Newark leader. ([Newark, Ohio]) 1917-1946, 1926-04-30

twenty years at present rate.
These are some of the high points
presented by Thomas H. Macdonald,
Chief of the Bureau of Public Roads,
Department of Agriculture, in an in
terview on highway development.
THE equipment of this continent
with modern roads has been the most
amazing provision of public utility
that any community ever accom-
plished in a similar period" said Mr..
Macdonald. Historians say the
Roman Empire was held together by
its highway system, radiating from
Rome to the Provinces. But America
has converted a continent into a
neighborhood within a few years.
This accomplishment really repre-,
sents the inauguration OF a new sys-
TEN of taxation; a system of licenses
and excises levied against particular
privileges or classes of property, the
proceeds being dedicated to highway
development
FOR 1925 state taxes on gasoline
aggregated $143,000,000. Add to that
1868. 100000 for automobile registra-
tion and licenses; $150,000 900 as
property taxes on the 20,000,000 auto
mobiles; $143, ,430,709 as the Federal
excise tax on automobiles, parts and
accessories for 1925; $50,000,0 900 to
represent wheelage taxes, special
taxes on gasoline or cars, and fines
collected from motor drivers. The
total reaches approximately $749,-
93O,709
Nearly S1,1Oo, 900 Yearly Tolls
But these figures do not include
income and corporation taxes derived
from the motor car business. Nor do
they include state, local, production,
corporation or income taxes of the
petroleum industry. Yet that indus
try has a capitalization of about
$4,000 100000. A modest estimate for
these, added to the preceding figures,
makes a total of $1,O94, ,93O,7O9, which
is considerably more than the entire
amount spent on country roads.
You observe that l have not In
cluded the governments expenditures
of nearly $1OO,OOO,OOO in Federal aid
to road building. In the eight years
from 1918 to 1925 inclusive, the Gov
ernment has contributed $460,000, 600
to help the states build roads That
is considerably less than half of what
the country spent on roads IN either
1924 or 1925. Moreover, in the same
eight years, while the Government
was distributing that S460,000,000 to
the states, it collected $S73,000,000 in
internal revenue taxes on motor cars,
parts and accessories. Other hun
dreds of millions we're collected in In
come and corporation taxes from mo-
tor car manufacturers and dealers.
Thus it appears that Federal con
tribution to roads as compared to the
contribution of people who make and
use the cars and the gasoline has
been decidedly modest.
But, while Federal contribution is
only about 10 per cent of highway ex-
pense, it has accom- plished results al
together out of proportion to its
amount First, 1t was an incentive to
the States. The Government required
them to invest as much as it con
tributed. Then the Government takes
part in a general supervision of con
struction and q share in determining
routes. So we have built roads on
better standards, and have got them
organized into a truly national sys-
tenn instead OF forty-eight state sys-
TENS.
Unifying the Road System
Some day it will be realized that
this was the most valuable contribu-
ton. Driving from Boston to New
York, a man may pass through four
states. Every one might have a
splendid highway system; but if these
did not articulate at the state lines
the trip would be almost impossible.
Thanks to the decentralization under
Federal influence, country roads are
IS superior to state boundary lines as
are railroads.
"The Federal highway act of 1921
required that a complete nation-reach-
ing system of roads be designated
within two years, as the roads to
which Uncle Sam would give assist
ance. 1t was found that there were
2866,061 miles Of highway in the
country. Of these per cent, or 200,-