The Monmouth inquirer., 1923-04-19
GOOD
ROADS
ROAD BUILDING IS PROBLEM
Development of Railroad Systems Haa
Retarded Improvement of coun-
try Highways.

The highways of the United States
as they existed in the year 1900 re-
suited from a gradual development ex-
tending, roughly, owe a period of three
hundred years. During this time there
was no radical change in either the
vehicle or the motive power. So far
as concerns the general function OF the
highways, in our scheme of Transports
ton, a very great change was intro
duced with the beginning of railroad
development, about 1920.
Prior to the development OF rail-
roads, our only means Of land trans
portation was over the highways. Had
1t not been for the development of the
railroad system of the United States,
there is no doubt whatever, in my
mind, but that WI should have In the
United States at the present time a
system Of federal and state highways
comparing favorably with similar sys-
TENS that were developed, first by the
Romans, and later by the modern
European states, writes Prof. L. X.
Conrad Of the Kansas State Agricul-
tural college In the Kansas City Star.
The matter Of determining the best
type of road TO build Is not easy. The
whole problem of motor operation, as
It confronts the American people at
the present time, has c0me upon US so
suddenly as compared to most develop
ments, and the problem is so stupen-
49,. kkok - onOcthla Norunn chnrld hn
willing to admit that 1t is unreasonable
to expect our highway commissions
and highway engineers to know exact
ly what to do under all circumstances.
1t is much less reasonable to expect
local road officials who have devoted
ject, and who have been elected be-
cause of their high standing In the
community as citizens rather than as
highway experts. to have a satisfac-
tory grasp OF the problem.
The middle western states which, to
me, seem best to prove this statement
are Illinois, Minnesota and Nebraska.
All three have state highway systems.
The conditions in the three states are
vastly different. The three highway
commissions have adopted policies
which are quite different but which
are admirably adapted to the condi-
tions In their several states.
Illinois has a large population, with
nearly 100000 automobiles and trucks
registered in the year 1921. The area
is comparatively small. They have
constructed a large mileage of pave
ment.
In Minnesota, with about half of
the automobile and truck registration
of Illinois, and with a much larger
ares to be served, there has been com
paratively little pavement constructed.
The highway commission has confined
its efforts in the main to the construc-
ton of a large mileage of gravel and
graded earth roads. The state is
favored with a good supply of excel
lent road gravel and many tourists
from other states can vouch for the
skill with which 1t has been used.
In Nebraska, with about two
thirds of the number of automobiles
and trucks found In Minnesota, and
also having a comparatively large
e the highway commission has
considered 1t best to confine it's eff
forts, for the most part. to the grad
ing and maintenance of a large mile
age of earth roads. Many travellers
crossing Nebraska have been sur.
prlsed by the excellent results OBJ
tanned by their highway department
with graded earth roads.
The people of Missouri are to be
congratulated on having finally adopt
ed the only policy for handling their
state highway problem that has ever
brought satisfactory results. The
present expenditures may seem large.
but / am convinced that before 20
years have elapsed the people OF this
state will be well satisfied with their
Spyastpohnf