[Work of the Public Roads Administration 1949, Annual Report for the Fiscal Year 1949] [From the U.S. Government Publishing Office, www.gpo.gov] SAN DIE( ■,:/ »usifs WORK OF THE 14 1950 Public Roads Administration ANNUAL REPORT • FISCAL YEAR 1949 A farm-to-market road near Kalamazoo, Mich. PUBLIC ROADS ADMINISTRATION FEDERAL WORKS AGENCY CONTENTS Page Factors affecting progress------------------------------------------------ 1 The Federal-aid program___________________________________________________ 2 Classes of Federal-aid work----------------------------------------------- 5 Status of work at end of fiscal year__________________________________ 5 Reorganization____________________________________________________________ 8 The National System of Interstate Highways-------------------------------- 8 Improvement of urban highways-------------------------------------------- 12 Work on outstanding projects______________________________________________ 13 The Federal-aid primary system-------------------------------------------- 26 Joint planning of location of highways and airports------------------- 27 Secondary or farm-to-market roads----------------------------------------- 28 Typical farm-to-market road improvements---------------------------------- 32 Highway improvements in National forests, National parks, and other Federal areas_________________________________________________________ 38 Repair of war-damaged highways------------------------------------------- 40 Repair of flood-damaged roads-------------------------------------------- 41 Hawaii war and emergency damage program-------------------- ---------- 42 Rehabilitation of Philippine highways---------------------------------- 42 Aid to Turkey in highway improvement------------------------------ — 44 Foreign visitors_________________________________________________________ 46 The President’s Highway Safety Conference-------------------------------- 47 Bridge design____________________________________________________________ 49 Roadside improvement_____________________________________________________ 49 The Inter-American Highway----------------------------------------------- 50 Highway transport research----------------------------------------------- 54 Highway needs studies____________________________________________________ 59 Financial and administrative research ----------------------------------- 60 Hydraulics research branch established----------------------------------- 65 Physical research___________________________________-_________________- 66 Appendix, tables 1-20---------------------------------------------------- 76 U. S. GOVERNMENT PRINTING OFFICE:1950 For sale by the Superintendent of Documents, U. S. Government Printing Office Washington 25, D. C. - Price 25 cents II WORK OF THE PUBLIC ROADS ADMINISTRATION 1949 Factors Affecting Progress T N CONTRAST with the preceding fiscal years, there was constant improvement throughout the fiscal year 1949 1 in conditions affecting highway construction. Shortages of materials, equipment, and labor that had existed since the war were becoming less retarding at the beginning of the year. During the year they eased greatly or all but disappeared. Die highway construction cost index on a 1940 base, with correction for increased design requirements, was 210.7 in the last quarter of the preceding fiscal year. It rose to 217.7 and 223.5 in the first two quarters of the year and then declined to 218.2 and 210.3 in the last two quarters. Competition among highway contractors for jobs became keener and progress on actual construction became more rapid as difficulties in doing work were removed. I roubles of highway administrators in advancing projects to the construction stage, due to lack of technical workers, eased considerably, but did not disappear. Readjustment of salary scales in several States made highway jobs more attractive, and lessened demand for engineers in other fields made more of them available for highway work. However, shortage of experienced men in specialized branches of highway engineering is still a major cause of delay in about one-third of the States and in Hawaii. Pressure for more highway improvements of all classes has been great for a number of years and continued to mount in intensity. Congestion, delays, and accidents on main urban and rural arteries made improvements imperative. At the end of the fiscal year the number of motor-vehicle registrations for the calendar year 1949 was estimated at 43,298,000, an increase of 6 percent over 1948 and 41 percent over 1939. Travel on rural roads in the calendar year 1948 was almost 50 percent greater than in 1939. Under these conditions State highway departments put forth their maximum effort to improve the highways. Construction contracts awarded during the fiscal year under State highway department supervision, including both Federal-aid and non- 1 The fiscal year extended from July 1, 1948, to June 30, 1949. 