Pittsburg dispatch. [volume] (Pittsburg [Pa.]) 1880-1923, 1890-05-15

THE DISPATCH should have an educating
influence in Western Pennsylvania anC
mark higher stage in the development o
road building.
While realizing the importance of a radi
cal change in our policy, public opinion il
much divided as to the best means for OBJ
tanning the desired ends. There are thre,
avenues open for reform, which we will con
slider in detail. First, toll roads, constructed
and maintained by private enterprise; sec
ond, roads of a semi-public nature, built BY
means Of public cooperation with private
management; third, free roads, maintained
by the public.
THE TAX QUESTION.
The fundamental question in all legisla.
tion should be how 10 distribute the bur
dens for the support Of the roads most
equitably. Absolute justice is Of course
impossible of attainment The aim should
be, however, as in all taxations, to place
the tax where il is most equitably borne and
where the sacrifice entailed will be in pro-
portion to ability to pay II. We will con-
covering, IL possible, the one which most
nearly satisfies these requirements and will
be most benehcent in its workings.
Toll Roads-It is a singular fact that toll
roads have almost entirely disappeared from
the continent Of Europe, England being the
only country OF any importance which still
maintains this ''relic Of barbarism, as il
has been called. Scotland abolished them In
1888 while England Is freeing herself from
them ~ fast as possible. In the United
Stntes all but ten of the States possess toll
roads, although in many Of them, especially
In the North and East, they hre rapidly
going into disuse They are usually con-
structed by private parties, who are per-
mitted 20 place gates Rt specified distances
and 10 levy charges OF n certain amount per
mile. Added 10 this, many States provide
for the forfeiture Of the charter II the roads
arc neglected, and Tor the expiration OF the
charter NJ the end Of a certain number OF
years,
Toll roads have some supporters, espee.
Tally among the Southern States and II is
urged In defense Of them that they dis
tribute the tHI just where IL should be
borne, /. o., on the shoulders OF those who
use the roads,
An UNJUST SYSTEM.
A. first blush this appears reasonable,
but Ia reality such charges are unjust,
Good roads, ne must be acknowledged, are
benefit 10 all the land contiguous t0 them,
aud 10 the town population as we'll, for
they greatly increase the prosperity Of the
latter class, II cannot be said 10 be equitA-
bic, therefore, that the travelling public
should bear the entire burden, as they do
not begin 10 receive all the benefit Thus
the taxing OF those who use the highways
Ia not only inequitable but eXtravagant as
well. Mr.. Chalmers, writing on the En-
glish turnpike system, saws: I'm theory
nothing could be iairer than the system OF
paying road expenses by taxing those who
use the roads in exact proportion to the use
they make Of them. In practice the system
is both annoying and COSTLY" Mr. Dobson
has likewise described il as "the most ex-
travagant mode Of maintaining roads which
the ingenuity of man or fiend could devise"
But lay matters Of justice aside for the
moment, and we find that toll roads are
found to be very impractisable. In the first
place private companies invariably permit
the roads 10 tall into decay and neglect to
keep them in good repair. Selfish interest
prompts them TO do this so long as forfeiture
is not threatened. and the public is always
loath TO resort 10 such ends. An additional
objection is that they decrease legitimate
travel, as many persons will remain at home
rather than pay the toll. For this reason
toll roads are disadvantageous to q COM
munity
Doubtless at the time the Pittsburg and
Erie turnpike was built, no other species of
road was possible in Western Pennsylvania,
where travel was heavy and population
greatly scattered, and the farmers were too
poor 10 maintain good tree roads. But to-
day a return TO toll roads would be decidedly
q retrogressive step, unless arrangements
were made for reversion to the State at a
very short period, and forfeiture in case of
any breach OF contract.
A KENTUCKY EXPERIMENT.
Public Cooperation With Private Man.
agement-The second plan Of private enter
prise with public oversight has been tried
", al
and has there resulted very satisfactorily, v, al
though still possessing the same objection
urged against private toll roads, and in ad-
dition the chance Of jobbery and corruption
which always ensues when private parties
interfere with public business. The plan as
adopted in Warren county, in the heart Of
the celebrated blue grass region, is substan-
TALLY as follows:
BY an act of the State Legislature every
county is authorized TO sell bonds TO a GER
tain percentum of the assessed valuation of
county property whenever authorized TO do
SO by majority of the voters Of the county.
The money raised IN this way, and the
county has raised 800 900 in three INSTALL
ments during the past five years IL
used In constructing substantial highways
under the direction OF n competent road en-.
gineef. Only 81 900 of this Ia expended per
mile, while the remainder is raised either
lIVH Tue lallAeFA bpfueflnE upon the ROAD or
by private company who possess stock to
the amount Of capital invested. aud agree
90 furnish sufficient money 10 complete aud
maintain the road, AhA reeompenss they |
are permitted 10 levy small toll, the county |
retaining the right 10 buy up private stock |
holders NJ any time. The system thus takes |
the form OF Joint stock corporation, the |
county holding somewhat lehs than half the |
Amount Of stock, The roads are very we'll |
maintained, and pay at least ~ per cent on
the money Invested,
oooD RESULTS oBTAIKED.
AG the county pays but per cent on la
bonds, the remaining per cent goes into
sinking fund, which will free them from
debt in about 10 wears, By this system
Warren county has secured most excellent
results, aud now boasts the best roads In the
State OF Kentucky.
The cost ol building the roads varied ac-
oording % the style Of road, grades and
general character of the country. Where
the country was level and drainage good the
roads could be constructed at from 81 900 10
o. 800 per mile, but where hills were en-
countered and washouts 10 be prevented the |
road was usually macadamiEed at q cost Of
about S3, 900 per mile.
The experiment appears to give quite uni |
yersal satisfaction. although an agitation is |
now going on TO buy up the private company |
and make the roads free, which will proba- |
bly, succeed. This method is certainly much |
preferable 10 private toll roads, as il insures |
public supervision and permits the county |
70 acquire a good system OF roads with NO |
expenditure OF capital.
Free Roads.-The last plan, and the one |