4
W. K. Curtis on the Road Question.
It seems to me that the proposition
of a dirt road bed is a thing of the
past. No road bed of dirt, however
well worked, will stand the wear of
heavily laden wagons. Rock of some
form, or corduroy, must form the
foundation. The damage to the road
bed is done in summer, not winter. ’ A
gopher, tunneled under the road bed,
a passing wheel broke through the
arch, each succeeding wheel made the
hole larger. Today there is a deep
mud hole on the site. Any inequality
in the density of the soil composing
the road bed will allow the wheel to
settle deeper in places than in others,
thus forming dust holes, which are the
forerunners of the mud holes in winter.
The value of tile in lowering the
water level is not appreciated by road
builders. I have a deep drain, over
five feet deep: within ten feet of my
well. The tile is six inches in diame
ter. The water in the well never fills
higher than the level of the tile, al
though before the drain was put in the
water came to the surface of the well,
This means that the water level has
been lowered at least five feet, within
ten feet of that drain. Suppose the
drain was laid five feet beneath the
crown of a road bed. The water level
would never rise above the level of the
tile. It would not necessarily receive
the surface water, but it would take
care of the water as it rises in the soil.
The theory of road work that ought
to be followed should be determined
by circumstances. If the citizens have
faith in the passage of the Brownlow
bill, and the supplementary acts of our
legislature to carry out its provisions,
then our efforts should be directed sim
ply to keeping our roads in a passable
condition until the government engi
neers can take hold of the work.
A delay of a couple of years in the
passage of the Brownlow bill would be
insignificant in comparison with the
greater advantage of a uniform method
of road work.
But if there is no reasonable hope in
the ultimate passage of that bill, then
we must proceed with the “ hit and
miss" method as now prevails, bond
the district and commence the perma
nent improvement of our roads. It is
not the man who can split the rafters
with his eloquence in advocacy of good
roads, but the man behind a reasona
ble plan of road work, who has the
push to go ahead, that we are after.
But I have probably written too much.
W. X. C.
Gocd Roads.
To the E ditor of the N ews :
No public matter can possess greater
interest at this time to the people of
our county than that of road improve
ment, and it seems to me that our
people should hail with pleasure the
able and excellent beginning made by
Mr. Atwell in its behalf. Good roads,
more than anything else, promotes
communication, and without this we
cannot enjoy the best social or busi
ness intercourse. While I may differ
from others as to the best means of
road building, or the system most like
ly to best promote it, yet I think it is
now the duty of every good citizen to
support the excellent article of the
your correspondent of last week. It is
clear to begin with that the old road
overseer plan, as now practised in Ore
gon, has “ run out,” and is utterly in
adequate and worthless. Now, what
shall we do, seems to be “ it.” Does
any reasonable person believe that after
those older states having laid their own
shoulders to the wheel and built up a
good permanent road system, would
stand by, through their representatives,
and see their powerful competitors, sis
ter states of the west, walk away from
congress with “state aid?” Not much.
This is a myth and will result, if under
taken, in endless delay. Again what
could the states gain by “ state aid?”
Nothing. From whence comes the
full treasury? It is recruited from the
pockets of the tax-payers, duties on
imports consumed by our great people.
Then please, what is there to be thus
gained, even were it obtainable. Well,
now, let us stop and think, think, with
large capitals if need be—yes, t-h-i-n-k!
And I am so glad some of our good
people are beginning to think upon
this vital question of better roads.
Friend, you may say, then let us ask
the state to make our roads for us. I
have always understood that “God
helps those who help themselves.”
Napoleon was of the opinion that the
Lord was on the side of the heaviest
battallions. Where will our good state
get her strong battallions from if not
from among our citizen tax-paying
members?
But Mr. Atwell struck it right when
he said, “ build our roads by contract”
—centralize ideas, centralize move
ment, mobilize muscle.
Now is an excellent time for Oregon
people to excite this question when we
are about to elect a new general assem
bly, and when the bottom is so near
out of our 60-foot strips wc have teen
calling “ roads.” Now, Mr. Editor, I
have an idea of about how I think we
can make at least fairly good roads in
Oregon, but I do not wish to impose
upon your kindness nor upon the pa
tience of your readers, and if you will
kindly permit, I would like to come
again.
R. S. LYBARGER.
The Road Question.
