beyond    
what there  is1 ,i believe1 any idea of4
 ,the expense of a ton of ,aberdeen     
granite  paving-stones laid in ,london1 
or in any similar situation1 including  
laying1 and every expense1 is about     
#bes42 the cost of the same weight  of  
gravel is from #cs4 #f;d4 to #es4 ,the  
cost of granite paving1 #i  inches deep1
 is from #hs4 #f;d4 to #ajs4 #f;d4 per  

superficial yard1  or from #gejl4 to    
#ibjl4 per mile for every yard in width4
 ,guernsey  granite is harder and more  
durable than ,aberdeen granite1 but is  
more  expensive by about #aj per cent4  
and ,i think is this much better4 ,some 
stone of very good quality from near    
,greenock1 has been used lately upon    
the ,commercial ,road1 it is cheaper    
than ,aberdeen1 and appears to be very  
durable4 ,the requisites for forming a  
good paving are to have the stones      
properly squared and shaped1 not as     
wedges1 but nearly as rectangular       
prisms2 to sort them into classes       
according to their sizes1 so as to      
prevent unequal sinking1 which is always
 the effect of stones1 or rows  of      
stones1 of unequal sizes being mixed    
together2 to have a foundation  properly
 consolidated before the road is begun  
to be paved1 and to have  the stones    
laid with a close joint1 the courses    
being kept at right  angles from the    
direction of the sides1 and in perfectly

 straight lines1  the joints carefully  
broken1 that is1 so that the joint      
between two  stones in any one course   
shall not be in a line with1 or opposite
 to a  joint in any of the two courses  
adjoining4 ,after the stones are laid   
they are to be well rammed1 and such of 
the stones as appear to ram  loose1     
should be taken out and replaced by     
others2 after this the joints  are to be
 filled with fine gravel1 and if it can 
be done conveniently1  the stability of 
the work will be increased by well      
watering at night  the part that has    
been done during the day1 and ramming it
 over again  next morning4 ,the surface 
of the pavement is then to be covered   
with an  inch or so of fine gravel1 that
 the joints may be always kept full1 and
  that the wheels may not come in       
contact with the stones while they are  
at all loose in their places4 ,attention
 to these points will very much         
increase both the smoothness and        
durability of the paving4 ,i have found 

great advantage from filling up1 or1 as 
it is called1 grouting the  joints with 
lime-water1 which finds its way into the
 gravel between and  under the stones1  
and forms the whole into a solid        
concreted mass4 ,the  purpose served by 
the lime might also be effectually      
answered by mixing  a little of the     
borings or chippings of iron1 or small  
scraps of iron  hoop1 with the gravel   
used in filling up the joints of the    
paving4 ,the  water would very soon     
create1 an oxide of iron1 and form the  
gravel into  a species of rock4 ,i have 
seen a piece of rusty hoop taken from   
under  water1 to which the gravel had so
 connected itself1 for four or five     
inches round the hoop1 as not to be     
separated without a smart blow of a     
hammer4 ,and the cast-iron pipes which  
are laid in moist gravel soon  exhibit  
the same tendency4    ,it has occurred  
to me1 as ,i stated to the chairman of  
this honourable  ,committee some weeks  
since1 that considerable improvement    

would be found  from paving the sides of
 a road1 upon which the heavy traffic is
 great1  in both directions1 and leaving
 the middle for light carriages1 the    
carmen walking upon the footpaths or    
sides of the road1 would then be  close 
to their horses1 without interrupting1  
or being in danger of  accidents from   
light carriages1 which is the case when 
they are driving  upon the middle of the
 road2 and the unpaved part being in the
 middle or  highest part of the road1   
would be more easily kept in good       
repair4 ,i  have prepared a section of a
 road formed in this way 7,no4 #c in the
  plan71 but unless the heavy traffic in
 both directions is great1 one  width   
7say ten or twelve feet1 if very well   
paved17 will be found  sufficient2 and  
in this case1 ,i think the paving ought 
to be in the  middle of the road4 ,the  
width of many of the present roads is1  
besides1  such1 that ten or twelve feet 
can be spared for paving1 while twice   
that  width would leave too little for  

the gravelled part4 ,although the first 
cost of paving is so great1 ,i do not   
think that any other plan can be        
adopted to good and so cheap in those   
places where the materials got in  the  
neighbourhood are not sufficient for    
supporting the roads4 ,a coating  of    
whinstone is1 for instance1 more durable
 than the gravel with which  the roads  
round ,london are made and repaired2 but
 much less so than  paving2 although the
 freight and carriage of the whinstone1 
and of the  paving-stones1 which form   
the principal items of the expense1 are 
nearly  the same4 ,scotch whinstone1 or 
the granite rubble 7that is1 rough      
chippings of granite17 could not1 ,i    
should think1 be delivered into  barges 
in the river1 at less than from #ads4 to
 #aes4 per ton1 the  freight alone being
 from #aas4 to #abs41 while the price of
 ,aberdeen  granite1 in the same        
situation1 is only from #ais4 to #bas4  
and #bbs4  ,maidstone ragstone in the   
rubble state1 costs about #gs4 per ton3 

it is  a limestone1 and much less       
durable than the whin4 ,the carriage    
from the  river to the road1 of all     
these1 is of course the same4 ,flint1   
again1 is  so much less durable than    
whin1 that it will not bear the expense 
of  carriage 7which may be taken at from
 #as4 #f;d4 to #bs4 per ton per  mile7  
from any distance1 to make it preferable
 to the gravel1 or paving1  in point of 
cost1 for the roads near ,london4 ,a    
double iron rail-road1 to  suit the     
,london waggons1 which some have        
recommended1 would cost about  #d1ejjl4 
per mile1 and would be fitted for       
waggons only of one precise  width1 and 
for waggons or heavy carts only2 while1 
from the difficulty  of crossing it1 it 
would form rather an obstacle to light  
carriages4  ,blocks of ,aberdeen        
granite1 twelve inches wide and fifteen 
inches deep1  laid in the way of the    
wheels 7as recommended by others17 would
 be  nearly as expensive2 and the eight 
joints1 which would be formed between   

the stone and the gravel1 by four rows  
of stone1 would be found  extremely     
troublesome and inconvenient4 ,both     
these substitutes for  paving1          
therefore1 though equally expensive as  
paving1 have peculiar  disadvantages2   
and they have this besides1 which is    
common to them both1  that they make no 
provision for preventing the great wear 
upon gravelled  roads1 which is caused  
by the horses' feet1 particularly if 7as
 is the  case in a rail-road7 they are  
confined in one track4    ,attention in 
the forming and repairing of roads1 will
 in all cases do  much to compensate for
 the inferiority of the material used   
for that  purpose1 of which the         
improvements in the general state of the
 highways  within the last twenty years 
affords the best proof4 ,to form the    
road  upon a good foundation1 and to    
keep the surface clear of water after it
  is formed1 are the two most essential 
points towards having the best  roads   
possible1 upon a given country1 and with

 given materials4 ,for  obtaining the   
first of these objects1 it is essential 
that the line for  the road be taken so 
that the foundation can be kept dry     
either by  avoiding low ground by       
raising the surface of the road above   
the level  of the ground on each side of
 it1 or by drawing off the water by     
means  of side drains4 ,the other       
object1 viz4 that of clearing the road  
of  water1 is best secured by selecting 
a course for the road which is not      
horizontally level1 so that the surface 
of the road may in its  longitudinal    
section1 form in some degree an inclined
 plane2 and when  this cannot be        
obtained1 owing to the extreme flatness 
of the country1  an artificial          
inclination may generally be made4 ,when
 a road is so  formed1 every wheel-track
 that is made1 being in the line of the 
inclination1 becomes a channel for      
carrying off the water1 much more       
effectually than can be done by a       
curvature in the cross section or rise  

in the middle of the road1 without the  
danger1 or other disadvantages  which   
necessarily attend the rounding a road  
much in the middle4 ,i  consider a fall 
of about one inch and a half in ten     
feet1 to be a  minimum in this case1 if 
it is attainable without a great deal of
 extra  expense4 ,it is in the knowledge
 of the above points1 and of the        
application of them in practice1 that   
what may be called the science of       
road-making consists1 as the            
observations apply in every case4 ,when 
a  road is to be formed1 accurate       
sections of the rises and falls of the  
ground should always be taken1 in the   
same way as is done for a canal1  before
 the line is determined1 or the levels  
of the road fixed upon1 and  when the   
course and levels of the road are laid  
down1 the derail of the  work ought to  
be particularly explained by a          
specification and plan1  describing the 
manner in which each particular length  
is to be formed  and completed4    ,the 

quantity of materials necessary to form 
the road depends so much  upon the soil 
and the nature of the materials         
themselves1 that it is  impossible to   
lay down any general rules for them4    
,the thickness ought  to be such that   
the greatest weight will not affect more
 than the  surface of the shell1 and it 
is for this purpose chiefly1 that       
thickness  is required1 in order to     
spread the weight which comes upon a    
small part  only of the road over a     
large portion of the foundation4 ,when  
the ground  is very soft1 trees1 bavins 
or bushes1 are applied to answer the    
same  purpose1 and to carry off the     
water previous to the materials of the  
road being so consolidated as to form a 
solid body1 and to be impervious  to    
water4 ,bushes are1 however1 not        
advisable to be used1 unless they are   
so low as always to be completely moist4
 ,when they are dry and excluded  from  
the air they decay in a very few years1 
and produce a sinking in  place of      

preserving the road2 a thickness of     
chalk is useful for the  same purpose in
 cases where bushes are improper1 the   
chalk mixing with  the gravel or stones 
becomes concreted1 and presents a larger
 surface to  the pressure4 ,if the      
material for making the roads is gravel1
 the common  way is to lay it as it     
comes from the pit1 excepting the upper 
foot1 or  #ah inches or so1 which is    
screened2 but if whin or other stone is 
to be  used1 the size of the pieces into
 which it is broken should decrease as  
we approach the surface1 the superficial
 coating not exceeding a cube  from #a  
inch to #a inch4 ,if the foundation is  
bad1 breaking the bottom  stone into    
small pieces is expensive and injurious1
 upon the principle ,i  have above      
described1 and also for the same reason 
that an arch formed  of whole bricks or 
of deep stones is to be preferred to one
 of the same  materials broken into     
smaller pieces1 for in some counties the
 materials  will admit of the foundation

 of the road being considered as of the 
nature of a flat arch1 as well as of    
being supported by the strata  directly 
under it3 but the error in laying the   
stone in large pieces  upon the surface 
is more common and more injurious4 ,in  
all cases1  whether the material is     
gravel or hard stone1 the interstices   
between  the pieces should be filled up 
solid with smaller pieces1 and the      
finishing made by a thin covering of    
very small pieces1 or road-sand or      
rubbish1 for those interstices must be  
filled up before the road becomes       
solid1 either in this way or by a       
portion of the materials of the road    
being ground down1 which last mode      
occasions a waste of the material1  and 
keeps the road unnecessarily heavy and  
loose4 ,this observation  applies to the
 repairing as well as the original      
making of roads1 and  the effect of this
 covering1 or as it is called in the    
country1 blinding  the loose stones1 is 
so evident1 that ,i have often wondered 

to see so  little attention paid to it4 
,if the material is soft1 as some       
limestone1  this is less necessary1 and 
the quantity ought never to be more than
 is  just sufficient for the purpose ,i 
have described4 ,in the original making 
or effectually repairing of a road1 it  
is1 ,i think1 best that the whole  of   
the proposed thickness be laid on at    
once1 for the sake of the road  as well 
as of the traveller2 the materials of   
the road then form a more  solid compact
 mass than when they are laid in thin   
strata1 at different  times1 for the    
same reason that a deep arch of uniform 
materials is  preferable to a number of 
separate rings4 ,though ,i state that an
  inclination in the longitudinal       
section of the road is always desirable 
for the purpose of clearing it of water1
 ,i am not of the opinion of  those who 
recommend the road to be made and kept  
flat or level in its  cross section4    
,the variety of opinions and practice   
upon this point are  very great2 both   

extremes appear to me to be bad4 ,a road
 much rounded is  dangerous1            
particularly if the cross section       
approaches towards the  segment of a    
circle1 the slope in the case not being 
uniform1 but  increasing rapidly from   
the nature of the curve1 as we depart   
from the  middle or vertical line4 ,the 
over rounding of roads is also injurious
 to  them1 by either confining the heavy
 carriages to one track in the crown  of
 the road1 or if they go upon the sides1
 by the great wear they  produce1 from  
their constant tendency to move down the
 inclined plane1  owing to the angle    
which the surface of the road and the   
line of gravity  of the load form with  
each other1 and as this tendency is     
perpendicular  to the line of draught1  
the labour of the horse and the wear of 
the  carriage wheels1 are both much     
increased by it4    ,it is not          
altogether foreign to the subject to    
notice here1 the error of  forming the  
inclination of the roadway upon bridges1

 in the direction of  their length1 or  
across the river1 from a section of a   
curve for the  whole length1 rather than
 from two lines joined together by a    
curve1 as  ,i have recommended for the  
cross section of a road4 ,it is to this 
cause  that the very heavy pull is      
owing1 which must have been noticed in  
just  getting upon a bridge1 which      
decreases as we advance towards the     
middle  of the bridge1 and which would  
not have been so much felt1 had it been 
spread regularly over the whole length  
7see ,no4 #e1 in the plan47    ,the     
disadvantages of a flat road again are1 
that even if it is supposed  to continue
 so1 it is bad in principle1 by doing   
away the tendency which  a road ought to
 have1 in every direction1 to clear     
itself of water2 but  as the greatest   
wear will always be in the middle of the
 road1 a level  or flat road will very  
soon be concave2 the middle of the road 
then  becomes the watercourse1 and the  
consequence1 if the road is upon level  