1 Federal work (see fig. 1), aggregated $1.1 billion, a slight increase over the preceding year. Aetna! employment on highway construction and maintenance in the calendar year 1948 rose to an average of 255,176 man-months per month. This is a high figure but still below the monthly average of 267,042 in 1941. Highways were being improved at an increasing rate but not at a rate that gave promise of removing traffic dangers and difficulties within a reasonable period of years. In 1948 the American public spent something like $30 billion to operate cars, trucks, and busses. This includes cost of ownership, repairs, fuel, insurance, and other necessary items. Of the $30 billion cost, $2.1 billion or about i percent went to the States as road-user taxes. Not all of this was used for highways, but income from other sources made possible a total highway expenditure by States, counties, and cities of $3.1 billion. The figure includes expenditures for construction, maintenance, highway debt, and miscellaneous purposes. While the figure seems large, it is small in comparison with the amount expended in total for highway transportation. Larger expenditures for highways would produce still greater savings in the costs of motor-vehicle operation, and it would be sound economy to make them. The Federal-aid Program New records were set during the fiscal year 1949 in the volume of all classes of Federal-aid highway projects completed. The $762,913,-434 total cost and $401,968,109 of Federal funds involved in completed projects surpassed every previous year in the 33-year history of Federal aid. The total of 21,031 miles completed was exceeded slightly in the fiscal years 1934 and 1937 but actually represented a much greater physical achievement in view of the greater proportion of multiple-lane highways and grade-separation structures and higher general standards now required because of the greater speed and volume of present-day traffic. The year’s completions showed a considerable gain over the previous year, when projects having a total cost of $583,018,746, total Federal funds of $310,271,707, and total length of 18,222 miles were completed. Improvements completed during the fiscal year 1949 consisted of 6,485 miles of rural primary highways and 1,126 bridges at a total cost of $362,730,674; 13,605 miles of rural secondary roads and 1,613 bridges at a total cost of $244,973,999 (nearly 20 percent of this cost was for bridges) ; 497 miles of highway and 199 bridges in urban areas at a total cost of $139,243,727; and 444 miles of other construction, and 78 bridges, including work on roads in Federal areas, costing $15,965,034. Railroad grade-crossing improvements completed during the year included the elimination of 149 crossings of railroads 2 Figure 1.—Highway construction contracts awarded by State highway departments. at grade, reconstruction of 34 inadequate grade-separation structures, and the protection of 466 grade crossings by flashing-light signals or other safety devices. Total Federal payments to the States for work done during the fiscal year 1949 amounted to $399,399,857. The year’s accomplishments reflect a continuing gain in momentum of the postwar highway construction program. The steady acceleration in contract awards clearly illustrates the year-by-year increases in the size of the program. Expressed in terms of the $500 million annual authorization rate provided for the first 3 postwar fiscal years by the Federal-aid Highway Act of 1944, projects placed under contract have advanced from 36 percent of an annual apportionment in the fiscal year 1946 to 62 percent in 1947, 79 percent in 1948, and 81 percent in 1949. Contract awards in 1949 amounted to 91 percent of the current authorization rate of $450 million annually provided by the Federal-aid Highway Act of 1948 for the fiscal years 1950 and 1951. Work put in place amounted to 97 percent of a $450 million authorization. The total cost of Federal-aid projects on which contracts were awarded during the fiscal year 1949 was $765,175,073. Federal funds were allotted to these projects in the amount of $394,054,626, and 16,490 miles of construction were involved. New