[Work of the Public Roads Administration 1947]
[From the U.S. Government Publishing Office, www.gpo.gov]

SAN DIEGO PUBLIC LIBRARY BUSINESS DEPARTMENT
JAN 2 ’48
WORK OF THE PUBLIC ROADS ADMINISTRATION 1947
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rpHE VOLUME of Federal-aid road construction undertaken and completed in the fiscal year 1947 was only moderate in comparison with that of prewar years, but substantial progress was made in advancing projects toward the construction stage and in letting of contracts. Notable work was done in planning express highways through cities and in planning and constructing secondary roads. Of signal importance in the longer view was the continued cooperation between the States and the Federal Government in the selection of routes to comprise the National System of Interstate Highways. This work was practically completed during the year and formal designation was made shortly after the close of the year.
During the year 7,929 miles of highway of all classes of Federal-aid construction were completed, as compared with 2,964 miles in 1946 and 12,936 miles in 1941. Highways completed consisted of 2,991 miles on the Federal-aid system, 4,609 miles of secondary or farm-to-market road, and 329 miles of road in Federal areas and miscellaneous construction. Thirty-eight crossings of railroads at grade were eliminated, 19 obsolete grade-crossing elimination structures were reconstructed, and 142 railroad grade crossings were protected by signals or other devices. Mileage of road completed is not an accurate indication of amount of work done on the respective road systems. Total cost of completed projects on the Federal-aid system was $142,965,296 and completed secondary roads cost $55,334,860.
Highway programs approved during the year amounted to $932,-362,226 for 24,720 miles of highway. Of this, $628,005,700 was for 7,983 miles of improvement of the Federal-aid system and $269,-492,299 was for 15,620 miles of secondary road. The remainder was for miscellaneous classes of work.
Total payments to the States during the year for work done amounted to $193,634,155.
During the fiscal year the total of all construction contracts awarded, involving State or Federal funds, totaled $817,742,000 for 47,163 miles of road. Federal funds amounting to $305,608,848 were involved in 17,234 miles of this construction. Contract awards in the Federal-aid program reached a peak of $71,640,000 in April 1947, and
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amounted to $63,383,000 in May and $55,966,000 in June. State work independent of Federal aid brought the total April awards to over $100,000,000.
As at the end of the previous year, a large volume of construction plans was completed and remains on the shelf ready for use when conditions permit. At the end of June, State highway departments had complete plans for 17,732 miles of road estimated to cost $928,-943,000. A full season’s work on a considerably enlarged scale would be necessary to convert these plans to reality. In addition, plans and surveys were under way for 35,614 miles of road estimated to cost $2,345,845,000. These figures include both Federal-aid work and State construction independent of Federal aid.
A detailed statistical report of the activities of the year, by States, will be found on pages 61 to 79 of the appendix.
The Postwar Prograin
Steps toward reorientation and broadening of the highway program to meet modern transport needs have been in progress since 1939. Entry into the war interrupted developments in this direction, but some progress was made even during the war. The Federal-aid Highway Act of 1944 authorized appropriation of $500,000,000 to aid the States in highway improvement in each of the first three postwar fiscal years. For each year there was authorized $225,000,000 for the Federal-aid highway system, $150,000,000 for expenditure on a system of principal secondary or feeder roads, and $125,000,000 for the Federal-aid system in urban areas. The act required the designation of a National System of Interstate Highways, not exceeding 40,000 miles in extent, by joint action of the State highway departments and the Public Roads Administration. It provided that the new system should become a part of the Federal-aid system and be eligible for improvement with Federal-aid system funds.
June 30, 1947, marked the close of the second postwar fiscal year as fixed by joint resolution of Congress. On that date the status of the funds apportioned for the first two postwar fiscal years was as follows: $337,311,912 assigned to projects programed for construction in the immediate future but not advanced beyond this stage; $89,184,025 involved in projects approved for construction; $317,971,779 assigned to projects under construction or under contract for construction; and $61,192,367 involved in completed projects. The total cost of all projects programed or in a more advanced stage, including both State and Federal funds, was $1,596,722,566. In addition to the above, $169,-339,917 of the funds for the first 2 years remain available for programing and constructing additional projects, and $500,000,000 has been apportioned for the third postwar fiscal year. Progress made in use of funds is shown graphically in figure 1.
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As in the previous fiscal year, progress was not at the rate contemplated in the Federal legislation. During both years high prices and shortages of men, materials, and equipment prevented full-scale activity. Shortages of steel, steel products, and lumber have been particularly significant. Uncertainties of labor and materials and other conditions tending to cause higher costs resulted in higher bidding by contractors and a conservative reaction of the States in the award of contracts.
In the first quarter of the fiscal year the cost of a composite mile of highway, after appropriate correction for changes in design and specifications, stood at 165 percent of the cost in 1940. It rose successively to 180, 181, and 186 percent in the second, third, and fourth quarters.
In view of these conditions neither the Public Roads Administration nor the States have sought to accelerate the program to the maximum rate possible with available funds. To avoid conflict with the housing program the Director of War Mobilization and Reconversion placed restrictions on highway construction with Federal funds by a directive dated August 5, 1946. Projects to which the Federal Government was already committed were allowed to proceed and new projects advanced by the States were programed to permit preparation of plans, but with the understanding that construction would not be approved until conditions improved. On October 2,1946, this restriction was removed except that projects requiring structural steel were to be approved only where there was a showing of urgency and commitment as to delivery and firm prices.
Public Roads and the States complied with the spirit of the directive by undertaking only improvements urgently needed for relief of traffic congestion or to eliminate serious traffic hazards.
Highway officials recognized the necessity of giving priority to housing and also were conscious of the inflationary effect of competition for materials and services in limited supply. Intensive efforts to increase the volume of construction would have further increased prices without large effect on the volume of completed roads. Projects offered for contract were selected with care and award was not made when bids were excessive.
During the fiscal year bids amounting to 17.1 percent of the total of all bids were rejected by the States without referral to Public Roads, and an additional 1.3 percent were refused approval by Public Roads.
In complying with the Federal request not to attempt to accelerate highway construction to a high rate, the States were aware of the limitation placed on the availability of Federal funds. Funds for the first postwar fiscal year not obligated to specific projects on June 30, 1947, would cease to be available. Very probably all States would have taken the necessary steps to avoid loss of funds, but need for this was deferred by legislative action making the postwar funds avail-
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able for 2 years after the year for which authorized instead of 1 year as originally provided.
In the spring of 1947 the Public Roads Administration directed its field officers to compare prices bid for new jobs with prices for similar work in the preceding calendar year, and to withhold approval of contracts at costs substantially in excess of the 1946 price level.
Progress made by the States in awarding contracts for Federal-aid work and non-Federal-aid work is shown in figure 2.
Figure 2.—Highway construction contracts awarded by State highway departments.
The National Interstate Highway System
An important development during the year, because of its bearing upon future highway construction programs, was the designation of routes to comprise the National System of Interstate Highways.
Formal approval of the designated routes was not made until after the close of the fiscal year, but the States and the Public Roads Administration prior to the end of the year had arrived at agreement concerning all but a few sections of routes.
The new interstate system as mapped by the State highway departments in cooperation with the Public Roads Administration (fig. 3) comprises the most heavily traveled highways in the Federal-aid system, and includes extensions of the system through urban areas.
The integrated system, as recommended by the Commissioner of Public Roads and approved by the Federal Works Administrator on August 2,1947, consists of north-south, east-west, and diagonal routes that will make it possible to travel from any section of the country to any other section by a direct route. Final designation of routes in the system was made after careful consideration of proposed routes
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Figure 3.—Traffic profile map of National System of Interstate Highways.
and a series of conferences between representatives of State highway departments and field officers of Public Roads to settle differences involving proposed alternate routes and connections at State lines.
The system contains 37,681 miles of the Nation’s principal highways, including 2,882 miles of urban thoroughfares. Urban circumferential and distributing routes are to be designated later, and 2,319 miles have been reserved for these routes.
In recommending routes for inclusion in the system, State highway departments were governed by provisions of the Federal-aid Highway Act of 1944, which required that “there shall be designated within the continental United States a National System of Interstate Highways not exceeding 40,000 miles in extent, so located as to connect by routes as direct as practicable the principal metropolitan areas, cities, and industrial centers, to serve the national defense, and to connect at suitable border points with routes of continental importance in the Dominion of Canada and the Republic of Mexico.”
The act further required that “the routes of the National System of Interstate Highways shall be selected by joint action of the highway departments of each State and the adjoining States,” subject to approval by the Federal Works Administrator.
Rural sections of the system comprise only 1.1 percent of all rural roads but carry 20 percent of all rural traffic. The system reaches 42 of the 48 State capitals and will serve directly 182 of the 199 cities having a population of 50,000 or more persons.
Although the new interstate system follows, in general, the principal routes in the Federal-aid system, it may be necessary in many instances to relocate existing highways or build alternate routes for express traffic in order to meet essential standards of width, grade, alinement, and control of access.
Design standards recommended for the system, approved by the American Association of State Highway Officials on August 1, 1945, call for four-lane divided highways wherever the traffic volume exceeds 800 motor vehicles in peak hours. For such highways in rural areas, a right-of-way of 250 feet is advocated as desirable. Traffic lanes 12 feet wide are recommended on all heavily traveled routes. On sections of the system where traffic density exceeds 3,000 vehicles in peak hours, elimination of all cross traffic at grade is recommended.
Control of access to the interstate routes, particularly in and near cities, is considered essential. Large streams of traffic cannot move swiftly and safely if obstructed continually by vehicles entering and leaving an express route. Access points should be provided wherever they are needed, but access at every cross road, street, business place, and residence would nullify the primary purpose of an expressway.
In many large cities depressed or elevated expressways will be built, making it possible for motorists to reach downtown business
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Figure 4.—Typical view of an interstate highway of the future in a large city. The divided expressway is built within a wide right-of-way. The route is depressed to pass under bridges carrying cross traffic. Ramps with gentle grades connect with bordering frontage streets.
districts at an average speed of 35 to 45 miles an hour, without stops for traffic signals and without interference from cross traffic. Figure 4 shows the type of improvement contemplated.
Depressed sections of urban expressways will be supplemented by parallel frontage roads for “local” traffic. Bridges will be constructed at intersections to serve cross traffic.
Many of the urban expressways will be integral parts of the National Interstate System.
No specific sum was authorized by the Federal-aid Highway Act of 1944 for development of the interstate system. However, since the system is a part of the regular Federal-aid system, funds provided for improvement of the Federal-aid system are available for the interstate system. These funds already have been apportioned among the States.
Routes included in the system, as well as the adopted standards of design and construction, conform in broad outline to recommendations contained in the report submitted to President Roosevelt in 1944 by the National Interregional Highway Committee.
The new interstate system is in no sense a projected pattern of “dream” highways. Designation of the system was the first logical step in the development of modern highways designed to serve the
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steadily increasing volumes of traffic on the Nation’s main rural and urban thoroughfares.
It may require a number of years to improve all routes in the system to standards recommended, but the goal has been set and eventually it will be reached. Progress may vary from State to State according to traffic requirements, the ability of the State to match Federal funds available for major improvements, and the willingness of State highway departments to initiate long-range programs to meet future traffic needs. It is encouraging to note, however, that many States already have drafted tentative plans for highway programs which will be developed over a period of 10 years or longer.
In numerous instances, acting upon the assumption that certain heavily traveled routes would be included in the National System of Interstate Highways as finally approved, State highway departments awarded contracts during the fiscal year for extensive improvements for which plans had been prepared in previous years. Work was under way on many of these projects when selection of the system was announced.
Relief of Congestion in Cities
The increase in the number of motor vehicles and their greater usage has resulted in increased congestion, particularly in urban areas. Even more severe congestion is yet to come if relief is not afforded. During the war years and during the past year the traffic needs of many cities were studied and preliminary engineering reports prepared showing the manner in which these needs can be satisfied. In each case the city was studied in all of its communal aspects so that the proposed improvements would not only relieve traffic congestion but aid in the orderly development of the city itself. Public Roads has assisted in this work by approving the use of Federal funds to aid in financing and by assigning engineers with broad experience in this special field to consult with engineers of the State highway departments and the cities.
Traffic congestion in cities will be relieved only by a broad attack embodying improvements such as :
1.	The construction of new arterial routes and the improvement of existing ones for the accommodation of arterial traffic.
2.	The improvement of city streets for the proper distribution of traffic and the servicing of adjacent property.
3.	The solution of the terminal problem by provision of facilities for parking and for the loading and unloading of goods.
4.	The improvement of the transit system, particularly in the larger cities.
5.	The improved operation of existing facilities.
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By law, Federal aid can be employed only on the first phase of this necessarily broad effort—the improvement of arterial routes. The Federal-aid system, with additions shortly to be selected, will comprise all arterial routes in cities. With the apportionment of funds authorized for the second postwar year the States and cities not only continued planning activities but exerted considerable effort in the programing of specific projects for improvement, the preparation of construction plans, specifications, and estimates, and advancing the projects to the construction stage.
By the end of the fiscal year Public Roads had approved State programs for the use of about $160,000,000 in Federal-aid urban highway funds—almost two-thirds of such funds authorized for the first and second postwar years. In many instances the cities and counties are providing funds in addition to those available as State and Federal aid, and in some cities arterial routes or sections of routes are being improved without State or Federal aid.
The types of improvement for which Federal aid is being used are for the most part of high standard. Two-thirds of the funds are to be used for high-type improvements such as divided highways with occasional grade separations and complete expressways with controlled access.
There has been delay in starting construction where dwellings had to be removed from the right-of-way. Home owners and tenants should not be dispossessed of property when they have no place to go. The housing shortage is serious and it appears that relief will come only through a long-range program. Some cities faced this problem realistically and in various ways cleared the right-of-way without imposing undue hardships on tenants.
In Los Angeles the right-of-way agents of the State District Office assisted tenants in finding other places to live and enlisted the aid of the local housing authority. They also arranged for the moving of many houses. In Hammond, Ind., houses were moved, the State buying the land and paying for moving the houses and other incidentals including an “inconvenience fee.” In New York City a tenant relocation bureau was set up to aid tenants in finding new living quarters and in arranging for moving many houses, under authorization of emergency legislation.
In all these undertakings cooperation, or at least the understanding, of tenants was obtained when the importance of the proposed improvement was fully brought home to them and they were convinced that the officials would do all in their power to relocate them in new quarters with a minimum of hardship.
lhe continued development of free-flowing arterial routes in cities, when combined with other necessary improvements, will go far toward solving the important problems of congestion in cities. By so doing, 10
road users and the cities will obtain relief from a heavy economic burden, and motor-vehicle travel in cities will be easier and safer than at present.
Work Begun on Many Outstanding Projects
Work was begun during the year on a number of express routes in metropolitan areas and on the modernization of rural routes carrying-heavy traffic. Many of these projects are on the newly designated interstate system.
The projects described below are typical of the improvements that may be expected on the interstate system and on other portions of the Federal-aid system carrying large volumes of traffic. In several instances Federal aid will be used only on certain sections of the work described.
The Boston metropolitan area.—The Massachusetts Department of Public Works directed its efforts toward the elimination of traffic bottlenecks in and around Boston and on heavily traveled portions of cross-State routes. At the end of the fiscal year land was being acquired in East Boston for a mile-long, six-lane expressway, elevated in part, which will be constructed at an estimated cost of $6,500,000, including right-of-way. This expressway will be the final and most expensive link in an improved route connecting the vehicular tunnel under Boston harbor with the Logan International*Airport and the main North Shore highways.
Meanwhile work had been started on a section of the proposed Northern Circumferential Highway around the Boston metropolitan area, which will help to relieve traffic congestion on Boston’s narrow downtown streets. This project consists of 1.16 miles of four-lane divided expressway along State Route 128 from the city of Beverly to the town of Danvers, on the North Shore. It will be completed at an estimated cost of $846,000.
Construction also was begun during the year on the first section of a modern four-lane highway through Gloucester to provide a new connection with the mainland. The only connection at present is the Blynman Bridge across the Annisquam River, a narrow, low-level single-draw span which is frequently raised to permit passage of river traffic. State Routes 127 and 128 converge at the bridge and vehicles line up for long distances when the draw is open..
The proposed improvements will include a high-level bridge outside the city limits, but with easy access to Gloucester’s business district. The bridge will have a center span 420 feet long and three spans of deck plate-girder construction on each approach, two roadways .26 feet wide separated by a 4-foot median strip, and two 5-foot sidewalks. Parking strips to permit motorists to stop and view the scenery will be provided at both ends of the bridge.
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High standards of design have been adopted for the four-lane highway through Gloucester. Plans call for two 24-foot roadways with shoulders 8 to 10 feet wide and a median strip varying from 4 feet to 15 feet in width. A traffic circle will be constructed at the eastern terminus, and grade-separation structures to accommodate cross traffic will be built at four intersections. Entrance and exit ramps will be provided at three of the intersections. The entire project is scheduled for completion by December 1949. The estimated cost is $3,500,000.
Expressway across Connecticut.—Connecticut statutes provide for the construction of a controlled-access highway diagonally across the State from New York to the Massachusetts State line. This expressway system, when completed, will include the existing Merritt Parkway and the Wilbur Cross Parkway, and the Wilbur Cross Highway, which is being constructed as a Federal-aid project.
Work on the Wilbur Cross Highway was started in 1938 at the Massachusetts State line and proceeded in a southwesterly direction for 14 miles until the outbreak of war made it necessary to suspend further construction. This section of the highway was in use throughout the war years. Construction was resumed in the spring of 1946 on the remaining 20-mile section, and continued actively during the 1947 fiscal year. It is expected that the entire route, extending from the Charter Oak Toll Bridge in East Hartford to the Massachusetts line, will be paved and open to traffic by the fall of 1948.
Scenic seashore route to Portsmouth, N. 11., improved.—Another important project under construction in New England is the Hampton Harbor Toll Bridge on State Route 1-A between Hampton and Seabrook, N. H. The new bridge will replace a timber pile trestle and draw span constructed about 1900 by one of the pioneer street-railway companies in New England. It was intended originally to accommodate one streetcar line, with a parallel roadway for horse-drawn vehicles and the occasional “horseless carriage’' of that day. Constructed by private enterprise, the bridge and approaches for a distance of several miles were operated as a toll facility. Although streetcar operations had ceased several years previously, the bridge remained in the hands of private interests until 1934, when it was purchased by the State.
The new bridge will consist of 12 steel spans and a single-leaf bascule span over the channel, supported by granite-faced piers and concrete abutments. It will carry a 26-foot concrete roadway and a 5-foot sidewalk. The bascule span will be of open decking for minimum weight. Over-all length of the structure will be approximately 1,200 feet. Total cost is estimated at $1,368,009. When all obligations incurred by the State are repaid, the bridge will be toll free.
Completion of this project and the proposed improvement of an
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existing route from the south end of the bridge to connect with U S 1 at Seabrook will encourage tourists to use the scenic seashore route to Portsmouth instead of U S 1, which follows an inland location.
Major expressways begun in New York City.—One of New York City’s most important Federal-aid projects is the proposed CrossBronx Expressway from Highbridge Park at West 179th Street to the Hutchinson River Parkway Extension north of Whitestone Bridge, a distance of approximately 5 miles. This expressway will provide a direct connection between the Hutchinson River Parkway and the George Washington Bridge. At its eastern end it will merge with the Eastern Boulevard Extension, which connects with the New England Thruway. It will carry a large volume of traffic from New Jersey to New England by way of the Boston Post Road and the New England Thruway, and to Long Island by way of Whitestone Bridge. At the same time it will relieve lower Manhattan of a large portion of through traffic. The total cost, including right-of-way and engineering fees, is estimated at $34,000,000.
The Brooklyn-Queens Expressway is another important project in the New York metropolitan area on which work has been started. It will provide traffic connections with La Guardia Airport, Williamsburg Bridge, the Brooklyn Navy Yard, the Gowanus Elevated Expressway, and the vehicular tunnel from Brooklyn to the Battery.
The Federal-aid portion of the project extends from Kent Avenue to Morgan Avenue, a distance of 2.2 miles, with a spur to the Williamsburg Bridge. The cost of construction, including right-of-way through a thickly populated section, is estimated at $14,000,000.
Record-breaking traffic in New Jersey served by new facilities.— Bypassing the downtown section of Newark, U S 1 between Elizabeth, N. J., and the Holland Tunnel approach to New York City is one of the most heavily traveled highways in the world, carrying an average of 50,000 vehicles a day, with 24-hour peak volumes of more than 100,000 vehicles. To relieve traffic congestion on this route, construction of an eight-lane highway from Elizabeth to Newark Airport, a distance of 3% miles, was started in the spring of 1946 and the new highway was opened to traffic in the summer of 1947 (fig. 5).
At the same time plans were under review for another eight-lane section and 12 bridges that will be built on U S 1 between the Newark Airport and the Pulaski Skyway. These bridges will have two 25-foot roadways for northbound traffic. Existing bridges four lanes wide now carrying two-way traffic will be converted to serve southbound traffic only.
Another major highway improvement undertaken in New Jersey during the year was the construction of a controlled-access highway from the Raritan River northward for 36 miles to the George Washington Bridge. At the end of the fiscal year four contracts had been
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Photograph by Netv Jersey State Highway Department
Figure 5.—Eight lane divided highway on section of U S 1 between Elizabeth, N. J., and the Newark Airport, completed in the summer of 1947.
let, mainly for grading on 4% miles of roadway. Plans call for an eight-lane highway divided into four one-way pavements, each having-two traffic lanes and a shoulder, with sight distances sufficient for a speed of 70 miles an hour. This project will relieve congestion on U S 1 by diverting traffic to the new route.
Penn-Lincoln Parkway.—Construction was started during the fiscal year on the Penn-Lincoln Parkway in Pittsburgh, Pennsylvania—a four- and six-lane expressway designed to alleviate serious traffic problems generated by the funneling of traffic through the Golden Triangle area in the downtown section of the city. Starting at a point on U S 22 east of Wilkinsburg, about 10 miles from the Pittsburgh business district, the expressway will skirt the southern edge of Frick Park before tunneling through Squirrel Hill. From Squirrel Hill it will extend along the southern edge of Schenley Park, then will follow the Monongahela River to a point just beyond the Liberty Tubes in Pittsburgh. Contracts for the construction of twin tunnels under Squirrel Hill will be let during the 1948 fiscal year. These tunnels will be nearly 1 mile in length. It will take from 3 to 5 years to complete the entire project.