ground1 is1 that the water and mud lie  
upon it1 and injure the  foundation and 
materials2 or1 if otherwise1 that the   
stones or materials  of the road are    
washed bare1 and liable to be loosened  
and thrown up by  the wheels coming into
 contact with their exposed angular     
surfaces4 ,many  of the roads in the    
country afford examples of this1        
particularly after  heavy rains1 and if 
the country is at all hilly4    ,the    
best form for a road1 in order to avoid 
those evils1 is1--in my  opinion1 to    
form it1 and to keep it with just a     
sufficient rise towards  the middle1 to 
incline the water towards the sides2 and
 in place of  making the whole width the
 section of one curve1 to form it by two
  straight lines1 forming inclined      
planes1 and joined by a curve towards   
the middle4 ,i have prepared a section  
of a road in the manner ,i have         
described 7,no4 #d47 and as the lines1  
excepting at the centre1 are  straight1 
the section may be made to suit almost  

any greater or less  width1 by merely   
extending them4 ,the section is taken   
nearly from a part  of a road made under
 my direction in the country4 ,the      
dotted line drawn  upon it shows the    
form ,i alluded to when speaking of the 
circular road  that ought to be avoided4
 ,i have seen ridges formed in what ,i  
thought  well formed land1 much after   
what ,i would recommend for the form of 
a  road4 ,the object of forming the land
 into ridges1 raised a little in the    
middle1 is the same as that of raising  
the middle of a road to prevent  the    
water from settling upon it1 and what is
 sufficient for the ploughed  land is   
certainly enough for a road4 ,if the    
road is of good stone1 four  to five    
inches rise in ten feet is sufficient1  
gravel1 and other  inferior material1   
will allow a little more4 ,in this      
section it may be  worth while to notice
 the situation of the hedge and ditch1  
or rill on  each side of the road1 a    
more common1 but ,i think a more        

dangerous and  worse way1 is to form the
 ditch close to the road1 and to plant  
the  quick upon a raised bank beyond it4
 ,i have dotted this mode also upon  the
 section4 ,the advantage of having the  
hedge next the road1 consists  in its   
greater safety to the traveller1        
particularly if a ditch of any          
considerable depth is necessary1 and in 
the hedge being supported in its  growth
 from the ground under the road1 without
 drawing upon the farmer's  side of the 
ditch2 and it is ,i believe1 this last  
advantage1 which has  led the author of 
an article in the ,edinburgh ,farmer's  
,magazine1 with  whom ,i am acquainted1 
to make nearly the same observations4   
,in a length  of road1 made eight or ten
 years since1 over a marsh1 partly a    
bog1  considerably under high water1    
where1 from the level of the ground1 and
  of the drainage1 the ditches were     
obliged to be deep and wide1 and        
therefore dangerous2 ,i ordered some    
cuttings of willow to be stuck into  the

 roadside of the ditch4 ,in about two   
years they formed a blind to the  ditch1
 and are now so thick and strong as to  
be a complete security from  all danger4
 ,i may here take the liberty to say1   
that nothing is more  injurious to roads
 than the permitting high hedges and    
plantations near  them1 their effect in 
keeping the rain suspended and dripping 
upon the  road longer than otherwise it 
would1 and in preventing the air and sun
  from drying the roads1 is most        
destructive and very general3 and as the
  ,commissioners or principal men of the
 district are often the greatest        
offenders in this respect1 the evil is  
one in which both the enactments  and   
the application of them require the     
strictest attention and  impartiality4  
,after a road is properly made1 the     
comfort of the  traveller and the       
principle of economy on the part of the 
road-trust1  both demand that it be not 
allowed to get much out of repair2 the  
adage  of 8a stitch in time10 applies   

particularly to the repairing of roads1 
and though not universally practised1 is
 so well known1 that it is1 ,i  presume1
 unnecessary to state reasons1 for what 
no one acquainted with  the subject at  
all doubts4 ,the best season for        
repairing roads is1 ,i  think1 the      
spring or very early in the summer1 when
 the weather is  likely neither to be   
very wet nor dry1 for both of these     
extremes  prevent the materials from    
consolidating1 and therefore cause a    
waste of  them1 and at the same time1   
either a heavy or a dusty road2 but if  
done  at the time ,i have recommended1  
the roads are left in good state for the
  summer1 and become consolidated and   
hard to resist the work of the  ensuing 
winter4    ,when ,i remarked the great  
improvement in many of the highways     
during the  last twenty years1 ,i by no 
means meant to say that they are not    
still  capable of much greater1 or that 
many of them have not been much         
neglected4 ,in many districts this is   

notoriously the case1 and when the      
materials are the best1 the roads are   
frequently the worst4 ,there is no  road
 round ,london upon which there is more 
heavy country traffic1 than  the first  
stage of the great ,essex or ,mile ,end 
road2 and owing to the  well directed   
attention of the chairman of the        
commissioners1 and of  their surveyor1  
there are few better roads any where1   
excepting in very  wet heavy weather4   
,indeed ,i do not think it possible to  
do much1 if any  thing1 in improving the
 superintendance and repair of that     
road1 with  the material at present in  
use2 for the nature of which1 as well as
 for  the exclusion of air and sun by   
buildings1 proper allowance ought to be 
made in judging of the state of the     
roads near ,london1 and when this is    
done1 and the great wear considered1 we 
may find that in very many  cases1 there
 is but little cause to find fault1 and 
much room for  commendation4 ,the       
traffic upon the ,mile ,end road is     

however too much for  a gravelled road1 
and the expanse for repair for the first
 three miles  is consequently very      
great4 ,the same remarks as to conduct  
and  attention1 are merited by the      
commissioners of other districts1 and   
their gratuitous services entitle them  
to the thanks of the public2  while in  
some parts of the kingdom1 including    
,scotland1 where the  material is the   
very best1 the roads are often in the   
worst condition1  and the most          
unpleasant to travel upon4 ,the stone is
 put in large pieces  upon the road1    
without any covering or mixture of      
smaller material1 and  is left to take  
the chance of being broke and formed    
into a solid1 or of  tumbling loose upon
 the road4 ,when a track is once formed 
in this  stone-heap1 it is not to be    
expected that the horses will be easily 
made  to move out of it2 and unless the 
thoroughfare is considerable1 the road  
in use consists sometimes for a long    
period1 of the two deep wheel  tracks1  

which are always filled with water      
during the winter1 and of the  horse's  
path between them1 the other parts being
 covered with a body of  loose stones1  
and rendered absolutely useless4 ,these 
observations apply  to some lengths of  
the most frequented highways1 but are   
more  particularly applicable to the    
cross roads and the parish roads4 ,i had
  the opportunity of seeing the roads in
 the ,west ,highlands last autumn2  they
 are formed with judgement1 and kept in 
good repair4    ,when the highways in a 
county are under the management of      
trustees1 it  is common to divide them1 
and to assign a particular length to the
  trustees who live near it1 without    
employing any person in the capacity  of
 a surveyor4 ,when this is the case1 the
 state of repair depends much  upon the 
observation and attention of the        
trustee2 and the change in the  state of
 the road often marks out the change of 
superintendence4 ,a  relative of mine   
has given up a good deal of his time and

 attention to a  part of the roads in   
,stirlingshire1 of which he is one of   
the trustees3  no professional man      
could1 perhaps1 do the business better2 
and the  effect of this attention is    
very visible4 ,instances of the same    
kind are  frequent1 but it is not to be 
expected that trustees generally can    
both  understand1 and have so great a   
relish for serving the public1 as that  
the detail of the repairs of roads1 if  
imposed upon them1 will be always       
executed with the attention they        
require4    ,the case of parish roads is
 still worse1 where the inhabitants are1
  without much regard to their habits of
 life1 obliged in their turns to  serve 
the annual office of surveyor of the    
highways4 ,if such persons  mean to     
signalize themselves during their being 
in office1 the first  step is often to  
undo what their predecessor has done1 or
 has not  perfected2 and the love of    
self and of friends determines them to  
make  sure while they have it in their  

power1 that some favoured roads or      
lanes are put into proper order4 ,if the
 surveyor is1 on the contrary1 an       
unwilling officer1 or if the attention  
to his own affairs prevents him  giving 
his time to the duties of the office1 he
 avoids the fine by  accepting the      
charge1 pays the bills and wages without
 much knowledge of  their nature or     
accuracy1 and one of the labourers      
becomes1 in fact1 the  road-surveyor2   
but in every case of annual nominations 
there is this  evil1 that so soon as the
 surveyor has1 by a year's              
apprenticeship1  begun to know something
 of the nature of the business1 his     
place is  filled by another1 who comes  
in for the same time to take lessons at 
the  expense of the parish4 ,thus1 while
 many simple trades require1 by law1  an
 apprenticeship of seven years1 before  
the person is thought qualified  to     
practise with his own capital1 the      
road-surveyor is supposed fit1 the  very
 hour he is named1 for an office which  

requires at least as much  understanding
 and experience as the average of       
trades1 and in which he  has the capital
 of all the parish to speculate with4   
,for these reasons1  ,i have always been
 convinced of the propriety of an       
intelligent  accountable officer in each
 district1 but ,i do not see to whom he 
can be  responsible with so great       
propriety1 or in other words1 in whom   
the  chief control can be so well       
vested1 as in the gentlemen who live in 
the  county1 who are almost daily       
witnesses of what is doing1 and are     
chiefly  interested in keeping down the 
expenses1 at the same time having their 
roads in good repair4    ,whether a     
board of roads1 appointed by parliament1
 meeting once every  year1 and forming a
 report of the expense and state of the 
roads in each  county1 to be presented  
to parliament1 with such observations as
 present  themselves1 as to             
improvements1 or otherwise1 taken from  
general surveys  made by persons        

appointed by them1 would be useful1 by  
exciting a spirit  of emulation and     
attention on the part of the different  
trusts1 every  member of this honourable
 ,committee is as able1 and perhaps more
 able1  to give a disinterested judgment
 than ,i am2 for ,i conclude1 that if   
surveys are to be made1 engineers will  
think they have some chance of  being   
selected as the most proper persons to  
be employed on the  occasion1 under the 
board4 ,the state of the roads continue 
to improve  throughout the kingdom4     
,every friend to his country will be    
pleased1 if  the march of this          
improvement can be accelerated by a     
moderate reform1  and carried into      
remote corners and parishes1 where it   
appears most to  be wanted2 but ,i much 
question the propriety of such a        
revolution as  would lessen the         
interest1 which1 in their present       
situation1 the  commissioners ought to  
feel in the repair of their roads1 and  
the  consequence which the appointment  

tends to give them4    ,if country      
road-surveyors are appointed throughout 
the kingdom1 the  nomination might be   
with the commissioners of the county1   
and if  friendship or local interest is 
supposed to operate too far1 the        
nomination1 or the examination previous 
to election1 or the veto after  it1     
might be with the central or other      
board1 the members of which might  be   
supposed not to be connected with the   
individual1 in the same way as  pilots  
and the masters of men of war are       
examined by the elder brethren  of the  
,trinity ,house4 ,and sub-surveyors or  
surveyors of parishes1 might  in the    
same manner be appointed1 or undergo an 
examination by the county  commissioners
 and county surveyor1 to qualify them to
 be elected2 for it  is to be lamented1 
that in cases where parishes have1 from 
the reasons ,i  have mentioned1 made the
 office of road-surveyors permanent1    
with a  salary3 the election being      
popular1 has fallen1 not upon the       

candidate  who was really the best      
qualified1 but probably upon some honest
 decayed  tradesman1 who1 having proved 
himself unable to manage his own        
business1  which he ought to have known 
the best1 has thereby1 and by his long  
residence1 qualified himself for        
managing a public business1 of which he 
probably knows nothing1 but whether he  
does1 or does not1 rarely enters  into  
the consideration of the majority of the
 voters4      ,in what manner do you    
think the extra toll for overweight     
ought to be  regulated2 whether by the  
weight1 or by the number of horses used1
  without regard to the weight8--,i     
think by the weight most certainly2     
unless the object is to discourage the  
breed of small horses1 and  encourage   
the over-loading and straining1 of      
horses of all sizes4 ,the  number of    
horses is a very imperfect measure1 or  
rather no measure at  all of the injury 
done to the roads2 for a load of three  
tons1 drawn by  one horse1 injures the  

road as much1 to say the least of it1 as
 if two  horses were used4 ,it is not   
out of place to mention the extreme     
disproportion between the penalties for 
overweight1 and the injuries  which they
 are meant to compensate for1 or to     
prevent2 particularly when  this        
over-loading is the effect of ignorance1
 which is almost always the  case4 ,when
 the tolls are in the hands of trustees1
 the penalty is almost  always reduced2 
a proof that that fixed by law is       
exorbitant2 but when  the tolls are     
farmed1 and the trustees do not reserve 
the power of  mitigating the penalty1   
the poor carman has less chance of being
 saved  perhaps from ruin4              
,jovis1 #a die ,aprilis1 #ahai4         
,mr4 ,james ,dean1 called in2 and       
,examined4    ,what is your             
profession8--,i am a land agent and     
civil engineer1 and am  occasionally    
employed to solicit bills in parliament 
as an agent4    ,where do you           
reside8--,i reside in ,london about half

