Tonopah daily bonanza. [volume] (Tonopah, Nev.) 1906-1929, 1913-02-13

b and T. primarily to concentrate
the thought and crystallize the good
roads sentiment of the country at
large along practicable and equitable
lines of federal participation in reads
building.
Every state will have official repre-
sentation through a delegation named
by its governor, which in many in.
stances includes the state highway
engineer, or member of the highway
commission of the state. The busi-
ness organization of the country will
be represented by delegations appoint
ed by the leading chambers of com
merce and boards of trade. The
farmers viii have representation
through delegations named by the
various state oranges, and the organ
lied motorists and road users through
out the country are alive to the i'm.
portance Of this nationwide gather
ing of good road enthusiasts. In out.
lining feasible road building policy,
Chairman Diehl of the A. A. A. Ma.
ticnal Good Roads board makes the
following comments:
The highway development of the
country might very properly be diyid.
ed into four great subdivisions: Ma.
tional roads, by which is meant the
main trunk highway of a state, north
md south, and east and west. A fair
'stlmate OF the mileage of such a
rational system of roads would not
exceed total of 10000 miles. Such
national highways would naturally
bear the brunt of transportation, pass
ing as they would through the large
eenters of population, through the
capitals of the states. connecting such
capitals with each other and with
he national capital, thus forming
a complete system of interstate high.
ways. II is with the construction
and maintenance Of such national
highways that the federal govern.
ment should be concerned, and the
burden of their construction and
maintenance should be borne by the
federal government unaided by the
states. Moreover the type Of gov
ernment highway should be as nearly
perfection as the knowledge of pres
ent-day highway engineering could
eontrive, and would serve as a model
IN each state, thus establishing a
proper standard Of road building.
which would place the United States
high in the ranks of the worlds road
builders
With the national system of high.
ways constructed and maintained by
the federal government the states
have a large field for road activity
in caring for the state system, and
here we arrive at the second of the
great subdivisions of road building
such state highways should include
all roads connecting the county seats
with each other and with the capital
of the state, and would be branches
OF the main trunk or national high
ways. They should be built at the
expense of the state alone, without
assistance from the counties or town.
ships; likewise the maintenance of
state roads should be borne by the
states alone.
The third subdivision in a work
able road building policy is again a
matter in which the states alone are
concerned, and might properly be
designated as the county roads sys-
TEN, meaning the highways which
would form the main market roads
IN each state, and make we'll de-
veloped system of highways in each
county, the central point OF which
would naturally be the county seat.
Such county highways should be paid
for at the joint expense of the state,
county and township, in such proper
tions as would best meet the needs
of the various states.
Lastly we have the town high,
ways, which form the fourth subdi-
vision in the system. Such town
highways might best be governed
by the town superintendents, and
would vary as the local conditions
of each town would demand. They
should be built Jointly at the expense
of the state and the town, the cost
being borne equally, both for con-
struction and maintenance. In this
manner a system Of town highways
would fit into the county system,
Just as the county system would be-
come a part of the state system. and
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