In 1907 the Legislature approved contracts for 8,300 miles of county highways, believing that the money available would be sufficient. The following year it approved contracts for 3,600 miles of State highways and another bond issue of $50,000,000 was found necessary. Not only had the cost of labor and material greatly increased, but in addition the use of motor-trucks and motor-buses was beginning to put a strain on roads and road-beds which had not been anticipated.
Old roads began to go to pieces rapidly and needed constant repair and often replacing. Even the new roads, where the road-beds were of stone only six inches deep, soon spread and disintegrated under trucks weighing from one to fifteen tons. This use of motor-trucks is increasing, and is necessary for the traffic requirements of the State, but highways are being subject to a strain hitherto unknown, and this strain will increase in both quantity and severity.
How to meet the requirements and maintain and repair roads built for light traffic which are giving way under the new demands, and how to build new roads strong enough to stand up under the strain, are problems the State finds it difficult to meet. New road-beds are now required of stone from nine to twelve inches deep.
Some roads are built by the State, some by the county, and some by the town. In many cases the cost of the work is divided between county and town, or between county and State. The State may help a town build a road, but it can only contribute the same amount or less than the town appropriates.
All material that is used in road-building must be tested in the laboratories maintained by the State Highway Department, and constant experiments are being made to test materials and specifications to find out what will stand the hardest wear.
All roads must be built and repaired under the direction of the State Highway Commissioner, but whether these instructions are carried out often depends on local officials. The public believes that there has been no part of government in New York State more honeycombed with fraud than the one of road-building and maintaining; that specifications have been skimped or ignored, different materials have been substituted from those prescribed, cheaper construction of every kind passed by inspectors, and that the result has been that many roads of the State have cost vast sums of money for which the State is in debt and have not lasted even a few years.
In 1916 the State had a total of 4,027 miles of macadam roads and 5,836 miles of gravel town roads, and more than half of all the improved roads in the State had been constructed within five years. There were 728 patrolmen employed looking after repairs.
The entire cost of bridges is met by the towns with occasional aid from the county. If a State road goes through a village, the same amount is allowed as for the rest of the construction, and if the village wants another kind of a paving or a wider road it must pay the difference in cost. The State Highway Department gives as averages of cost: for macadam roads $10,000 a mile; first-class concrete, $15,000 a mile; and brick paving, $25,000 a mile.
The State highway law provides that all construction must be done by contract. Prison labor is not employed on State and county roads as in some States, but it has been used on roads built by towns.
In spite of the huge appropriations, the State roads are far from complete as planned. Nearly $750,000 will be available in 1918 from the National government as part of New York State’s share in the Federal appropriation for roads.