 the year1 and the  other half in       
,devonshire4    ,as an engineer1 have   
you had the means of becoming acquainted
 with the  roads of the kingdom8--,about
 twenty years since1 ,i had the         
appointment of  surveyor to the trustees
 of the turnpike roads from ,oxford to  
,henley  upon ,thames1 and from         
,dorchester to ,abingdon1 in ,berkshire2
 since then ,i  have been employed about
 several roads in ,devonshire and       
,cornwall1 and1  latterly1 in surveying 
and reporting on an extensive district  
of the  roads in ,somersetshire4        
,from the observations which you have   
made in this employment1 are you  able  
to give the ,committee any information  
as to the best mode of  improving the   
roads of the kingdom generally8--,the   
first and most obvious  improvement is  
to shorten distances2 but even that must
 be governed by  circumstances often of 
a local nature2 a sound foundation1 and 
the  contiguity of good stone or gravel 
to a road1 should not be overlooked  in 

choosing a new line1 or departing from  
an old one4 ,in forming a new  line in a
 level country1 the transverse section  
should approach as near  as possible to 
the form of the accompanying sketch ,no4
 #a1 and in a hilly  country to that of 
,no4 #b2 in the former1 the water from  
one half the  road would be carried into
 a ditch on the field side1 and that of 
the  other half into a ditch between the
 footpath and hedge-bank4 ,when it is   
necessary to form a road on the side of 
a hill1 the ditch should be on  the     
higher side of the road1 where it will  
receive the water falling  from the high
 ground1 and so keep the foundation of  
the road dry4 ,i have  figured the      
breadths of a good average turnpike road
 on sketch ,no4 #a1  but the breadth    
will frequently depend upon             
circumstances of a local  nature4 ,near 
to great towns1 it would be highly      
advantageous if the  centre of the road1
 for about twelve feet in width1 were to
 be paved  with hard well-squared       

stones1 nine inches deep1 and the sides 
made with  hard rubble stones or gravel4
 ,i need scarcely mention1 that in      
applying  the materials to a new line of
 road1 the stones should be broken into 
pieces of an uniform size1 as near as   
may be2 that the larger should be  laid 
of nearly an equal depth over the whole 
surface of the road1 and  the smaller1  
mixed with gravel1 should be placed upon
 them4 ,the  repairing of roads should  
be conducted in the same manner as far  
as it  is practicable2 but1 after all1  
the only sure way of getting good roads 
is1 for the trustees to employ men of   
education and science as their          
surveyors4 ,in a few instances1 where   
this has been done1 the best            
consequences have resulted1 and in no   
case is if more conspicuous than  in the
 neighbourhood of ,bristol1 where ,mr4  
,m,adam is the surveyor4    ,will not a 
consequent impediment arise to the      
employment of men of  education and of  
superior ability as surveyors1 from the 

smallness of  the funds upon small      
trusts or districts8--,for that reason1 
,i would  recommend the consolidation of
 the several trusts1 in each county1    
into  one general trust1 under the      
authority of one general act of         
parliament1  leaving the adoption1      
however1 of the acts to the discretion  
of the  several trusts respectively in  
each county1 making it compulsory only  
on  the minority1 at the expiration of a
 time to be limited1 when a majority  in
 amount of toll shall call for its      
adoption1 and after insertion in  the   
provincial papers and ,london ,gazette4 
,supposing parliament to adopt your     
suggestion as to the passing of such  an
 act1 and supposing that afterwards the 
trusts of none of the counties  should  
adopt it as a general trust1 would there
 be any objection to the  act being so  
framed as to admit of adoption by such  
of the trusts as  might prefer it to    
incurring the expense of a renewal of   
their then  local acts8--,i do not think

 there would be any well founded        
objection to  an act made capable of    
being so applied2 and ,i am of opinion1 
that the  making it optional on trustees
 to adopt it or not1 would render the   
measure extremely popular1 and in the   
end be highly beneficial to the         
country4    ,have you not lately        
prepared a bill for the trustees of an  
extensive  trust in ,somersetshire1     
including in it nearly all the          
improvements  which you would recommend 
to be introduced into a general turnpike
  act8--,i have prepared such a bill2   
and it was intended that the same       
should have been brought before         
parliament in the present session1 but  
the clerk to the trustees having omitted
 to put the notice required by  the     
standing orders of parliament upon the  
sessions-house door1 at the  ,michaelmas
 sessions1 the trustees resolved to     
defer presenting their  petition until  
the next session4    ,in what respect   
does the bill which you have prepared   

differ from the  generality of local    
turnpike acts8--,many of the clauses of 
the bill are  not so remarkable for     
originality1 as their combination is    
calculated to  produce extensive benefit
 to the country1 by conferring larger   
powers  than have heretofore been given 
to any one body of trustees2 among      
others1 it empowers the trustees to     
appoint committees1 and make  bye-laws2 
it binds them to provide a fund for     
buying up outstanding  securities2 and  
to pay off the further sums proposed to 
be raised under  the new act1 within the
 term of the act2 the tolls on wheel    
carriages  are made referrible to the   
breadth of the fellies1 and description 
of  wheel1 and to the weight drawn1     
rather than to the number of horses1    
drawing1 and are founded on a statement 
which ,i had the honour of  delivering  
to a ,committee of the ,house of        
,commons in #ahji4 ,the standing  orders
 of parliament require that on or before
 the #cjth of ,september  next1         

preceding any application to parliament 
for any ,turnpike ,act1 a  plan c4 of   
the roads proposed to be made or        
altered1 shall be deposited  with the   
clerk of the peace4 ,it often happens1  
that in the ,committee  alterations are 
made in the proposed line1 when the plan
 deposited  becomes mere waste paper2   
the seventy sixth clause of this bill   
provides  for the depositing of a plan1 
c4 last determined upon1 with the clerk 
of the peace1 signed by the ,speaker1   
and being an authentic document can  be 
referred to with safety4 ,the bill also 
provides for the making of  commodious  
footpaths by the sides of the roads4    
,and as the paving1  cleansing1         
lighting1 watching1 c4 of the liberty or
 borough of 99 99 99 99  is placed in   
the trustees of the roads1 the trustees 
are empowered to  rate the inhabitants1 
and are also empowered to light the     
streets1 c4  with gas1 and to allow gas 
to be taken from their mains for the    
lighting  of private dwellings1         

manufactories1 c42 so that in all       
probability the  latter indulgence may  
pay the greater part1 if not the whole1 
of the  expense of lighting the public  
lamps4 ,the ninety-third clause empowers
  the trustees to pave1 light and watch 
any town1 village or place  through1    
which the roads pass1 upon application  
of two-thirds of the  inhabitants1 and  
is in my view extremely important4      
,have you any further suggestions to    
offer to the ,committee that would  tend
 to the improvement of the roads1 or the
 laws relating to them8--,upon  the     
subject of turnpike roads1 and of       
wheel-carriages generally1 ,i am of     
opinion that such a spirit of           
improvement has gone forth as1 with the 
assistance of judicious legislative     
enactments1 will in a few years  carry  
both to a state of very great           
perfection2 but ,i cannot close these   
remarks without observing on the        
injurious effect which the large fees   
paid to the higher officers of both     

houses of parliament has upon the       
growing improvements of the country1 by 
preventing a recurrence to  parliament  
to remove obstacles which the prejudice 
of some will not1 and  the incapacity of
 others cannot permit4 ,the periodical  
expenses of  renewing turnpike acts is  
really enormous1 when it is considered  
that  between the fees of parliament on 
the one hand1 and a two month's         
residence in ,london of the country     
solicitor1 to manage the business1      
besides a parliamentary agent in town to
 assist him1 four or five  hundred      
pounds are soon swallowed up2 but ,i    
also feel it right to  suggest1 that if 
parliament would allow affidavits to be 
made before two  magistrates in the     
county1 of the notices directed by the  
standing  orders of parliament1 having  
been duly given1 of plans and of books  
of  reference being lodged with the     
clerk of the peace1 and of the names of 
the persons assenting to1 dissenting    
from1 or being neuter in respect of  any

 proposed new road1 the solicitor need  
not remain in town more than  three     
days1 and the expenses1 except in cases 
of opposition1 need not  exceed #bjjl4  
,would you1 as a parliamentary agent1   
undertake to prepare and conduct an     
ordinary road bill through parliament   
for #bjjl41 to include all  expenses1   
where there is no opposition8--,i would 
undertake any number at  that sum1      
provided the proofs before mentioned    
were admitted to be made  by affidavit  
in the county1 in like manner as the    
proofs are now given  to facilitate the 
passing of inclosure bills4             
,jovis1 #f die ,maii1 #ahai4            
,thomas ,telford1 ,esquire1 called in2  
and ,examined4    ,you are1 ,i believe1 
a civil engineer8    ,yes1 ,i am4       
,the roads which have been formed by    
direction of the ,parliamentary         
,commissioners for the ,holyhead road1  
and under your management1 having  been 
described to this ,committee as being   
very perfect1 will you have  the        

goodness to state your opinion as to the
 present condition of the  different    
turnpike roads of the kingdom1 and what 
improvements you would  recommend in    
their direction and management4 ,in the 
first place1 state  to the ,committee in
 what respect you consider the roads of 
the kingdom  at present to be defective1
 either in their formation or           
management8--    ,with regard to the    
roads in ,england and ,wales1 they are  
in general very  defective1 both as to  
their direction and inclinations1 they  
are  frequently carried over hills1     
which might be avoided by passing along 
the adjacent valleys2 at present the    
inclinations are inconveniently  steep1 
and long continued4 ,i might instance   
many principal lines1 over  which ,i    
have had frequent occasion to travel3 ,i
 shall select the great  road from      
,holyhead1 through ,north ,wales to     
,shrewsbury2 and from thence  by        
,birmingham and ,coventry to ,london4   
,on the ,welsh portion of it1 those     

parts which have been improved under the
 direction of the ,parliamentary        
,commissioners for the ,holyhead road1  
the inclinations were formerly 7in  many
 instances7 as much as one in six1      
seven1 eight1 nine1 and ten1 the  width 
at the same time frequently not         
exceeding twelve feet1 without          
protection on the lower side1 and the   
roadway itself of improper              
construction4 ,the improvements which   
have lately been made in ,north  ,wales1
 ,i beg leave to submit as models for   
roads through hilly  countries1 although
 these improvements have been made      
through the most  difficult and         
precipitous district of that country1   
the longitudinal  inclinations are in   
general less than one in thirty2 in one 
instance1  for a considerable distance1 
there was no avoiding one in twenty-two1
  and in another1 for about two hundred 
yards1 one in seventeen2 but in  these  
two cases1 the surface of the roadway   
being made peculiarly smooth  and hard1 

no inconvenience is experienced by      
wheeled carriages4 ,on flat  ground1 the
 breadth of the roadway is thirty-two   
feet1 where there is  side cutting not  
exceeding three feet1 the breadth is    
twenty-eight1 and  along any steep      
ground and precipices1 it is twenty-two1
 all clear  within the fences2 the sides
 are protected by stone walls1 breast   
and  retaining walls and parapets2 great
 pains have been bestowed on the  cross 
drains1 also the draining the ground1   
and likewise in constructing  firm and  
substantial foundations for the metalled
 part of the roadway4  ,from ,shrewsbury
 upwards1 the road at present is        
encumbered with many  hills1 all of     
which might be avoided1 or much         
improved4 ,there is a very  long one    
between ,shrewsbury and ,heygate1       
several between that point and          
,shiffnal1 two between ,shiffnal and    
,wolverhampton1 one between             
,wolverhampton and ,birmingham1 viz4 at 
,wednesbury1 c4 ,maiden ,hill1  between 