Trilevel bridge at Norfolk.—One of the most interesting projects under construction in Virginia, from the standpoint of design, is a trilevel bridge on the Norfolk bypass at the intersection of U S Routes 13 and 460, State Route 166-Y, and the main-line tracks of the Norfolk & Western Railway near Gilmerton, in Norfolk County.
The Norfolk bypass, a modern four-lane divided highway, was built during the war years to accommodate traffic between the Norfolk Navy Yard at Portsmouth and the Naval Operating Base at Norfolk, but construction of the triple-deck overpass and interchanges was deferred until after the war because of the large quantities of critical materials required.
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Although conceived as a defense highway, the Norfolk bypass is rapidly becoming a heavily traveled highway. During the past year the volume of traffic entering this intersection has increased to approximately 20,000 vehicles a day.
The trilevel bridge and interchanges, when completed in 1948, will eliminate a dangerous railway grade crossing at which several fatal accidents have occurred. The structure also will enable workmen going to and from their jobs in Norfolk and Portsmouth to reach their work in a minimum of time, will permit drivers of commercial vehicles to go into Norfolk or bypass the city, and will promote the free-flowing movement of holiday traffic to and from the beaches. The total cost will be approximately $1,000,000.
Nashville modernizes main arteries.—An outstanding improvement in Nashville, Tenn., during the year was the reconstruction of tw’o main thoroughfares, Broadway and Lafayette Street, as modern four-lane highways with adequate parking lanes. Both projects were completed in the fall of 1946. As a result, traffic congestion in downtown Nashville has been relieved materially.
Broadway, as reconstructed, is a four-lane highway consisting of two dual lanes 24 feet wide, separated by a 4-foot concrete median strip. On both sides of the dual lanes there is a concrete parking lane varying from 11 to 14 feet in width. A great help in expediting the flow of traffic is the contrasting color between the white concrete median strip and concrete parking lane and the black asphaltic-concrete traffic lanes. The average traffic volume on Broadway is 22,580 cars daily.
The Lafayette Street improvement was developed on a new location cutting diagonally through dilapidated property. It is 60 feet wide, with two 12-foot traffic lanes, two 10-foot traffic lanes, two 6-foot parking lanes, and 2-foot gutters.
Peedee River bridge.—An urgently needed project in South Carolina was the construction of a new bridge and approaches at the Peedee River crossing on U S 76 east of Florence to replace a narrow, antiquated structure which had deteriorated to the extent that loads in excess of 5 tons per axle were not authorized to pass over it. The project, completed in March 1947 at a cost of $1,078,000, included approximately 3 miles of bituminous-paved roadway approaches and construction of two reinforced-concrete bridges, one 600 feet in length and the other—across the main channel—4,687 feet long.
Obsolete bridges in Georgia replaced.—In Georgia, also, the relocation and reconstruction of obsolete bridges was an important phase of the highway improvement program. Two of the largest projects involve the construction of a 4,728-foot bridge over the Altamaha River on U S 1 near Baxley and a 5,984-foot bridge—the
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longest in the State—across the Ochmulgee River on U S 280, near Abbeville.
Work on the Altamaha River bridge was started in January 1946, and is scheduled to be completed in March 1948, at a total cost of $1,300,000. The structure, composed of long steel-girder spans on concrete piers and a series of concrete-girder spans on concrete pile bents, has a roadway width of 28 feet to accommodate the 2,000 vehicles expected to use the bridge daily when it is completed. Much of this traffic consists of tourist cars en route to Florida resorts. Traffic over this route, one of the principal through highways in the State, will reach an estimated 3,000 vehicles daily by 1960. The new bridge will clear high water by 25 feet and normal water level by 50 feet. It will replace a narrow bridge with timber approaches which was built in 1927 and is costing the State $15,000 yearly to maintain.
The Ochmulgee River bridge near Abbeville has been under construction since July 1946. It probably will be opened to traffic in February 1948. This bridge consists of steel-girder spans on concrete piers, with a roadway width of 24 feet between curbs. It will replace an old low-level timber bridge, 15 feet wide, on which accidents frequently occur and constant maintenance is required. The State has been spending about $25,000 annually to keep this bridge open.
Express highways in Jacksonville and Miami.—The popularity of Florida’s beaches and winter climate is having a pronounced effect upon the State’s road requirements. The Florida east-coast section particularly has been affected by the large increase in tourist travel since the end of the war. To meet this challenge, the State Road Department has undertaken several major improvements in and near Miami, Daytona Beach, Jacksonville, and Tampa, and in other sections of the State.
Plans have been developed for the construction of approximately 18 miles of express highways in the Jacksonville area at an estimated cost of $18,735,000, supplemented by 14 miles of arterial connections which will cost an additional $15,265,000. One section, a four-lane divided highway through South Jacksonville, was under construction at the end of the fiscal year.
In Miami, work was started last March on the first section of«a proposed four-lane highway, with a 14-foot median strip, which eventually will extend from Opalocka south along 27th Avenue to N. W. 36th Street, a distance of about 6 miles. This improvement will provide a new entrance to Miami from the north.
Other proposed improvements include modernization of 74 miles of U S 1, which carries the bulk of the tourist traffic to Miami; construction of a four-lane divided highway on an 8-mile section of
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the interstate route through Daytona Beach, Holly Hill, and Ormond; and reconstruction of a 3-mile section of Hillsborough Avenue through o	o
the wholesale business district of Tampa as a four-lane divided highway.	_> |
Primary roads in Mississippi modernized.—Many of the primary roads in Mississippi have been built since 1937 and are still in good condition, but further improvement is needed, particularly on U S 90 along the Gulf Coast. This highway is inadequate for the large volumes of traffic using it during the tourist season. Of the 27-mile section between Henderson Point and Biloxi, 11 miles have been improved with a four-lane divided concrete pavement and a short link of 40-foot undivided pavement. An additional 2*4-mile section west of Biloxi was under contract at the end of the fiscal year. This new construction replaces a two-lane, 18-foot road surfaced with asphalt.
Ohio cities begin work on expressways.—In the Middle-Western States good progress was made during the year in the preparation of plans and actual construction of improvements on routes designated for inclusion in the National Interstate Highway System. Two Ohio cities, Cleveland and Cincinnati, were engaged in the development of expressway systems in cooperation with the State Department of Highways and the Public Roads Administration.
Work was completed during the year on two sections of the Lakeland Freeway, one of the most heavily traveled routes in Cleveland, which is being reconstructed as a four-lane and six-lane expressway with underpass or overpass structures at intersecting streets. Another section was placed under construction, and plans were prepared for additional sections which will be let to contract in the near future. The expressway, as presently planned, will extend from East 9th Street in downtown Cleveland in an easterly direction, following the shore line of Lake Erie through Gordon Park, Bratenahl, and Euclid. Eventually it will continue to Painesville, some 25 miles east of Cleveland, where it will connect with U S 20.
Plans for the construction of a four-lane express highway from the Ohio River in Cincinnati to the city of Dayton, to relieve traffic congestion on U S 25, were substantially complete at the end of the fiscal year, and contract lettings were scheduled to be held by the State Department of Highways in September. Provision was made in the plans for the construction of two additional lanes at a future date. Total estimated cost of the improvement is $2,802,000, of which $1,434,000 will be supplied from Federal funds.
Detroit expressways.—After several years of preliminary planning, construction was begun during the fiscal year on both the John C. Lodge and Edsel Ford Expressways in Detroit (fig. 6). Preliminary planning for these two cont rolled-access thoroughfares was accomplished through the joint efforts of the Michigan State Highway De-
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partment, the Board of Wayne County Road Commissioners, the city of Detroit, and the Public Roads Administration. Actual design and preparation of plans for the John C. Lodge Expressway is being done by the Wayne County Road Commission. The State Highway Department is responsible for the design and preparation of plans for the Edsel Ford Expressway.
The two expressways are similar in design. Plans call for three 12-foot depressed traffic lanes in each direction, separated by a 14-foot median strip, with overpasses at all major intersections and parallel frontage roads for local traffic.
The John C. Lodge Expressway route begins at Jefferson Avenue in downtown Detroit and runs north along Sixth and Hamilton Avenues on a location parallel with and west of Woodward Avenue. The project will have a temporary terminus at Pallister Avenue, 31/, miles north of Jefferson Avenue. The estimated cost, including right-of-way, is $19,500,000.
The Edsel Ford Expressway begins at the west corporate limits of Detroit and extends east, crossing the John C. Lodge Expressway near the intersection of Hamilton and Hudson Avenues, and terminating at a point one block east of Woodward Avenue, for a total distance of 5% miles. The cost of right-of-way and construction will be approximately $30,000,000.
Chicago expressways.—Another major urban improvement for which plans were well advanced at the end of the fiscal year is the Congress Street Expressway in Chicago and an extension of this expressway through suburban communities in Cook County. The 8-mile section from Lief Erickson Drive, along the shore of Lake Michigan in downtown Chicago, to the west city limits will consist of two 48-foot pavements, each carrying four lanes of traffic, separated by median strips varying in width from 25 to 128 feet. From the city limits to a point on Butterfield Road near the Cook-DuPage County line, southwest of Elmhurst, separated roadways of two and three lanes each, with grade separations at important intersections, will be provided. On the two-lane section, provision will be made for a third traffic lane when it is needed.
At Wells Street, in the central business district, there will be a distributing plaza to serve traffic bound for or leaving the Loop area. At Halsted Street a traffic interchange will be constructed to connect the Congress Street Expressway with the proposed north and south express routes. Between these points the expressway will be carried on elevated structures across the Chicago River and through a 120-foot arcade in the United States Post Office, left for that purpose when the building was erected in 1931. West of Halsted Street the roadway will be depressed approximately 15 feet below ground level. Cross traffic will be carried over the depressed section and under the elevated
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Figure 6.—Aerial photo with superimposed sketch of proposed traffic interchange at the intersection of the John C. Lodge and the Edsel Ford Expressways in downtown Detroit.
portion. Access to and from the service drives and local street system will be provided by entrance and exit ramps at the principal intersections.
The expressway was designed to accommodate a peak traffic of 4,000 vehicles per hour in each direction. Future widening of the roadways is not contemplated, since four lanes of traffic in each direction are believed to be the maximum for economical operation. The facility, when completed, will reduce the traveling time from the west city limits by about 15 minutes.
A feature of the project is the rapid transit line that will be incorporated in the wide center mall along a large portion of the route. Access to the street-railway line will be provided at stations which pedestrians will enter from overpass bridges. These stations will be located at half-mile intervals.
Preliminary estimates place the cost of the 8-mile section of expressway within the city at $45,600,000. The 7%-mile section in Cook County, outside the city, will cost approximately $23,644,000. Right-of-way acquisition was proceeding and the demolition of 48 buildings had been started at the end of the fiscal year, but progress was retarded by the difficulty of finding suitable housing for tenants who must vacate buildings on the right-of-way. It was expected, however, that construction of sections of the expressway for which contract plans have been completed would get under way late in 1947 or early 1948. Other sections will be placed under contract as rapidly as plans are finished and the right-of-way can be cleared.
Heavy traffic to be served by route through Denver.—Another important urban project for which plans were approved during the year is the proposed Valley Highway expressway on the north-south interstate route through Denver. This expressway, 11 miles in length, will be a four-lane divided highway, designed to accommodate an estimated traffic volume of 60,000 vehicles per day. All cross streets will be closed or grades separated. Interchange facilities will be constructed at principal intersections. The cost estimate includes $13,000,000 for construction and $2,200,000 for right-of-way.
Oklahoma begins work on route of interstate system.—Construction of the first controlled-access highway on a section of the National System of Interstate Highways in Oklahoma was nearing completion at the end of the fiscal year. Located on a 2%-mile stretch of U S 77 through Ardmore, the improvement consists of two 25-foot concrete roadways, each carrying two lanes of traffic, separated by a 20-foot median strip. Parallel streets for local use, 25 to 30 feet in width, are provided for a distance of a little over a mile in the densely populated portion of the city. On the remaining section of the project, a 10-foot asphalt surface on a gravel base is built along the outer edges of the expressway, to accommodate local traffic. This improve
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ment eliminates the necessity of routing through traffic over narrow, congested streets, with right-angle turns, and shortens the travel distance for east-west traffic by 1 mile. The total cost is $767,000. This includes $320,000 for the 200-foot right-of-way and the relocation of approximately 2 miles of branch-line railway.
Dallas, Fort Worth, and Houston begin expressways.—Texas made notable progress during the year in the advancement of its primary and secondary road programs and in the development of urban projects. Expressway systems have been planned for Dallas, Fort Worth, and Houston. One section of the Houston expressway system was under contract at the end of the fiscal year.
Houston's expressway plan calls for eventual construction of three radial routes that will converge on the fringe of the downtown business district, serving traffic on U S 75 from Dallas on the north and Galveston on the southeast, and on U S 90 east and west through the city.
With the exception of a unique four-street section in the downtown area, from which traffic will be distributed to the business district, the expressways will consist of four-lane or six-lane roadways divided by a 4-foot median strip. The main roadways will be flanked by 10-foot emergency parking strips and a 32-foot frontage road. Figure 7 shows a section of the proposed improvement.
As express traffic nears the business district it will fan out into four parallel streets for a distance of 18 blocks. These streets will be widened and resurfaced, providing arterials 52 to 60 feet wide, with at least three traffic lanes and two 8-foot parking lanes on each street. Two of the streets will serve eastbound traffic, and two westbound traffic. Crossings at intersections will be at grade. The design permits future construction of an elevated expressway. At the end of the fiscal year contracts had been awarded for work on the section of U S 75 from Louisiana Street to Wilma Jean Street, a distance of 2.9 miles, at a cost of $5,889,600. This sum included a $1,328,000 storm-sewer contract.
Arizona improves interstate systemroute.—The Arizona State Highway Department started its postwar improvement of U S 66, a part of the National Interstate Highway System, with the reconstruction on new alinement of 1 iy2 miles of roadway from a point 3 miles east of Flagstaff to the town of Winona. The highway traverses relatively rough country at an elevation of 6,000 to 7,000 feet, and is subject to heavy snowfall. In spite of these difficulties, the new road is designed for a speed of 70 miles an hour. It will have a 24-foot concrete pavement, with 8-foot bituminous-treated shoulders on each side to provide safe parking. The project includes construction of a three-span bridge over Walnut Creek and a railroad overpass 7 miles east of Flagstaff. The total cost will be approximately $1,600,000.
Outstanding projects begun in California.—For a number of years
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Figure 7.—Section of proposed expressway on National Interstate Route (U S 75) through Houston, Tex., showing plan for traffic interchange at the intersection of Park Place Boulevard.
California has been engaged in a program of widening IT S 90 to a four-lane divided highway from Los Angeles via Bakersfield and Fresno to Sacramento. This is a section of the National System of Interstate Highways. Federal-aid highway funds enabled the State to make substantial progress on this program during the 1917 fiscal year. Construction was started on 22 miles of highway, estimated to cost $3,500,000. An additional 14 miles was expected to be let to contract early in the 1948 fiscal year, at a cost of approximately $4,555,000. Of the total distance of 357 miles, 119 miles of four-lane divided highway had been completed or were under contract. The remaining 218 miles have a two-lane or three-lane roadway.
Construction was continued during the year on the Hollywood and Santa Ana Freeways in the vicinity of Los Angeles. These freeways,
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located on U S 101 in Los Angeles and Orange connties, extend from Vineland A venue in North Hollywood to the town of Irvine in Orange County, a distance of approximately 48 miles. The 9-mile section between Vineland Avenue and Spring Street in the city of Los Angeles is known as the Hollywood Freeway, and the 39-mile section between Spring Street and Irvine is called the Santa Ana Freeway. A model of a four-level structure on the Hollywood Freeway is shown iii figure 8.
Extending through the city of Los Angeles near the business district, these freeways constitute the principal north-south arterial route through the metropolitan area. Designed for speeds of 50 to (50 miles an hour, with multilane divided roadways, controlled access, frequent interchange facilities, and no intersections at grade, they will aid materially in relieving traffic congestion on existing overcrowded streets. The cost of the work undertaken during the fiscal year was approximately $2,540,000.
Substantial progress was made during the year in the development of plans and actual construction on sections of the Bayshore Freeway along U S 101 from San Francisco to San Jose and the Eastshore Freeway from Richmond through Oakland to a connection with U S 101 near San Jose.
The section of the Bayshore Freeway selected for immediate improvement extends from San Francisco to State Street in San Mateo,
Figure 8.—Model of proposed four-level structure at intersection of the Hollywood Freeway and the Arroyo Seco-Harbor Freeways near the downtown section of Los Angeles. Construction was started July 1, 1947.
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a distance of 8.8 miles. The present four-lane roadway, undivided for the most part, is inadequate for the large volume of traffic using it; consequently a six-lane divided highway is proposed. The improvement will include railroad and highway grade-separation structures for the elimination of all cross traffic at grade and for the free movement of vehicular traffic. The estimated cost of this 8.8 miles of freeway is $8,545,800, exclusive of right-of-way.
The greater portion of the Eastshore Freeway was still in the planning stage of the end of the fiscal year; however, work was started during the year on a 6.7-mile section of six-lane and four-lane divided highway in Oakland. This section will be completed at an estimated cost of $12,000,000. Two grade-separation structures were under construction at the end of the year, and two others were under contract.
"Work on main artery through Portland, Oreg., resumed.—Further improvement of Harbor Drive, a main thoroughfare in Portland, Oregon, was resumed during the year. A portion of this arterial route in the downtown section of the city had been improved before the war. It is being developed as a six-lane highway, with traffic interchanges at principal intersections. Contracts totaling $1,272,660 for construction were let during the year, and two additional projects were programed for the 1948 fiscal year. Completion of the Harbor Drive improvement will shift approximately 20,000 vehicles from city streets to a modified controlled-access route.
The Federal-Aid Highway System
Improvement of the Federal-aid system progressed at a more rapid rate than in the previous fiscal year, but by no means at a rate commensurate with the need for improvements to provide for a safe and uninterrupted flow of traffic. Attention was centered on replacing obsolete roads and worn-out surfaces that had reached the end of their economic life during the war years, and correction of some of the worst traffic hazards. Only 3,000 miles of roads on the system were completed, as compared with 8,709 miles in 1941. Also 33 railroad grade crossings were eliminated, 18 obsolete grade-crossing elimination structures were reconstructed, and 129 were protected by signals or other devices. The total cost of the work was $142,965,296, involving $80,-577,746 in Federal funds.
The volume of work authorized or under way at the end of the year indicates that substantial progress will be made during the fiscal year 1948. Improvements under way or approved for construction at the end of the year totaled 9,683 miles of highway and 219 grade-crossing elimination structures at a total cost of $766,147,966 of which $393,-
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967,891 is to be paid with Federal funds. A number of these projects are on the newly designated National System of Interstate Highways.
During the past fiscal year the primary Federal-aid system has been comprehensively revised in six States and Hawaii. In the remaining States and Territories there have been 168 revisions of previously approved routes and addition of 21 new routes. Table 12 of the appendix, showing the approved Federal-aid system mileage in each State and Territory on June 30, 1947, includes 1,012 more miles than were included a year ago.
Secondary or Farm-to-Market Roads
An enlarged program of improvement of secondary roads was authorized by the Federal-aid Highway Act of 1944, which provided $150,000,000 for this class of work in each of the first three postwar fiscal years. This new program has required establishment of working relations between State highway departments and local authorities, designation of a system of secondary roads, and detailed planning of projects.
The excellent progress made in this class of work is indicated by the 4,609 miles brought to completion during the fiscal year. These improvements cost $55,334,860, the Federal Government contributing $28,-<68,606. The roads shown in figure 9 are typical of improvements made. Five railroad grade-crossing elimination structures and a number of bridges are included in the cost. This program should develop still greater momentum in the fiscal year 1948, as the past year ended with 12,977 miles under construction or approved for construction at a total cost of $270,420,784, of which the Federal Government is to pay $133,535,561.
Several factors have made possible greater progress on secondary roads than on other classes of work. Both the Public Roads Administration and most of the States placed special emphasis on organizing and launching this program. Preparation of plans and solution of right-of-way problems are somewhat simpler than for many of the projects on main routes. Contractors have shown a greater interest in secondary road jobs since, on the average, there is less risk than on big jobs and scarce materials are not required to as great an extent.
Selection of the Federal-aid secondary system by the States in cooperation with county officials has progressed well ; there now being 350,809 miles in the system, as compared with 217,073 miles a year ago. Table 1 shows the present system mileage. Stress has been placed upon the desirability of rounding out these systems to incorporate
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sufficient mileage to provide adequate latitude in planning current programs, and at the same time to avoid the omission of any principal secondary or feeder road. It is now anticipated that these objectives can be reached with a total mileage for the United States of approximately 430,000 miles.
Figure 9.—Federal-aid secondary roads completed in fiscal year 1947: (A) Bituminous-surface-treated road in Hidalgo County, Tex.; (B) bituminous tnacadam in Frederick County, Md.
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Table 1,—Mileage of highway approved to comprise the Federal-aid secondary system as of June 30, J947
State: Alabama		Miles 	10, 228	State—Continued. New Hampshire		Miles 		23
Arizona			, 2,693	New Jersey				374
Arkansas			12,508	New Mexico				3,880
California			 8,885	New York			 19,067
Colorado			 3,528	North Carolina				6,246
Connecticut	1		 1,086	North Dakota				6,475
Delaware			 486	Ohio			 11,955
Florida			 6,531	Oklahoma				7, 524
Georgia			 6,307	Oregon				4,410
Idaho			 2,958	Pennsylvania			 10,603
Illinois			7, 064	Rhode Island				243
Indiana			 7,745	South Carolina				4,673
Iowa			„ 33,011	South Dakota			 10, 332
Kansas					16,828	Tennessee				6,022
Kentucky			 8,372	Texas	.			 17, 524
Louisiana			 5,582	Utah				2,610
Maine			 2,220	Vermont				1,908
Maryland			 4,302	Virginia				8,578
Massachusetts			 2, 170	Washington				5,816
Michigan			,	*11, 468	West Virginia			 10,955
Minnesota			13,871	Wisconsin				 13,074
Mississippi			 3,467	Wyoming				1,426
Missouri			 9,734	District of Columbia				51
Montana			 3,025	Hawaii		513
Nebraska			 9, 858	Puerto Rico				884
Nevada			 1, 716	Total			 350,809
Many delays in system selection resulted from the necessity of confirming the merits of proposed routes which, on the basis of prewar planning survey data, were indicated to be of questionable eligibility. Special investigation of the proposals show that, in many areas, radical changes in the need for roads have taken place. New planning survey information is badly needed to show up-to-date locations of rural dwellings, population distribution, traffic, and road types.
