Community Civics and Rural Life

by Arthur William Dunn

In a number of states, STATE HIGHWAYS have been built. These are wholly state enterprises, paid for and managed by the state. California has two trunk lines running the entire length of the state, with branch lines connecting them with the county seats. To January 1, 1914, Massachusetts had completed more than 1000 miles of state highways. New York has an extensive system, and Maryland is another example. But the plan most commonly in use is state aid and supervision in the construction of roads by counties. This was the New Jersey plan of 1891. By it, plans for road improvement with state aid in any county must be approved by the state highway department, and construction is supervised by state engineers. The cost is divided between the state and the local community.

In New Jersey the property owners along the highway, who of course are most directly benefited, were to pay one-tenth of the cost, the state one-third, and the county the remainder. In Wisconsin, the board of county commissioners in each county is required to plan a "county system" of highways to be a part of the state system. The cost of each county system is divided equally among township, county, and state. The work is directed by a county highway commissioner, but in accordance with plans and specifications of the state highway commission. In Ohio, a system of "intercounty highways" is being built, connecting all the county seats of the state. Counties, towns, and property owners along the highway must provide an amount equal to that provided by the state, and the work is under the direction of the state highway department.

In Virginia the cost of highway construction is divided equally between state and local communities; but the counties often accept from the state the labor of prison convicts instead of money. Convict labor on the roads is quite common in southern states.

The money for state aid in highway building is commonly raised by the sale of bonds by the state. For the maintenance of the roads after they are built, the proceeds from automobile licenses are applied.

Our roads, even in remote rural districts, are of national importance for the reasons stated on page 259. Moreover, they are becoming more and more used for the transportation of freight and passengers over long distances, for which the introduction of the automobile and the motor truck is responsible. Therefore, national cooperation is necessary for adequate road improvement.

WORK OF THE NATIONAL GOVERNMENT FOR ROAD IMPROVEMENT

The work of the national government on behalf of good roads has heretofore been largely educational and advisory. In 1893 the Office of Road Inquiry (now the Office of Public Roads) was created in the United States Department of Agriculture to investigate methods of road making and management. The results of its investigations have been published for the benefit of the country. Advice was given when asked for. Instruction was given through extension courses (p. 257). Here and there model or experimental roads were constructed to test new methods or to serve as object lessons to the localities where they were built. Good road building has also been greatly stimulated by the extension of the rural free mail delivery, routes not being established unless the roads are in reasonably good condition. The national government has also given to many states public lands within their borders, the proceeds from which were to be used for road construction; and a part of the proceeds from the sale of timber in the national forests is devoted to road building in the locality.

FEDERAL AID ROAD ACT

In 1916, however, Congress passed the law known as the Federal Aid Road Act. This law places the national government in the same relation to the states, in the matter of road building, that the state governments have borne to the counties in granting state aid.

The Federal Aid Road Act appropriated 75 million dollars to aid states in improving their "rural post roads," and 10 million dollars for the construction and maintenance of roads in the national forests. Of the 75 million dollars for state aid in building post roads, 5 million dollars were to be available the first year, 10 million the second, 15 million the third, and so on for five years, when the total amount will have been used. The money is given to the states only on their request, and on condition that each state shall provide an amount equal to that received from the national treasury. The money is apportioned among the states on the basis of area, population, and the extent of post roads in the state.