,birmingham and ,coventry2 ,braunston   
,hill1 between ,dunchurch and           
,daventry2 a continued succession of    
hills between ,daventry and  ,towcester2
 afterwards the well-known ,brickhill   
and ,hockliffe hills1  besides the very 
circuitous and imperfect road between   
,south ,mims and  ,barnet4    ,another  
instance ,i would beg leave to mention  
to the ,committee1 is the  road between 
the towns of ,shrewsbury and ,worcester1
 on the way to ,bath1  which consists of
 nearly a succession of very high and   
inconveniently  steep hills1 although   
very easy inclinations might be obtained
 by  passing along the side of the river
 ,severn4    ,i have mentioned these two
 instances as examples of the present   
imperfections of main roads1 and it is  
quite evident they might all be  readily
 avoided by lines of new road1 easily to
 be accomplished4 ,these1  ,i presume1  
the ,committee will admit are sufficient
 to show the present  state of many     
other roads in the kingdom1 they not    

having been selected  as more           
particularly defective than others4     
,the shape1 or cross sections and       
drainage of the roads1 are quite as     
defective as the general direction and  
inclinations2 there has been no         
attention paid to constructing a good   
and solid foundation for the  roadway2  
the materials1 whether of gravel or     
stones1 have seldom been  sufficiently  
selected and arranged2 and they lie so  
promiscuously upon  the road as to      
render it inconvenient to travel upon1  
and promote its  speedy destruction4    
,the shape of the road1 or cross section
 of the  surface1 is frequently hollow  
in the middle2 the sides encumbered with
  great banks of mud1 which have        
accumulated sometimes to the height of  
six1 seven and eight feet2 these prevent
 the water from falling into the        
side-drains2 they also throw a          
considerable shade upon the road itself1
  and are gross and unpardonable        
nuisances4 ,the materials1 instead of   

being cleansed of the mud and soil with 
which they are mixed in their  native   
state1 are laid promiscuously upon the  
road2 this1 in the first  instance1     
creates an unnecessary expense of       
carriage to the road1 and  afterwards   
nearly as much in removing it1 besides  
inconvenience and  obstruction to       
travelling2 the materials should        
therefore be cleansed on  the spot where
 they are procured1 from every particle 
of earth1 by  screening1 or if          
necessary1 even by washing2 some        
additional expense  might in the first  
instance be incurred by these           
operations1 but it  would be found by   
much the most economical and            
advantageous mode in the  end4 ,in all  
cases1 materials in their native state  
are composed of  particles and pieces of
 different sizes1 it is most important  
that those  should be separated1 and    
that the largest size should be reduced 
to not  more than six or eight ounces in
 weight1 and laid in the bottom part of 

the road2 those that are under that     
weight or size may be laid on the  top  
or surface of the road2 the surface     
itself should be made with a  very      
gentle curve in its cross section1 just 
sufficient to permit the  water to pass 
from the centre towards the sides of the
 road1 the  declivity may increase      
towards the sides1 and the general      
section form a  very flat ellipsis1 so  
that the side1 at the time1 should 7upon
 a road  of about thirty feet in width7 
be nine inches below the surface in the 
middle4 ,connected with the cross       
section are the side drains which are   
to receive the water1 and which drains1 
in every instance1 ,i  particularly     
recommend to be on the field side of the
 fence1 with  apertures in that fence   
for the water to pass from the sides of 
the road  into them4    ,the fences     
themselves on each side form a very     
material and important  subject1 with   
regard to the perfection of roads2 they 
should in no  instance be more than five

 feet in height above the centre of the 
road1  and all trees which stand within 
twenty yards from the centre of it      
ought to be removed4 ,i am sure that    
twenty per cent4 of the expense of      
improving and repairing roads is        
incurred by the improper state of the   
fences and trees along the sides of it1 
on the sunny side more  particularly2   
this must be evident to any person who  
will notice the  state of a road which  
is much shaded by high fences and trees1
 compared  to the other parts of the    
road which are exposed to the sun and   
air4 ,my  observations1 with regard to  
fences and trees1 apply when the road is
 on  the same level as the adjacent     
fields2 but in many cases1 on the most  
frequented roads of ,england1 more stuff
 has been removed from time to  time    
than was put on2 the surface of the road
 is consequently sunk into  a trough or 
channel from three to six feet below the
 surface of the  fields on each side2   
here all attempts at drainage1 or even  

common  repairs1 seem to be quite out of
 the question2 and by much the most     
judicious and economical mode will be to
 remove the whole road into the  field  
which is on the sunny side of it4 ,in   
cases where a road is made  upon ground 
where there are many springs1 it is     
absolutely necessary to  make a number  
of under and cross drains to collect the
 water and conduct  it into the         
aforesaid side-drains1 which ,i have    
recommended to be made  on the field    
side of the fences4    ,in constructing 
the bottom part of a road1 7which would1
 of course1 be  made of an elliptical   
form7 if it is upon clay1 or other      
elastic  substance1 which would retain  
water1 ,i would recommend to cover the  
whole bottom of the road with vegetable 
soil1 in cases where the natural  shape 
of the ground admits2 ,i would not      
remove the original surface1 and  where 
there are inequalities ,i would fill    
them up with vegetable soil1  so as to  
cut off all connexion with clay4 ,where 

gravel is the material  to complete the 
road with1 ,i have already mentioned1   
that it ought to be  completely cleansed
 of every particle of clay or earthy    
substance1 and  its different sizes     
ought to be selected and arranged by    
means of  riddling or washing2 in the   
use of the riddle1 the particles of     
earth or  clay adhere so much to the    
stones that it frequently requires to be
  exposed to the sun1 air1 and frost1   
for several months1 and then riddled    
over again4 ,in this gravel1 the stones 
are of different sizes and  different   
shapes2 all those that are round ought  
to be broken with a  small hammer1 and  
in mentioning hammers1 ,i beg leave to  
draw the  attention of the ,committee to
 their weight1 shape and manner of      
using1  which is of much more importance
 than any one can conceive who has not  
had much experience in road-making2 the 
difference in managing this  operation  
being not less than ten per cent4 and   
is1 besides1 of equal  importance       

towards the perfection of the road2 the 
size and weight of  the hammer ,i would 
apportion to the size and weight of the 
stones1 and  the stones should be broken
 upon the heap1 not on the ground2 it   
must be  evident that using round stones
 will be the means of deranging the     
position of those near them1 and of     
grinding them to pieces4    ,are you of 
opinion that the gravel which is found  
in the pits in the  neighbourhood of    
,london is calculated for making roads  
capable of  bearing the heavy weights   
which the great traffic round ,london   
occasions  to be used upon them8--,i am 
of opinion that the materials in the    
whole  valley or plain around ,london   
being entirely silicious1 or flints1 and
  easily ground1 to dust1 are very      
improper4 ,this must be evident to every
  person who travels near ,london in any
 direction4    ,are you of opinion that 
it would be advisable or practicable to 
procure  from any particular part of the
 country1 either by canal1 or by river  

conveyance1 better materials1 so as to  
form perfect roads1 without the         
necessity of paving them8--,that those  
materials could be procured both by  the
 canals2 and by sea is evident2 but ,i  
am satisfied that the most  economical  
and preferable mode would be by means of
 paving4    ,do you consider that it    
would be advisable to pave the whole of 
the  roads1 or that the paving of the   
centre or sides1 as has been            
recommended by some witnesses1 would be 
sufficient8--,i apprehend that the      
paving a proper width in the centre     
would be quite sufficient1 gravel  might
 be proper enough for the sides1 upon   
the same principle that we1  in all new 
roads which are constructed1 make use of
 metalling1 or broken  stones on the    
middle part of the road1 for about from 
sixteen to  eighteen or twenty feet in  
breadth1 and leave the sides gravelled  
and  kept dry2 this1 in general1 forms a
 very perfect road4    ,is there any    
principle which you would think proper  

to recommend in  regard to the shape of 
the stones to be used in paving         
roads8--,i am of  opinion that the      
general shape of the stones at present  
used for paving1  and the modes of      
distributing them are very imperfect1   
the lower part of  the stones being of a
 triangular wedge-like shape1 which1    
instead of  enabling them to resist the 
weights which come upon them2 easily    
penetrate into the substratum2 the      
stones are also broken of an unequal    
size4 ,the remedies for these defects   
are obvious1 they should be as  nearly  
as possible of a cubical form1 its lower
 bed having an equal  surface with its  
upper face2 they should be selected as  
nearly as  possible of an equal size1   
and they should never be of great length
 on  the face4    ,in quarrying and     
preparing the stones would there be any 
additional  expense in forming them into
 the cubical shape now                  
recommended8--,there  would certainly be
 an additional expense in the           

preparation1 because  there would be    
more work required in the dressing1 and 
many stones must  be rejected which are 
now used2 but ,i think the additional   
expense would  be very well bestowed4   
,are you of opinion that great injury is
 done to turnpike roads by the  heavy   
weights carried in waggons upon         
them8--,i am4    ,are you of opinion    
that any breadth of wheels for those    
waggons will  justify the present       
exemption from tolls8--,it certainly    
ought not4    ,in what manner would you 
recommend that the tolls should be      
apportioned  to the weights carried by  
waggons on those roads8--,i am of       
opinion that  the most advisable mode   
would be to apportion the tolls to the  
weight  carried on each wheel1 without  
reference to the breadth1 provided it is
  not allowed to be less than four      
inches4    ,for the purpose of assessing
 the tolls in this instance would it not
 be  necessary that the waggon should be
 weighed at every turnpike              

gate8--,there ought to be a power to do 
it1 but there might be a check by  means
 of toll tickets1 similar to what is    
done upon navigable canals4    ,with a  
view of establishing good roads         
generally throughout the kingdom1  and  
of keeping them in repair upon the most 
economical plan1 what  limitation would 
you propose as to the actual weight each
 carriage  should be allowed to         
carry8--,i should think it should never 
exceed four  tons1 which should be a ton
 upon each wheel2 when it exceeds that  
weight  the best materials which can be 
procured for road-making must be        
deranged and ground to pieces4          
,martis1 #aa die ,maii1 #ahai4          
,mr4 ,robert ,perry1 called in2 and     
,examined4    ,you hold a situation in  
the ,post-office8--,yes1 under ,mr4     
,johnson1  inspector of the mails in the
 ,post-office4    ,since the examination
 of ,mr4 ,johnson before this           
,committee1 has the  ,post-office       
received any further report on the state

 of any of the roads  near the          
,metropolis8--,yes2 one that is between 
,staines and ,bagshot1 which  ,i have   
brought with me4                        
,delivered in1 and read3     8,state of 
the ,turnpike ,road between ,staines and
 ,bagshot1 ,may #dth1 #ahai4    ,from   
,staines ,bridge to ,egham the form of  
the road has been considerably  altered 
for the better1 with plenty of          
watercourses and arched drains3  through
 ,egham town the dirt has been entirely 
removed1 and a very  plentiful supply of
 well-sifted gravel laid on1 which will 
in a short  time make a good hard road4 
,the hill likewise has recently been    
covered  with a thick coat of good      
stones1 which will require a little time
 to  cement2 from thence the road is    
greatly improved2 the sides are pared   
down1 and kept particularly clean4      
,at ,virginia ,water every thing appears
 to have been done to the hills1  that  
the time and sandy nature of the soil   
would permit2 it is now in a  good form1

 and level4    ,from ,virginia ,water   
,hill1 by ,broom ,hill ,hut1 the road   
has been well  scraped1 the watercourses
 opened1 and the sides kept clean1 and  
is in a  very good state all the way to 
,bagshot4                               
7,signed7      ,samuel ,maddocks40      
,,abstract ,,of ,,returns ,,of          
,,turnpike ,,trusts ,,round ,,london4   
,,name ,,of ,,trust4  ,,acts ,,of       
,,length ,,of  ,,amount ,,of            
,,expenses1       ,,debt4               
,,parliament4  ,,road4   ,,tolls1 #ahah4
     #ahah4           ,surrey ,new      
#bf1 #dg1    #f   #ddj 4#i1baj -- --    
4#i1baj -- -- 4#i1jjj -- --     ,road   
#eh ,geo4 #c  ,m4  ,yds4                
,city ,road     #dc ,geo4 #c4;c  #a     
#ddj   #a1fde -- --   #a1ffa  #f  #d    
#a1fbc #ab  #f                     #fh4 
,m4  ,yds4                              
,st4           #g1 #h1  #bi   #d #a1ehd 
#c1ifj -- --   #c1hjh #af #aj   #c1ejj  
-- --     ,mary-le-,bone ,g4#c4 #bc     
,m4  ,yds4                              

#dh ,g4#c4                              
,kensington      #ce  #ea   #ag         
#ad1ffj ,tolls4   #ab1icc #ah  #h       
#aa1ejj -- --                   ,geo4   
#c4   ,m4                               
,cannon ,street #bg ,geo4 #b4   #a      
#gdg   #a1afg --  #f     #ifb  #i  #b   
#c1eai #ah  #f                 #e  #db  
,geo4 ,m4  ,yds4                        
#c4                                     
,new ,cross       #bd ,may    #ci   #ffj
  #aa1hcc  #h  #c  #aa1ffj #aa  #h      
#b1dfd #af --                  #ahjb1   
#bg   ,m4  ,yds4                        
,may #ahji4                             
,whitechapel     #be  #dc   #cd   #bbj  
#ab1dej -- --  #ac1jhf  #b  #a   #b1cjj 
-- --                   ,geo4 #c4   ,m4 
,yds4                                   
,surrey and      #db  #eh   #eg   #gih  
#ad1fjf #aj --  #ad1geh #ah  #g   #c1gej
 -- --     ,sussex        ,geo4 #c4     
,m4  ,yds4                              
,highgate and  #da ,geo4 #c4  #bj       
#aa1ecf -- --  #ad1ahc #ag  #b   #g1ijj 

-- --     ,hampstead               ,m4  
,hackney       #ed ,geo4 #c4   #f   #hhj
   #d1cee -- --   #c1idb -- --   #b1ajj 
-- --                             ,m4   
,yds4                                   
,old ,street    #ee ,geo4 #c4   #a      
#hhj   #a1ebj -- --   #a1bee -- --      
,m4  ,yds4                              
,stamford ,hill #ee ,geo4 #c4  #bj      
#hhj  #aj1edj -- --  #aa1cic -- --      
#ae1jjj -- --                           
,m4  ,yds4                              
------   ------  ------------ ---- ---- 
------------ ---- ----  ------------    
---- ----                               
#baj   #dhi4ig1dhb #ah  #i4ih1hef --    
#f4fb1feh  #g --                        
,m4   ,yds                              
------------ ---- ----  ------------    
---- ----  ------------ ---- ----       
4#dfd4d4      4#dgj4ad4     4#bih4g4    
p',mile4       p',mile4       p',mile4  
,,report                                
,,from                                  
,,select ,,committee                    