In February the board of consultants on secondary road problems, established in January 1946 to assist in the formulation of policies affecting the Federal-aid secondary road program, met with Public Roads Administration officials in Washington for the second time. The board is composed of 11 county highway officials with outstanding reputations in the regions they represent. Prior to the February meeting, the consultants visited many States to discuss the secondary road program with State and county engineers.
The board advised Public Roads officials that design standards established for Federal-aid secondary work were generally considered satisfactory, but that closer cooperation between the States and counties was needed in simplifying procedures to make the program
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fully effective. The consultants observed that the program was developing particularly well in those States that had secondary road divisions in their State highway departments. Following the recommendation of the board, the Public Roads Administration has urged creation of such divisions in all State highway departments.
The consultants considered as an important phase of the secondary road program the development of county highway organizations competent to plan and build roads efficiently and economically with their own funds as well as with Federal-aid and State-aid funds. Although more than 900 counties—a third of the total in the United States—have participated in making surveys and plans for Federal-aid secondary projects, and 500 have engaged in preparation of specifications and estimates, the consultants considered that this showing represented only moderate initial progress in county participation. They recommended that all possible encouragement should be given to rapid expansion of these activities on the part of the counties.
Forest Highrvays and Major Highways in National Parks
Highway improvement in national forests during the fiscal year was limited almost entirely to roads used in the production of timber, and ouly minor work was done in the national parks. Only 107 miles of forest highway were completed, consisting of 23 miles of initial improvement and 84 miles of further improvement of roads constructed in earlier years. As a result of the special emphasis placed on roads for timber production, 404 miles were under construction at the end of the year. This figure does not include the special timber access roads discussed later. In the national parks a 5-mile project was completed during the year and 100 miles were under construction at the end of the year.
For these classes of roads there exists a wide gap between important needs and the current rate of progress. The Federal-aid and State systems cross the great areas reserved as national forests on portions of the forest highway system. These sections of road are essential links in highway transport of the country, particularly in the Western States. They make available the mineral and timber resources of the forests and are used by a large portion of the interstate traffic in mountainous areas of the West. Improvements have been in progress for some 30 years. At the beginning of the war the most used roads—the ones first improved—were inadequate because of the low standards to which they had been built. They needed modernizing along with the rest of the highway system. They are not safe for the present volume and speed of traffic. Work on these
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roads ceased in 1942, and circumstances have prevented resumption of activity at the needed rate.
The national parks are visited each year by steadily increasing throngs of tourists. Many of the roads used are old and dangerous. There is a need for new roads to reach areas not now accessible by motor vehicle. Road improvement in the parks is lagging far behind recreational use of the areas.
A directive of the Office of War Mobilization on August 5, 1946, restricted the award of contracts for construction in Federal areas to improvements needed for the production of lumber, until October 1, 1946. This situation remained practically unchanged until April 1, 1947, since only projects recommended by the Forest Service as needed for lumber production were offered for contract.
To avoid excessive use of materials required for the housing program, the President limited expenditures on forest highways during the year to $12,500,000.
. Actual appropriations were $13,714,222 for forest highways, $6,-000,000 for park roads, and $11,000,000 for parkways. These amounts, with unexpended balances from previous years, financed the work of the year.
The Federal-aid Highway Act of 1944 authorized $25,000,000 for forest highways in each of the first three postwar years. Plans that will absorb the funds for the first two years are completed and ready for use as authorized funds are appropriated.
Forest highways were important in the production of timber during the war and there is definite indication that they will be essential in producing needed lumber for an indefinite period in the future. The supply of timber on private lands was very nearly exhausted for war purposes. Selective cutting in national forests to produce a sustained annual yield is a primary source of future supplies. Timber stands adjacent to forest highways amount to 358,499 million board feet and are capable of supplying 5,221 million board feet annually.
This production is contingent on adequate construction and maintenance of forest highways. New highways are needed. Old ones that took a pounding from heavy loads of logs during the war need reconditioning. In one instance a State highway commission has notified Federal officers that it will not grant permits for hauling logs over certain roads leaving forest areas until the damage already done is corrected with Federal funds. Some of the forest highways are in such condition that it is not possible to haul a normal load over them.
Of the forest highways now contracted for or recently completed, costing $15,564,000, 95 percent are important in the production of timber. Forest highway improvements scheduled for beginning as funds are made available in the future include 1,459 miles at a cost of over $43,000,000. It is estimated that these roads will penetrate
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areas capable of yielding an annual timber harvest of 2,436 million board feet, of which 1,913 million board feet would be hauled by highway.
In addition to work on the forest highway system, the Public Roads Administration, at the request of the Forest Service, has done considerable work in planning and directing the construction of timber access roads being built as an emergency measure to meet critical needs of the housing program. These roads to areas that have been inaccessible are financed by funds authorized for the National Housing Agency and by forest development funds of the Forest Service.
When Public Roads was asked to assist in this program, all available engineers were assigned to the work, survey parties were placed in the field, plans developed, and construction contracts awarded. These contracts amount to $5,546,894 for 181 miles of road.
The Public Roads Administration and the National Park Service have undertaken jointly to select a system of roads for each park, parkway, and national monument, and to prepare a development program indicating the order of priority in which work will be undertaken as funds become available. Progress was made in this work, but little actual construction was performed. Because of limited funds appropriated, only 73 miles of park roads and parkways were awarded to contract, at a cost of $1,807,000. Bids amounting to $821,000 were received for 47 miles of construction, but were rejected because they were too high.
Previous legislation providing for the improvement of Indian reservation roads requires that the location, type, and design of all roads constructed under the provisions of the Act of May 26, 1928, be approved by the Public Roads Administration before expenditures are made thereon, and that all construction done by contract be under the general supervision of Public Roads. The Federal-aid Highway Act of 1944 extended the requirement as to supervision to include all construction. Administrative procedure to meet the requirement is being developed.
The apportionment of forest highway funds for the fiscal year, the mileage of the forest highway system, and detailed reports on the status of the highway construction program in the national forests and parks will be found in tables 13 to 17 of the appendix.
Repair of War-Damaged Highways
The repair of war-damaged roads was continued in cooperation with local officials as authorized by the Defense Highway Act of 1941 as amended by Public Law No. 146 of 1943. At the close of the fiscal year, 176 claims for the repair of 3,622 miles of roads, in the amount of $4,365,566, have been received, reviewed, and recommended for pay
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ment. Payment of 161 of these claims, in the amount of $4,019,869, has been authorized by legislation and funds have been included in deficiency bills to cover payment. A total of 661 notices of intent to file claims have been received, of which 289 have either been rejected or withdrawn.
Public Law No. 288, 78th Congress, provided $5,000,000 for rehabilitation of roads in certified maneuver areas where local authorities were unable to finance repairs. In Tennessee, all work performed under agreement with local subdivisions has been completed in 16 counties, 4 cities, and in the Cedars of Lebanon State Park. Work in the remaining three counties is 95 percent complete. Work in Tennessee involves the improvement of 4,640 miles of road. Repairs on 2,500 miles of parish roads in Louisiana and on 185 miles of county and national forest roads in Texas have been completed. In the Camp Shelby maneuver area of Mississippi, 400 miles of county and national forest roads are being repaired. This work is now about 73 percent complete.
The President’s Highivay Safety Conference
The Public Roads Administration took an active part in the second President’s Highway Safety Conference, cooperating with about 200 safety organizations and other groups, including the 48 States, in planning and conducting the 1947 Action Program Meeting in Washington, June 18-20, under the general chairmanship of Maj. Gen. Philip B. Fleming, Federal Works Administrator.
Public Roads Commissioner Thomas H. MacDonald was chairman of the Conference Coordinating Committee and of the Committee on Conference Reports. He is also chairman of the Executive Committee of the Federal Committee on Highway Safety, which was created in September 1946, by executive order as recommended by the 1946 President’s Safety Conference. Technical and administrative personnel of Public Roads Administration assisted in the detailed work of the 1947 meeting, the purpose of which was to review a year’s progress in highway safety and to develop further means of applying the Conference Action Program.
Details of the 1947 meeting and its important accomplishments are given in the annual report of the Federal Works Agency.
Roadside Improvement on Federal-aid Highways
The importance of adequate planning and development of the roadside on new highways has been emphasized for some years. A carefully planned and well-kept roadside is desirable for esthetic reasons alone, but such work also has important benefits in preventing erosion and decreasing accident hazards.
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The Public Roads Administration has advocated gentle side slopes rounded at the top and bottom, and covered with grass sod or other vegetation. During the past year such improvements have shown a marked superiority over the older type of construction in resisting the erosion of heavy rains and severe floods. Gentle, planted slopes have stood unharmed where soil on bare, steep slopes would have been washed down to fill ditches and culverts.
With a steady increase in highway traffic and in the number of roadside enterprises, highway engineers are increasingly concerned about the danger from parked vehicles and from vehicles entering and leaving main highways. Wide shoulders are being provided to accommodate vehicles making emergency stops.
Many serious collisions occur between fast-moving vehicles and slow-moving vehicles entering or leaving a main highway between intersections with public highways. Some highway departments have adopted standards for the design of entrances to business places as a safety measure. Prospective builders of business places are urged to place buildings well behind highway right-of-way lines. Where business property is fronted by parking space, some form of barrier should be placed between the parking area and the highway.
Inclusion of roadside rest areas and safety turn-outs on heavily traveled roads have been features of highway programs in a number of States during the past year. The greatest obstacle to provision of these public services is the difficulty and cost of obtaining land for them.
Use of Aerial Photography in Highway Mapping
The Public Roads Administration is cooperating with several State highway departments in the development of aerial photography and mapping methods for highway purposes. Assistance has been given in the preparation of specifications for aerial surveys and topographic maps prepared by aerial photogrammetry for use in highway location. Articles summarizing what has been learned regarding the adaptation of various types of equipment and mapping methods have been prepared.
More than 30 States have had experience in the use of aerial survey methods in one or more of the stages of highway location. As new equipment is made available for purchase by highway organizations, a wider use of aerial survey methods is certain to follow.
Bridge Design
Plans for over 2,500 bridges were reviewed during the fiscal year. Special attention was given to safety, increased capacity, and economy.
Advances in design include wider roadways, wider curbs, and the
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use of median strips to separate traffic moving in opposite directions. Structures having less width than the adjacent road surface are being replaced as rapidly as possible. At underpasses greater clearances between vehicles and side walls are being provided, in contrast to the restricted clearances provided in older structures for reasons of economy. There has been a notable increase in the number of welded bridges and in the use of welded parts.
The desirability of a new specification for a low-alloy, high-strength steel for bridges is being studied. Metallurgists of the larger steel producers are collaborating in this study.
The Inter-American Highway
Construction activities were continued on sections of the Inter-American Highway during the fiscal year 1947, but progress on the program was seriously hampered by lack of funds.
The highway extends from Laredo, Tex., through Mexico and the six Central American republics to Panama City, Panama—a distance of approximately 3,300 miles. Except in Guatemala and Mexico, the amount of new construction undertaken during the year was considerably less than in the preceding year. In Guatemala the construction program was accelerated: the rate of progress in Mexico was about the same as in previous years.
Work on the portion of the Inter-American Highway traversing Mexico is directed and financed entirely by the Mexican Government. In the Central American republics the United States Government, through the Public Roads Administration, is cooperating with the various governments in financing and constructing the highway. Under provisions of the Inter-American Highway Act of 1941, the United States is furnishing engineering advice and assistance and is paying two-thirds of the cost of construction. Most of the $20,000,000 appropriated for that purpose, however, has been expended or committed to projects already programed.
Practically all construction work on the Inter-American Highway is performed by local labor. A small number of men from the United States are employed in engineering, administrative, and accounting jobs. One of the objectives of participation by the United States is to assist in the development of a skilled highway organization. Engineers, supervisors, and workmen of the Central American countries are obtaining experience in actual construction.
Extensive improvements have been made on long stretches of the highway, but there are unimproved gaps in southern Mexico, northern Guatemala, Costa Rica, and Panama over which motor vehicles cannot be driven. Prediction of the time when it will be possible for tourists to travel by automobile over the entire length of the highway cannot be made until definite provision is made for closing these gaps.
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Mexico.—A two-lane paved road, comparable to the average two-lane road in the United States, runs south from Nuevo Laredo through Mexico City and 295 miles beyond, to Siete CabriUas- Below Siete Cabrillas an 11-mile section of the road has a low-type all-weather surface. From that point on through Oaxaca to Tlacolula, the road is paved. Between Tlacolula and Totolapa, a distance of 27 miles, there is another stretch of low-type all-weather road, making it possible for motorists to travel in comfort over 1,149 miles of continuous highway running south from the Rio Grande. In some places the highway ascends to elevations of 8,000 to 10,000 feet, but the traveler will experience no inconvenience other than the reduced rate of speed necessary in any mountainous country.
Some sections of the road from Totolapa to Uomitan are paved, some sections have low-type surfaces, but the road is passable in all seasons. Most of the work done on the Inter-American Highway in Mexico during the year was along this portion of the route. Although it is possible to reach Comitan by car, the road is under construction at several points and the trip should be undertaken only by drivers who are prepared for the risks involved.
From Comitan to the border of Guatemala there is no road, but the Mexican government is making every effort to extend the highway to the border as soon as sufficient funds are available.
Motorists in Mexico who wish to tour the Central American republics should drive to Juchitan, a few miles south of Tehuantepec, and ship their cars by rail to Tapachula. A paved road extends from Tapachula to the Guatemalan border, and in Guatemala an all-weather road connects with the Inter-American Highway at Que-zaltenango.
From Quezaltenango it is possible to drive on the Inter-American Highway the remaining distance across Guatemala, El Salvador, Honduras, and Nicaragua to the Costa Rican border, but the trip is not recommended for the average tourist. The highway in El Salvador is good, but on both sides of the Honduras—Nicaragua border the road is narrow, the grades are steep, and the surface is not sufficiently improved to make it easy to drive through even in dry weather.
Guatemala.—During the year a major change was made in the location of the highway where it enters Guatemala from Mexico. The old route extended south from Comitan to Tapachula, Mexico, then east into Guatemala and on to Guatemala City. The new route runs south from Comitan a short distance, then turns southeast and crosses the border about 125 miles north of the old crossing. It proceeds southeast through or near San Sebastian and Huehuetenango and joins the old route at San Cristobal, Guatemala. The two important
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towns of Quezaltenango and Totonicapan were bypassed, but stub roads to each of them will be provided.
The first 33 miles of the new route are impassable and the balance of the relocation to San Cristobal, a distance of 65 miles, is a dryweather road. On the remaining 232 miles in Guatemala, the highway has an all-weather surface but in some places it is narrow, with steep grades and sharp curves, and requires further improvement before it can be considered adequate for prospective traffic.
The new route in Guatemala is largely on a water-level grade and is slightly longer than the old route, but in Mexico it is considerably shorter, with a net saving of about 93 miles.
Most of the construction activities during the year consisted of heavy grading and crushed-stone surfacing on new locations for which surveys were made last year. Project agreements were signed during the year for work estimated to cost $3,123,822.
El Salvador.—The El Salvador portion of the Inter-American Highway has a two-lane paved surface from the border of Guatemala to a point 7 miles east of La Union, a total distance of 166 miles. The remaining 28 miles to the Honduras border has a low-type, all-weather surface, making continuous travel across El Salvador possible in all seasons.
Construction activities were curtailed during the year, partly because United States funds apportioned to El Salvador for work on the highway have been exhausted and partly because of a shortage of equipment and material, particularly trucks and structural steel. However, in spite of the lack of financial aid from the United States, the government of El Salvador intends to complete the highway.
During the fiscal year approximately 9 miles of crushed-rock base and pavement were completed, and approximately 21 miles of graded surface were stabilized. Two small bridges which had been under construction were opened to traffic, and work on a 445-foot bridge across the Rio Grande de San Miguel was advanced from 49 percent to 70 percent of completion. Progress on this project was delayed by the inability to obtain delivery of structural steel.
Honduras.—Construction activities on the Inter-American Highway in Honduras came to a halt in April of this year because of a lack of funds. The only activity since then has been on maintenance and the replacement of a few temporary wooden culverts and small bridges with permanent structures.
From the Rio Goascoran bridge at the El Salvador-Honduras border to the town of San Francisco, a distance of 78 miles, the highway is classified as an all-weather road, although it has not been completely surfaced. Considerable work remains to be done in widening the roadbed, adding more surface material, and paving.
Most of the improvements made during the year were on the 16-mile
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stretch from San Francisco to the border of Nicaragua. This is considered a dry-weather road but it usually can be traveled in all seasons. During the fiscal year approximately 8 miles of the roadway were graded and drained, and subgrade was stabilized on 11 miles. In addition, the job of cleaning and repainting the Choluteca River bridge was started. This is a long suspension bridge which was constructed under a previous program.
Nicaragua.—During the 1947 fiscal year, as in the preceding year, the oidy work done on the Inter-American Highway in Nicaragua was in the nature of maintenance and surface improvement. A survey has been made and plans prepared for an extension of the improved highway from Sebaco north to the Honduras border, but it may be necessary to survey alternate lines to locate the best route.
Motor-vehicle travel across Nicaragua is easily possible in dry weather and generally during the rainy season, but the trip through-the mountain region in the northern part of the country may be rough in wet weather, as the road is narrow and is surfaced with material from natural deposits instead of crushed stone.
A section of the route, from Esteli to Jinotega, is impassable in all seasons, and from Jinotega to Matagalpa cars can get through only in dry weather. An all-weather road extends from Matagalpa to Sebaco. Motor-vehicle travel at present is over a somewhat shorter alternate route from Esteli to Sebaco, which has an all-weather surface. From Sebaco through Managua to Jinotepe, a distance of 90 miles, the highway is paved. From Jinotepe to the border of Costa Rica the highway has an all-weather surface.
Road construction during the year was confined largely to the Atlantic Highway connecting the Inter-American Highway at San Benito with Rama, a river port which can be reached by barge from Bluefields, a port on the Atlantic.
This project, financed with money appropriated from the President's Emergency Fund in connection with the defense of the Panama Canal, was advanced appreciably during the year. Grading and drainage were completed on 21 miles of roadway, subgrade stabilization was completed on 33 miles, and crushed-rock base was laid on 65 miles. Work also was continued on eight bridges along the highway, but completion of some of the bridges was delayed by lack of structural steel. Of the total distance of 167 miles from San Benito to Rama, the first 81 miles have been completed as an all-weather road.
Nearly all the $4,000,000 earmarked for the project has been expended. Nicaragua is planning, however, to proceed with the work, though at a somewhat reduced rate of construction.
Costa Rica.—The condition of the Inter-American Highway in Costa Rica remained practically unchanged during the year. Large projects previously under construction have been suspended. The
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only activity consisted of maintenance, some survey work and preparation of plans, and disposal of surplus equipment.
Heavy rainfalls, amounting to 24 inches or more in some months of the rainy season, caused numerous slides in mountainous sections where cuts and fills run to great heights, necessitating considerable maintenance work.
Along the unimproved section of the route in northern Costa Rica surveys were completed to a point within a few miles of the Nicaraguan border. Engineering plans for improvements on a considerable portion of the route also were completed.
This unimproved gap, extending south from the border of Nicaragua almost to Esparta, a distance of 120 miles, is not wholly impassable in dry weather; but it is suitable for travel only in jeeps or specially equipped trucks. In places, particularly near the border, there is not even a well-defined cart trail to mark the route.
South of Barranca the highway is open at all times. On the central plateau, where the population and economic activities of the country are centered, the Inter-American Highway is paved from San Ramon through San Jose, the capital, to Cartago, a distance of about 60 miles. In this section the highway is the main artery in a system of paved roads linking the principal centers of population.
Traveling south from Cartago to San Isidro, the highway passes through a spectacular mountainous region, climbing to an elevation of 11,000 feet at Muerto Pass in the Talafnanca Range and dropping to a 3,000-foot level at San Isidro. The southern portion is considered a dry-weather road, but it is closed only for short periods in the rainy season. From San Isidro to the border of Panama and 26 miles beyond, the road is impassable for motor vehicles of any kind.
During the year, preliminary studies were made with a view to relocating the designated route from San Isidro to the Panama border. The proposed new route would follow the General River valley to its junction with the Brus River, then turn down the lerraba River valley to the Pacific coast and proceed along the coast to Panama. This location would eliminate heavy construction in mountainous terrain and would provide overland access to Golfito, one of the finest ports on the Pacific coast.
Panama.—With the exception of the 26-mile gap near the Costa Rican border, the Inter-American Highway in Panama is passable at all times. Below this unimproved gap the highway has an all-weather surface to Santiago. From Santiago to Panama City, a distance of 157 miles, the road is paved. An all-weather road has been constructed from Panama City to Chepo. Travel beyond that point is blocked by dense jungles.
Eventually the Inter-American Highway will be extended from
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Chepo to the border of Colombia, where it will connect with the Pan-American Highway in South America.
Surveys and preparation of plans for further improvement of the Inter-American Highway in Panama comprised the principal activity during the year. Plans were drafted for 34 miles of road, and reconnaissance surveys were completed on 45 miles. Project agreements for the construction of bridges across the Rio Chorcha, Rio Brazo Gomez, and Rio David were signed, and work was started on the Rio David bridge.
Bolivia.—The Public Roads Administration is furnishing engineering advice and assistance to the Bolivian Development Corporation, an agency of the Bolivian Government, in surveys and the preparation of plans for sections of a 312-mile highway from Cochabamba to Santa Cruz. The highway, when completed, will connect the central plateau region with the undeveloped eastern section of Bolivia, around the headwaters of the Amazon, where oil has been found and tropical agriculture can be developed.
This road is not part of the Pan-American Highway, but will tie into it. Construction is handled by contract under the direction of the Bolivian Development Corporation. United States funds are not directly involved. The work is financed partly through loans advanced by the Export-Import Bank.
During the year preliminary surveys were completed on 80 miles of the proposed route, final surveys were made on 68 miles, and plans were completed for 62 miles of roadway.
Ecuador.—In Ecuador the Public Roads Administration furnished technical advice and the services of one highway engineer to the government of Ecuador in the construction of an 82-mile section of the Pan-American Highway between Guamote and Tambo.
Venezuela,—Engineering advice and assistance requested by the government of Venezuela were supplied by the Public Roads Administration in connection with plans for further development of the country’s highway system.
