Browning chief. [volume] (Browning, Mont.) 1941-1953, 1945-03-23


hon dollars on highways will be n
This expenditure is to be divided
$225, 100000 annually for the regular
federal aid highways; SIPS 1000, 900
annually for urban projects on the
federal aid highway system and
$3.50, 100000 for secondary and feed
er roads.
And it is this latter appropriation
with which we are particularly con-
cerned, for if all subdivisions of the
state governments take advantage
Of this congressional appropriation
for the three-year period it will
mean an expenditure of 5000, 1000, 900
on these all-important farm-to-mar-
ket roads which constitute 1873 per
cent of all our public highway mile
age.
The importance of participation
by local governmental officials is
pointed out for the reason that in
most of the states it will be neces-
sary to enact enabling legislation in
order that local road officials and
state highway departments may get
together on comprehensive plan
which will take in these farm-to-
market roads.
The federal bureau of public roads
deals only with state highway de-
partments, so the cooperation of
state and local highway departments
is essential if this money is to 60
TO local road construction.
Mai
In every state in the union with
the exception of Kentucky, Louisi-
ana, Mississippi and Virginia the
state legislatures are, or have been,
IN session this year. The chances
are that where necessary this en-
abling legislation is already before
the state legislatures.
In some states, for instance in
North Carolina, West Virginia, Vir-
ginia, Delaware and Maryland, all
county roads have been taken over
by the state highway departments.
In other states, such as the New
England states, there is working
agreement that the state highway
departments build the county roads.
The point is, however, that this is
not paternalistic gift to the local
communities; the federal air is ex-
tended on the basis of need and the
extent of the cooperation between
local road officials and their
state highway departments.
In a good many states a system
of secondary roads has never been
designated by the state highway
departments, and this designation is
one of the requirements so that the
money spent can be under the super
vision of the highway departments
of the states.
Insofar as the farm-to-market
roads are concerned the $3.50 1000, 900
of federal funds for the three-year
period will be apportioned to the
states, one-third on the basis of
area, one-third on the basis of rural
population and one-third on the
basis of rural post road mileage.
The importance of the develop
ment of these secondary and feed
er roads to the basic economy of
the rural districts of the nation is
ullIllGuldlSly SGSli "llell IL ID pOlllleu
out that there are 1885, 900 miles of
these roads and only about per
cent of that mileage is paved. About
38 per cent is surfaced with such
material as topsoil, shale, un-
treated gravel and crushed rock and
the remaining 81 per cent has
no surfacing of any kind. In other
words the millions of farmers liv-
ing on this 81 per cent of the mile
age of farm-to-market roads are
still in the mud.
Benefits Widespread.
While there are no clearly de-
fined boundaries of the areas of
population groups especially served
by any one of the three classes of
roads, that is federal-aid highways,
urban roads and streets and the
farm-to-market roads, all areas
and all populations derive some
benefit from the three groups of
highways.
1t is apparent, however, that
people living outside of any munich
pality and people living in munich
palities of less than 10000 popula-
ton are especially interested in these
farm-to-market or secondary roads.