,,on                           ,,mr4    
,m',,adam',s ,,petition1                
,,and                                   
,,extracts ,,from ,,evidence  ,,relating
 ,,to ,,his ,,improved ,,system ,,of    
,,constructing ,,and ,,repairing ,,the  
,,public                                
,,roads ,,of ,,the ,,kingdom4           
,ordered1 by ,the ,house of ,commons1 to
 be ,printed1 #bjth ,june #ahbc4        
,,report4        ,,the ,,select         
,,committee appointed to take into      
consideration the ,petition      of ,mr4
 ,m,,adam1 and to report to the ,house1 
whether any and what      further       
pecuniary ,grant shall be made to him1  
either by way of      payment of his    
,expenses or as a remuneration for his  
,services1 for      having introduced   
into practice an improved ,system of    
constructing      and repairing the     
,,public ,,roads of the ,kingdom1 or for
 the management      of the ,funds      
applicable to the same2--,,have1        
pursuant to the ,order of      the      

,house1 examined the matters to them    
referred1 and have agreed      upon the 
following ,,report3    ,in presenting to
 the ,house the result of their inquiry 
into the claim  preferred by ,mr4       
,m,adam for a compensation for his      
services1 in  consequence of his having 
devised and introduced into practice an 
improved and economical system of       
repairing1 making and managing the      
,turnpike ,roads of the ,kingdom2 your  
,committee will notice1 in the first    
place1 the proceedings which have taken 
place upon this subject previous  to the
 institution of the inquiry in which    
they have been engaged4    ,it appears  
from the correspondence and documents   
obtained from the  ,treasury1 as well as
 from the ,reports of former ,committees
 of the ,house1  appointed to inquire   
into the state of the ,highways of the  
,kingdom1 that  the first application   
made by ,mr4 ,m,adam for payment of his 
expenses1  and remuneration for his     
services1 was in ,november #ahai4 ,this 

application was referred by the ,lords  
,commissioners of ,his ,majesty's       
,treasury1 by letter1 to the            
,postmasters ,general1 for explanation  
and  information2 who1 in reply1        
transmitted a ,report from ,mr4         
,johnson1 the  ,superintendent of       
,mailcoaches1 stating as follows3--     
8,as ,i travel rapidly over great       
distances1 and my attention is usually  
much occupied with the immediate        
business of the office1 ,i cannot speak 
with accuracy about particular and local
 alterations2 but ,i feel myself  well  
warranted in stating1 that whenever ,i  
have found any thing done  under ,mr4   
,m,adam's immediate direction1 or by his
 pupils1 or even in  imitation of his   
plan and principles1 the improvement has
 been most  decisive1 and the           
superiority over the common method of   
repairing roads  most evident2 and1 as  
,superintendent of ,mailcoaches1 ,i have
 abundant  reason to wish that ,mr4     
,m,adam's principles were acted upon    

very  generally3 if they were1 a pace   
which in winter1 or any bad weather1    
cannot be accomplished without          
difficulty1 would become perfectly easy2
  to say nothing of the comfort and     
safety of the traveller1 and the  credit
 to humanity in lessening the labour of 
the animals4 ,i may add1  although so   
much has been accomplished1 the         
,postmasters ,general could  still      
expedite the conveyance of the ,mails1  
and bring the arrangement of  the ,posts
 nearer to perfection1 if the ,roads    
were universally as much  improved as   
the practice of ,mr4 ,m,adam's plan     
would effect4                           
7,signed7      ,,cha4 ,,johnson40       
,general ,post ,office1      ,dec4 #h1  
#ahai40         8,as one instance of the
 benefit of ,mr4 ,m,adam's improvement1 
,i beg to  mention that the ,mail last  
winter lost ten1 fifteen1 and twenty    
minutes1  in passing from ,staines to   
,bagshot2 but now the time is exactly   
kept4                                   

7,signed7      ,c4 ,j40    ,and the     
,post ,masters ,general also concluded  
their ,report to the ,treasury  by      
observing1 8,that with respect to the   
road near ,staines1 to which he         
alludes1 we had found it necessary to   
give notice of indictment1 which  has   
been prevented by the ,commissioners    
resorting to ,mr4 ,m,adam's  assistance 
and advice1 which has produced the      
excellent road mentioned  by the        
,superintendent4    8,the ,road from    
,newbury1 through ,reading1 to ,twyford1
 has been so much  improved1 that the   
,mailcoach has been better enabled to   
keep its time  than heretofore1 and we  
are convinced that if the roads near    
,london were  improved in a similar     
manner1 considerable advantages would be
 obtained  to the correspondence in     
general1 but particularly in places from
 ninety  to one hundred miles distant40 
,in ,february1 the ,lords ,commissioners
 of ,his ,majesty's ,treasury received  
a representation from several noblemen  

and gentlemen1 urging in very  strong   
terms the claim of ,mr4 ,m,adam to      
remuneration for the services he  had   
rendered to the ,public4 ,this document1
 as well on account of the  grounds upon
 which the remuneration is stated to    
have been merited1 as  also from its    
having been so numerously and           
respectively signed1 well  deserves the 
attention of the ,house4 ,mr4 ,harrison1
 by desire of their  ,lordships1        
transmitted this certificate with a     
letter to the ,postmasters  ,general2 in
 which1 amongst other observations1 and 
alluding to the  recommendation in      
favour of ,mr4 ,m,adam before mentioned1
 he writes as  follows3--8,these        
testimonials are of so highly           
respectable a nature from  the station  
and character of the individuals who    
have signed them1 and  are so decisive  
as to the merit1 not only of the system 
itself1 but also  of ,mr4 ,m,adam's     
personal labours and exertions in       
reducing it into  practice2 and as to   

the great advantages which the ,public  
have already  derived therefrom on      
several important lines of road in      
different parts  of the ,kingdom1 that  
my ,lords could not hesitate a moment in
 affording  to any application1 which   
,mr4 ,m,adam may be advised to make to  
,parliament for remuneration for these  
services1 their perfect and entire      
concurrence40    ,and the ,postmasters  
,general in the same letter are         
directed1 after  taking into their      
consideration these testimonials1       
together with any  subsequent           
information they may have acquired1 to  
report whether the sum  of #b1jjjl4 or  
any other sum might1 in their opinion1  
be advanced to  ,mr4 ,m,adam1 to relieve
 him from the difficulties under which  
he then  laboured1 and until the        
pleasure of ,parliament shall be        
obtained2 to  which the ,postmasters    
,general reply by letter of #bc;d       
,february #ahbj1 in  still stronger     
terms of commendation of the services of

 ,mr4 ,m,adam1  stating that 8they      
consider ,mr4 ,m,adam's system of making
 and repairing  roads as deserving of   
every encouragement1 that its beneficial
 results  are acknowledged in every part
 of the various districts of the country
  where the trustees of roads have      
availed themselves of his assistance    
and suggestions1 that he has in the most
 disinterested manner given  every      
facility to other persons with the same 
general object2 and that  the           
observations of their ,surveyor of      
,mailcoaches1 enclosed in their  ,report
 of the #bjth ,december1 have acquired  
additional force from the  experience of
 the last two months1 in which the mail 
coaches have had to  contend with       
unusual difficulties2 for it has been   
evident on such parts  of roads where   
,mr4 ,m,adam's system has been pursued1 
the public mails  have experienced less 
interruption than where the old system  
was  persisted in2 and their ,lordships 
conclude their letter by recommending   

the advance of #bjjjl40    ,in the      
session of #ahai1 a ,select ,committee  
was appointed to take into              
consideration the ,acts in force        
regarding the ,turnpike ,roads and      
,highways of the ,kingdom1 and the      
expediency of additional regulations    
for their better repair and             
preservation4 ,this ,committee reported1
 in  the most decided terms1 as to the  
success of ,mr4 ,m,adam's system4 ,the  
following is a short extract from that  
,report3 8,the admirable state of       
repair into which the roads under ,mr4  
,m,adam's system were brought  attracted
 very general attention1 and induced the
 commissioners of  various districts to 
apply for his assistance or advice4 ,the
 general  testimony borne to his        
complete success wherever he has been   
employed1  and the proof that his       
improvements have been attended with an 
actual  reduction of expense1 while they
 have afforded the most useful          
employment to the poor1 induce your     

,committee to attach a high degree of   
importance to that which he has already 
accomplished4 ,the imitations of  his   
plans are rendered easy by their        
simplicity1 and by the candour with     
which he has explained them1 although   
ability in the surveyor to judge  of    
their application must be understood as 
an essential requisite40    ,in session 
#ahbj1 ,mr4 ,m,adam presented a petition
 to ,parliament1 praying  for the       
payment of his expenses1 and such reward
 for his services as the  ,house in its 
justice and wisdom should think fit to  
grant4 ,this petition  was referred for 
consideration to the ,select ,committee 
then sitting upon  the state of the     
,highways1 who had the account of ,mr4  
,m,adam's expenses  up to #ahad         
submitted to them2 and from which       
account it appears1 that  the distance  
travelled by ,mr4 ,m,adam was #cj1jjj   
miles1 and that there  were #a1ibj days 
employed in this service2 that reckoning
 by the rules of  allowance made by the 

,post ,office to their surveyors1 the   
expense of the  above travelling        
amounted to the sum of #e1jail4 #fs4    
which sum ,mr4  ,m,adam states to have  
been expended by him on this service up 
to ,august  #ahad4    ,mr4 ,m,adam      
further states1 in his ,evidence before 
the ,committee2 8,this  account is made 
from memoranda in my possession1 and ,i 
have made the  same with such care and  
attention1 that ,i am ready to make oath
 that it  is to the best of my knowledge
 and belief correct1 whenever ,i may be 
required so to do40 ,which he afterwards
 did in the following terms3      8,i1  
,john ,loudon ,m,adam1 do hereby        
voluntarily make oath that the          
above-mentioned account delivered by me 
to the ,committee on ,turnpike          
,roads and ,highways1 is to the best of 
my knowledge and belief      correct40  
8,witness my hand this #hth day of      
,march #ahba4                           
7,signed7      ,,jno4 ,,loudon          
,m,,adam40     8,sworn before me at     

,pontefract1        #hth ,march #ahba4  
7,signed7      ,g4 ,,alderson1          
,alderman40    ,your ,committee1 in     
their ,report of the #ahth of ,july     
#ahbj1 state as  follows3    8,the      
attention of your ,committee has been   
directed to the claim of ,mr4  ,john    
,loudon ,m,adam for public remuneration1
 contained in his petition  referred to 
them by the ,house4    8,your ,committee
 apprehend1 that the ability1 industry  
and zeal of ,mr4  ,m,adam in his        
successful pursuit of the best means for
 constructing  roads are become matters 
of general notoriety4 ,it appears that  
,mr4  ,m,adam first directed the public 
attention to this important fact1 that  
angular fragments of hard materials1    
sufficiently reduced in size1 will      
coalesce or bind1 without other mixture1
 into a compacted mass of stone  nearly 
impenetrable to water1 which being laid 
almost flat1 so as to  allow of         
carriages passing freely upon all parts 
of the road1 will wear  evenly          

throughout1 not exhibiting the          
appearance of ruts or of any other      
inequalities4 ,this principle1 once     
brought under notice1 may appear        
sufficiently obvious2 but ,mr4 ,m,adam  
has had the honour at much expense  of  
labour1 of time1 and of his private     
fortune1 to bring it into  practice on  
an extensive scale4    8,your ,committee
 are therefore clearly of opinion1 that 
,mr4 ,m,adam is  entitled to reward1 and
 they approve of the advance made to him
 by the  ,postmaster ,general1 under    
sanction of the ,treasury4 ,your        
,committee have  called for the         
correspondence which passed upon that   
occasion4 ,they have  examined ,mr4     
,freeling1 ,chief ,secretary to the     
,post ,office2 ,mr4 ,johnson1  ,surveyor
 or ,superintendent of ,mailcoaches2 and
 they have received  statements from    
,mr4 ,m,adam1 in support of his further 
claim1 all of  which they insert in the 
,appendix2 and after a full             
investigation of the  matters submitted 

to them1 your ,committee are of opinion1
 that ,mr4  ,m,adam is entitled to      
further reward for his services1 but    
they think it  much better in all       
respects to leave the amount to the     
,post ,office1 than  to mention any     
specific sum themselves4    8,while     
every individual throughout the nation1 
and almost every concern  is benefited  
by good roads1 the ,post ,office derives
 peculiar and more  direct advantage    
from them1 combined with constant and   
accurate  intelligence respecting their 
state2 your ,committee1 therefore1      
consider  the ,post ,office best able to
 form a correct opinion upon the        
subject1  and they moreover feel that a 
debt is due from the revenue of the     
,post  ,office1 to be paid on any       
extraordinary occasion to the ,roads of 
,great  ,britain1 a debt contracted by  
the exemption1 however properly given1  
of  their carriages from toll4    8,on  
all these grounds your ,committee think 
it right to refer the  ,petition of ,mr4

