Montana oil and mining journal. [volume] (Great Falls, Mont.) 1931-1953, 1938-08-13

I CAs@4S N4&MW&$ engineer
Fifteen years ago owners Of home
made radio sets were inviting adj
nnirHng neighb0gs In TO listen with
earph0nes 20 the amazing eonkrap-
ti0ns that usually quit cold as the
eager visitors crossed Che threshold.
Ten years ago Montana had 20
miles Of bItuminOus surfaced high
ways. Today we have 4.378 miles.
MOntana'S first roads that pretended
to be anything more than a wagon
track across the sod were ton roads.
Travellers gladly paid the enterprising
parties who built them for the privilege
Of using them. The man who benefited
due TO time saving. comfort and de-
creased wear and tear on equipment.
paid the bill That principle is retained
IN our present gasoline tax system.
The first Montana state highway
commission came into existence ia 1919.
It's activities were limited TO making
Investigations, recommendation and
plans and TO provide engineering advice
for boards of county commissioners at
their request. Most boards didn't relish
asking outsiders for advice even though
1t was free. They were inclined to think
that engineers were finicky tribe,
given TO expensive theory involving the
use Of mysterious instruments, whereas
any competent county commissioner
could lay a grade with the good old
eagle eye.
with the passage Of the post road
act by congress in 1916, federal aid
was made available for construction of
rural post roads and the following year
the Montana legislature gave the high
way commission authority to handle
the required procedure necessary to get
federal grants
Watchdog Over Funds
TT5.a TT4-4t.I csknko~ k&..~or.. - .-..4.Tam
roads had just been established as a
watchdog over the expenditure of these
federal funds. They set UP standards
and policies not always In keeping with
the customary open-handed largesse Of
local wire-pullers intent on distributing
the free money where 1t would do the
most good-p politically.
During the next few years the public
became apathetic, probably due to in
sistence by the bureau of public roads
on higher, better planned types Of con-
struction, that department foreseeing
the coming of the Interstate system
of standardized highways now known
as the percent or federal aid system.
BY 1925 automobiles had developed
to point where driver had reason
able expectancy of arriving at his des-
tination so far as mechanics of his
was concerned. However, there
was no guarantee that he wouldn't bog
down in one of the great open spaces
on the roads or lose his upper plate
jolt1ng over the ruts and boulders.
Public interest in good roads" re-
vived. In 1926 initiative measure 81 was
by the electorate providing
a 3-cent gas tax for a highway fund
with which to match federal aid. Only
IL years ago did the highway COM
mission have money of its own TO
match federal monies and this was the
start of q well organized program of
progressive road building which has
continued to this time
Held Good Business
That the public found modern high
ways desirable Is evidenced by the fact
that the Scent tax was upped to
cents In 1929 the entire revenue to go
10 the highway fund.- after deducting
cost of collection and refunds, while
IN 1891 referendum measure IS, known
Is the anticipated debenture act, YVES
approved thereby providing immediate,
SadIy needed additional cash through
she sale of debentureS. That the people
If Montana still believed good roads
are good business" is further proven by
he unprecedented way in which every
county of the state delivered quail
lied petition supporting the proposed
measure Al to be voted ON
his fall and which viii enable the de-
,artment to refund the balance of the
1871 debentlues so none OF Montana'g
ederal aid allotment may be forfeited.
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The pluuage of the nightingale Is