Omaha daily bee., 1910-03-27
OLD PATHS The FIRST ROADS
Present Highways Result Of Evolution
from Time Of the Indians.
SPREAD WITH THE POPULATION
Automobiles Are Now n Big Factor
I'm the Bstterment of the Roads
in All Sections of the
Country.

certain. Whatever their character and
origin we may be reasonably certain that
they had roads of some sort. 1t cannot be
positively asserted that the mound-build-
ing Indians made roads, but that such was
the case seems not unlikely. Several cir
oumstances indicate that they had some
system of communication. The remains Of
their works are often found on streams
that were not navigible, and groups Of
them are found concentrated about natural
strategic points such as mountain passes,
thus making natural the inference that
some avenues Of overland travel existed.
Road building began at centers and
spread out with the spread OF population.
Probably the real work OF opening the
roads in America began with the bride
paths on the Atlantic slope. In 1889 a
measure was passed In the Massachusetts,
Bay colony which provided that two or
three men from adjacent towns get to-
gether and lay out proper roads. They
were instructed to place the roads where
they might be most convenient, and those
deputed to the work were to have the
power to locate them wherever they chose,
provided it did not necessitate pulling
down a mans house or going through his
garden or orchard. These men seem to
have been (about) the first highway com
missioners OF whom we have record.
Three Routes in 1850.
In 1850 there were three routes running
through southwestern Pennsylvania; cen
traI Pennsylvania and central New York
These roads are said to have been wide
enough for two pack horses to pass. In
1755 two roads were opened westward by
troops OF Washington. Braddock and
Forbes. There were long trails widened
by pack horses of the Ohio companies'
agents. Braddocks road was cut through
In 1855
In about 1862 the development Of the
railroads took from the national pike the
bulk of travel and traffic, as well as the
mails between the east and west. Thus
began the period of decline of the most
famous road in our history. Xxx
In 1904, 1906 and 1906 through the favor
Of the national congress, the Lewis and
Clark expedition was organized, for the
purpose Of establishing a route from the
Atlantic to the Pacific by following the
Missouri to its source, crossing to and fol-
lowing to tidewater the great river which
forms the southern boundary of the state
Of Washington. Great credit is due Meri-
wether Lewis and Captain Clark and their
company of explorers in carrying out this
work. Praise is also due to John c. FIRE.
mont, the eminent engineer, who in 1874
surveyed a route to these shores through
what was then named the South Pass
of the Rockies.
The plank road came into existence as a
rival Of maca6am construction in the year
1895. The first road of this sort to be built
in the United States was constructed at
to
road companies were organized, and within
fifteen years from the Introduction of that
method OF road construction 2,1O6 miles
had been constructed in the state Of New
York. These roads were usually built
single track and of planks Sx3 inches, laid
on stringers resting on more or less we'll
laid foun2ations. The average cost in
New York was less than $1,000 per mile,
and their cheapness made them popular.
Turn to Paved Roads.
Paved roadways appear to have received
attention In the towns and cities before
very much attention was given to the sub
iect of country road building. According
to the most authentic records, the first
pavements laid in the United States were
put down almost simultaneously in the
cities Of New York and Boston in the year
1850. These pavements have been referred
to as pebbles, probably what We would call
cobblestone pavements. The development
Of this branch of road building has been
brought to high state of development,
due, Of course, to the great amount and
diversified nature of the traffic to be ac-
commodated.
The modern awakening to the necessity
for better roads, or, as it is more COM
nnaIxF aaII al ~.
began in 1885, when the bicycle came into
general use. Bicycles became very popu-
lar and in consequence large army OF
new users Of the highways was produced.
These wheelmen quickly saw the necessity
for better highways, not only for them
selves, but for all other road users as well.
They organized themselves and began is
suing literature calling the attention of
the public to the great loss entailed from
lack Of better country roads. Statistics
were published showing the cost of bad
roads to the farmer and to all other citi-
Gems. This literature was sent broadcast
and the newspapers were appealed to. The
pEess-always a most potent factor in the
molding OF public opinion-took the matter
up and public sentiment was aroused.
Government Enters Field.
Ans VAAAee oA puollC TOauB was lnauEu-
rated in the year 1893 in the United States
Department Of Agriculture for the purpose
OF disseminating information, testing ma
terials and giving instruction In the art OF
road building. Statistics compiled and pub
iished by this office in the year 1904 show
that at that time there were 2,l515O7 miles
OF road IN the United. States OF this
mileage, however, only 15s. 662 miles were
OF improved roads, or a little more than
z per cent, as compared with the total
length of all the roads in the country.
Education, organization and administra-
l., are the great factors in carrying on
4. ork OF road building; let them all
L, ven due attention. II may be true
tr- are on the eve OF great develop
menSs in the navigation OF the air. with
the building Of roads above the earth we
are not concerned at present. We have
the roads here on earth today and we Will
have them with us tomorrow. We must
rely upon them and therefore we must
make them good. We can do this through
unity OF action, through enterprise ana
through education ana organisation.
Bars Autos from Yellowstone Park.
Secretary Of the Interior BaninEer re-
Gently issued an order barring automobiles
from the use OF the highways IN Yellow