 ,m,adam to the ,postmasters ,general1  
under the sanction of  the ,treasury1   
with their favourable recommendation40  
,and in the ,appendix to that ,report it
 will be found from the ,evidence of    
,mr4 ,freeling1 8,that the ,post ,office
 did not take ,mr4 ,m,adam's services   
into consideration1 or suppose that     
#b1jjjl4 would be a sufficient          
remuneration for those services2 they   
merely stated1 in answer to papers  from
 the ,treasury1 that they considered it 
would be right to advance  to ,mr4      
,m,adam the sum of #b1jjjl4 and consider
 ,mr4 ,m,adam's claims as  establishing 
a ground for further remuneration40     
,in consequence of that ,report the     
,lords ,commissioners of ,his ,majesty's
  ,treasury again1 on the #bc;d of      
,september1 refer the subject to the    
,postmasters ,general1 who1 considering 
the first sum of #e1jail4 #fs4  to be   
admitted as proved before the           
,committee1 recommended the payment  of 
his expenses from #ahad1 to be          

calculated upon the same principle as   
the travelling allowance is made to the 
,superintendent of the  ,mailcoaches1   
amounting to #a1hcgl4 #ags4 #f;d4 and   
they further  propose the sum of        
#b1jjjl4 or #b1ejjl4 to be granted to   
,mr4 ,m,adam1  as a moderate            
compensation for his services2 upon this
 the ,lords  ,commissioners of the      
,treasury issued a second sum of        
#b1jjjl4 stating  that their ,lordships1
 adverting to the large amount of ,mr4  
,m,adam's  claims1 cannot feel          
themselves justified in issuing any     
further sum to  him on account thereof1 
without the express authority of        
,parliament for  that purpose4 ,on the  
#eth ,december #ahbj1 ,mr4 ,m,adam again
 addressed a  letter to the ,lords of   
the ,treasury1 which was transmitted to 
the ,post  ,office2 and the ,postmasters
 ,general1 referring to their former    
letter1  observe that they have no      
difficulty in bearing their testimony to
 the  services of ,mr4 ,m,adam1 and to  

the benefits which the ,public were     
likely  to derive from them1 and also   
stated that in their opinions the       
charges  were reasonable4    ,the last  
,memorial presented by ,mr4 ,m,adam was 
to the ,postmasters  ,general1 who1 in  
transmitting it to the ,treasury1       
observe1 8,the  favourable opinions     
which we entertained and expressed in   
our former  ,reports upon this subject  
have been confirmed by experience2 and  
that by  employing ,mr4 ,m,adam to      
survey the roads in ,lancashire the most
  beneficial results are likely to      
follow40    ,having thus given a        
succinct and connected account of these 
different  proceedings1 and having taken
 into their consideration the whole of  
the  correspondence which has passed    
previous to this inquiry between the    
,lords ,commissioners of ,his ,majesty's
 ,treasury and the ,postmasters         
,general1 together with the several     
,memorials presented at different       
periods to these departments by the     

,petitioner1 with the documents         
accompanying them1 and having considered
 ,mr4 ,m,adam's statement of his  case1 
and the proof adduced in support of it1 
which accompany this  ,report1 your     
,committee are of opinion that ,mr4     
,m,adam has1 by means of  great         
assiduity1 skill1 and many years        
personal labour1 and at a  considerable 
expense1 out of his private property1   
introduced into very  extensive practice
 a system of repairing1 making and      
managing the  turnpike roads and        
highways of the kingdom1 from which the 
,public have  derived most important and
 valuable advantages4    ,that in       
addition to the notoriety of the fact1  
that the improved  condition of the     
public roads is in a great degree to be 
ascribed to the  ability1 zeal1 and     
indefatigable exertions of ,mr4 ,m,adam1
 it now for the  first time appears1    
that ,mr4 ,m,adam has gratuitously given
 his personal  attention upon1 and      
advice and assistance to1 no less a     

number than  seventy turnpike trusts in 
twenty-eight counties of the kingdom1   
from  many of which he has not received 
the payment even of his expenses2 that  
he has1 for a considerable length of    
time1 been engaged in an extensive      
correspondence with persons connected   
with the management and  improvement of 
roads1 affording1 in the most unreserved
 manner1  information and instruction   
wherever required2 and that he has      
attended1  during several sessions of   
,parliament1 the ,committee of this     
,house1 for  the same purpose of        
communicating information3 all which    
services1  together with the assistance 
he has been called upon to give to the  
,post  ,office1 he has rendered without 
reward or pecuniary compensation of any 
kind1 beyond the sum of #d1jjjl4        
advanced to him by the ,lords           
,commissioners of the ,treasury1 in part
 payment of his expenses4    ,looking to
 the result of these services as        
affecting the community at  large2 the  

increase of comfort1 convenience and    
safety to the ,public  generally2 the   
diminution of expense in the wear and   
tear of carriages  of all descriptions2 
the reduction of horse-labour1 and      
consequent  expense of horses2 the      
relief the oppressive burthen of the    
poor rates1  by the additional means    
created for employing the surplus       
labouring  population of the encumbered 
parishes2 the abolition in many         
instances  of a great part1 and in some1
 of the whole of the statute duty       
complained of by the agriculturists1 and
 the very essential benefit to  the     
agricultural1 commercial and            
manufacturing classes1 by the more easy 
and equal diffusion of the produce of   
the soil over the various parts of  the 
kingdom2 the free as well as rapid      
circulation of commercial  capital1     
thereby adding greatly to the national  
wealth and prosperity  which this system
 has materially contributed to effect2  
the ,committee  cannot hesitate to      

express their opinion1 in concurrence   
with that  already pronounced by the    
,heads of the ,department of the ,post  
,office1  that the sum of #b1jjjl4 or   
#b1ejjl41 in addition to his expenses1  
to  be calculated after the same rate of
 allowance as is granted by that  office
 to the ,surveyor or ,superintendent of 
,mailcoaches1 will be but a  moderate   
compensation to ,mr4 ,m,adam for his    
great exertions and very  valuable      
services4    ,the ,committee1 with a    
view to abridge the ,appendix1 have     
omitted to  include several testimonials
 forwarded to them from different       
innkeepers  and postmasters1 stating the
 advantages they have derived from the  
improvement of the roads under ,mr4     
,m,adam's system2 but which tend to     
confirm the general opinion favourable  
to the system4    ,it appears that ,mr4 
,m,adam has held1 from the year #ahaf to
 the present  time1 and now holds1 the  
situation of general surveyor of the    
,bristol  ,turnpike ,roads at a salary1 

the first year1 of #djjl4 and each      
subsequent year1 of #ejjl42 but taking  
into consideration1 that out of  his    
annual salary #bjjl4 is for expenses    
incident to his ,office1 the  remaining 
sum of #cjjl4 is1 in the opinion of this
 ,committee1 not more  than an adequate 
payment for the constant and laborious  
duties attached  to the situation1 and  
cannot1 or ought not1 to be considered  
as  constituting any remuneration to    
,mr4 ,m,adam for his other distinct and 
important services4    ,it further      
appears1 that the three sons of ,mr4    
,m,adam are employed as  general        
surveyors upon various lines of road in 
different parts of the  ,kingdom2 that  
they have been and are competitors with 
all other road  surveyors1 over whom    
they possess no other advantage than    
such as their  superior intelligence1   
skill and industry entitle them to1     
having no  exclusive or preferable      
privilege whatever2 that they have      
improved1 and  at the same time have    

very considerably reduced the expense   
upon almost  all the roads under their  
management2 and that their incomes1 when
  diminished by the necessary           
disbursements and payments to the       
persons  acting under them1 and their   
own expenses1 cannot be deemed too large
 a  sum for their own individual        
services2 but1 on the contrary1 that    
they  have returned to the ,public for  
the amount of their gains a fair and    
full measure of benefit1 by the personal
 activity1 skill and labour so          
conspicuous in the management of the    
roads1 and the funds of the trusts      
under their superintendence2 that two of
 the three had relinquished  situations 
of profit to afford their aid in giving 
effect to and  carrying the system into 
execution1 and are justly entitled to   
the  fruits of their industry1 and      
hard-earned incomes1 without the        
participation of any other person2 and  
it does not appear that the  ,petitioner
 has profited in any manner from the    

salaries allowed to his  sons4    ,with 
respect to the petition of ,mr4         
,wingrove1 referred to your  ,committee1
 it appears1 from the ,petitioner's own 
statement1 that his  object is a        
compensation for services which he      
considers himself  individually to have 
rendered to the public1 a claim which   
your  ,committee can neither investigate
 nor entertain1 being foreign to the    
object of their inquiry2 and no part of 
,mr4 ,wingrove's statement  appearing1  
in the opinion of your ,committee1 to   
affect the system of ,mr4  ,m,adam1 or  
impeach his claim to a remuneration for 
services performed1  they feel it       
necessary only to present his evidence  
without further  remark4    ,in like    
manner1 and with the same observation1  
they may dismiss the  petition of ,mr4  
,lester1 between the comparative merit  
of whose literary  productions with     
those of ,mr4 ,m,adam1 and whether ,mr4 
,m,adam has  8infringed upon his        
literary property10 your ,committee are 

not called  upon to determine2 nor is it
 within their province to pronounce an  
opinion upon the degree of merit        
belonging to ,mr4 ,lester for the       
construction of the various models of   
machines exhibited to your  ,committee1 
and alleged by ,mr4 ,lester to be       
applicable to1 and useful  for1 the     
improvement of roads4    ,in conclusion1
 your ,committee desire to state it as  
their opinion1 that  the value of ,mr4  
,m,adam's system1 and consequently of   
his services1 by  no means appears to   
its full extent upon the roads under the
 immediate  management of himself1 or of
 his sons2 but that the effect produced 
upon  a considerable portion of the     
roads generally throughout the ,kingdom1
  since the adoption of his system1 has 
been manifest1 and1 as your  ,committee 
conceive1 too apparent to escape the    
most common or  indifferent observer2   
and further1 that it must be obvious1   
from past  experience1 that a system    
from which so much good has been already

  derived1 would1 if extended over the  
whole face of the ,kingdom1 be          
productive of the most beneficial       
consequences both to the condition of   
the roads1 and in effecting a reduction 
of the amount of the present  enormous  
and improvident expenditure4    ,your   
,committee would therefore strongly     
recommend to the ,house the             
consideration of the subject of making  
and managing the roads of the  ,kingdom 
in the course of the ensuing ,session of
 ,parliament1 feeling  convinced that   
whatever plausible appearance the plan  
may assume of  appointing a large number
 of noblemen1 gentlemen1 farmers1 and   
tradesmen1 ,commissioners of ,roads1    
that the practice has everywhere been   
found to be at variance with the        
supposed efficiency of so large a       
number of irresponsible managers2 and   
that the inevitable consequences  of a  
continuance of this defective system    
will be1 to involve the  different      
trusts deeper in debt1 and leave the    

roads without funds to  preserve them in
 proper order4    ,your ,committee      
cannot close their ,report without      
directing the attention  of the ,house  
to that part of ,mr4 ,james ,m,adam's   
evidence1 in which he  states the       
practicability of converting the        
pavement of the streets of  ,london into
 smooth and substantial roads2 and your 
,committee have the  satisfaction to    
inform the ,house that the experiment is
 about to be  tried in two very         
different and distinct parts of the     
,metropolis1 viz4  in ,st4 ,james's     
,square1 and over ,westminster ,bridge  
and its boundary4  ,this most desirable 
improvement has1 as appears from the    
evidence of ,mr4  ,m,adam1 senior1 and  
from that of ,mr4 ,william ,m,adam1     
already been tried1  and completely     
succeeded 7as is well known to many     
members of the ,house7  both at ,bristol
 and ,exeter1 and is in progress of     
execution upon the  paved ways in the   
county of ,lancaster4    ,the benefit to

 the inhabitants of this large ,city by 
such an important  improvement1 in all  
its various advantages of comfort1      
convenience1 and  economy1 can scarcely 
be appreciated2 and your ,committee hope
 that the  plan about to be tried in two
 separate parts of ,london will be found
 so  far to succeed as to induce its    
adoption1 at least in all the large     
streets of the ,metropolis1 observing1  
that they believe that it is a  plan    
which ,mr4 ,m,adam has for many years   
urged the adoption of1 and1 as          
constituting a part of his system1 will 
be found mentioned in all his           
publications on the improved system of  
road-making4     #bjth ,june1 #ahbc4    
,,minutes ,,of ,,evidence4              
,mercurii1 #bh die ,maij1 #ahbc4        
,,sir ,,thomas ,,baring1 ,,bart4        
,in the ,chair4            ,john ,loudon
 ,m,adam1 ,esquire1 called in2 and      
,examined4    ,you were formerly a      
magistrate1 and commissioner of the     
roads in  ,scotland1 were you not8--,i  

was4    ,when did you first turn your   
attention to road making8--,i was a     
commissioner and trustee of the roads in
 ,scotland from the time of my  return  
from ,america in the year #aghc2 and ,i 
naturally turned my  attention to it    
there1 because they had begun about     
twelve years before  to make the roads  
turnpike1 and they were carrying them on
 with  considerable activity when ,i    
returned from ,america2 and it appeared 
to  me at that time1 and all the time ,i
 was trustee1 that there was a great    
deal of money expended needlessly1 and  
with very little effect1 on the  roads1 
and that of course turned my attention  
to the cause4 ,i began then  to travel  
through different parts of the country  
to inspect the  different managements of
 different parts of the road1 first in  
,scotland1  and then ,i went into       
,england4 ,in the year #agih1 ,i came to
 live in  ,england1 at ,bristol4 ,i have
 no documents to prove my travelling    
before ,i  came to reside in ,england in