projects programed during the year amounted to $854,771,527 in total cost, of which $442,247,418 were Federal funds, for 18,833 miles of construction. These approved programs provided for 6,088 miles of rural primary highways having an estimated total cost of $402,680,791 ; for 11,177 miles of secondary roads costing $193,403,983; for 496 miles in urban areas costing $213,994,461; and for 1,072 miles of other construction, including roads in Federal areas, costing $44,692,292. The Federal-aid work of the year was financed almost entirely out of remaining portions of authorizations for the fiscal years 1946, 1947, and 1948. Due to numerous difficulties in launching postwar highway work, portions of these funds remained unused at the end of the fiscal years for which they were authorized. The period of availability was extended and no specific authorization was made for 1949. A considerable part of the Federal funds programed to projects during the year were from the $450 million authorization for the fiscal year 1950. These funds, provided by the Federal-aid Highway Act of 1948, were apportioned to the States and made available for new projects on September 1, 1948. The act also authorized a like amount of funds for the fiscal year 1951, to be apportioned not later than January 1, 1950. Projects under construction or approved for construction at the 4 end of the year provided for the improvement of 21,243 miles of construction at a total cost of $1,409,697,809, of which $726,646,827 were Federal funds. Tables in the appendix give detailed statistical information regarding accomplishments during the year and the status of the program at the end of the year. Classes of Federal-aid Work Postwar Federal-aid funds are provided for improvements to three classes of highways. The primary Federal-aid system.—Since 1921 successive Federal-aid authorizations have provided for improvement of main highways included in the primary system. Under postwar legislation, 45 percent of authorized Federal-aid funds have been designated for improvements to the primary system. Primary funds authorized for the fiscal year 1950 amount to $202,500,000. Provisions of the postwar legislation relating to the designation and improvement of a National System of Interstate Highways (a part of the primary Federal-aid system) are discussed at length in another section of this report. The secondary F ederal-aid system.—The policy of Federal assistance in the improvement of secondary and feeder roads, inaugurated in 1933, was continued in the postwar period, with 30 percent of authorized Federal-aid funds allotted to this work. Secondary funds in the 1950 authorization amount to $135,000,000. The Federal-aid urban system.—In recognition of the urgent need for relief from traffic congestion in and adjacent to our cities, 25 percent of the postwar Federal-aid authorizations is designated for improvements in urban areas. Urban funds authorized for the fiscal year 1950 amount to $112,500,000. In addition, primary system funds may be spent for urban improvements. Status of Work at End of Fiscal Year At the close of the year, the status of projects financed with postwar funds was as follows, in terms of Federal funds: Total apportionments, $1,889,375,000 (for years 1946, 1947, 1948, and 1950) ; total programs approved, $1,615,517,719; total plans approved and construction authorized, $1,252,139,913; projects placed under contract. $1,157,050,500; projects placed under construction, $1,104,770,449; work done, $890,107,000; and projects completed, $640,798,680. The balance of apportioned postwar funds available for programing of additional projects on June 30, 1949, was $273,857,281. Progress made in utilization of postwar Federal-aid funds is shown graphically in figure 2 for primary, secondary, and urban funds separately and in figure 3 for the three classes of funds combined. 5 FEDERAL F U N D S - M I L LI 0 N DOLLARS Figure 2.—Progress in approving programs, awarding contracts, and constructing projects financed with postwar Federal-aid primary, secondary, and urban funds. me 6 FEDERAL FUNDS - MILLION DOLLARS Figure 3.