Rehabilitation of Philippine Highways
Japanese occupation of the Philippines and their subsequent defeat resulted in heavy damage to roads and bridges in many of the islands. A planning mission of Public Roads Administration engineers, serving in the armed forces at that time, made a detailed examination of highway conditions in the Philippines in 1945. Their report showed an acute need for reconstruction work.
The mission found that 621 of the 1,741 permanent bridges in existence before the war had been damaged or destroyed. More than a third of the 6,352 wooden bridges needed repair or replacement. A substantial mileage of roads and streets had been damaged severely
during military operations or had deteriorated through lack of maintenance during the occupation.
Acting upon the report of this and other missions, the Congress in 1946 passed the Philippine Rehabilitation Act providing financial aid to the stricken country for its economic rehabilitation and development. Under this act an allocation of $9,960,000 was made to plan, design, restore, and build roads, essential streets, and bridges in the fiscal year 1947. The Public Roads Administration was designated to supervise this work, and promptly established a division office in Manila, the first of the technical staff arriving there November 14, 1946.
It was found that while principal routes of travel were usable, traffic was greatly impeded by the many narrow Bailey and other temporary bridges. In Manila, for example, all four major bridges over the Pasig River were destroyed, and the 15,000 to 30,000 vehicles that daily cross each of the temporary structures at these locations were often stalled in traffic jams for half an hour at a time. The Philippine Bureau of Public Works was carrying on extensive maintenance operations, but lack of equipment and trained personnel prevented them from keeping pace with the needs of the ever increasing postwar traffic.
The Public Roads division office established cooperation with the Bureau of Public Works at once, and construction of some emergency work was begun on December 12. It was originally intended that planning and prosecution of the highway and bridge construction were to be handled by the Bureau of Public Works, with the Public Roads division office functioning in much the same manner as similar offices in the United States cooperate with the State highway departments in the execution of Federal-aid work. However, loss of trained personnel during the war by the Bureau of Public Works made it necessary to modify this policy to some extent, and Public Roads assumed the responsibility for the design of several paving projects in Manila and many of the larger bridges.
Of the funds available for the fiscal year 1947, $9,614,540 were programed during the year. Thirty miles of dust-palliative bituminous-mat surfacing were completed, and 2 miles of multilane concrete pavement were placed under construction. A $170,000 bridge contract was awarded, and bids were invited on one paving job and two bridges, estimated to cost $1,250,000. Plans are in preparation for 18 major bridges, a large paving project, and the reconstruction of a group of streets in Manila. A planning survey has been initiated to gather basic data for comprehensive planning in the future.
Practically all the prewar construction equipment in the Philippines was lost during the Japanese occupation, and because of the heavy demand for new equipment in this country the Filipinos have
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been unable to replace lost items by purchase. Little useful equipment was available from the surplus material transferred by the U. S. Army to the Philippine Republic. To overcome this difficulty, Public Roads is purchasing some basic construction equipment to be turned over to the Bureau of Public Works, to be rented to contractors as needed.
Public Roads is also obtaining a limited amount of critically needed reinforcing steel. A materials testing laboratory has been purchased for installation in Manila. Quarry and gravel-pit equipment has been borrowed from the U. S. Army and is being operated by the Philippine Bureau of Public Works, assuring an ample low-cost source of aggregates.
The Philippine Government, recognizing the limited resources of its own contractors, has agreed to accept bids from American contractors on the same basis as those submitted by Filipinos. This will aid in obtaining adequate competition and in completing the large amount of work to be done.
At the end of the fiscal year the Public Roads staff in Manila was comprised of 26 Americans and 33 Filipinos. Wherever practicable, Filipino engineers are being employed so that they may have the benefit of modern technical training. Under provisions of the Rehabilitation Act, 10 employees of the Philippine Bureau of Public Works are to be sent to the United States for specialized training in highway work.
Highway Improvement in the Virgin Islands
In accordance with the act of December 20, 1914 (Public Law 510— 78th Congress), providing for assistance in the internal development of the Virgin Islands, highway improvements.have been started on the islands of St. Thomas and St. Croix.
Allotments have been made by the Administrator of the Federal Works Agency for the following work :
Islands of St. Thomas and St. John:
Highways and roads__________________________________$244, 669
Engineering surveys____________-----------------•--- 35, 000
Island of St. Croix:
Highways and roads________________y----------------- 248, 000
Total allotments for roads and surveys-------------- 527, 669
A primary and a secondary system of roads has been established for each island, and road repairs and improvements have been programed. Surveys have been completed for about 40 miles of highways and plans completed for about half this mileage on the islands of St. Thomas and St. Croix.
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Highway Planning Research
The planning of highway programs, both Federal and State, has assumed greatly increased importance. The highway problems of 1941 were pressing. Traffic volume, congestion, and accidents reached an all-time peak. These problems were left unsolved when all efforts were directed to winning the war.
Restrictions of various kinds reduced travel during the war, but traffic volumes are back to 1941 levels in most sections of the country. In some sections, such as California, all previous records are being exceeded.
Establishment of a highway policy that will result in adequate highway service in the future requires determination of the proper size and cost of systems of the different classes of highway needed. There must be an equitable plan for distribution of costs among highway users and general taxpayers, allocation of authority and financial responsibility among levels of government, and regulation of highway use to protect users and to obtain maximum service. Each element is so interrelated with others that complete facts on present conditions and most up-to-date results of transportation research are essential to develop an over-all analysis of highway needs to serve the interests of al 1 in an equitable manner.
The legislature in California authorized a fact-finding committee to study the highway needs for all systems on a State-wide basis and to recommend a policy and means of putting that policy into action. The Michigan Good Roads Federation is making a similar analysis of the problem in Michigan. In six other States the legislatures have taken positive action to develop comprehensive reports. Long-range planning in a comprehensive manner is receiving increased attention in 12 additional States.
In California and in Michigan much of the material for the reports has been developed from data obtained over a period of years in highway planning surveys. These have been augmented by results from other research studies of the Public Roads Administration on motor-vehicle operations.
For the past 10 years the highway planning research of the Public Roads Administration in cooperation with the States has been directed toward the development of facts for such analyses. Its research work on motor vehicles has also been pointed to the development of facts for use in the design of safer and more adequate roads. These comprehensive long-range planning programs are producing information on the movements of traffic and the operation of vehicles that is basic in locating projects, and in preparing design standards, construction program priorities, and forecasts of future traffic.
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Highway Transport Research
Traffic volume trends.—Public Roads has continued to assemble and correlate counts of traffic made by automatic machines. Monthly reports show changes in traffic volumes throughout the country. The number of recorders in operation in cities has been increased so that it has been possible to show traffic trends on city streets as well as on rural roads. Information on traffic trends is fundamental in the formulation of comprehensive long-range highway plans.
Figure 10 shows estimated rural traffic volumes for the United States as a whole, by months, in 1941, the prewar year of greatest traffic, in 1946, and 1947 through the month of June. In spite of an acute shortage of motor vehicles, traffic in 1946 reached an all-time high and traffic in 1947 is running well above that of last year.
Traffic volume forecast.—Highway planners and commercial organizations have need for forecasts of future traffic. The basic facts necessary for such forecasts are supplied regularly to the Public Roads Administration by State authorities. These data are constantly being-analyzed and correlated with a view to developing forecasts of traffic volume for the United States as a whole and for various regions, and it is intended to publish these forecasts.
Trends in vehicle types and -weights.—The observation and weighing of trucks at stations throughout the country, to determine changes in vehicle weights and characteristics and to estimate the ton-mileage hauled by truck, has been continued. Transportation of freight over rural roads in 1946 was greater than in any previous year, being approximately 61 billion ton-miles compared with 59 billion in 1941. This increase was due entirely to heavier loads since the mileage traveled by trucks was about the same in the two years.
During the war important changes took place in the kinds of vehicles used, in the gross weights, and in the axle loads; and the changes made appear to have become established usage. To illustrate, large combinations (trucks with semitrailer or trailer) accounted for more than two-thirds of the ton-mileage in 1946 compared to approximately one-half in 1941. The average load carried by all loaded trucks increased from 3.6 tons in 1941 to 4.8 tons in 1946. More important from the point of view of road builders was a large increase in the frequency of heavy gross loads and heavy axle loads.
City surveys.—Work was continued on the analysis and application of the results of traffic studies in the metropolitan areas of 50 cities. Surveys were started in nine metropolitan areas, including the San Francisco-Oakland and Philadelphia areas. Reports of various kinds have been published by many of those cities in which these surveys were first started. Some of these reports constitute simply a summarization of the data for future study, and others apply the results to expressway location and design.
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Modified type of origin and destination surveys.—Complete traffic studies in metropolitan areas are somewhat complex in character, as it is necessary to determine traffic volume on main arteries and also where vehicles come from and where they are going. Many home interviews are required. In cities smaller than 100,000 population the problems are generally not sufficiently involved to require a study of the magnitude required in larger cities. Information relative to origin and destination of vehicles can be obtained from parked vehicles where the traffic problem is limited mainly to the central business district. Drivers entering and leaving the city may be interviewed. From these sources essential origin and destination information may
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be obtained for all trips extending beyond the city and for local trips which result in a parking in the downtown area. Such studies have been undertaken in Albert Lea, Minn.; Portsmouth, N. II.; Alexandria and Monroe, La.; and Corpus Christi, Tex.
Parking.—Finding a place to park a car in the downtown area of any city has been a problem to drivers for some time, and lack of facilities has troubled officials charged with the responsibility of regulating traffic. In any program of expressway development or street improvement, the provision of adequate parking facilities must be considered. If full utilization of expressways is to be attained, there must be spaces to park the vehicles at or near destinations after using (he traffic facility for travel.
Studies of parking conditions and habits have been made or are under way in 21 cities and are being planned in several more. In some of the larger cities, of 100,000 population or more, these have been supplementary to more comprehensive studies of urban area travel habits.
The studies show the demand for parking by small areas, the extent to which it is met, and parking habits such as length of time and distances people will walk from parking place to destination. The data make it possible to determine with accuracy where and how much parking space is needed.
The planning of a parking facility program is closely related to other urban problems, the successful solution of any one of which depends upon consideration of all elements. Construction of additional parking facilities will influence the travel and parking habits of some people, perhaps even generating additional traffic. Expressway construction, street modernization, and improvement in transit operations are factors that have a considerable bearing on the potential parking load in a given area.
Changes in travel habits produced by improvements are difficult to evaluate, chiefly because many new improvements have been in use too short a time to develop experience. Since extensive changes are being planned for long-term programs, a parking program should be advanced in progressive stages to accommodate additional motor-vehicle usage induced by these other elements as well as by the creation of the parking facility itself.
Traffic counting schedules.—Ten years have elapsed since the original comprehensive planning surveys were made in most States, and there is great need for new inventory and traffic studies on a more intensive scale than has been possible in the interval since the original surveys were completed. The starting of this work has been delayed by personnel and equipment shortages, but many States are now beginning to expand their programs, particularly in the field of traffic counting and classification and in the weighing of trucks.
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Important progress has been made in the development and use of automatic counting equipment since the original planning surveys were made, and it is now possible to use procedures which result in more information at a smaller cost than was possible before. A study was made to determine the necessary length and frequency of machine counts on roads with low traffic volumes. Schedules for traffic counts by means of machines were recommended for use by the States. Several States have already adopted these schedules.
Rural travel habits.—In the development of rural highways, it is necessary to know the proportion of travel developed on the several road systems, the resident population in relation to the use of the land, the produce moved from the land, and the commodities hauled to it. Previous studies of the “grass-roots” rural travel produced limited information only. They did not permit the development of complete knowledge of highway needs with respect to the various types of rural areas. In an effort to improve the methods of evaluating rural travel habits, a detailed study was initiated during the past year in Logan County, Colorado, in cooperation with the Colorado State Highway Department and Logan County authorities.
Every rural resident in the county was interviewed to determine the volume of traffic each farm generates, the frequency of trips, the purpose of travel with respect to destinations, and the volume of products sold or commodities bought. This information, not previously available, when related to land area and type of farm, will provide new measures for planning rural road development.
It is anticipated that further needed studies, in Colorado and in other States, can be conducted more efficiently and economically on the basis of sampling techniques developed in this study.
Transportation economics.—In the planning of comprehensive highway programs, recognition must be given not only to the different kinds of vehicles using roads but also to the relation of the travel of those vehicles to other forms of transportation. This includes the extent to which the different forms of transportation supplement and serve each other as well as the extent to which paralleling services were furnished. Some statistics are available on all forms of transportation from government agencies and other sources, but the records are incomplete for all kinds of motor-vehicle trucking, particularly those involving private vehicles and those operating for hire entirely within a State.
Early in the war this deficiency in information was a serious problem in planning transportation for civilian as well as for military purposes. The work of the Highway Traffic Advisory Committee to the War Department and the issuance of certificates of war necessity eventually produced the necessary information. The Public Roads Administration cooperated with the various agencies
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responsible for planning transportation. This planning was seriously handicapped by the lack of authentic, Nation-wide data on the number, size, characteristics, location, and customary use of the Nation’s commercial vehicles. This information, which is of great importance for rational peacetime planning, is critically essential during war. War and subsequent conversion to peacetime production has resulted in an increased awareness of the importance of such data.
To insure against the recurrence of such a situation in the future and to obtain more complete statistics for peacetime planning, the Public Roads Administration has cooperated during the past year with other Federal agencies in the preparation of a unanimous report setting forth the need for more adequate Federal statistics on motor transport. Census bills now pending provide for the inclusion of a census of transportation.
Traffic-control devices.—Even on the best designed highways, traffic-control devices such as signs, signals, and pavement markings are necessary for the safe and efficient operation of vehicles. As long as conflicting streams of traffic must share the same roadw’ays and intersections, regulatory and warning devices are indispensable. Congested traffic on existing streets must be controlled and coordinated by traffic signals. Revolutionary improvements in intersection design have reduced traffic conflicts, but have made directional signs more necessary than ever.
Traffic-control devices should be so uniformly designed and applied that every highway user will know exactly what is required and expected of him at all times, and will be able to follow his desired course without confusion. Uniform standards are established in the Manual on Uniform Traffic Control Devices, prepared by a joint committee representing the American Association of State Highway Officials, the Institute of Traffic Engineers, and the National Conference on Street and Highway Safety, and approved by those organizations. The Public Roads Administration, cooperating with this joint committee, has contributed largely to the current revision of the manual, which was completed during the past year and will be published by the Public Roads Administration. This manual provides the necessary standards for implementing section 12 of the Federal-aid Highway Act of 1944 dealing with approval of traffic signs and signals.
Revision of the manual disclosed widespread differences in opinion and practice in the design and application of certain traffic-control devices, and a notable lack of scientific information on which to base a choice between conflicting proposals. The Public Roads Administration will continue to study the effectiveness of traffic-control devices, and to cooperate with other research agencies in that field.
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A standard code of uniform motor-vehicle legislation was first published in 1926 by the National Conference on Street and Highway Safety and has been kept currently revised by the conference through its Committee on Uniform Traffic Laws and Ordinances. The conference, as such, was dissolved during the past year, and its principal activity has been taken over by a newly organized National Committee on Uniform Traffic Laws and Ordinances, which has been set up within the framework of the President’s Highway Safety Conference. The Public Roads Administration is providing an office and staff assistance for the secretary of this new committee.
Motor-vehicle performance.—The capacity and safety of a highway can be greatly increased when proper consideration is given the performance characteristics of motor vehicles. The ability of motor vehicles to gain speed, to climb and descend hills, to operate on the level, to stop, and to travel on curves is of prime importance to the designers of our highways, the manufacturers and operators of motor-vehicle equipment, and the enforcers of motor-vehicle equipment requirements. Highway and vehicle design standards must be based on the performance of present and future vehicles in the general traffic, if highways are to be built to provide for the safe and efficient operation of both passenger cars and motor trucks. Enforcement agencies must adopt performance requirements aimed at maximum safety of operation but within the ability of vehicles to perform.
Prior to the war the Public Roads Administration pioneered research design to furnish this necessary performance data.. Much of the work was discontinued at the outbreak of hostilities, but during the year work on this important phase of highway transport research has been resumed. Special emphasis has been placed on the minimum requirements for engine power and brakes, and on the turning characteristics of motor vehicles.
Public Roads is represented on a committee of the Society of Automotive Engineers that evaluates and standardizes transportation engineering formulas. The work of the committee has been materially advanced by the preparation of a comprehensive report on the resistances that oppose the motion of a vehicle. This report evaluated rolling resistance, air resistance, grade resistance, the loss of power between engine and driving wheels, and the loss of power due to altitude. Reliable performance formulas will soon be developed which will permit an accurate determination of performance factors such as acceleration and hill-climbing ability. Such information is applied in fixing design policies, in studying the economics of grade reduction, in the development of minimum power requirements for vehicles, and in the selection of the safe and efficient vehicle for the job to be performed. The basic data used in the report was largely the product of research accomplished by Public Roads.
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Considerable progress was made in the development of an adequate brake performance requirement and of enforcement methods-through representation on the brake committee of the Society of Automotive Engineers. This committee is developing a broad program of motorvehicle brake research. The program is national in scope and the efforts of many interests, within and without the government, will be concentrated on braking ability, which is an important factor in highway safety.
Speed zoning.—The effective control of vehicle speed has been of growing importance since removal of the 35-mile-per-hour Nationwide wartime restriction. Speed limitation consistent with the character of the section of highway, when properly applied and enforced, naturally leads to orderly movement of traffic and greater safety. In a number of States there is authority to establish speed zones and there is need to develop the principles that underlie successful application of this method of control.
The Public Roads Administration is now cooperating in one State on such a study. The speeds of vehicles under various roadway and traffic conditions without any speed posting are first measured. Subsequently, a zone value reasonably consistent with these speeds and with the character of the section of highway is posted. The speed measurement is repeated and results examined to see if traffic is moving at a more nearly uniform rate and to determine the conformance with the posted value. Accident comparisons are also pertinent in determination of the effectiveness of speed zoning.
From the preliminary work, it appears that the amount of roadside activity and access to the highway may be of more significance than the geometry of the roadway proper. The objectives of the current study include determination of an appropriate method for selecting speed zone values for rural and urban approach highways, as well as determination of the criteria for establishment of speed zones.
Accident study.—Research engineers have long sought information on the effect of highway features, such as narrow width and sharp curves, in causing accidents. A comprehensive study of this problem has been started as a cooperative effort of the Public Roads Administration, the National Safety Council, and 15 State highway departments. The technique employed involves collection of accident records and segregation according to place of occurrence, such as tangents, curves, intersections, structures, and transitions.
A preliminary analysis of approximately 9,000 accidents on nearly 4,000 miles of highway in 10 States has tended to verify a number of assumptions that design engineers have used, but have been unable to verify. Curves from 3 to 6 degrees in sharpness had a higher rate within the sections where the adjacent alinement was relatively straight than did the 3- to 6-degree curves where the adjacent aline-
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ment was more winding. Curves sharper than 6 degrees showed progressively higher accident rates as their curvature increased and as they became more and more isolated with respect to other curves.
Some of the findings from this study may conflict with commonly accepted design practices. The ability to establish a numerical accident rate will add much in the way of substantive fact to a field largely governed by experience and rationalized opinion.
Traffic capacity .—The collection of factual data upon which to base measures for relief of congestion on city streets is one of the objectives in the study of street capacity. There are many causes of congestion, and numerous procedures that may afford some degree of relief, the most positive attack is structural improvement, either in the form of street widening or the construction of additional facilities. Such improvements are very costly and can be justified only when it is shown that less expensive measures are insufficient.
Under the most favorable conditions the possible capacity of a surface street with signals at intersections is less than one-third that of an expressway of equal width. This disparity is due largely to the interruption of flow and reduction in vehicle speeds caused by traffic signals. Th loss in capacity must be accepted as inevitable. Drivers seldom find the more favorable conditions on ordinary city streets. Curb parking, unrestricted turning movements, and unregulated pedestrian traffic often combine to reduce the possible volume of traffic by as much as two-thirds. Removal of one or more of these obstacles may offer the most economical means of relieving congestion in some degree.
Evaluation of the effect of curb parking on an average downtown street shows that the street loses 45 percent of its traffic capacity when parking is permitted. Two 40-foot streets with parking are necessary to accommodate the traffic that can move over a single 42-foot street on which parking is prohibited.
It has been found that, with parking permitted and with the usual delays created by traffic signals and pedestrian interference, eight 44-foot streets will be required to accommodate the traffic that can be moved, at nearly twice the speed, over a single, well-designed four-lane expressway. One modern four-lane urban expressway will accommodate as much traffic as five ordinary city streets 40 feet in width where parking is prohibited or five streets 68 feet in width where parking is permitted. Each vehicle on the expressway can go approximately twice as fast as on a city street.
Financial and Administrative Research
Expansion of the Federal-aid highway program into the secondary and urban fields has increased the importance, to both the Federal Government and the States, of accurate information regarding the
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highway finances of counties and municipalities. Prior to the war the highway departments in the great majority of States had undertaken continuing studies of county and local highway income, expenditures, and debt. This work has been resumed, and analysis of the data on a Nation-wide basis is in progress.
Metropolitan areas present difficult problems in highway finance because of the relation of the central city to the satellite urban communities, as well as to the larger trading area of which it is the core. Just as the engineering plans for urban highway facilities must be integrated with the master plan for the development of the metropolitan area, so must their financing be coordinated with the entire financial structure of the city and its suburbs.
Partly in order to develop techniques for financial studies in metropolitan areas, and partly to provide the city itself with useful information, a study of finance and taxation in Baltimore, Maryland, was undertaken in 1946, in cooperation with the Commission on City Plan of that city. Closely allied to this project was the study of a plan of capital improvements for Baltimore, in which the Public Roads Administration also cooperated with the Commission on City Plan.
report of the latter study was issued by the Commission in April 1947. The more detailed report on finance and taxation is now being prepared.
A number of economic studies relating to motor vehicles are in the early stages of development. These include studies of: (1) The economics of motor-vehicle size and weight in. relation to the total costs of highway transportation (vehicular costs plus road costs) ; (2) the economic costs of motor-vehicle accidents; and (3) the distribution and characteristics of motor-vehicle ownership and use.
In cooperation with the American Association of Motor Vehicle Administrators, a study is being made of reciprocity provisions among the several States with respect to the taxation and regulation of motor vehicles operating interstate. The objective of this study is to lay the groundwork for the design of uniform statutes and reciprocity provisions, in order that interstate transportation by highway may be facilitated to the maximum degree. A progress report on this study was presented at the annual meeting of the association in November 1946. A compilation and analysis of reciprocity provisions is now being prepared.