 the year #agih4 ,in #agih ,i began to  
make it a  sort of business4 ,without   
saying to any one what my object was1 ,i
  travelled all over the country in     
different parts4 ,i have a list of such 
of those places ,i travelled to that ,i 
happened to keep memorandums of1  but ,i
 cannot possibly say all the places ,i  
travelled to4    ,how long were you     
occupied in travelling for the purpose  
of obtaining  information for the       
construction of roads8--,it was only    
occasional  travelling of course4 ,i had
 some other occupations and private     
affairs  to look into4 ,i began in the  
year #agih to travel as often as ,i had 
leisure and convenience down to the time
 ,i took the charge of the  ,bristol    
roads1 down to the year #ahaf1 the      
beginning of #ahaf or latter  end of the
 year #ahae4    ,what was the result of 
your observations and inquiry of the    
state of the  roads8--,i found the roads
 were extremely bad in all parts of     
,great  ,britain1 as far back as the    

year #agih1 and that very little        
improvement  took place in them between 
that time and the year #ahae1 which ,i  
attributed to the ignorance of the      
persons who had the charge of them1  the
 ignorance of the surveyors1 the total  
want of science4    ,what were the      
objections which you found8--,i found   
the materials so  applied that the roads
 were all loose1 and carriages1 instead 
of passing  over the roads1 ploughed    
them2 that was the general fault of the 
roads1  and the loose state of the      
materials1 ,i apprehend1 was owing to   
the bad  selection1 the bad             
appropriation1 and the unskilful laying 
of them4 ,i  came to that conclusion    
first1 from observing that in some parts
 of the  country where things were      
better managed1 there were better roads2
 and ,i  instanced the roads between    
,cross and ,bridgewater1 in             
,somersetshire2  there ,i saw a better  
road than in most other parts of the    
country1 and  having inquired into their

 management1 ,i found that they prepared
 their  materials better4 ,the next     
improvement that ,i saw in roads1 was at
  ,kendal1 in ,westmoreland1 where ,i   
think the same result proceeded from    
the same cause4 ,that led me to the     
conclusion1 that under a better  system 
of management a better road would be    
produced2 and having gone to  every part
 of the country1 and inquired into the  
manner in which they  made the roads1 ,i
 formed a theory in my own mind4 ,this  
theory ,i got  leave to put in practice 
by being appointed to the care of the   
,bristol  roads1 of which ,i was a      
commissioner in ,january #ahaf4    ,did 
you make any inquiry into the           
expenditure of money upon those roads1  
that you found in so bad a state8--,i   
did4    ,what was the result of that    
inquiry8--,i generally found that the   
expense  was in proportion to the       
badness of the roads1 not to their good 
quality1 but as the roads were bad and  
badly managed the expense  increased1   

and ,i found few roads that were not    
deeply in debt and in  distress for     
money4    ,in what did the improvident  
expenditure consist8--,i think          
principally in  carting great quantities
 of unprepared materials1 and putting   
them into  the roads where they were not
 wanted2 that was one source of needless
  expense2 and then the materials being 
put in so bad a state did not  last2 the
 road went soon to pieces4 ,i believe   
there was a great deal of  other kind of
 prodigality1 of a worse character than 
carelessness4    ,did you find a larger 
quantity of materials put in the road   
than was  necessary8--,i did1 in most   
instances2 a much larger quantity than  
was  necessary4    ,did you discover1 in
 any of the roads1 that there were      
materials  sufficient1 if raised1 to    
make a good road1 without putting on the
  additional1 quantity8--,in a very     
great number1 ,i think the greater      
number1 ,i found a sufficient quantity  
of materials for giving them one  good  

making1 without any further addition4   
,were these the whole of your           
observations on the state of the        
roads8--,no4  ,it is not very easy to   
explain to gentlemen1 exactly1 the      
particulars  that ,i know to be wrong in
 roads2 ,i found the water-ways1 and    
things  connected with keeping the roads
 dry1 exceedingly neglected in the      
country4    ,be so good as to state what
 defects you observed in the            
construction of  the roads1 besides     
those you have already mentioned8--,i   
think the  water-ways were extremely    
neglected1 and the roads in general were
  covered with water1 and many of them  
standing in wet4 ,it was a practice     
formerly to dig a trench when they made 
the new road4 ,there was a hollow  way1 
and a great deal of the bad quality of  
roads in general was owing  to the      
circumstance that the road was standing 
in water4 ,i think that  was one very   
great error formerly2 but the roads were
 made upon no  principle2 there seemed  

to be no object2 the persons who made   
them did  not seem to understand there  
was some object to be gained2 they had  
no  other idea of mending a road than   
bringing a great quantity of material1  
and shooting it on the ground4 ,when a  
road got into entire disrepair1  the    
next thing was to bring a quantity of   
the same kind of unprepared  material1  
and to shoot it upon the road4    ,did  
you find that they made use of bad      
material when a better was to be        
procured8--,i found that to be very     
universally the case1 that the tops of  
the quarries1 and that to be easily     
procured1 was taken in general1 and  the
 best stone left behind4 ,i am afraid   
that is too much the custom in  the     
country still4    ,did you find they put
 these materials on the road in an      
unprepared and  unfit state8--,i did2   
they were not broken1 nor in many cases 
cleaned4    ,have you any thing further 
to state with regard to the construction
 of  the road8--,no2 ,i do not recollect

 any thing further ,i can state4        
,what inquiry did you make into the     
management of the funds of the          
different trusts8--,i made it a business
 to inquire generally of the  surveyors1
 workmen1 and people on the roads1 as to
 the expense of  materials1 cartage1    
day-labour1 and then ,i took what pains 
,i could with  gentlemen of the country1
 to inquire into the state of the funds3
 with  surveyors and other officers of  
trusts1 ,i found a jealousy and an      
unwillingness every where to give me    
information4 ,an unauthorized           
individual finds it extremely difficult 
to procure information of that  sort1   
and ,i found it so2 a very great        
unwillingness to inform4    ,what class 
of persons did you find in the situation
 of surveyors on the  road8--,always1 ,i
 think1 almost without exception1 very  
low people1 many  of them old servants1 
ruined tradesmen1 people without that   
kind of  energy and character which ,i  
think is absolutely necessary for such a

  service4    ,did you make any inquiry 
into the mode of the performance of     
statute  labour8--,yes2 ,i inquired very
 particularly about that1 and ,i found  
the  statute labour1 when called for1   
was sent by the farmer to the roads1    
but the people seldom did above half a  
day's work2 and though the farmer  lost 
the service of his servants and team1   
the public did not get it2 it  was a    
heavier oppression on the country than  
benefit to the roads4    ,did you find1 
in collecting the materials1 that there 
was any  deficiency1 or any             
mismanagement1 on the part of those who 
superintended  it8--,i had very great   
reason to believe1 that in most         
instances the  country was imposed on4  
,have you any knowledge of it8--,no1 ,i 
have no knowledge2 ,i had no legal      
means of taking such measures as should 
have made me so certain as to be  able  
to give evidence to it4    ,what extent 
of turnpike road is there in ,england   
and ,wales8--,on my first  examination  

before a ,committee of this ,house1 ,i  
stated my opinion to be  #be1jjj miles2 
but ,i see1 from a corrected state of   
the returns made to  parliament1 which  
,i made out1 that the number is #bd1eii 
miles4    ,do you know what sum is      
annually expended upon these            
roads8--,the annual  income has been    
ascertained by the same returns to be   
#a1bhb1gael4    ,can you state what part
 of the sum goes to the payment of the  
interest  of the debt1 and what is      
applied to the improvement of the       
road8--,the  mortgage debt in the       
kingdom is #f1jcf1ejbl42 but there is a 
large sum  due to treasurers1 and       
balances of interest1 which is also     
bearing  interest1 amounting to         
#efi1jdal4 ,the whole debt that bears   
interest is  #f1fje1edcl4    ,what is   
the amount of tolls8--#a1bhb1gael4      
,what do you compute the expense of     
statute labour at8--,i never have made  
any guess at it2 for two reasons1       
statute labour is so difficult to  guess

 at2 and the proportion given to the    
turnpike roads is so different  in      
different parts of the country1 under   
local ,acts1 and under the  general     
,act2 but in the roads under my         
management it amounts to about  five per
 cent4 of the toll-duty4                
,mr4 ,james ,m,adam1 ,examined4    ,have
 you in any instance tried the          
experiment of converting paved  streets 
into roads8--,i have in several         
instances taken up small pieces of      
pavement that ,i found upon the several 
road trusts1 and substituted  road4 ,in 
the town of ,stamford ,i took a piece up
 of considerable extent1  which is now  
road instead of the pavement4    ,what  
has been the effect of the conversion of
 the pavement into  road8--,the expense 
has considerably diminished1 and        
facility of  travelling very            
considerably increased4    ,has any     
suggestion been made to you of          
converting the pavement of any  part of 
the streets of ,london into road8--,i   

have been ordered1 by the               
,parliamentary commissioners having     
charge of ,westminster ,bridge1 to      
prepare an estimate and report1 with a  
view to convert that pavement  into a   
broken stone road1 which documents ,i   
have furnished2 and ,i have  reason to  
believe that the same will be           
immediately carried into effect4  ,i    
have been also directed by the trustees 
and proprietors of ,st4 ,james's        
square1 to prepare 7which ,i have done7 
the same documents1 with a view  to     
substitute a broken stone road in ,st4  
,james's square1 in lieu of the  present
 pavement4    ,what is your opinion of  
the effect that would be found from its 
being  carried into execution in all the
 streets of ,london1 as to the reduction
  of expense1 and benefit generally to  
the public8--,i consider that the       
expense would be most materially        
reduced2 the convenience of passing     
over the surface1 there could be no     
doubt1 would be generally  facilitated1 

and made more convenient1 particularly  
in the great leading  streets1 such as  
,piccadilly1 ,pall-mall1 ,parliament    
street and ,whitehall1  and others of   
that description2 the expense of the    
same weight of stone  now put upon those
 streets as pavement would be obtained  
at infinitely  less expense1 in a       
different form1 for the purpose of      
road-making4    ,is it your plan to     
raise the present pavement1 and convert 
that pavement  into materials for making
 the road1 or to bring new materials and
  dispose of the pavement8--,for        
,westminster ,bridge ,i recommended to  
the  trustees to sell the present       
pavement1 because as long as pavements  
continue to be generally used1 stone in 
that shape and size will always  be     
valuable1 and the same weight of granite
 ,i could obtain for the  formation of  
the road over the bridge at #ajs4 #f;d4 
per ton1 the  present pavement being    
worth a guinea per ton2 but were the    
streets of  ,london generally taken up1 

pavement would of course become of less 
value1 and it might be broken for the   
formation of the roads4    ,is that     
pavement of a quality calculated to make
 good roads8--,the best  material in the
 kingdom4    ,what proportion would the 
pavement now used in the streets of     
,london  bear to the materials necessary
 to the formation of the roads8--,there 
would be sufficient for the formation of
 a strong durable road in the  first    
instance2 and ,i estimate that a supply 
of materials for the future  care of the
 road1 for a considerable time1 would be
 left4    ,would that answer in all the 
small streets of the metropolis as well 
as  for the large and open streets8--,i 
think not so well in the very narrow    
streets1 which are liable to water1 and 
where1 from the width of the  street1   
the thoroughfare must necessarily be    
upon one given spot4 ,i beg1  however1  
to observe1 that the thoroughfare in    
those streets is extremely  small4      
,would the dust be increased or         

diminished by this alteration8--,i      
consider1 that upon a well made stone   
road1 with the same care of  cleansing  
and watering that is given to the       
streets1 that the annoyance  from dust  
would be infinitely less2 and a road is 
more susceptible of  retaining the water
 than pavement4    ,what would be the   
proportion of the annual expense between
 the paved  street and the              
road8--,taking seven years1 during which
 time ,i calculate  that the pavement   
gets worn out1 ,i should think the      
annual expense of  the road would not be
 one fifth part1 because in that seven  
years the  whole value of the pavement  
is nearly lost4    ,what would be the   
effect produced upon the necessity of   
raising the road  for the purpose of    
alteration of the pipes and other works 
under the  street8--,at present1 when   
this operation is necessary1 a paviour1 
whose  wages are from five to six       
shillings a-day1 is required4 ,were the 
streets converted into stone roads1 a   

labourer at eighteen-pence a-day  would 
perform the same service2 and by due    
care in laying the materials  on one    
side1 and the earth on the other1 the   
injury to the road would be  extremely  
small1 and the spot would very soon     
become obliterated2  whereas in raising 
a part of a paved street it is quite    
impossible ever  to unite the piece so  
raised with the rest of the pavement4   
,supposing the pavement to be converted 
into a road1 in that case1 would  it be 
necessary1 when any pipe was repairing1 
to stop up the way to  prevent carriages
 and horses passing8--,certainly not    
more so than at  present1 as that       
circumstance must always depend upon the
 width of the  street4 ,in very narrow  
streets1 where the pipe lies in the     
centre1 a  large opening is necessary2  
it would follow as a matter of course   
that  the street must be stopped2 but   
upon large streets one side would be    
left free4    ,would not a repair be    
more rapidly executed1 supposing the way