—Progress in approving programs, awarding contracts, and constructing projects financed with postwar Federal-aid funds; summary. JUL. 861546—50----2 7 The total cost of all postwar projects programed to June 30, 1949, including both Federal and State matching funds, was $3,219,887,489. Projects costing a total of $2,295,428,109 had been placed under contract, and the estimated total cost of work done was $1,773,463,000. Completed projects had a total cost of $1,261,712,238. As previously pointed out, mileage comparisons with former years do not give a true picture of the physical volume of work involved in the improvements. This is particularly true for urban projects, where four- or six-lane construction is often provided and more frequent and costly grade-separation structures are involved. Despite this, the total mileage of postwar projects is impressive. Over 42,000 miles of highway construction financed from postwar funds had been completed by June 30, 1949, and an additional 15,000 miles were under construction or under contract. Including projects in program or plans-approved status, improvements financed from postwar funds to June 30, 1949, totaled nearly 78,000 miles, over 12 percent of the combined mileage of the Federal-aid primary and secondary systems. Reorgan ization The Federal Property and Administrative Services Act of 1949 abolished the Federal Works Agency and transferred the Public Roads Administration to the newly created General Services Administration, effective July 1, 1949. The Public Roads Administration again became the Bureau of Public Roads, the name it bore from July 1, 1918, to July 1, 1939. On August 20, 1949, the President's Reorganization Plan No. 7 became effective and the Bureau of Public Roads became a part of the Department of Commerce. The National System of Interstate Highways It has been slightly more than 4% years since the National System of Interstate Highways was authorized by legislation (which also provided increased Federal aid for highways), and almost 2 years since routes of the system were formally designated. Much has been accomplished in these periods. Agreement between the States and the Federal Government on’the routes to comprise the main network of the Nation was in itself an important accomplishment, leading to concentration of effort on a national plan according to standards to be applied uniformly in every State. Agreement on these standards, after careful study of new research on traffic habits and needs, is another important accomplishment. Stimulated by these governmental acts, and by the widespread public dissatisfaction over highway inadequacies, congestion, and accidents, there has been a marked increase in the planning and construction of 8 major highway facilities, both rural and urban, that will form links in the interstate system. The number of Federal-aid projects initiated, and their dispersion, is illustrated by figure 4 (p. 54, 55). Many of these projects are for sections of urban expressways costing millions of dollars. A following section of this report describes outstanding Federal-aid projects under construction during the year, nearly all of which are on the interstate system. At the end of the fiscal year $1,252,139,913 of the funds authorized by the Federal-aid Highway Acts of 1944 and 1948 had been assigned to projects of all classes approved for construction or in a more advanced stage. Of this amount, $269,754,356, or 22 percent, was for interstate system improvements having an estimated total cost of $540,246,296. These interstate system improvements included 2,917 miles of highways (nearly 8 percent of the total system mileage), 981 bridges, and the elimination of 120 railroad grade crossings. Progress in initiating and planning wide and safe rural highways and urban expressways has been at a rate greater than ever before. The general interest aroused in such improvements and the many organized public groups working to obtain them is evidence that the program has gained large momentum. However, any feeling of satisfaction with the present rate of progress or thought that traffic troubles on main highways will be solved within a few years disappears when one compares what needs to be done on the interstate system with the rate at which work is being done. Deficiencies of the system and the cost of correcting them are stated in the report entitled “Highway Needs of the National Defense,” transmitted to Congress by the President at the end of the fiscal year. The report was prepared by Public Roads with the assistance of the State highway departments, which made detailed studies of the condition of the system and estimates of the cost of improvements. The system as designated by the States in cooperation with Federal authorities includes 37,800 miles—31,831 miles in rural areas and 5,969 in urban areas. Approximately 2,200 miles of the 40,000 miles authorized have been reserved for connections through cities and circumferential routes around