Cooperative studies by the Public Roads Administration and the State highway departments of construction costs, maintenance costs, and service lives of highways and streets were severely curtailed during the war, but they are now being resumed on an increasing scale. Information on the annual cost of highways is essential in economic studies, particularly in the development of long-range highway and street improvement programs. During the year programs of study,
50
sometimes referred to as “master plans”, were initiated in 15 States, usually through action of the State legislatures. lhey involve a comprehensive engineering appraisal of the long-range needs of each mile of State highway, local road, and city street in the State. The facts derived from such a determination are basic to the development of sound and equitable practices with respect to highway finance and taxation.
The current extensive interest shown by the States in this problem stems from the fact that the highway and street plant is entering its second stage, that of rebuilding and modernizing the tremendous mileages of improved roads and streets built during the past 25 to 30 years. The magnitude of the problem confronting the Nation’s principal highways is revealed through service life studies, which indicate that 57 percent of the existing surfaced mileage on the Federal-aid system will require reconstruction within the next 10 years.
The increasing complexities of highway administration and planning have emphasized the need for bringing together for each segment of the highway or street facility the vast amount of day-to-day information pertaining to the operation of the highway, such as construction costs, maintenance costs, traffic data, design data, accident reports, etc. There has been a trend toward the establishment of fixed segments of the highways and streets, termed “control sections.” On rural highways, these sections average from 8 to 20 miles in length, while on city streets each block and each intersection are control sections. The orderly assembly of information on the control-section basis will facilitate planning and programing activities and the construction of worthy projects. The Public Roads Administration is cooperating with the States in the establishment of this control-section framework.
There is a need by engineers, contractors, and equipment manufacturers for information on equipment performance and'production costs on highway work. Pilot studies were conducted during the year on a heavy grading job and a soil-cement-base stabilization job. The objective is to obtain information that will be of use to the manufacturers in developing their equipment, to the contractors in utilizing the equipment effectively and efficiently, and to the engineers in connection with project planning, estimating, and preparation of specifications.
In cooperation with committees of the Highway Research Board and the American Association of State Highway Officials, definite progress has been made during the year in the field of administrative research. Projects selected for study are as follows : (1) Administrative organization of State highway departments; (2) the internal structure of these organizations and the functional relations among their component parts; (3) existing civil service, merit, pension, and retirement systems under which the departments operate; (4) existing
51
relations between the States and the county and local rural road and city street authorities; and (5) salary and wage practices of highway departments of States and their political subdivisions.
Acquisition of the lands and property necessary for street and highway right-of-way has been a vexing problem in recent years. As an aid to the States seeking revision and modernization of their legal authority and procedure, the Public Roads Administration has undertaken comprehensive studies of land acquisition technique.
A revision of a study of the legal and administrative aspects of express highways and adjacent areas, entitled “Public Control of Highway Access and Roadside Development,” was published during the year. In addition to extensive material on controlled-access highways, the monograph includes discussion of highway zoning and the billboard problem. Other studies of roadside control are in progress.
An analysis of State enabling legislation dealing with automobile parking facilities was completed, in cooperation with the Highway Research Board. I his legislation includes all statutes of a general, special, or local character. The report was of value to many State and local groups in the formulation of new laws and the revision of existing statutes.
Physical Research
The physical research laboratory continued routine testing of materials for use in construction, research to determine the characteristics and suitability of processed materials and of methods of using materials, and fundamental research concerning materials and design of roads.
Soil studies. I he testing of soils to determine their suitability for use as subgrades, subbases, and base courses for highways and as foundations for embankments, bridges, and buildings, was continued. Approximately 750 samples from various parts of the country were analyzed and classified. Investigations were carried on to improve present procedures in testing soils and to develop new procedures. Cooperative check testing programs were initiated with several State highway departments to determine the uniformity of the results of tests on soil samples of identical characteristics.
Pressure cells were installed behind an abutment of a bridge being constructed over Boundary Channel near Washington, D. C. Readings will be made to determine the actual pressures transmitted to the abutment through soft soils carrying a surcharge.
A device was developed for determining the compressive strength of cohesive soils. The apparatus is compact and is suitable for use in the field, thus saving the time and effort normally required for the preparation and shipment of samples to the laboratory.
52
Many compact, nonsaturated soils, such as are found behind abutments or retaining walls, swell when they absorb water. A test was devised for measuring the pressure exerted by the tendency to swell. Pressures as high as 25 tons per square foot were measured.
An investigation was started to determine the effect of kind and quality of “fines” (material passing the No. 200 sieve) on the compaction characteristics and permeability of granular soil mixtures. The information obtained will be of value in the selection of materials for use as subbases and base courses.
Theoretical studies of various methods of designing flexible pavements have been made and the application of these studies discussed in conferences with engineers of State highway departments. Studies of the application of the results of triaxial compression and consolidation tests to foundation, subgrade, base course, and pavement design have been continued.
Progress has been made in the investigation of the effectiveness of various chemicals and chemical compounds in improving the stability of soils. One phase of this investigation is the development of a practical low-cost treatment to modify the characteristics of clayey soils so that they may be used more effectively in soil stabilization.
In cooperation with the Geological Survey, studies have been made of the application of aerial photography, geology, and pedology in the preparation of engineering soil maps. A drainage map and a preliminary engineering soils map have been prepared of a test area of approximately 100 square miles in Virginia. Field work is now in progress to check the accuracy of the mapping.
Practicability of applying the methods used in Virginia in the preparation of engineering soils maps of large areas is to be tested in New Jersey. The New Jersey State Highway Department is to cooperate in the preparation of an engineering soils map for the entire State. This work is being done at Rutgers University.
Reports on several experimental roads in which soil mixtures were studied have been published or will be published soon. These reports, indicating the results obtained under a given set of conditions, are useful to engineers in planning work where similar conditions exist.
One of the troubles occurring on concrete pavements is the pumping action that takes place under certain conditions at joints. When the edge of a slab is depressed by a wheel load during wet weather, mud may be forced through the joint to the surface. Removal of soil beneath the slab weakens resistance to cracking. Studies made in cooperation with the Highway Research Board indicate several methods that may be effective in preventing pumping. An outline has been prepared for the construction of experimental pavements in which these methods will be applied. Several State highway departments have shown an interest in constructing experimental roads following
53
the outline on a cooperative basis. Such an experiment should indicate the relative merits of the various proposals.
Soil specialists have participated in the work of committees of the American Association of State Highway Officials and the American Society for Testing Materials. This work leads to standardization of procedures for testing soils, the development of new methods of testing, and new specifications for the use of soil in highway construction.
Bituminous materials and mixtures.—Although bituminous materials (asphalt and tar) are among the oldest materials used for roads, marked improvements in their use continue to be made as a result of research. Various investigations were conducted independently and in cooperation with State highway departments, the Highway Research Board, the American Society for Testing Materials, and the American Association of State Highway Officials.
Laboratory and field investigations of rubber-asphalt joint filling materials have been continued with tests of newly developed materials. A report on this study was published. Further work on this type of joint filler is in progress.
Research work on bituminous materials and mixtures was continued to determine the merits of new materials and to extend the use of commercial materials, to develop information not obtained by routine test methods, to explain unexpected defects in completed roads, and to meet changing service requirements.
Research on methods of tests was also continued to provide better control of materials, to produce new information on characteristics and properties that affect service behavior, and to more nearly simulate service conditions for better correlation of laboratory results with service behavior. Typical investigations are described below.
A test developed to identify crushed stone and gravel unsuitable for use in bituminous-surfacing mixtures (immersion-compression test) has been found useful for several other purposes. The test is being used to determine the merits of a wide variety of combinations of materials used in bituminous pavement and of chemicals added to improve the adherence of bitumen to aggregate (crushed stone, gravel, etc.). Such work leads to technical improvements in surfacing mixtures that are only vaguely understood by highway users but which have important bearing on the durability and cost of roads.
In building a bituminous road the particles of aggregate used in the mixture are often further reduced in size during the successive construction steps. This is particularly true of the rolling operation, the amount of crushing under the roller varying greatly with different aggregates. The change in size of the aggregate has an effect on the quality of the resulting pavement.
To throw light on this matter, a combined field and laboratory study has been begun in cooperation with the Maryland State Roads Com
54
mission. When the work is completed it should be possible to obtain better results with aggregates that are reduced in size during construction and to avoid the use of unsuitable materials.
Opportunity has been afforded by this study to obtain additional information on hardening of bitumen during construction and in service, stability of pavement obtained originally in routine construction and later under traffic, and miscellaneous information needed for the proper design of mixtures and control of construction details.
In recent years manufacturers have offered for sale certain chemicals to be added to bituminous mixtures, designed to promote a better and more lasting binding or cementing of the particles of aggregate into a solid road surface. Study of these materials, begun some time ago, has been continued. This investigation should furnish data regarding new chemicals offered for use, the value of such materials with aggregates formerly considered unacceptable for bituminous construction, merits of additives in bituminous soil-stabilization, and the exact procedure for testing and for specifying results sought. Successful conclusion of this investigation is expected to result in the use of many aggregates now considered unsatisfactory because bitumen does not adhere to them when moisture is present.
Research on materials found and types of bituminous construction in other parts of the world was continued. The development of types of bituminous materials for places where temperature, moisture conditions, and traffic vary widely from those in this country requires intensive research. Special studies have been made in connection with the development of bituminous construction programs in Alaska. Information will be presented that will indicate the best manner of using local materials.
Cement, aggregates, and concrete.—Study of the harmful reaction between the alkalis in portland cement and constituents of some aggregates has continued as a major research activity. In Georgia it has been found that the combination of high-alkali cement and gravel containing chert particles usually results in early failure of concrete exposed to the weather. Microscopic examination of this concrete showed evidence of the alkali-aggregate reaction. This has led to an extensive study of the aggregates available in the Southeastern States, and also to a review of the data collected in 1934 and 1937 during a survey of concrete pavement in Alabama and Georgia.
The study of concrete showing signs of disintegration in Oregon and Washington has been completed and a report of the results obtained is being prepared for presentation before the American Concrete Institute. It was found that when even a mild alkali-aggregate reaction develops in the concrete, there is poor resistance to the effects of freezing and thawing. Investigation of tests for rapid determination of alkali-reactive aggregates was continued.
55
A report on methods for the determination of soft pieces in aggregates was presented before the American Society for Testing Materials. The method recommended involves a scratch test using a brass scribe.
Entrainment of air in concrete and field methods of measuring the amount of air entrained still require research. Two new projects were initiated during the year. The first was a comparison of the properties of air-entrained concretes made in two different types of laboratory mixers, one a rotating tub, the other a tilting drum resembling a paving mixer. The second project was a very comprehensive investigation of the strength, durability, permeability, and shrinkage characteristics of concrete specimens made with each of three typical commercial air-entraining portland cements. Results were compared with similar characteristics of concrete containing plain portland cement with and without air-entraining admixtures. In both investigations the types of apparatus proposed for measuring air entrainment in the field were studied. It has been established that entrainment of air in concrete is a counter measure against the serious disintegration of concrete structures subjected to severe freezing and thawing in northern States.
A petrographic method for determination of entrained air in hardened concrete has been developed. This method should be of great assistance in the study of deteriorated concrete.
An investigation of tests to determine the durability of concrete as affected by the cement was continued. This investigation, in which 27 portland cements prepared under the direction of the Portland Cement Association are used, is part of a broad investigation being carried out through the cooperative efforts of the Portland Cement Association, the highway departments of New York, South Carolina, and Missouri, and several Federal agencies. During the year the investigation by Public Roads was expanded to include determination of the shrinkage characteristics of the 27 cements. Periodic inspection was made of concrete test specimens exposed to weathering. It is hoped that the information developed by all cooperating agencies will lead to the adoption of more satisfactory specifications for portland cement for highway construction.
Three reports dealing with studies of concrete have been prepared. One report presents the conclusion that the increased resistance of freezing and thawing of concrete containing blends of portland cement and certain natural cements is due to the entrained air produced with these blends. A second report shows that the use of hydraulic lime increases the workability of concrete and that the strength is reduced in proportion to the amount of lime used. A third report shows that natural cement, when blended with portland cement of high alumina content and low sulfate resistance, greatly increases the resistance of the resulting concrete to the action of sulfate solutions. This finding is of importance where ground water contains sulfates.
56
The long-time studies of volume change of concrete when exposed to alternate heating and cooling, made in connection with the problem of concrete durability in certain midwestern States, was continued. Because of the slow action, several years will elapse before significant information is developed.
Detailed inspection was made of the experimental paving brick installation in Ohio. This study is in cooperation with the Ohio State Department of Highways and the National Paving Brick Manufacturers Association.
Testing of rock submitted by the Geological Survey in connection with plans for a Nation-wide survey was continued. Most of the samples received during the year were from the Missouri River basin.
Structural design, investigations.—A current research of considerable scope and importance is a study of the structural action of the nonrigid or so-called “flexible” type of pavements. The manner in which such pavements react as structures in supporting the loads of traffic is being studied.
On a large oval test track, approximately one-half mile in circumference, a series of specially designed sections of bituminous pavement has been laid. The present sections include three thicknesses of bituminous-concrete pavement on each of four thicknesses of stabilized-gravel base. Carefully scheduled field-bearing and moving-load tests are planned to develop fundamental data on the load supporting value of nonrigid pavement surfacings of different thicknesses in combination with various base-course thicknesses and degrees of subgrade support.
The program is sufficiently comprehensive to permit various theories of nonrigid pavement design to be examined and compared with experimental data. The significance of appropriate laboratory test data in the light of observed behavior of the field test sections is to be studied. A large amount of work has already been done on the development of testing methods and equipment and on preliminary testing. This research is in cooperation with the Highway Research Board and the Asphalt Institute.
Investigation of the structural behavior of concrete pavements in service has been continued. A cooperative study to determine the proper spacing of expansion joints has been under way for a number of years. Experimental pavements in California, Kentucky, Michigan, Minnesota, Missouri, and Oregon have been observed and results reported.
The effects of steel reinforcement on the structural behavior of concrete pavement has been given continued study. A pavement near Stilesville, Ind., built in 1938 as a cooperative research project, contains a large number of sections in which the amount of reinforcement was varied over a wide range. Systematic study of the behavior of
57
these sections has provided new and useful information. Methods for determining stresses in the steel of reinforced-concrete pavements are being studied. Development of satisfactory methods would lead to more rational methods of design.
The design of joints in concrete pavements is being given continued study. This is an important matter because initial cost and pavement durability is involved. Much work has already been done and reported, but there are still aspects of the problem that need investigation. In order to study the effect of repeated loading on joints of various designs a testing machine has been constructed that will make possible comparative tests under repetitive loading. It is expected that new and valuable data will be obtained with this machine.
Joints of a variety of types are being installed in a pavement now being constructed by the Public Roads Administration in the vicinity of Washington. It is anticipated that load tests at these joints and other observations will provide additional information of value in concrete pavement design.
Special highway bridge problems are studied in the research laboratory. At present studies of structural damping are being carried on at the request of the Advisory Board on the Investigation of Suspension Bridges.
Development during recent years of satisfactory equipment for the remote recording of strain in structural members has placed a new tool in the hands of the research engineer. It is now possible to determine the stresses caused by both static and moving loads in the various members of a bridge, providing information of great value to the bridge designer. These methods are*already being applied to both railroad and highway bridges and it is expected that the extent of the application will increase greatly within the next few years. Close contact is being maintained with this development.
Miscellaneous studies.—The development of equipment for indicating the relative roughness of road surfaces is of interest to every highway engineer. Equipment of the type used by the Public Roads Administration has now been built by several of the State highway departments and by at least one foreign government. The data obtained have a very practical value as, for example, in comparing the pavement smoothness obtained with various construction and maintenance methods.
Development of methods of locating rock and gravel formations beneath the earth's surface is being continued. Both seismic and resistivity methods are being used in field work in the national parks and elsewhere. The usefulness of the methods and the economies possible through their application are now well recognized.
When an iron pipe or culvert is buried in ground containing acid or alkaline water, serious corrosion may take place. A condition like
58
that in a battery causes a current to flow and corrode the culvert. It has been found that buried magnesium with appropriate wiring will cause a protective counter current to flow. This is an established method of protecting pipe lines and it is to be tried out on pipe culverts. Several types of pipe, both with and without protection, have been installed in western Colorado by the State with the assistance of pipe companies and others interested commercially. The Public Roads Administration is maintaining close contact with these experiments.
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Appendix
LIST OF TABLES
1.	Summary of programs approved by Public Hoads Administration in fiscal year 1947, by classification and by fund.
2.	Summary of work completed by Public Roads Administration in fiscal year 1947, by classification and by fund.
3.	Projects under construction or plans approved on June 30, 1947, by classification and by fund.
4.	Apportionment of Federal-aid highway funds authorized for the third postwar fiscal year ending June 30,1948.
5.	Status of plan preparation for future construction of Federal-aid and State highways and highways in national forests and other Federal areas, as of June 30, 1947.
6.	Projects financed with postwar funds programed during fiscal year ended June 30, 1947, by State.
7.	Contracts involving Federal funds awarded during fiscal year ended June 30, 1947, by program and by State.
8.	Status of projects as of June 30, 1947, and projects completed during the fiscal year.
9.	Federal funds paid by Public Roads Administration during fiscal year ended June 30, 1947, by program and by State.
10.	Balances of Federal funds available to States for projects not yet programed, as of June 30, 1947.
11.	Average number of persons employed on Public Roads Administration and State highway construction and maintenance, United States and Territories, by program and by month, for fiscal year ended June 30, 1947.
12.	Mileage of designated Federal-aid highway system, by State, as of June 30, 1947.
13.	Apportionment of forest highway funds for fiscal years ended June 30, 1947, and June 30, 1948.
14.	Mileage of forest highway system, by forest road class and by State, as of June 30, 1947.
15.	Mileage of projects on the forest highway system, by construction status and by State, as of June 30, 1947.
16.	Mileage of highways in or leading to national parks, monuments, and parkways, by construction status and by area, as of June 30, 1947.
17.	Mileage of approach roads to national parks and monuments, by construction status and by location, as of June 30, 1947.
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Table 1.—Summary of programs approved 1 by Public Roads Administration in fiscal year 1947, by classification and by fund
	Total cost	Federal funds	Miles	Railroad grade crossings		
				Eliminated	Reconstructed	Protected
BY CLASSIFICATION						
Federal-aid system	 Secondary roads	 Access roads 		$628, 005, 700 269, 492, 299 369, 850 34,494,377	$318. 830,416 136, 484,987 369, 850 33,851,084	7, 983. 4 15, 619. 9 .7 1,116.3	116 21	21 1	313 177
Not classified	 Total							
	932,362, 226	489, 536, 337	24, 720.3 		137	22	490
BY FUND
Postwar Federal-aid: Federal-aid system .	$413, 483, 522 196, 875,271 264, 669, 382 9,186,897 4,822,917 5, 984,186 126,194 369. 850 60, 695 1,146,810 19,097,278 14,107,089 143, 200 2,288, 935	$210, 567,83f 97,160,155 134,179, 948 4, 707, 642 2,305, 039 5, 095,370 123,294 369,850 31,620 576,835 19, 097, 278 14,107,089 69,882 1,144, 496	7, 525. 4 321.4 15, 533. 5 110.7 86.4 5.4 .6 .7 10.0	73 23 21	10 8 1	65 12 - 177
Urban highways... . ... 							
Secondary roads						
Prewar Federal-aid: Federal-aid system	 _ .							
Secondary roads	 Grade-crossing eliminations						
				20	2 1	234 2
Emergency highway and gradecrossing work2... 	 _ _ _						
Access roads	 	. 		 . .						
Strategic network, apportioned. 							
Advance engineering							
National forest highwavs 2... 					679.4 436.8 . 1 9.9			
National park highways 3								
Roads through public lands..						
Flood-damaged roads	 Total										
						
						
	932,362, 226	489, 536,337	24, 720.3	137	22	490
1 Initial commitment of funds.
- Funds authorized to be spent under supervision of Public Roads Administration.
3 Funds authorized by other agencies, construction supervised by Public Roads Administration.
Table 2.—Summary of work completed by Public Roads Administration in fiscal year 1947, by classification and by fund
	Total cost	Federal funds	Miles	Railroad grade crossings		
				Eliminated	Reconstructed	Protected
BY CLASSIFICATION
Federal-aid system. 	 		$142, 965, 296	$80, 577, 746	2, 991.1	33	18	129
Secondary roads		55, 334' 860	28, 768, 606	4, 609.1	4	1	4
Access roads 				10,821, 571	9, 556, 301	216.0	1			9
Not classified		3,678, 720	3, 481, (J5y	112.8	—	—		
Total			212, 800, 447	122, 383, 712	7, 929.0	38	19	142
	BY F	UND				
Postwar Federal-aid:						
Federal-aid system		$66, 986,187	$35,155, 763	1, 729. 2	7	3	2
Urban highways	 Secondary roads	 Prewar Federal-aid:	5, 536,022 42,807, 072	2, 735, 493 22, 578, 535	19.4 4, 041. 4	4	1	4
- Federal-aid system		51, 599, 297	28, 513, 226	1,037. 5	1			1
Secondary roads	 Grade-crossing eliminations		12, 527, 788 5, 899, 746	6,190,071 5,166, 540	567.7 23.0	23	13	124
Emergency highway and grade-cross-						
ing work 				483,427	472,382	6.5	2	2	2
Access roads		10, 821, 571	9, 556, 301	216.0	1		9
Strategic network, apportioned		7. 697,167 2, 697,930	5, 560, 748	136.7			
Strategic network, nonapportioned			1, 949, 767	19.6			
Advance engineering	 National forest highways 1 2		386, 989 3,214, 418	193, 705 3,-214, 418	107.5					
National park highways 2...			48, 619	48, 619	4.9			
Roads through public lands		28, 694	24,317	. 4			
Flood-damaged roads		2,065, 520	1,023,827	19. 2			—			
Total				212,800, 447	122, 383, 712	7, 929.0	38	19	142
1 Funds authorized to be spent under supervision of Public Roads Administration.
2 Funds authorized by other agencies, construction supervised by Public Roads Administration.
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Table 3.—Projects under construction or plans approved on June 30, 1947, by classification and by fund
Total cost	Federal funds	Miles	Railroad grade crossings		
			Eliminated	Reconstructed	Protected
BY CLASSIFICATION
Federal-aid system	 .	$766, 147, 966	$393, 967,891	9, 683. 2	169	50	323
Secondary roads. 	 ... .	270,420, 784	133, 535, 561	12,976.9	14	1	29
Access roads... _	_ __			14, 252, 831	13, 535. 934	63.9	2		2
Not classified		79, 679, 754	71,983,177	2,169.8			
Total		1,130, 501,335	613, 022, 563	24,893. 8	185	51	354
BY FUND
Postwar Federal-aid: Federal-aid system 		$450, 951, 791 143,138,150 238,176,871 113,030,186 32, 243, 913 29, 991, 916 1,445, 768 14. 252,831 6. 739, 737 10, 945, 906 15, 709,156 49,687,361 14, 058,470 224, 767 9,904, 512	$224,381,812 65, 533, 134 117,240,858 62,268, 779 16. 294, 703 24,028,185 1, 269,997 13, 535,934 4, 532, 971 7,123,905 8,118,349 49, 687,361 14, 058,470 118,997 4,829,108	7,811.4 231.9 12,135. 6 1,414.6 841.3 61. 2 2.4 63.9 82.0 22.0	35 31 14 5	12 4 1	26 11 28 3 1 276 7 2
Urban highways.. . _						
Secondary roads _ _								
Prewar Federal-aid: Federal-aid system						
Secondary roads						
Grade-crossing eliminations	 . Emergency highway and grade-crossing work 1	 Access roads. ... . ...	...				93 4 2 1	31 3	
Strategic network, apportioned.						
