Herald and news. [volume] (West Randolph, Vt.) 1878-1943, 1892-07-28
GOVERNMENT AID FoR ROADS.
The Nations share of the Benefits win
Overbziance the Outlay.

overbzlanee the Outlay.
Why should the great republic alone
among civilized countries be denied the
blessing of good roads.
Il there is any rational answer to this
question it has not been given. and in
deed the broad question has scarcely
been asked IN all the late agitation of
the subject. Craftsmanship at Wash
ington has not in this generation con-
cerned itself in the matter, and the
average writer on this subject shrinks
from allusion TO national aid or action,
md contents himself with berating the
farmers or lecturing the local authori-
lies. Even the farmers in politics, with
all their demands" have not asked
congress TO give them good roads, the
most radical and yet the most rational
relief that could be offered them. In
the early part of the century sixty acts
of congress FOR the construction and re-
pair of national roads were passed after
full discussion of the constitutional
questions involved. Now, although in
every other direction the powers and
duties of the government have broad
ened, in this one they seem to have mar
rowed to nothing and the strict con-
structionists have regained full control.
Meanwhile the failure of local and
state effort has been complete, and the
need of radical and general reform to
redeem our civilization in the eyes of
the world has become patent. If the
multitude of active advocates of road
improvement could be inspired with
courage to attack congress with the
yigor they display elsewhere something
might be accomplished worthy of the
effort. TO this end it is worth while to
consider any scheme designed to meet
the difficulties of national action in the
premises.
The first consideration in such q
scheme is the economical question, the
second is the administrative question,
the third is the equitable distribution Of
benefits aud burdens, not only among
localities. Int among the present and
future generations. In the light of ex-
perience the economical question il
easily approached. The present road
tax in an average rural township il
about ten cents per acre of its area, which
in one of six miles square amounts to
s. 300 per annum. In such township
there should be at least one through
road of the first class, with six of the
second class intersecting. 1t is probable
that with abundant capital. machinery
and skill, well organized labor and spe-
cial arrangements for transportation of
materials, such economies in construc-
ton would be brought about that first
class stone roads could be made for
So 900 per mile in most localities, and
for half that price class Of roads hav-
ing one track of stone and one of earth.
AT these rates the expenditure for the
township would be:
Thirty-six miles at S3,0OO.............. 10000
Total. ........................... $l44OO0
Superintendent, etc.................... lO-OO0
Total. .sl54.ooo
Such sum could not be raised by
taxation nor borrowed by the township
or even by the county, save at high rates
of interest and short term of payment.
If, however, the state and nation
should share equally with the county
and township, and if, moreover, the
high credit of the nation could be used,
under sufficient limitations and safe
guards, to strengthen the local credit,
all difficulties would disappear.
In that case the interest charge would
not exceed ~ per cent. to which a
small amount could be added for sink
ing fund TO repay the principal in long
term of years.
Suppose the total to be per cent,
the share of the township on its one
fourth would be $1,155 per annum, or
only half the amount of its present road
tax.
The townships and counties would be
quick enough to avail themselves of aid
on such terms, but would it pay the
state and nation to give it?
For the state, whose revenue comes
from direct taxation, the answer is easy;
the increased taxable values of prop
erty. due to the improvement of the
roads, will certainly not be less thaa
the cost of the improvement, and 50
much as the tax rate exceeds the three
fourths of ] per cent. which the state
pays for its share of that cost will be
clear gain to the state at large.
The nations interest is less direct but
certainly not inferior. The tax of bad
roads falls first upon the farmers, but in
the end is more evenly distributed than
any other, and IS undoubtedly heavier
than all others combined.
Good roads will benefit producers and
consumers alike and everywhere, while
the nations share of the tax proposed
will be trifing compared with the bene-
fits accruing.
For each $l00,000.0O0 expended the
three-fcurths of l per cent. would be
$750,000, or one cent per head on 75,0OO.-
900 of people. Roy STONE.
What Good Road Costs.
Professor Lewis M. Haspt, director of