 to be a  road instead of a             
street8--,were the streets converted    
into roads1 the  repair of the roads    
would be almost unknown to the public1  
and no  stoppage whatever would take    
place2 the repair of such roads would be
  limited to a one-inch coat at a time1 
which would scarcely be known to        
persons passing in carriages1 and the   
great inconvenience at present          
constantly felt in every part of this   
large metropolis by the necessity  of   
repaving the streets would cease4       
,you assume that the roads for the      
streets in ,london must be made with    
granite8--,most assuredly1 ,i should    
never recommend any other material to   
be made use of for the roads in the     
town4                      ,mr4 ,william
 ,m,adam1 further ,examined4    ,have   
you1 in the course of your practice1    
converted any paved street  into a      
road8--,yes1 ,i have2 ,fore-street      
,hill1 in ,exeter1 forms part of  that  
turnpike trust2 it is very steep1 and   

was exceedingly slippery1 so  much so1  
that ,i never rode on horseback down it 
myself till it was  converted into a    
stone road2 it has been so for a year or
 two2 it has  answered every purpose1   
and stood remarkably well1 and by being 
watered  a little in very dry weather1  
,i believe there is less inconvenience  
found from dust than when it was paved4 
,i have heard some gentlemen say1  that 
in coming up that hill with their       
carriages1 it not being above a  furlong
 and a half or two furlongs in length1  
they have saved from five  to ten       
minutes time since it was made road2 and
 ,i have heard coachmen  say1 that when 
they brought their horses quite cool to 
the bottom of  that hill1 they have been
 quite in a lather by the time they got 
to the  top of it1 from the terror of   
the horses in slipping about4    ,that  
was when it was paved8--,yes4    ,what  
kind of stone do you use for making that
 road8--,the pebble of the  country1    
picked from the gravel pits4    ,have   

you converted any other part of ,exeter 
from pavement into  road8--,there is no 
other part of ,exeter under the care of 
the trust2 but  in consequence of the   
effect which the ,chamber of ,exeter saw
 in  ,fore-street1 they have broken up a
 great many of the streets in ,exeter1  
and1 ,i believe1 are proceeding         
gradually to do them all4 ,in the town  
of  ,newton-,abbot there is a county    
bridge2 the county have broken up the   
bridge bands1 and converted it in a     
similar manner4                    ,john
 ,loudon ,m,adam1 ,esq4 further         
,examined4    ,have you1 in any         
instance1 made the alteration stated by 
your sons8--,yes1  ,i have2 ,i found the
 suburbs of ,bristol were entirely paved
 when ,i took  charge of the roads of   
the district2 those suburbs are within  
the  jurisdiction of the commissioners  
for the care of turnpike roads2 and ,i  
found the expense of paving was very    
heavy1 and the effect very bad1 and  ,i 
at once took the whole pavement up1 and 

broke the stone that ,i found  there    
into a stone road1 up to the            
jurisdiction of the magistrates4    ,was
 that granite stone8--,no1 a kind of    
stone called the blue pennet in  that   
county1 and part of a light stone called
 ,brandon ,hill stone2 both  tolerably  
good stones3 the blue pennet is         
certainly not so good as  granite2 the  
,brandon ,hill stone1 when broken1 is   
pretty nearly as good  as granite4 ,but 
those suburbs having been taken up1 and 
given great  satisfaction the year      
before last1 the magistrates took up    
half of the  street1 called ,stoke's    
,croft1 which is the great entrance of  
the town  from ,gloucestershire4 ,the   
inhabitants were very much afraid of    
dust2 and  therefore they requested the 
magistrates not to take up the whole of 
the  street1 but to make an experiment  
on one half of it1 and after a year's   
experiment they consented to the whole  
being taken up4 ,when ,i left  ,bristol1
 which is now three months ago1 they    

were busy taking up the  remainder of   
that street2 and ,i understood it was   
the intention of the  magistrates to    
proceed gradually to take up a great    
number of other  streets in the town4   
,do you know what difference it has made
 in the expense8--,that part of the     
suburbs that was lifted1 and laid again 
with the same stone broken1 cost  #e;d4 
a square yard for doing it4 ,i took up  
the stone2 ,i had nothing to  purchase2 
the stone that came out of the streets  
fully made the road1  and we had a      
little remaining for repair afterwards1 
and that operation  cost #e;d4 a square 
yard2 paving1 in the city of ,bristol1  
cost #es4  #f;d4 a square yard when     
stone is found by the paviour1 and ,i   
believe  they reckon the laying down to 
be eighteen-pence of that4    ,what     
would be the difference of expense      
annually between  paved street  and a   
road8--,i think that road required no   
repair for the first three  years after 
it was done4    ,a paved street would   

require no repair for seven years after 
it was  done8--,i think we repaired it  
for about a fifth part of the money1    
when  it required repair1 that a        
pavement would have cost4 ,we seldom    
find our  streets in ,bristol last above
 three years2 the pavements become      
rugged1  and full of holes1 and so on2  
they are obliged to be taken up1 and    
they  relay them generally once in three
 years4 ,there is another street in     
,bristol which has been taken up1 but ,i
 cannot recollect the name of it2  it   
goes from ,stoke's ,croft to ,kingston2 
it has been taken up by the             
magistrates1 not under my direction4    
,has any objection been taken by any    
person to the alteration that has  been 
made at ,bristol8--,no1 except the alarm
 that the inhabitants of ,stone  ,croft 
had when it was begun to be done1 and   
they got the magistrates to  delay doing
 more than half of it till they were    
satisfied that it would  not            
inconvenience them2 and the circumstance

 of their sending a request  to the     
magistrates to finish it induces me to  
believe that they were  very much       
satisfied with the experiment4          
,park-street1 in ,bristol1 has  been    
done in that way for1 ,i think1         
seventeen years2 ,i was then a          
commissioner for watching and paving the
 streets of ,bristol4    ,who did       
it8--,it was done at the expense of the 
commissioners for watching  and paving1 
at my wish1 and ,i certainly did        
superintend it1 though ,i had  nothing  
to do with it more than any other       
commissioner had4 ,it is a  street many 
gentlemen know very well2 it is a public
 road from ,bristol  to the ,park1 and  
very steep2 ,i believe it is a rise of  
three inches in a  yard1 and when paved 
was so very dangerous and slippery that 
many  accidents arose from it1 and now  
it is a very good road indeed1 and ,i do
  not believe that it cost upon an      
average1 since that alteration1 more    
than one fourth of what it used to do4  

,what stone was it paved with           
before8--,black rock-stone1 a species of
  limestone4                            
,,appendix4                             
,,appendix 7,b47     ,,memorandum of    
,mr4 ,johnson1 respecting the ,roads    
under ,mr4 ,m,adam's                    
superintendence4    ,as ,i travel       
rapidly over great distances1 and my    
attention is usually  much occupied with
 the immediate business of the office1  
,i cannot speak  with accuracy about    
particular and local alterations4 ,but  
,i feel myself  well warranted in       
stating1 that whenever ,i have found any
 thing done  under ,mr4 ,m,adam's       
immediate direction1 or by his pupils1  
or even in  imitation of his plan and   
principles1 the improvement has been    
most  decisive1 and the superiority over
 the common method of repairing roads1  
most evident2 and1 as superintendent of 
mailcoaches1 ,i have abundant  reason to
 wish that ,mr4 ,m,adam's principles    
were acted upon very  generally4 ,if    

they were1 a pace1 which in winter or   
any bad weather  cannot be accomplished 
without difficulty1 would become        
perfectly easy1  to say nothing of the  
comfort and safety of the traveller1 and
 the  credit to humanity in lessening   
the hard labour of the animals4 ,i may  
add1 that although so much has been     
accomplished1 the postmaster general    
could still expedite the conveyance of  
the mails1 and bring the  arrangements  
of the posts nearer to perfection1 if   
the roads were  universally as much     
improved as the practice of ,mr4        
,m,adam's plan would  effect4           
,,chas4 ,,johnson4     ,general         
,post-office1   ,dec4 #h1 #ahai4        
,p4,s4 ,as one instance of the benefit  
of ,mr4 ,m,adam's improvement1 ,i beg   
to mention that the mail last winter    
lost ten1 fifteen1 and twenty  minutes1 
in passing from ,staines to ,bagshot1   
but now the time is  exactly kept4      
,c4 ,j4                                 
,,appendix 7,c47  ,,letter from         

,postmaster ,general to the ,lords of   
the ,treasury2 dated #bjth              
,december #ahai4        ,to the ,right  
,hon4 the ,lords ,commissioners of ,his 
,majesty's ,treasury4     ,my ,lords1   
,we beg to acknowledge the receipt of   
,mr4 ,harrison's letter of the #bfth    
ult4 transmitting1 by your lordships    
command1 the application of ,john       
,loudon ,m,adam1 submitting his claim on
 account of his inquiries relative  to  
the improvement of the roads in this    
kingdom1 and requesting any  information
 in our power with regard to ,mr4       
,m,adam's services4    ,in conformity to
 your lordship's desire1 we have applied
 to the  superintendent of mailcoaches1 
as the officer in our department most   
competent to give information upon the  
subject of ,mr4 ,m,adam's  exertions2   
and we beg leave to inclose his report1 
and to add1 that with  respect to the   
road near ,staines1 to which he alludes1
 we had found it  necessary to give     
notice of indictment1 which has been    

prevented1 by the  commissioners        
resorting to ,mr4 ,m,adam's assistance  
and advice1 which  have produced the    
excellent road mentioned by the         
superintendent4    ,the road from       
,newbury1 through ,reading to ,twyford  
has been so much  improved1 that the    
mail-coach has been better enabled to   
keep its time  than heretofore2 and we  
are convinced1 that if the roads near   
,london  were improved in a similar     
manner1 considerable advantages would be
  obtained to the correspondence in     
general1 but particularly in places     
from ninety to one hundred miles        
distant4                         ,we    
are1 with great respect1 ,my ,lords1    
,your ,lordships very obedient humble   
servants1                               
,,chichester4                           
,,salisbury4     ,general ,post-office1 
#bjth ,dec4 #ahai4                      
,,appendix 7,d47        ,certificate and
 ,recommendation by several ,peers and  
,members of      ,parliament1 to the    

,right ,honourable the ,lord            
,commissioners of the      ,treasury1   
respecting ,mr4 ,m,adam's ,claim for    
remuneration4    ,it appears to the     
undersigned1 by the report of a         
,committee of the ,house  of ,commons of
 last session1 and by their own         
experience and observation1  that the   
system of road making1 introduced by    
,mr4 ,m,adam1 has already  been of great
 public benefit1 as it facilitates the  
communications of  the country1 and     
affords useful and universal employment 
to the  labouring class1 with sufficient
 funds already provided4    ,the        
undersigned are of opinion1 that as ,mr4
 ,m,adam obtained the  information      
necessary to perfect his system of road 
making1 entirely at  his own expense1   
and with the labour of many years2 and  
afterwards1 by  his exertions and those 
of his family1 reduced the system to    
actual  practice1 and has now put the   
public in complete possession of his    
plans1 ,mr4 ,m,adam has a claim on the  

country for remuneration4    ,they are  
further of opinion1 that it will be a   
great means of  encouraging the general 
adoption of this improved system of road
  management1 if ,government shall be   
pleased to bestow this mark of their    
approbation on ,mr4 ,m,adam4            
,chichester1 ,de ,laware1 ,hardwicke1   
,macclesfield1 ,salisbury1 ,beaufort1   
,g4 ,clerk1 ,wm4 ,rea1 ,thomas ,g4      
,estcourt1 ,wm4 ,dickinson1 ,n4         
,calvert1 ,w4      ,h4 ,ashurst1 ,j4    
,fane1 ,j4 ,n4 ,fazakerley1 ,carrington1
 ,g4 ,doveton1      ,dacre1 ,daniel     
,giles1 ,wm4 ,lamb1 ,george ,shee1 ,w4  
,freemantle1 ,warren      ,bulkeley1    
,grenville1 ,folkestone1 ,r4 ,spencer1  
,r4 ,m4 ,davis4                         
,,appendix 7,k47        ,letter of      
,postmaster ,general to the ,lords of   
the ,treasury1 on ,petition      of ,mr4
 ,m,adam for payment of ,balance due to 
him on account of      services stated  
to have been rendered by him in the     
improvement of      the ,public ,roads4 

,my ,lords1    ,mr4 ,john ,loudon       
,m,adam having addressed to us a        
memorial1 relative to  certain claims on
 account of the services which he states
 to have been  rendered by him in the   
improvement of the public ,roads of the 
kingdom1  we have the honour to transmit
 the same to your lordships for such    
consideration as it may appear to you to
 deserve2 and we have to state1  that   
the favourable opinions which we        
entertained and expressed in our  former
 reports upon this subject1 have been   
confirmed by experience2 and  that by   
employing ,mr4 ,m,adam to survey the    
roads in ,lancashire1 the most          
beneficial results are likely to follow4
                          ,we are1 my   
,lords1 with great respect1             
,your ,lordships most obedient servants1
                                        
,,chichester4                           
,,salisbury4     ,general ,post-office1 
#fth ,feb4 #ahbc4      ,h4 ,bryer1      
,printer1 ,bridge-street1 ,blackfriars4 

----------------------------------------
--------------------------------        
,,transcriber',s ,,notes       #a4      
,silently corrected typographical errors
 and variations in spelling4   #b4      
,archaic1 non-standard1 and uncertain   
spellings retained as printed4   #c4    
,enclosed italics font in underscores4