Strategic network, nonapportioned - _ Advance engineering.. .		...						
						
National forest highways 1.. _ 				1,733.3 431.9 4.6 57.7			
National park highways 2__ ...						
Roads through public lands.						
Flood-damaged roads	_ _	 ..						
Total			 										
	1,130, 501,335	613,022, 563	24, 893.8	185	51	354
						
1 Funds authorized to be spent under supervision of Public Roads Administration.
2 Funds authorized by other agencies, construction supervised by Public Roads Administration.
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Table 4.—Apportionment of Federal-aid highway funds authorized for the third postwar fiscal year ending June 30, 1948
State or Territory	Federal-aid highway system	Secondary or feeder roads	Urban highways	Total
Alabama..		.	.		 			$4, 610, 318	$3, 649, 299	$1, 269, 870	$9, 529, 487
Arizona			 		3, 159, 398	2, 184,962	255, 446	5, 599, 806
Arkansas ...	 	 . 	 .. .	3, 772,657	3, 034,960	543, 908	7, 351, 525
California	8, 782, 334	5' 026, 481	7, 913' 971	21,722 786
Colorado. 	 			3,932' 988	2' 646' 630	' 909,707	7,489, 325
Connecticut. . ._ _ 		 	 	 		1,358,583	' 745^ 882	2, 540, 636	4, 645,101
Delaware . . . 	 			1,068, 750	712, 500	198' 825	1,980,075
Florida ....		 . ... .	3,152', 527	2,111,759	1, 558, 625	6, 822,911
Georgia.. ..			5, 499, 376	4,197^ 017	1,580'418	11, 276, 811
Idaho	..						2, 717, 412	1,900,396	206, 369	4,824,177
Illinois.. 	 . . 	 	 			8, 602, 122	4, 627' 540	9, 266', 832	22,496,494
Indiana 	 . 		 	 _ .	5, 266, 367	3, 531', 163	2,987,126	11,784 656
Iowa ... 			 .. 		... . .		5,413,495	Si 870' 336	1, 55L 283	10, 835,114
Kansas 	 		 ....	5, 488, 307	3, 853' 440	1, 078' 828	10,420, 575
Kentucky.. . .	.. 		 		4,112,039	3' 328' 953	1,266, 208	8, 707, 200
Louisiana . 	 			 .	3, 316' 060	2, 480, 598	1'492' 307	7, 288 965
Maine._ 	 _ 	 .	... 	 	 		1'899j 234	1' 368j 181	546,165	3, 813, 580
Maryland 						 		 _. _	1,787, 952	1,143,138	1, 744' 181	4,675, 271
Massachusetts		 .. . _ 				2,866' 694	766' 007	6,443,061	10, 075,762
Michigan. 	 . 	 	 		6,655, 731	4, 025, 697	5, 536' 729	16, 218,157
Minnesota		 	 . . _	5' 881, 802	4,052' 027	2,149^ 584	12, 083, 413
Mississippi.		 	 .. .. .	3.952^ 496	3, 258, 369	584, 727	7,795 592
Missouri 	 	 .....					 .	6,490,418	4,446, 203	3, 070, 359	14, 006,980
Montana _ 			 . .. ... . .	4,426, 092	3^ 024' 085	299,776	7, 749,953
Nebraska		 . . ... 		4,350,058	3,070, 700	762’ 704	8, 183,462
Nevada . 		 ... 	 _ _ . _	2, 793, 053	1,871,624	59.059	4, 723,736
New Hampshire		 		1,068, 750	' 712; 500	462, 820	2, 244,070
New Jersey . 	 		2, 785, 725	1,011,522	5, 38G, 244	9, 183' 491
New Mexico . 		 		3, 541,155	2,451,360	250, 665	6, 243,180
New York	 _ _ 	 _ _ . . 	 .	10' 546' 417	4,155^ 810	18, 294, 635	32,996,862
North Carolina	 _ 	 		5, 303, 867	4, 346,117	1' 454' 207	11,104,191
North Dakota. . . _ . . _	3, 250,145	2' 342, 386	209,076	5, 801, 607
Ohio ...	 . ... 	 		7,672, 695	4, 518' 737	7, 346, 252	19, 537, 684
Oklahoma _ 			 			4, 941, 450	3' 628', 971	1,313' 595	9, 884, 016
Oregon.. ... 	 ... ... ... 	 ..	3,636' 150	2,48L 233	790, 082	6,907, 465
Pennsylvania.. 	 _ 	 		K 943j 193	5,130' 732	10, 247' 529	24, 321,454
Rhode Island. 	 		1, 068, 750	' 712' 500	1,094, 253	2, 875, 503
South Carolina	 	 . ...	 ...	2,978, 738	2,457, 862	637, 262	6, 073, 862
South Dakota . _ ..... 	 .	3,435^ 351	2,445, 180	216' 421	6, 096,952
Tennessee.. 	...	. ... 	 ..	4, 658', 326	3,582,132	1, 552, 190	9,792,648
Texas. ...	. _ _ _ __ _ 	 _	13,914,428	9, 800, 236	4, 349,604	28,064, 268
Utah	 ...	2,473,067	1,646,986	422' 609	4, 542, 662
Vermont 	 	 ... 	 .	1,068^750	712, 500	206,451	1, 987, 701
Virginia.. . . .....			4, 009, 699	3,110' 243	1,453' 034	8, 572,976
Washington	 .	3,445' 506	2,332,951	1, 429' 803	7, 208, 260
West Virginia. .	......	2,416, 835	2,031,107	786, 982	5, 234,924
Wisconsin... _. 	 .....	5, 293,951	3' 585' 685	2, 586' 405	11,466, 041
Wyoming		2, 723^ 347	1, 848,037	129, 638	4, 701,022
District of Columbia	 _ 	 . ..	1, 068, 750	712, 500	1,117' 080	2,898, 330
Hawaii	 			 		1, 068, 750	712, 500	383, 328	2,164, 578
Puerto Rico		1,079i 942	1,102; 266	813; 131	2,995, 339
Total.				213, 750,000	142, 500, 000	118,750,000	475,000, 000
64
Table 5.—Status of plan preparation for future construction of Federal-aid and State highways and highways in national forests and other Federal areas, as of June 30,1947
State	Plans under way		Plans completed		Total	
	Construction cost	Miles	Construction cost	Miles	Construction cost	Miles
	1,000 dollars		1,000 dollars		1,000 dollars	
Alabama	 		 	 		$34, 463	662	$7,828	290	$42, 291	952
Arizona	.			20.113	428	6,135	143	26, 248	571
Arkansas 	 ..	-	. ...	17,995	512	19,026	510	37,021	1,022
California	. . _	119,025	628	48,126	397	167,151	1,025
Colorado	_ .	. 	 		18,965	499	8,747	185	27,712	684
Connecticut 		 	 ..		 -	62, 580	257	3,350	38	65, 930	295
Delaware		 		11,713	204	2,484	52	14,197	256
Florida	.	_	.	- 		15,452	357	3,891	142	19, 343	499
Georgia	.	.	50, 542	1,830	18, 799	572	69, 341	2,402
Idaho	_ . 		 		42, 835	1, 100	11,825	306	54, 660	1,406
Illinois...	 	 . .	151,862	1,256	21, 902	664	173, 764	1,920
Indiana		 .	.	. 	 .	85, 578	772	16, 555	161	102,133	933
Iowa	.	. 	 		36,608	1.212	8, 879	382	45,487	1,594
Kansas	. 	 .	51, 245	1, 542	27,943	2, 176	79,188	3,718
Kentucky	.. . . .. 		28,805	385	7,150	100	35,955	485
Louisiana	 _			 			25,337	238	17, 320	276	42, 657	514
Maine _ _ . . . .	 	 ...	13,273	184	14, 304	202	27, 577	386
Maryland	_	_ _ . _ 				38, 790	121	14,039	139	52,829	260
Massachusetts	34,947	172	9,312	56	44, 259	228
Michigan	. ... 	 			97,036	801	21,090	333	118,126	1,134
Minnesota. . 	 	 .	59, 503	3,378	30,346	1,493	89,849	4, 871
Mississippi		 .	32, 597	683	7, 253	256	39, 850	939
Missouri 		 		 . .	35, 684	1,008	25,168	677	60,852	1,685
Montana	*		24, 265	766	10, 314	387	34, 579	1. 153
Nebraska .. 	 	... 	 _	25, 550	937	6,615	322	32,165	1,259
Nevada	_ 		. _ 		11,133	339	2, 193	81	13, 326	420
New Hampshire 				8, 328	75	4, 778	51	13, 106	126
New Jersey	 		118,630	193	27, 449	67	146, 079	260
New Mexico.. 			. .	.. . .	15,156	453	5,821	134	20, 977	587
New’ York.. 				 	 .	315,000	1,210	135,000	480	450, 000	1,690
North Carolina ...	. 		46, 319	780	6,419	184	52, 738	964
North Dakota .			 		7, 875	232	14, 730	470	22, 605	702
Ohio .	. ... _ 	 		63, 406	597	33, 542	248	96, 948	845
Oklahoma	 ....	...			3,903	135	6, 740	758	10,643	893
Oregon	.				 .. 		19, 207	462	18,935	414	38,142	876
Pennsylvania 			 	 . . 			169,132	1,038	114,510	810	283, 642	1,848
Rhode Island.. . . 	 . . 	 ... .	9,226	60	3,212	14	12, 438	74
South Carolina -		- 	- 		15,000	575	7,000	250	22, 000	825
South Dakota 	 .	-			22, 786	1,345	7,092	684	29,878	2,029
Tennessee	...	. . 	 .	37, 224	577	6,537	65	43, 761	642
Texas	 . ... _ 		69,370	2,709	39,949	464	109, 319	3,173
Utah .	. .			28, 175	691	6,863	216	35,038	907
Vermont .	. 	 . 			 ...	9,530	100	1,701	41	11,231	141
Virginia .. 	 		40,636	804	38,032	811	78, 668	1,615
Washington 	 _ 		51,897	895	21,311	347	73, 208	1,242
West Virginia	 .... 		31,221	417	2,607	39	33, 828	456
Wisconsin . 	 	 			46,496	569	25, 654	526	72,150	1,095
Wyoming. ...		 	 			29, 546	1, 161	3,758	126	33, 304	1,287
Alaska			15,886	160	1,657	27	17, 543	187
District of Columbia . 				 .	15,315	14	7, 406	9	22,721	23
Hawaii		 .. . .			6,353	49	3,800	17	10,153	66
Puerto Rico		4, 332	42	13,846	140	18,178	182
Total				2,345,845	35, 614	928, 943	17, 732	3,274, 788	53, 346
65
Table 6.—Projects financed with postwar funds programed 1 during fiscal year ended June 30, 1947, by State
Total	Federal-aid highway system	Urban highways	Secondary roads
State or Territory —---------»--—---------------------------■-----------------——:---------------------------------------
Total cost Federal funds Miles Total cost Federal funds Miles Total cost Federal funds Miles Total cost Federal funds Miles Alabama----------- $17,828,052	$8,603,182	595.1	$5, 524, 507	$2, 789, 529	91. 2	$1, 846, 098	$1,053,049	5.1	$10,457, 447	$4, 760, 604	498 8
Arizona----------- 7,612,653	5,118,790	159.8	4,335,106	2,866,606	61.2	5,534	3,932	3,272 013	2 248 252	98 6
Arkansas---------- 15,267,079	7,687,979	525.1	7,883,357	3,904,888	173.7	351,492	169,746	1.7	7,032,230	3’613’345	349’7
California-------- 62,775,946	28,690,454	464.0	20,153,955	9,234,919	143.1	34,141,726	15,437,604	43.9	8,480,265	4 017 931	277'0
Colorado---------- 8,613,514	4,902,669	276.5	3,847,489	2,154,425	109.5 ...	.	4 766 025	2 748 244	167 0
Connecticut------- 8,929,149	4,446,777	35.1	2,839,096	1,387,309	21.0	4,441,224	2,273,112	2.6	1,648’829	’ 786 356	11’5
Delaware---------- 2,645,516	1,487,758	62.3	2,107,680	1,218,840	44.0 ...	. .	537 836	268 918	18'3
Florida----------- 11,425,811	5, 547,641	348. 8	4, 069, 325	2, 011, 608	119.7	2, 036, 621	1, 008, 311	9.3	5,319,865	2 527’ 722	219' 8
Georgia--------- 19,726,335	10,075,167	617.6	8,924,449	4,679,225	188.2	2,929,968	1,457,484	12.3	7,871,918	3	938	458	417 1
Idaho ------------ 7,989,013	4,925,875	303.6	4,544,941	2,743,993	85.5	343,540	245,330	3,100,532	1 936 552	218'1
Illinois-------- 23,313,570	10,857,908	494.5	4,349,420	2,174,710	102.0	9,510,250	4,025,425	10.5	9,453,900	4	657	773	382'0
Indiana--------- 21,346,151	10,667,972	287.7	10,386,852	5,180,385	73.4	2,809,544	1,410,672	3.0	8,149,755	4	076	915	211 3
Iowa------------- 21,151,529	9,881,130	1,445.1	12,400,662	5,745,399	378.6	47,762	23,881	8,703,105	4 111’850	1 066 5
Kansas----------- 20, 785,087	10, 029,961	2, 027.4	8, 715,172	4, 210, 576	275.3	2,329,108	1, 077,107	12. 0	9, 740,807	4 742 278 1’ 74o' 1
Kentucky-------- 18,963,763	9,449,067	409.0	9,146,345	4,573,309	129.6	3,067,159	1,494,078	19.2	6,750,259	3’381,’680	* 260'2
Louisiana------- 12,983,686	6,085,722	176.0	4,877,440	2,376,119	54.2	4,320,466	1,840,233	1.5	3,785,780	1 869 370	12o'3
Maine------------- 3,676,635	1,807,976	52.5	2,539,804	1,266,002	29.2	258,213	102,440	878 618 •	439 534	23'3
Maryland----------- 6,221,377	3,092,974	87.4	3,703,381	1,851,690	19.1	107,404	53,702	'	2,410,592	1 187 582	68'3
Massachusetts----- 4,402,523	2,337,504	31.1	1,896,000	938,000	17.7	1,451,000	714,031	"4.3	1,055,523	’ 685’473	9 1
Michigan-------- 35,042,599	17,266,933	620.2	15,660,542	8,448,271	211.5	12,123,572	5,061,786	10.7	7,258,485	3 756 876	398'0
Minnesota.------ 24,693,733	11,777,555	1,476.3	16,136,351	7,672,664	534.7	741,740	317,685	6.4	7,815,642	3 787 206	935 2
Mississippi----- 19,435,858	9,667,244	812.4	9,180,076	4,613,378	261.6	1,047,200	523,600	7.9	9,208,582	4,530 266	542 9
Missouri-------- 21,459,331	10,993,890	920.9	12,141,768	6,203,321	171.7	948,693	637,702	5.5	8,368,870	4,152,867	743'7
Montana----------- 2,032,998	952,561	81.0	1,314,664	554,190	29.0 ...	-■	718 334	398 371	52 0
Nebraska...----- 12,754,581	6,182,288	669.3	7,911,053	3,814,454	361.7	925,482	444,491	4.8	3,918^046	1,923! 343	302 8
Nevada--- -------- 6,132,889	4,596,123	253.1	3,597,367	2,635,048	76.2	305,200	117,275	1.8	2,230,322	1,843,800	175 1
New Hampshire----- 1,162,078	678,689	10.5	1,162,078	678,689	10.5
New Jersey-------- 31,445,699	15,707,687	83.4	9,938,056	4,963,868	11.3	19,068,609	9,528,841	19^6	2, 439,034	1,214, 978	53 1
New Mexico-------- 12,398,637	7,902,889	404.4	7,484,242	4,770,455	179.4 _________________ 4 914 395	3 132 434	225'0
New York -------- 71,365,763	36,980, 051	644.4	27,157,529	13,742,537	269.1	28,120,292	15,253,543	18.6	16,087,942	7,983! 971	356 7
North Carolina--- 28,036,767	13,542,012	726.3	12,893,930	6,312,995	284. 7	4,617,057	2,086,097	32.2	10,525,780	5 142 920	409 4
North Dakota------ 9,519,121	5,111,062	1,083.3	6,446,371	3,391,637	322.9 ______________________ 3 072 750	1 719 425	760 4
Ohio ------------- 32,374,587	15,630,429	430.5	15,219,635	7,517,194	99.7	7? 047,186	3,303,093	7.6 io! 107,’766	4!8io!142	323! 2
Oklahoma---------- 16,678,147	8,725,202	803.2	9,290,094	4,922,267	149.3	2,575,838	1,236,766	4.2	4,812,215	2,566,169	649 7
Oregon--.--------- 7,875,931	4,354, 665	212. 7	1, 746, 457	1, 004, 799	46.8	1, 727, 618	814,873	2. 0	4, 401,856	2 534, 993	163 9
Pennsylvania------ 44,522,038	22,887,257	182.8	15,955,572	8,134,596	64.1	19,177,616	10,059,008	9.0	9,388,850	4 693 653	109 7
Rhode Island------ 2,379,616	1,181,355	17.7	1,377,956	686,378	7.9	33,690	16,845 ..	967 970	478 132	9 8
South Carolina---- 6,740,380	3,453,593	184.0	5,023,880	2,670,115	155.6	925,900	388,068	5.6	790 600	395 410	22.8
South Dakota------ 12,356,941	6,842,567	1,074.6	7,141,802	3,930,019	491.0	321,530	180,631	3.9	4,893,609	2,731,917	579 7
Tennessee--------- 15,650,466	7,643,483	143.2	11,227,192	5,312,846	99.0	2,835,004	1,549,252	7.0	1,588,270	781,385	37 2
Texas------------- 60,471,422	31,921,296	1,911.8	40,707,472	20,611,303	898.1	9,926,307	6,484,943	9.0	837,643	4,825, 050	1,004! 7
66
67
Utah . ....	.	..	4,091,991 1	3,023,898	136.0	2,811,840	2,073,515	54.9	8,753	. 6,505 ---- J, 271,398	943,'878	81.1
Vermont	4,353,928	2,129,160	69.4	2,828,663	1,393,678	38.8	420,196	189.178	1.9	1,105,069	546,304	28.7
Virginia .	21,854,212	10,985,362	471.0	11,269,423	5,564,268	52.9	2,496,002	1,431,069	7.4	8,088,787	3,990,025	410.7
Washington ... ..	..	18,281,733	9,480,230	326.3	11,504,603	5,958,566	120.6 ----------------------- 6,777,130	3,521,664	205.7
West Virginia	.	8,188,318	4,002,259	103.5	4,826,596	2,384,698	21.6	1,449,230	724,615	3.3	1,912,492	892,946	78.6
Wisconsin ...	.	20.427,367	8,796,263	752.3	8,688,551	3,457,733	209.3	3,180,610	1,519,987	22.2	8,558,206	3,818,543	520.8
Wyoming. __________ 7,495,526	4,941,788	307.6	4,666,807	3,089,242	155.2 ------------------------ 2,828,719	1,852,546	152.4
District Of Columbia_	9,431,187	4.044,156	8.4	2,059,794	1,029,852	2.9	5,431,518	2,275,757	1.0	1,939,875	738,547	4.5
Hawaii . .	....	..	4.170,210	1,944,051	18.5	1,025,906	399,953	.3	786,832	393,416	1.4	2,357,472	1,150,682	16.8
Puerto Rico___	6,546,732	2,865,438	42.7	2,842,271	1,317,778	16.9	636,487	224,992	3.6	3,067,974	1,322,668	22.2
Total_______ 875,028,175	441.907,942	23,380.3	413,483,522	210,567,839	7,525.4	196,875.271	97,160,155	321.4	264,669,382	134,179,948	15,533.5