The road question was ably and
earnest*-/ discussed at the grange Sat
urday last. It was agreed that the
most important thing is to get the
water ofl the road. Some try to ac
complish this by building the road up,
others by letting the water down. It
is better and easier for several reasons,
which are apparent, to let the water
down than to try to build up out of it.
Gravity is the chief assistant in making
good roads if you give it a chance to
work. It belongs to no unions de
manding a nine-hour day. It works
every minute in the twenty-four hours.
Covered drainage is better than open
drainage, but you must provide both in
this country, where the rain falls so
slowly and constantly. Covered drain
age would dry the ground soon enough
to prevent the roads becoming very
muddy if the supply were not con
stantly augmented.
The same amount of rainfall in Indi
ana will not make bad roads because it
falls in showers and the drainage will
carry it off before the roads are cut up.
A proposition was made that road
districts should be allowed to incur in
debtedness to make roads and that the
state should pay such districts an
amount equal to £uch indebtedness.
The first part of the proposition would
be good, but the latter, in my judg
ment, would be very objectionable to
this county.
Washington county is one of the
smaller and most densely populated
counties of the state. Good roads
would cost a less amount per capita
than in many other counties. On the
other hand the richer counties would
pay to the state the quarter tax. It is
evident then that you would not get
back what you paid into the state treas
ury, but would be taxed to help the
larger and less wealthy counties.
It is evident to my mind, from the
facts I have learned here and my ex
perience in the East, that the best way
for Forest Grove and vicinity to get
good roads is to begin at home. It
can not be done in a year, but some
thing can be done. Choose the roads
most traveled. Begin at the town and
build out as far as you can this year.
Prepare for more next year, and before
you are hardly aware of it you will have
good roads leading into Forest Grove
from every direction.
J acob M a r t in .
An Interesting Article on the Prune
Industry.
(Written by request.)
About fifteen years ago, people in
the Willamette Valley began to plant
prune trees on a large scale, being
influenced by the great success of the
prune orchardists of Clarke County,
Washington. At that time, the raising
of the fruit was confined, almost exclu
sively, to the near neighborhood of
Vancouver and the profits were very
satisfactory, in fact, fortunes were
made out of prunes in those days.
Large orchards were set out near
Newburg, Dundee, Dallas, Salem,
Corvallis and Roseburg; and these
places have been prune centers ever
since, although a large aggregate area
was planted, in various parts of the
valley, as well as around Walla Walla,
and in Southern Idaho.
Some of these orchards, notably
around Newburg and Dundee, contain
ed several hundred acres. Planting
continued vigorously until the hard
times of 1893, since which time it has
been quite moderate.
About the first prune orchard in
Washington County was set by Adolph
Anderson, on David’s Hill, near Forest
Grove.
Prior to last spring, no large orchards
were set in Washington County, ten to
fifteen acres usually comprising the
limit; and but few new trees have
been set in the last eight years.
During the past year, however,
John Forbis, of Butte, Montana, has
had ninety acres of prunes set on his
land, north of Dilley, and Robert
Alexander, who lives a little farther
northwest, is setting out about thirty
acres.
There are about 150 acres of bearing
orchaids in Washington county, most of
wh'ch are in the western part and
tributary to Forest Grove and Dilley.
1 he new plantings, so near as I have
been able to learn, are confined to the
same district. The variety thus far
planted in this county, as elsewhere in
(Continued on page 9.)
Cheap Sunday Rates Between Forest
Grove and Portland.
Low round-trip rates have been
placed in effect between Portland and
Forest Grove, in either direction.
Tickets will be sold Saturdays and
Sundays, and limited to retu n on cr
before the following Monday. Rate cf
S I.05 round trip. Call on Southern
Pacific’s agents for particulars.
Blacksmith Shop at Gales Creek
Having opened a blacksmith shop at
Gales Creek, I am pleased to announce
to the public that I am now ready to
do all kinds of blacksmithing in a good
workmanlike manner. I desire those
needing work in my line to call. My
charges will be reasonable and work
guaranteed to be fir^t class.
IRVEN DUPRAY,
My new and complete
stock of Ladies’ and Child
rens’ Hats in the latest
styles will be ready for the
public
March 17 and 18
I _ invite you to call in and
see them. My prices will
be right and my goods
first class. D on’t forget
the date.
Gales Creek, Or.
Martin’s feed
garden seeds.
store for field and
Mrs.A.E. Dixon
>1ttin St. Forest Grove, Oregon.