which now generally use single shafts like the farmers' carts and waggons, on their adopting double shafts, so that all their horses may draw in pairs; this being applicable even to three-horse carts, as far as concerns the two foremost. Stage-coaches, for the reasons here alluded to, as they do all draw in pairs, and very seldom follow in any previous and deep rut, do far less damage to the roads than otherwise would happen; their springs also, and swiftness of motion, contributing, very materially, to lessening their wear of the road.
Are you of opinion that any advantage would be derived from the general commutation of statute duty?—I have long been of opinion that the whole principle of statute duty, as now regulated, is erroneous; labour in kind should entirely cease: and the surveyor collect a more equable rate on all property in his township; the present regulations for calling out the teams and making of a road-rate, are so complicated, as to be above the capacity of the majority of parish surveyors, who in most or all instances collect the rates for the turnpike roads as well as the private roads.
Will you state your opinion of the statute labour, as it particularly applies to turnpike roads?—In all the local road acts which I have examined, one half of the statute duty of each township is apportioned to each toll road which passes through any part or corner of that township, which in innumerable instances, is very highly prejudicial; a due proportion of the fair road rate, as already mentioned, should be payable to each toll road, where there are more than one in the township, in proportion (or nearly so, as the quarter sessions might order) to all the lengths of all the roads within the township which it contributes to repair.
From your observation of the different roads throughout the kingdom, do you think that important advantages would