1 Initial commitment of funds.
Table 7.—Contracts involving Federal funds awarded during fiscal year ended June 30, 1947, by program and by State
Postwar Federal-aid funds	Prewar Federal-aid funds
Total ______________________________________________________
State or Territory	Total cost Federal	Other Miles
funds Federal-aid Urban Secondary Federal-aid Secondary Grade system > highways roads system roads crossings
Alabama---------------- $10,067,162	$4,476,014	$1,415,738 ____ $2,934,487 ________ $115,150	$1,051	$9,588	408.1
Arizona________________ 5,237,920	3,539,897	1,544,011 ______ 1,843,850	$81,630 _______ 70,406 ____________ 147.8
Arkansas_______________ 12,251,550	6,136,780	2,852,295 ______ 3,236,895 _________ 36,190	11,400	..	490 4	•
California_____________ 42,550,044	20,281,170	9,191,100	$7,370,100	3,046,922 _____ 423,437	162,361	87,250	277.7
Colorado_______________ 5,665,093	3,415,638	1,803,912 ______ 986,662	418,342 _______ 206,722 ______ 98 8
Connecticut____________ 4,706,891	2,401,551	1,381,919	574,344	128,997 _______ 205,616	110,675	24 6
Delaware_______________ 1,315,018	794,489	380,887 _________________ 375,882 ___________ 32,520	5,200	37 7
Florida---------------- 11,009,432	5,170,607	2,070,047	439,316	1,845,033	99,996	124,500	552,444	39,271	270 1
Georgia---------------- 15,031,318	7,664,918	4,086,872 ------ 2,540,033	555,510	243,789	100,311	138,403	553.5
Idaho------------------ 5,397,185	3,379,559	1,834,794 ______ 1,329,021	89,829	125,915 _____________ ___ 209.5
Illinois_______________ 12,720,443	6,511,010	3,520,308	1,371,100	1,018,500 _____ 478,000	123,102 ___ .	236 9
Indiana________________ 13,533,586	6,824,101	3,336,613	613,985	2,592,319 ______ 140,360	140,824 .	122 9
Iowa------------------- 13,947,836	5,626,202	2,696,450	374,120	2,262,676	142,850	150,106 _____ ______ _	856 4
Kansas----------------- 18,163,939	9,175,875	3,692,414	1,490,283	2,811,402	543,898	127,072	510,806 _______ 1,478.8
Kentucky_______________ 13,242,726	6,621,349	2,891,041	279,532	3,450,776 ____________ 375 4
Louisiana-------------- 5,587,246	2,995,889	450,065 ------- 429,390	1,021,793	651,992	277,048	165,601	69.5
Maine------------------ 3,072,612	1,665,979	330,610	374,960	574,090	282,822	87,975	5,400	10,122	46.6
Maryland--------------- 4,901,782	2,350,053	1,041,000 ------ 875,841 _____________________ 254,804	178,408	79 0
Massachusetts---------- 5,867,109	3,365,677	829,280	1,346,296	58,095	569,387 _______ 403,461	159,158	24 0
Michigan--------------- 25,669,288	13,154,653	6,918,684	2,604,553	3,134,852	79,010	45,000	372,554 ________ 440.5
Minnesota-------------- 19,727,136	9,576,693	5,256,189	206,771	3,859,872	121,455	122,116	10,290	1,162 6
Mississippi------------ 13,960,170	6,781,173	3,302,762 ______ 2,063,510	992,350	327,291	95,260 _ 424 2
Missouri--------------- 15,672,986	7,846,342	4,097,042 ------ 1,985,652	1,329,534	430,953	3,161 _____ 674 9
Montana---------------- 7,753,383	4,504,259	1,744,944 -_---- 1,272,738	979,660	483,168	, 23,749 ______ 284.0
Nebraska_______________ 7,983,551	3,809,845	2,432,471 ______ 1,320,232	57,142 ...	444 5
Nevada----------------- 3,928,897	3,103,264	1,894,504 ------ 986,903	188,861	32,996 __________________ 140.8
New Hampshire---------- 2,028,880	1,106,915	735,631 ------- 95,088	186,461	84,353	5,382 ____ .	10.6
New Jersey------------- 15,791,070	8,238,037	3,057,905	4,495,118 ______________________ .	665,963	19,051	16 6
New Mexico------------- 5,600,595	3,620,528	2,134,372 ______ 920,052	426,238 _______ 139,866	181 9
New York--------------- 21,981,188	10,604,583	6,727,604	1,111,483 ______ 2,765,496 ...	.	115 6
North Carolina--------- 16,476,539	8,432,794	3,250,.115	68,675	3,845,580	818,365	84,820	348,633	16,606	582.7
North Dakota----------- 5,226,236	2,934,301	1,615,520 ______ 145,678	1,005,783	167,320 ____ ...	310 8
Ohio------------------- 15,223,759	7,568,961	4,376,512	1,006,980	1,540,146	105,000	127,271	413,052	126 3
Oklahoma--------------- 12,111,411	6,498,778	4,078,725 ------ 1,357,783	558,353	329,229	174,688 _______ 631.6
Oregon----------------- 9,701,117	5,520,533	3,259,783	33,400	2,227,350 ___________ ‘	259 8
Pennsylvania----------- 41,934,151	21,338,560	10,334,657	2,745,908	4,913,709	878,263	792,977	1,430,239	242,807	234.4
Rhode Island___________________________________________L_________ .
South Carolina_________ 11,590,352	5,249,689	1,848,746	147,166	3,230,881 _______ 22,962	466’3
South Dakota----------- 6,147,743	3,894,841	1,449,481 ------ 520,980	1,851,912	72,468 ______ 461.8
Tennessee-------------- 12,837,446	6,522,625	3,080,180	724.748	2,187,069 _______ ■	426,112 I 104,516	368 9
68
69
I
Texas _________________ 63,499,675	31,571,720	11,965,328	5,729,000	11,961,910	773,572	522,750	619,160 _______ 2,909.9
Utah __________________ 2,864,782	2,129,106	1,381,530 ______ 747,576 ________________________________________ 96.2
Vermont________________ 2,889,998	1,450,616	869,868 _______ 509,143 ___________ 51,551	20,054 ------- 34.2
Virginia	. . ..	14,825,377	7,339,036	4,196,682 ______ 1,251,778	1,331,473 ______ 474,934	84,169	191.1
Washington_____________ 10,516,896	5,454,558	3,094,320	294,000	2,066,238 ____________________________________ 238.1
West Virginia	..	6,033,340	3,276,378	1,450,180	454,780	1,206,750	130,268	18,500	14,668	1,232	86.9
Wisconsin______________ 9,281,124	3,610,266	1,798,000	308,000	828.766	424,500	86,000	165,000 _______ 276.3
Wyoming________________ 6,057,046	3,933,422	2,422,825 ______ 1,505.617 _________ 4,980 ------------------.--- 217.0
Alaska.. 1.2___________ 125,000	105,000 ________________________________________________________ 105,000	.8
District of Columbia___ 6,457,678	2,880,972	1,326,204	1,054,629	467,598	1,200	636	30,705 ------- 11.2
Hawaii .. i .	...	1,516,891	649,858	444,262 _______ 35,689	125,650	44,257 ____■------------ 13.3
Puerto Rico____________ 1,056,356	503,784	45,795 _______ 457,989 ---------------------------------------- 12.5
Total_____________ 600,738,953	305,608,848	145,940,177	35,219,181	88,612,118	19,312,485	7,187,812	8,075,209	1,261,866	17,234.0
i Funds available for either urban or rural portions of the Federal-aid system.
70
Table 8.—Status of projects as of June 30, 1947, and projects completed during the fiscal year Programed, plans not approved > Plans instruction Undef	Under construction	Completed during fiscal year
State or Territory	------------------------------------------------------------------------------------------------
Total cost ^era! Miles Total cost I rf®dedsal Miles Total cost Ff®deJal Miles Total cost Sd? Miles Alabama--------------- $12,732,703	$6,818,368	335.1	$3,360,822	$1,496,244	103.5	$15,617,916	$7,359,869	420.1	$4,544,421	$2,544,357	139	0
Arizona----------------- 3,524,280	2,366,052	63.9	523,022	370,531	10.7	7,566,540	5,190,306	106.8	4,960,453	3,501,476	180	1
Arkansas------------------ 8,214,506	4,378,592	210.6	6,292,420	3,019,737	211.3	14,221,903	7,825,777	361.4	3,444,724	1,872,916	144	3
California------------- 33,858,516	16,575,347	314.6	13,776,894	5,913,625	124.2	63,343,983	33,870,939	327.4	11,403,761	6,315,882	183	0
Colorado-------------.---- 7,321,912.	4,217,725	172.4	4,772,668	2,953,450	134.1	8,477,993	5,099,600	149.9	2,268,696	1,326,310	71 3
Connecticut------------- 8,461,482	4,487,553	19.4	2,101,958	1,295,623	5.8	5,927,609	2,948,213	27.7	2,951,503	1,413,285	15.3
Delaware------------------ 1,661,380	1, 073,959	33.3	2,158,497	1, 217,651	41.6	963,099	572,357	20.1	1, 298,950	910, 700	35	6
Florida------------------- 12,639,036	6,454,934	252.1	4,141,864	1,992,387	112.0	9,459,024	4,442,349	187.5	1,686,961	823,542	37	4
Georgia---------------- 14,961,611	8,568,906	363.0	5,799,879	3,118,437	143.0	22,221,244	11,602,178	631.3	4,684,794	2,796,418	180	1
Idaho------------------- 4,907,517	3,101,108	275.9	3,167,324	2,048,768	61.1	8,138,329	4,999,359	200.7	1,145,508	702,553	46	1
Illinois--------------- 17,266,731	10,466,332	258.8	18,964,115	8,356,338	255.4	13,001,368	6,776,192	164.1	6,190,924	2,218,491	93.9
Indiana---------------- 19,576,780	10,476,070	248.3	9,111,068	4,588,536	57.9	15,598,941	8,117,211	143.9	5,712,035	3,101,382	67	5
Iowa------------------- 18,257,810	8,987,156	1,155.8	8,344,482	3,199,476	442.2	16,777,452	7,776,081	569.5	6,224,018	2,909,219	567.7
Kansas----------------- 13,119,705	7,049,346	1,447.9	10,971,661	4,802,516	777.1	25,301,968	13,339,180	963.8	7,231,906	3,484,993	637.8
Kentucky--------------- 10,046,322	5,133,494	168.9	7,808,655	3,901,589	145.3	14,572,793	7,345,419	321.2	5,453,728	2,859,610	252.3
Louisiana-------------- 19,029,333	9,644,887	287.4	8,431,080	3,852,571	65.8	6,304,774	3,257,400	69.5	1,151,422	577,083	6.2
Maine------------------- 4,023,989	2,209,808	54.8	2,055,435	1,003,502	30.0	6,214,335	3,657,783	85.7	234,170	125,615	3.6
Maryland---------------- 5,296,164	2,654,118	58.2	1,518,880	723,440	31.6	9,226,732	5,719,103	93.6	1,495,179	871,294	26.9
Massachusetts---------- 14,403,255	7,334,746	45.9	2,471,772	1,482,154	3.0	10,888,799	6,154,206	38.7	1,602,256	963,075	8.8
Michigan--------------- 20,700,132	10,522,949	403.8	17,033,799	7,560,990	205.4	26,148,793	12,317,771	292.5	4,069,595	2,036,733	154.1
Minnesota-------------- 19,098,400	9,591,373	968.0	10,208,749	4,573,942	729.8	24,043,589	11,697,569	955.8	5,733,955	2,920,132	322.7
Mississippi------------- 8,841,549	4,517,907	368.3	9,046,584	4,653,621	308.3	14,827,660	7,384,493	399.2	2,249,452	1,301,289	52.1
Missouri--------------- 16,014,834	8,573,244	456.1	11,268,023	5,250,625	414.9	16,293,380	8,508,993	379.9	4,164,390	2,558,253	216.2
Montana---------------   5,374,366	3,236,246	172.1	2,308,994	1,228,450	91.3	10,506,048	6,439,120	320.3	2,370,497	1,686,612	81	2
Nebraska--------------- 10,275,278	5,360,950	503.2	4,448,060	2,088,162	242.7	11,355,576	5,552,567	590.9	5,288,896	2,625,295	199.0
Nevada---.---------------- 3,751,713	2,750,322	143.2	639,633	531,398	36.8	6,198,719	4,980,775	223.5	2,027,134	1,668,941	68.2
New Hampshire----------- 2,681,019	1,553,264	30.1	1,168,795	628,562	12.1	2,993,089	1,654,444	10.3	422,304	'	306,489	2.4
New Jersey------------- 18,556,915	9,121,347	80.3	1,587,530	969,630	1.8	19,271,322	10,080,639	17.4	697,480	523,110	1.5
New Mexico-------------- 8,817,422	5,639,260	292.8	1,024,151	655,230	41.9	4,305,440	2,827,914	81.6	5,565,845	3,688,189	227.9
New York---i-------------- 63,535,484 35,579,462	437.3 21,252,753	9,010,180	217.0 31,461,625 15,908,572	208.2	2,563,352	1,685,326	51.5
North Carolina--------- 19,476,441	9,885,933	460.9	7,643,198	3,734,593	136.2	20,587,604	10,407,706	578.6	6,683,895	3,548,885	240.7
North Dakota----------- 10,808,702	5,826,636	1,198.0	4,045,599	2,409,055	181.6	5,686,111	3,180,386	264.3	2,156,034	1,284,818	117.7
Ohio------------------- 42,377,777	20,609,982	440.1	10,738,909	5,645,184	88.0	23,889,130	11,622,944	92.0	2,397,434	1,386,269	23.5
Oklahoma--------------- 13,269,863	7,593,427	767.1	6,105,756	2,832,278	344.3	11,730,434	6,280,126	286.3	12,883,501	7,456,998	625.7
Oregon .------------------ 4,894,855	2,592,979	78.5	2,731,086	1,508,076	77.2 12,946,857	7,380,373	228.4	7,746,076	4,687,845	197.7
Pennsylvania----------- 40,466,154	21,575,977	88.7	13,286,632	6,896,058	69.9	42,977,696	21,959,377	224.3	5,484,313	2,818,906	36.3
Rhode Island-------------- 3,451, 306	1,667,147	17.8	1,157,672	618, 447	5. 5	607,357	303,679 ____ 97, 971	49,811
South Carolina---------- 6,180,691	3,346,428	114.9	3,405,232	1,530,326	56.7	14,239,848	7,010,528	461.5	5,329,557	2,880,788	251.6
South Dakota----------- 12,224,119	7,155,694	1,052.6	4,006,673	2,477,942	362.2	7,944,889	5,262,313	440.2	987,112	590,407	86.8
Tennessee--------------- 9,381,677	4,964,932	49.4	11,406,739	5,602,274	203.7	117,151,129	10,515,012	232.8	1 6,941,290	4,709,095	97.8
Texas	  40,362,500	21,706,550	1,807.3	14,245,637	6,6/9,764	529.4	58, <98,515	29,604,863	2,118.3	23, 572,752	12,113,825	1,591.5
Utah	1,908,000	1,420,421	87.4	2,986,026	2,191,087	79.4	5,276,098	4,000,499	178.7	1,380, <56	1,119,850	34.2
Vermont	3,529,127	1,770,894	65.0	555,077	284,985	11.4	4,083,169	2,107,700	40.2	209,206	149,466	7.7
Virginia	12 069 950	6 332 949	84.4	7,049,985	3,433,202	322.8 18,780,999 11,292,752	134.3	3,390,014	2,315,977	22.8
Washington	13’432’199	7,041,195	288.5	3,029,340	1,597,179	76.7	10,136,424	5,293,743	181.9	8,738,767	5,657,092	243.9
West Virginia	7,385,403	3,385,451	71.7	2,812,008	1,515,252	28.1	8,020,418	4,161,499	96.8	1,001,835	605,989	4.4
Wisconsin	26,284,789	12,380,982	742.2	7,906,819	2,876,303	292.1	13,495,787	5,067,439	292.1	3,369,482	1,471,161	83.3
Wyoming	3,753,303	2,468,042	179.4	2,188,493	1,465,034	79.2	9,992,228	6,704,359	371.8	1,029,126	734,286	34.8
Alaska	_________ 125,000	105,000	.9 ----------------------
District of Columbia	372,666	186,666	2.2	8,269,856	3,478,929	2.9	3,311,936	1,743,824	5.5	1,516,457	745,771	8.0
Hawaii	:::::::::::: 4,no 669 2,190:323	17.7 4:215:465 1,891,053	4.8 wmi 2,575,319	19.2 3,373,061	3,237,249 i4.o
Puerto Rico..___________ 4,055,861	1,910,931	28.7	7,442,642	2,704,525	34.4	1,015,100	483,895	11.5	316,248	189,473_.9
Total_____________ 686,745,530	364,457,698	17,264.0	320,988,411	153,858,911	8,044.1	735,637,813	390,469,715	14,622.1	207,443,196	118,072,531	7,797.0
1 Initial commitment of funds.
71
Table 9.—Federal funds paid by Public Roads Administration during fiscal year ended June 30, 1947, by program and by Slate
Postwar Federal-aid funds	Prewar Federal-aid funds
State or Territory	Total	highway funds
Federal-aid Urban	Secondary	Federal-aid	Secondary Grade	funds 1933-35
system ’	highways roads system roads	crossings
Alabama------------------------- $4,166,753	$2,126,701	$58,296	$1,351,367	$262,462	$131,232	$164,689	$72,006
Arizona------------------------- 4,896,250	2,536,171 _______ 2,133,062	117,517	50,181	57,856	1 463
Arkansas------------------------ 4,533,888	2,267,986 _______ 1,359,244	53,792	-8,545	36,151	825,260
California---------------------- 18,819,175	7,536,370	3,754,386	826,440	611,350	305,150	88,252	5 697,227
Colorado------------------------ 2,666,463	651,231 _______ 540,741	903,799	269,330	• 53,096	248,266
Connecticut--------------------- 2,110,046	1,009,372	350,891	333,485	127,091	44,065	85,110	160 032
Delaware------------------------ 1,051,556 ____________________________ 965.802	72,000	__ 13,754
Florida------------- ----------- 2,594,322	336,625	21,966	678,696	420,172	42,649	' 75,521	1,016,429	$2.’264
Georgia-------------<----------- 7,004,194	2,038,510 _______ 1,116,598	2,623,376	517,602	284,385	277,677	146 046
Idaho--------------------------- 2,409,575	899,583 _______ 464,039	376,451	77,565	59,768	532,169
Illinois------------------------ 2,994,524	1,611,811	239,570	10,685	595,927	170,697	222,185	143,649
Indiana------------------------- 4,527,235	1,347,907	14,093	691,802	1,412,362	686,009	234,567	140,495
Iowa---------------------------- 4,002,823	1,103,089 _______ 908,232	1,070,687	402,194	75,177	443,444
Kansas-------------------------- 7,337,184	2,612,130	320,604	814.300	2,521,719	594,644	137,038	336,749
Kentucky------------------------ 3,961,663	1,794,594	14,511	1,605,311	216,578	4,644	49,892	276,133
Louisiana-----------------.----- 1,246,563	77,827 ________ 189,009	665,182	35,027	20,963	254,862	3 693
Maine.. ------------------------ 1,486,079	395,304	241,060	391,694	274.283	32,088	116,544	35,106
Maryland. ---------------------- 1,705,014	1,115,896 ------- 94,869 ___________ 4,849	10,075	482,342	-3,617
Massachusetts------------------- 2,745,484	390,238	282,978	19,191	1,372,512	77,375	156,641	375,218	71 331
Michigan------------------------ 3,988,742	2,236,077	124,878	750,591	135,372	292,515	77,564	371 745
Minnesota----------------------- 6,232,607	3,282,656	204,331	1,471,688	829,610	192,283	48,841	203 198	.....
Mississippi--------------------- 3,597,823	1,882.008 ______ 403,570	823,956	119,269	9,847	359 173 "
Missouri------------------------ 3,981,534	1,214,110 ------- 460,110	1,256,324	457,585	506,410	75,400	11 595
Montana------------------------- 2,343,838	465,046 _______ 225,008	1,328,738	255,837	52,817	16,392
Nebraska--------.--------------- 3,002,478	2,081,922 _______ 575,666	62,248	241,302	'	41 340
Nevada-- ----------------------- 3,291,225	1,534,863 ______ 1,434,541	175,593	56,024	L820'	88 384
New Hampshire------------------- 452,419	13,121 _________________ 277,174	74,362	15 490	72 272 "
New Jersey---------------------- 3,764,368	1,011,209	1,426,213 __________ 902,074	27,052	207,342	171 427	i9,'O51
New Mexico---------------------- 2,795,291	1,444,768 ______ 670,280	507.080	3,001	140,095	30,067
-------------------------------- 4,505,368	1,381,512	59,093 	 2,138,860	22,252	270,824	434,520	198,307 North Carolina------------------ 5,980,860	2,092,569	37,596	1,518,290-1,549,952	272.551	189,673	303,623	16 606
North Dakota-------------------- 1,612,633	423, 320 ______ 48,497	659, 784	163, 934	7. 402	309, 696
Ohio --------------------------- 3,346, 857	i, 894,390	45,290	158,462	582,981	98,054	239,193	328,481
Oklahoma------------------------ 7,072,467	2,140,159 ------ 1,279,375	2,781,172	384,131	314,955	172,675
Oregon ....-------------------- 3,399,902	559,520	64,863	1,385,735	10,513	13,877	129,011	1,236,383	r
Pennsylvania-------------------- 6,603,176	3,153,408	959,714	528,805	1,212,645	84,285	79,614	466,121	118	584
?h(’(v.eIS ar,K----------------- 89,887	10,890	10,483	7,259	41,905	2,680	9,501	7,169
South Carolina---------------   4,474,464	1,182,850	19,728	2,322,357	482,665	209,869	206,783	50,212
South Dakota------------------- 1,746,054	989,079	3,331	34,915	258,066	75,521	78,018	307,124
Tennessee---------------------- 5,006,197	1,906,518	3,003	229,423	287,209	357,880	372,216	1,849,948
Texas-------------------------- 17,421,573	5,195,100	383,162	7,903,797	2,275,109	739,685	709,173	215,547
72
Utah	2,719.191	516,251	299,438	719,964	46,044	172,341	1,946	963,207 -------
Vermont	’	612,722	193,853	3,178	180,550	192,584	1,335	11,293	29,929 -------
Virginia	3,244,118	1,229,136 _____ 38,043	764,023	12,030	10,075	1,190,811 ------
Washington______________________ 3,931,903	1,666,134	284,835	900,058	131,277 ------- 13,475	• 936, 124 ---
West Virginia	1,995,799	522,952	106,615	746,427	147,458	43,129	42,565	385,421	1,232
Wisconsin	2,746,321	603,175 _______ 139,909	1,511,836	121,169	83,720	286,512 -------
Wyoming	_	_	2,922,778	1,307,164 _____ 791,079	323,765	48,862	125,526	326,382 -----
Alaska__________________________ 231,435 _________________________________________________________-	231,435 -------
District of Columbia____________ 946,012	404,062 ------- 465,856	1,200	16,439	30,705	27,750 -------
Hawaii -	-	________ 698,213 ------------------------------ 120,036	105 --------- 578,072 ----------
Puerto Rico_____________________ 82,421	38, 926 ______ 14,432	1,590 -------- 27,473 ---------------------
Total_______________________ 2 193,634,155	72,428,099	9,334,106	38,933,452	36,409,905	8,068,115	5,941,277	2 21,933,509	585,692
i Funds available for either urban or rural portions of the Federal-aid system.	.
2 Includes net credits amounting to $1,465,312, consisting of portions of advances previously made to Government agencies which were returned during the fiscal year.