them. The system includes the most important highways of the country. All but 1,900 miles of the 31,831 miles of the system in rural areas require improvement to bring these routes up to standards recommended for existing volumes of traffic. Of the 5,969 miles of roads and streets in urban areas, all but 398 miles require some degree of improvement. Of the 10,050 bridges on rural sections of the system, only 483 are completely adequate. Although the system includes only 1 percent of the country’s total 9 mileage of roads and streets, its rural sections serve 20 percent of the traffic carried by all rural roads. Its urban sections, as thus far designated, serve more than 10 percent of the traffic moving over all city streets. Since these main highways carry a sizable portion of the Nation’s traffic, they should be among the first considered for improvement. Some sections of the system have been reconstructed since the war, but large portions of the system are seriously obsolescent and are not suitable, either in surface conditions or in design, for the great number of vehicles attempting to use them. The present overcrowding of arterial routes is attributable to the fact that motor-vehicle traffic in the postwar years has increased faster than the rate of highway improvement. The interstate highway system, the report indicates, is most deficient in sight distances and in the width of pavements, shoulders, and bridges. The estimated cost of proposed improvements to correct deficiencies and to adapt the system to the needs of its present traffic is $11,266,000,000, based upon construction costs in 1948. Of this sum, $5,293,000,000 would be expended on sections of the system within the urban areas of cities of 5,000 or more population, and $5,973,000,000 would be assigned to projects on rural sections. As improvements are undertaken, the report states, ample provision should be made for the increased traffic volumes that may be anticipated over a period of 20 years. This may increase the cost of improvements to some extent, but not greatly. Capital requirements of such magnitude obviously cannot be met from the revenue of a single year. The improvement is needed now. In part it can be deferred, but deferral means the acceptance of greater costs in lives, in inconveniences, and in the actual expense of vehicle operation. Correction of existing deficiencies by measures at least as costly must be made in any case whenever in the future further improvement is undertaken on the roads and streets now forming the system. In a period no longer than 20 years, such improvement must be undertaken on every mile. If the system is to be brought to a state of adequacy in this longest reasonable period, a capital investment averaging probably more than $500 million per year will be required. No less provision can be economically justified. Completion of proposed improvements on the interstate highway system in a period far shorter than 20 years would result in much greater economic and social benefits, according to the report. Needs of the national defense require a substantially more rapid improvement. 10 Mileage of the interstate highway system and estimated costs of improvements proposed, by States State Mileage of the system, when improved Estimated total cost of improvements proposed Rural Urban Total Rural Urban Total Alabama .. _ - 826.2 64.6 890.8 $73,306,050 $14,670,200 $87, 976, 250 Arizona .. .... 1,123.3 13.6 1,136.9 80,579,000 11,529,000 92,108,000 Arkansas ' 476. 5 41.3 517.8 58, 752,400 19,536,800 78,289,200 California . 1,714.2 186.3 1,900.5 552, 672,000 616, 755,000 1,169,427,000 Colorado .... . . 627.1 34.6 661.7 39,175, 883 33,117,640 72, 293, 523 Connecticut 163.3 99.1 262.4 63,596,000 155,706,000 219,302,000 Delaware . ..... 22.9 2.6 25.5 25,019,500 24, 409,000 49, 428, 500 Florida - . - 1,012.6 128.6 1,141.2 63,137,100 52,125, 400 115,262, 500 Georgia 1,027.3 83.3 1,110.6 103,148, 750 72, 578, 835 175,727,585 Idaho .. 608.2 8.7 616.9 46, 773,000 3; 470,000 50,243,000 Illinois _ 1,314.1 226.8 1,540.9 321,168,042 535', 209, 461 856,377, 503 Indiana ..... . 906.0 159.4 1,065.4 139; 233, 570 250,203,840 389,437,410 Iowa - 640.5 29.7 670.2 68, 935, 700 9, 413,000 78,348, 700 Kansas 672.8 28.7 701.5 71' 698,390 18' 085,000 89, 783,390 Kentucky 578.8 69.6 648. 4 100,534, 698 81,398,001 181,932,699 Louisiana . .. .. _ 470.7 126.4 597.1 89,065,900 131' 944,000 22L009,900 Maine _ 277.8 22.6 300.4 43,740,000 30,431,000 74,171,000 Maryland. .... ._ 219.8 45.7 265. 