Evening star., 1955-02-22

thousand people are killed ano
more than a million injured on
the highways. To the home
where the tragic aftermath of
an accident on an unsafe road is
a gap in the family circle. the
monetary worth of preventing
that death cannot be reckoned.
But reliable estimates place the
measurable economic cost of the
highway accident toll to the Ma
ton at more than $43 billion a
year.
Second: The physical condi-
tion of the present road net in
creases the cost of vehicle op-
Grafton, according to many esti-
mates. by as much as one cent
per mile of vehicle travel. At the
present rate of travel. this totals
more than $5 billion a year. The
cost is not borne by the individu-
al vehicle operator alone. 1t
pyramids into niger expense of
doing the Nations business. In
creased highway transportation
costs. passed on through each
step in the distribution of goods,
are paid ultimately by the indi-
vidual consumer.
Third: In case of an atomic
attack on our key cities, the
road net must permit quick
evacuation of target areas, mo-
bilization of defense forces and
maintenance of every essential
economic function. But the pres
ent system in critical areas
would be a breeder of a deadly
congestion within hours of an
attack.
Fourth: Our gross national
product, about 1857 billion in
1854, is estimated to reach over
$500 billion in 1865, when our
will exceed 180 mil
lion and, according to other
estimates. will travel in 81 mil
lion vehicles 814 billion vehicle
miles that year. Unless the
rate of highway i'm
and development is
increased. existing traffic jams
only family foreshadow those of
10 years hence.
Roads Are Public Enterprise.
To correct these deficiencies
is an obligation Of Government
at every level. The highway
system is a public enterprise.
As the owner and operator, the
various levels of Government
have a responsibility for man
aeement that promotes the econ
omy of the Nation and properly
serves the individual user. In
the case of the Federal Govern
ment, moreover. expenditures on
a highway program are a return
to the highway user of the taxes
which he pays in connection
with his use of the highways.
Congress has recognized the
national interest in the principal
roads by authorizing two Fed
eral-aid systems, selected CO.
operatively by the States. local
units and the Bureau of Public
Roads.
The Federal-aid primary sys-
tenn as of July /. 1854, consisted
of 234,407 miles, connecting all
the principal cities, county seats.
ports, manufacturing areas and
other traffic generating centers.
In 1914 the Congress approved
the Federal-aid secondary sys-
tenn. which on July l. 1854, to-
tailed 49,, ,972 miles, referred to as
farm -to-market roads-impor-
tant feeders linking farms, fac
tories, distribution outlets and
smaller communities with the
primary system.
Because some sections of the
primary system, from the view
point of national interest are
more important than others, the
Congress in 1914 authorized the
selection of a special network,
not to exceed 10000 miles in
length, which would connect by
routes, as direct as practicable,
the principal metropolitan areas,
cities and industrial centers,
serve the national defense, and
connect with routes of conti-
mental Importance in the Domin-
ion of Canada and the Republic
of Mexico.
Seventh Of All Traffic Carried.
This National System of Inter-
state Highways. although it en-
braces only IL per cent of total
road mileage. joins 42 State
capital cities and 80 per cent of
all cities over $4,000 population.
1t carries more than a seventh of
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