73
Table 10.—Balances of Federal funds available to States for projects not yet programed, as of June 30, 1947
Postwar Federal-aid funds	Prewar Federal-aid funds
State or territory	Total	'	~~	Other
Federal-aid Urban high- Secondary Federal-aid Secondary Grade cross-system i ways	roads system roads	ings
Alabama--------------------------------- $13,417,293	$6,945,765	$2,101,848	$4,275,433	$60,861	$21,011	$12,375
Arizona------------------------------------ 6,679,249	3,571,726	775,850	2,331,673 _______ _________
Arkansas---------------------------------- 8,983,950	4,306,950	1,490,604	3,065,505	55,823	16,446	11,587	$37,035
California--------------------------------- 14,082,262	8,581,634	114,300	5,339,384	29,941 _________ 17,003
Colorado--------------------------------- 13,061,416	6,531,734	2,720,737	3,611,889	136,380	27,813	32,863
Connecticut-------------------------------- 5,607,873	1,531,606	3,128,645	808,003	110,557 ________ 29,062
Delaware---------------------i_____________ 4,613,244	2.043,660	606,939	1,906,082	34,817	19,266	2,480
Florida------------------------------------ 9,277,574	4,533,857	2,310,602	2,350,303	68,728	20	14,064
Georgia--------------,--------------------- 18,316,728	7,384,294	3,366,950	7,110,362	236,865	132,467	84,317	1,473
Idaho-------------------------------------- 5,270,739	2,900,033	206,370	2,164,336 _________________
Illinois----------------------------------- 46,498,165	17,811,988	19,176,250	9,484,079	4,781	8,120	12,947
Indiana------------------------------------ 14,980,903	5,819,168	4,813,476	4,206,604 _______ 6,412	93,598	41,645
Iowa--------------------------------------- 14,264,135	6,367,508	3,161,616	4,702,675 _______ 32,336	_
Kansas----------------------------------- 12,546,941	6,718,649	1,026,742	4,458,138	276,105	62,819	117	4,371
Kentucky---------------------------------- 9,670,072	4,161,631	2,056,913	3,442,446	1,055	216	7,811
Louisiana-------------------------------- 12,480,050	4,672,679	2,692,257	4,115,113	834,399	8,310	157,292
Maine-------------------------------------- 6,631,648	2,993,576	1,181,193	2,416,358	27,522 ________ 12,999
Maryland----------------------------------- 8,628,290	1,825,133	5,270,641	1,515,895 _______ 1,031	15,590
Massachusetts---------------------------- 21,743,329	5,914,038	13,791,946	1,653,672	6,173	76,184	300,900	416
Michigan----------------------------------- 18,668,940	6,830,899	6,676,320	5,158,375 _______ 1,324	2,022
Minnesota---------------------------------- 12,671,478	4,370,515	4,921,853	3,274,727	38,440	16,104	49,839
Mississippi----------r--------------------- 10,060,995	4,253,482	1,261,357	4,405,350	12,832 ,_______ 127,678	296
Missouri----------------------------------- 24,940,284	7,500,947	8,734,973	8,580,119	33,479	20,973	48,745	21,048
Montana------------------------------------ 16,626,916	9,290,702	915,106	6,187,474	30,902 ________ 184,878	17,854
Nebraska----------------------------------- 11,798,019	5,072,974	1,883,765	4,471,734	114,748	' 13,557	187,706	53,535
Nevada------------------------------------- 5,261,941	3,129,747	63,010	1,975,275 ___________ .	90,050	3,859
New Hampshire------------------------------ 4,078,809	1,205,012	1,089,695	1,699,016	19,140 _____ 65,946
New Jersey-------------------------.------- 10,844,993	3,158,992	5,720,942	1,879,570 _______ 63,000	19,161	'	"3,328
New Mexico-------------------------1_______ 8,104,598	3,959,217	761,329	3,053,076	67,307 __ 263,669
New York----------------------------------- 52,134,450	12,313,801	34,591,413	4,719,958 __ 15,279	493,999
North Carolina--------------------------- 13,021,317	5,609,162	2,240,793	5,002,924	80,019	72,665	15,745	9
North Dakota--------------------------_____ 10,227,691	3,630,342	638,232	4,982,310 _______ 133,745	843,062
Ohio------------------------------------- 25,851,505	8,304,711	12,076,494	5,296,333	136,547	6,234	31,186
Oklahoma--------------------------------- 15.653,747	6,690,030	2,773,157	5,578,240	242,511	32,249	337,560
Oregon------------------------------------ 7,107,185	3,699,437	796,672	2,579,650	24,257	7,169
Pennsylvania----------------------------- 28,348,909	10,075,009	11,418,393	5,833,662	454,009	55,685	473,701	38,450
Rhode Island------------------------------- 7, 552, 230	2, 559, 669	I 3,306, 661	1, 685, 900	.
South Carolina---------------------------- 7,383,391	3,593,193	1,068,392	2,663,737	29,903 __ .	’ 28,166
South Dakota------------------------------ 9,217,502	4,257,076	480,022	4,096,407	26,321	29,231	270,252	58,193
Tennessee-------------------------------- 14,047,788	4,913,629	1,761,017	7,287,780	12,144	73,218
Texas-------------------------------------- 24,041,289	11,422,072 I 4.529,397	7,966,839 ____ 43,312 I 79,669
74
1	1	1	1	1	1	8, 801 2 1,692, 579	i Funds available for either urban or rural portions of the Federal-aid system. 2 Includes $1,402,266 of funds not apportioned to the States. Table 11.—Average number 1 of persons employed on Public Boads Administration and State highway construction and maintenance, United States and Territories, by program and by month, for fiscal year ended June 30, 1947
	/, 208 95.955 9, 735 4, 731, 572	
igs 2 g? i^gf	1, 069, 207	
i	3, 393 61. 388 12, 057 3, 373, 037	
gym CM .Or-troW	1, 897, 984 745, 450 1, 024, 318 1,426, 779 191,010.034	
CO CO IQ	393, 741 1, 117,080 383, 328 1, 755, 203 195, 370,147	
gSSSss a'ggWI C$wW cm*©	2, 734, 072 1, 078, 078 1,402, 213 1,346,103 257, 959, 736	
«5cfN-«5-tCS-	5, 036,464 2, 940,608 2, 967, 202 4, 558, 678 2 655, 206, 312	
Utah	 Vermont		 Virginia	.	 Washington	 West Virginia	 Wisconsin		Wyoming	-- District of Columbia	 Hawaii	1	----- Puerto Rico	 Total	..		
Road main-	tenance by State highway departments		mISSs sSsSsl Sg’sssi 38888g .				
	State highways with State funds	1	sss’ssa gSEsSS				
	Defense Highway act		■§s=sa= gsmi				
n programs	Federal forests, parks, lands, and flood relief		ci -T'	rH rM r-i O CM CM*				
s	Prewar Federal-aid		^'uj-sTcm*©*©	ownsoo r—1 r—1 r—< r—1 »—1	•“<				
	Postwar Federal-aid		S88S8S IsSsSS				
	Total Federal						
	Total construction and maintenance		sssgs's SsSsSS				
	Year and month		1946 July		AugUSt	 September		 October				.November.	 December	 1947 January	_•	,		February			 March		IM
i Average number of persons employed is computed as the mean of the weekly pay-roll counts made during the calendar month.
75
Table 12.—Mileage of designated Federal-aid highway system, by State, as of June 30, 1947
State or Territory	Total system	Routes outside Federal reservations	Routes within Federal reservations
	Miles	Miles	Miles
Alabama... . 	 . . 	 	 	 	 _	. .. 		5, 022	4, 932	90
Arizona ....	.	........	2,493	1,833	660
Arkansas 	 _	.	.	..	....	.	...	3, 472	3, 387	85
California. . 	 .....	. 	 .......	. .	. .			6' 965	6, 367	598
Colorado		 _.	. 	 	 _ 	 		4, 042	3, 527	515
Connecticut	 		 __ ... 	 . .. ... . .	1,088	1,088	
Delaware		 . 			 ... ...... .... . .	.. .	525	525	
Florida	 ... .. _. . 	 .. .. .. . 	 ...	.. 		3,207	3, 204	3
Georgia _ 	 . 	 . ..	...	_ _ 	 	 		6, 951	6, 792	159
Idaho	 	 	 .. 	 _ 	 . 		 ...	3, 436	2, 703	733
Illinois	 .	.. 	 . . 	 ...		 	 _ . ..	9,823	9,637	186
Indiana	 		5, 616	5,610	6
Iowa.		 	 . ... . . ... ... 		9,682	9,680	2
Kansas. ...	.....	.....	.	...	8, 765	8, 749	16
Kentucky		3, 812	3, 664	148
Louisiana	 ... ..... .	.....	. 	 . _ 		2, 677	2, 610	67
Maine.. 	 .......................	1,752	1,739	13
Maryland	 . 	 	 		 _	1,847	1,846	1
Massachusetts. ... . 	 _	.	. . . .	2,018	2,018	
Michigan	.		6,419	5,914	505
Minnesota		7, 409	7, 118	291
Mississippi	 		4,375	4,130	245
Missouri		7,974	7, 974	
Montana	 	 		 .. ...	5, 756	4, 667	1,089
Nebraska 			 	 . 		 . .........	5, 559	5, 538	21
Nevada	 .	......	...	2, 210	2' 052	158
New Hampshire .. 	 . 	 . . ...	1,106	L 075	31
New Jersey	 		1,672	1,672	
New Mexico	 ......	. ... ... ........	_ . ..	4,138	3,751	387
New York	 . .	9,888	9, 869	19
North Carolina 	 .. _ ... 	 .	8' 036	7, 530	506
North Dakota	 		3i 939	3,890	49
Ohio	 .. ... ... .. ._	7, 494	7, 488	6
Oklahoma ...	7,175	7,115	60
Oregon	 ... 	 ....	3'938	3, 416	522
Pennsylvania	 .... 	 ...	7,878	7, 735	143
Rhode Island	 		 ...	492	492	
South Carolina	 	 	 	 .	. .	_ .	4,375	4,143	232
South Dakota		 		4, 263	3,892	371
Tennessee	 	 ... . .	4,971	4, 775	196
Texas	 	 			.....	14,834	14, 707	127
Utah		2,266	2,126	140
Vermont	 ... 	 ... 		 .	1,110	1,058	52
Virginia	 	 ._ ...	5i 134	4, 622	512
Washington.		 		 .	3^ 494	3,082	412
West Virginia . 	 	 .... 	 ... _. ... ._	2,386	2, 328	58
Wisconsin		5,988	A 859	129
Wyoming		3,539	3,112	427
District of Columbia		 ._ . . 			127	127	
Hawaii ...	577	577	
Puerto Rico	 		582	582	
Total..	 	 					 .	232,297	222, 327	9, 970
			
76
Table 13.—Apportionment of forest highway funds for fiscal years ended June 30, 1947, and June 30, 1948
State	For fiscal year 1947	For fiscal year 1948	State	For fiscal year 1947	For fiscal year 1948
Alabama		$94,805	$94, 923	New Mexico		$1,031,802	$1,028,923
Arizona	1, 437, 780 333, 024	1,435,097 333, 247	North Carolina... 			187,131 118	190, 359 120
Arkansas				North Dakota			
California		3, 559, 590	3, 560, 294	Ohio		13, 602	13, 553
Colorado	1,807,926 192,450	1,806, 397 191,967	Oklahoma				21. 192	21,116 3, 441,785
Florida				Oregon		3, 439, 553	
Georgia		115,978	115, 582	Pennsylvania		88, 016	87, 694
Idaho		2, 549, 387	2, 553,935	South Carolina		105,892	108, 536
Illinois			38,109	38,002	South Dakota		264, 271	263,157
Indiana	15,665 1,096 64, 948	15, 608 1, 092 64, 706	Tennessee		109, 061	108, 692
Iowa			Texas		106, 026	105, 636
Kentucky				Utah		834, 764	833, 920
1 Louisiana	73, 981 12, 564	73, 721 12, 518	Vermont		44, 581	44,416 210,063
Maine	 				Virginia		210,886	
Michigan			319, 016	319, 500	Washington		1, 749, 267	1,746,811
AT innesota	331, 533 147,389 157, 599	331,145 146,858 157, 486	West Virginia			131,498 178, 931 1, 077,951	131,013 179, 484 1,075, 851
Mississippi			Wisconsin. ...				
Missouri.. . 	 ...			Wyoming			
Montana		1, 981, 880	1, 987, 584	Alaska		1, 500, 000	1, 500, 000
Nebraska		31,142 452, 659 177, 752	31, 031 451,997 177, 089	Puerto Rico		9, 125	9, 092
New Hampshire				Total		25, 000, 000	25, 000, 000
Table 14.—Mileage of the forest highway system, by forest road class and by State, as of June 30, 1947
Region and State or Territory	Total	Class 1 1	Class 2 2	Class 3 3
Western region:	Miles	Miles	Miles	Miles
Arizona 			1,065.3	405. 4	240.0	419.9
California		 ..	...	. .	2, 441. 2	677. 8	1, 233. 0	530. 4
Colorado 			 		1, 743.0	601.0	1.097.0	45.0
Idaho _	________	.	_	_ 		1,077.3	693.1	231.1	153. 1
Montana .		 _ _ . 		._ 		1, 206.8	707.0	241.5	258. 3
Nevada _	_	_________	412. 2	157.2	230.5	24.5
New Mexico	.	.			679.0	165.0	514.0	0
O regon	1, 382. 3	719.3	352.6	310.4
South Dakota.	..			 	 ..				307.0	230.0	6. 0	71.0
Utah	.	. ....	.		 ...			706. 4	189.6	449.4	67.4
Washington . .	.. _. 	 				761.2	391.3	123. 1	246.8
Wyoming	_		 _ .. _	...	564.0	399.0	114. 0	51.0
Alaska		356. 9	0	0	356. 9
Total				12, 702. 6	5, 335. 7	4,832.2	2, 534. 7
Eastern region:				
Alabama	258.3	87.9	108.5	61.9
Arkansas 			 	 	 . .. 	 		635.1	111.6	523.5	0
Florida	.	...			165. 0	3. 0	162.0	0
Georgia.		 .. ... . . 	 		258.6	141.6	91. 7	25.3
Illinois -				 	 ....	..	305.3	245.8	15.0	44.5
Indiana .			100. 9	80.8	14.6	5.5
Kentucky 				 	 	 		352. 7	129.5	110.9	112.3
Louisiana 		 ______	403.1	66.1	337.0	0
Maine	 -----------	...	.	.	14.0	0	3.3	10. 7
Michigan	...	_	. .	1, 183.3	551.8	334. 4	297. I
Minnesota 			 . .	... 	 		665.4	256.5	193.0	215. 9
M ississippi	.	.. 		 	 ...	512.0	204.0	264.0	44.0
Missouri. 	 .... 				967.3	399.2	212.9	355. 2
Nebraska	.	- 	 _ 	 	 	 -	30.4	0	0	' 30.4
New Hampshire	.	. 		. 				166.0	40.9	92.1	33. 0
North Carolina 			 	 _ ... . 		802.7	452. 7	280.0	70. 0
Ohio		 ...	. .	116. 7	66.5	34. 7	15. 5
Oklahoma ...		 		 		48.5	31.5	17.0	0
Pennsylvania.	.			375. 7	123.8	233. 0	18.9
South Carolina	352.9	312.5	40.4	0
Tennessee.	.		 _ _ 		346.8	165.1	134. 6	47. 1
Texas	._	..	.	_	_ 		309.9	93.5	208.9	7.5
Vermont		 	 	 		118.5	32.7	43.2	42.6
Virginia	.	.			1,368. 7	413. 7	527.2	427.8
West Virginia				 . 	 	 ...	379. 5	60.0	245.9	73.6
Wisconsin.. .. 	 ... 		 		 .. ...	448.8	82.9	172. 7	193.2
Puerto Rico...		21.0	0	0	21.0
Total								10, 707.1	4,153. 6	4, 400. 5	2,153. 0
Grand total	-----	-			23,409,7	9, 489. 3	9. 232. 7	4, 687. 7
1 Class 1.—Forest roads forming sections of the Federal-aid highway system, either wholly within or, when so designated by the Secretary ano the Administrator, partly without and adjacent to the national forests.
2 Class 2.—Forest roads, not of class 1, which are parts of approved State highway systems, when so designated by the Secretary and the. Administrator.
3 Class 3.—All forest highways on the secondary or feeder road system and any other forest road, of primary importance to the counties or communities, when designated as a forest highway.
77
Table 15.— Mileage of projects on the forest highway system, by construction status and by State, as of June 30, 1947
Region and State or Territory	Total completed as of June 30, 1947	Completed during fiscal year ended June 30, 1947			Under construction as of June 30, 1947
		Total	Initial improvement	Stage construction	
Western region: Arizona. 	 	 	 		Miles 524.5 886.2 555.8 744.7 525.0 188.2 313. 2 1,033. 2 68.0 363.9 355.2 . 359.0 252. 8	Miles 41.1 36.8 11.7	Miles 9.1 12.8 1.5	Miles 32.0 24.0 10.2	Miles 71.2 17.2 31.2 7.6 31.3 8.3 19.2 28. 0 4.4 18.0 49.2 9.0
California	 _ _		 __ _ ... _					
Colorado	 .. 	 ...					
Idaho. ...	.. 		...					
Montana	 				7		
Nevada.. 		 						
New Mexico. ...						
Oregon 	 	 _ _ 	 .				•	
South Dakota.. ..	... 	 . 	 .					
Utah ... . .					
Washington... .	...... 		 .		5.5		5.5	
Wyoming					
Alaska..	 .					
Total						
	6,169. 7	95.1	23.4	71. 7	294.6
Eastern region: Alabama 	 _. .. 	 . .							
	5.0 145.0 79.8 21. 2 8.5 0.2 10.4 3.0 83.3 148.6 0.7 35.2 8.7 37.5 65.0 16.0 14. 1 32.0 43. 1 11. 7 0.3 30. 7 30.2 35.8				
Arkansas	 . .	_ __ _ _					
Florida. . 	..		4.5		4.5	
Georgia ...	..... ... . . ..					
Illinois	,	..r: Kentucky.. 	 _ .					
					
Louisiana. ... _ _ 			 ...					
Maine	 						
Michigan. 	 ... 	.....					24.2 32.5
Minnesota ...					
Mississippi... 	 						
Missouri			 _.		 ...					
Nebraska... 						
New Hampshire	 	 ... _					
North Carolina	 Oklahoma. ...	_. ..					5.4 5. 1
					
Pennsylvania			 ... ._ ..					
South Carolina 						18.2
Tennessee; .. ...					
Texas		7.9		7.9	8.2 0. 1
Vermont					
Virginia					
West Virginia.... . .	. .. 						11.4 4.0
Wisconsin 	 ...					
Total... . .. ..					
	866.0	12.4		12.4	109. 1
Grand total . .					
	7,035. 7	107. 5	23.4	84. 1	403. 7
					
Table 16.—Mileage of highways in or leading to national parks, monuments, and parkways, by construction status and by area, as of June 30, 1947
Park, monument, or parkway	Total completed as of June 30, 1947	Completed during fiscal year ended June 30, 1947			Under construction as of June 30, 1947
		Total	Initial improvement	Stage construction	
Acadia	 		Miles 31.3 321.4 42.6 21.7 8.4 .5 28.2 15.0 65.9 .3 2.8 .5 .3 23.1 2.6 1.7	Miles	Miles	Miles	Miles
Blue Ridge	 Boulder Dam	 Bryce Canyon . 	 						76.7
					
		-			
Carlsbad Caverns	 						
Chalmette			 Chickamauga—Chattanooga	 Colonial			 . -					
					
					
Crater Lake..			 Devils Tower		... Fort Donelson			...	 Fort Matanzas						
					
					
					
Fort Pulaski	 .. 	 _					
Fredericksburg—Spotsylvania	 George Washington Birthplace. ___ 						
					
George Washington Memorial						0. 1
78
Table 16.—Mileage of highways in or leading to national parks, monuments, and parkways, by construction status and by area, as of June 30, 1947—Continued
Park, monument, or parkway	Total completed as	Completed during fiscal year ended June 30, 1947			Under construction
	of June 30, 1947	Total	Initial improvement	Stage construction	as of June 30,1947
Gettysburg	 Glacier	 Grand Canyon.. __	 Great Smoky Mountains	 Guilford Court House	 Hawaii		 Hot Springs	 Kill Devil Hill	c	 Kings Canyon	 Lassen Volcanic	 Meriwether Lewis	 Mesa Verde	 Morristown		 Mount Rainier	 Natchez Trace			 National Capital Parks	 Organ Pipe Cactus	 Petersburg	 Petrified Forest	 Rocky Mountain	 Scotts Bluff		 Sequoia			 Shenandoah			 Shiloh	 Vicksburg..	 Wind Cave	 Yellowstone	 Yosemite				 Zion				Miles 9.5 73.4 193. 0 35.2 2.6 35.5 3.6 1.6 22.7 35. 1 1.8 31.9 2. 7 90.8 102.8 4.4 22.7 8. 7 31.1 54.2 1.6 42.7 96.9 10.6 10.4 15.9 321.9 108.7 30.1	Miles 4.9	Miles	Miles 4. 9	Miles 3.8 0.9 7.0 11.5
Total		1, 968. 4	4.9	—	4.9	100.0
Table 17.—Mileage of approach roads to national parks and monuments, by construction status and by location, as of June 30, 1947
Road	Park	Designated	Under construction	Completed
		Miles	Miles	Miles
Cameron-Desert View		Grand Canyon		28.1	—	28.1
South Approach			do		52. 3		-		52.3
Jacobs Lake-North Rim					do		31.2	—	30.9
Mineral-Lassen Volcanic		Lassen Volcanic		8.8	—	f	4.7 1	14.1
Fresno-Kings Canyon		Kings Canyon		11.3	—	11.3
Sequoia-Kings Canyon		Sequoia-Kings Canyon		10.4	—	10.4
Custer-Wind Cave				Wind Cave		8. 6	—	8.6
Southwest Approach		Yellowstone		13.9	—	13.9
M oran-Y ellowstone			do		24.0	—	4.6
Red Lodge-Cooke City	....		do		59. 7	—	59. 7
East Approach				do		23.0		22.9
Zion-Bryce Canyon		Zion-Bryce Canyon		31. 3	—	11. 5
Cedar Breaks					Cedar Breaks		2.6	—	
Total			—	305.2	—	258. 9
i Graded as a forest-road project. Figure not included in total.
U. S. GOVERNMENT PRINTING OFFICE: 1947
For sale by the Superintendent of Documents, U. S. Government Printing Office Washington 25, D. C. - Price 20 cents
79