5 140, 493,484 10L784,296 242,277, 780 Massachusetts 176.8 159.0 335.8 112,783,600 339,112,500 451,896,100 Michigan 894.1 68.4 962.5 181,335,450 235' 063’ 700 416,399,150 Minnesota __ _ 766.9 83.6 850.5 58,395, 501 103,115, 543 161, 511,044 Mississippi - 569.3 121.7 691.0 62^017,800 26, 122^ 000 88,139, 800 Missouri - - 1,032.8 38.0 1,070.8 133, 579,990 101.704,000 235,283, 990 Montana - - - 1,217.4 26.3 1,243.7 108, 507,450 8,097,000 116,604,450 Nebraska . . 453.9 6.7 460.6 40,869,000 7,370,000 48,239,000 Nevada _ 526.3 11.0 537.3 17, 940,300 1,628,000 19, 568,300 New Hampshire . . .. 169.0 32.0 201.0 26, 910,000 13, 419,000 40,329,000 New Jersey 90.3 102.1 192. 4 59' 703, 300 344’ 350,100 404,053,400 New Mexico . 989.7 22.8 1,012.5 52,257,000 5,852, 700 58,109, 700 New York .. 962.3 72.0 1,034.3 643,146,000 219,135,000 862, 281,000 North Carolina 637.0 75.7 712.7 42, 993,000 29,864,000 72,857,000 North Dakota 478.8 19.5 498.3 29' 365,120 15,785'600 45,150, 720 Ohio . . ... 999.8 216.6 1,216.4 396,185,000 362, 406,000 758, 591,000 Oklahoma . 734.4 45.7 780.1 136, 767, 500 29, 650,000 166^417,500 Oregon _ 675.2 27.8 703.0 94' 450,000 23^ 465,000 117, 915,000 Pennsylvania ... _ _ ._ 1,025.9 331.0 1,356.9 528,013,000 398, 566,000 926,579,000 Rhode Island 23.4 25.2 48.6 6,082,000 79, 925, 976 86,007,976 South Carolina 604.5 92.5 697.0 39,425, 750 80,143,000 119,568, 750 South Dakota _ _ . _ 499.5 15.2 514.7 40,196,800 4, 638,000 44, 834, 800 Tennessee . 967.2 77.7 1,044.9 172,634,734 69,022, 782 241,657, 516 Texas ..... 2, 573.0 191.8 2, 764.8 286, 883, 400 149,104,200 435,987, 600 Utah 672.3 31.8 704.1 61,208,300 23,045,000 84,253,300 Vermont .. ... 311.4 28. 4 339.8 47, 508, 220 6,910,300 54,418,520 Virginia 844.6 57.1 901.7 170, 536,000 36,773,000 207,309,000 Washington _ 521.0 58. 5 579.5 118, 363,500 66,096, 600 184, 460,100 West Virginia 165.7 46.2 211.9 94, 514, 500 112,095,000 206, 609, 500 Wisconsin . 424.4 24.7 449.1 75,025,050 52,178, 950 127,204,000 Wyoming ... 949.0 23.7 972.7 54,309, 750 5, 759,910 60,069,660 District of Columbia ... 16.6 16.6 180,670,000 180,670,000 National totals 33,638.0 3, 520.9 37,158.9 5, 972, 936,482 5, 293,435,334 11,266,371,816 Federal funds authorized for the improvement of routes in the primary and urban Federal-aid systems are currently being assigned to projects on the interstate highway system at the rate of approximately $75 million annually. In order to provide for the development of the system at a rate not slower than the essential minimum, the report suggests that Congress consider the advisability of authorizing additional Federal appropriations which would be ear 11 marked for expenditure only on rural and urban routes in the interstate highway system. Funds so authorized should be apportioned among the States in such proportions as to permit substantially equal progress in the correction of existing deficiencies in all States. The report recommends that, in view of the extraordinary interstate and national interest attaching to the system, Federal participation in the cost of improvements should be in a ratio greater than the normal 50 percent authorized by existing highway legislation. The table on page 11 shows the mileages of rural and urban portions of the system as they would be improved, and the costs of improvement. Improvement of Urban Highways Improvement of main urban arteries was accelerated greatly during the year. In large cities in every part of the country big projects to eliminate major traffic congestion passed from the preparatory stages to active construction. Many were so far advanced as to still some of the complaints of drivers by the prospect of early relief. Everywhere State highway departments, city engineers and officials, and public groups were active in one way or another, seeking to obtain relief from the traffic congestion that has become perhaps the greatest problem of our cities. The Federal policy of aiding the cities in solving their traffic difficulties, adopted in 1914, and the increased State participation in urban highway work, gave strong reinforcement to the efforts of the cities themselves. By comparison with what was done in prewar years work on city expressways and arterial routes was booming. However, when the size of the current construction program and that in prospect is compared with the urgent highway needs of our cities, all optimism disappears. On the National System of Interstate Highways alone 3,500 miles of urban improvements are needed at a cost in excess of $5 billion. Construction will have to be greatly accelerated if these most needed of urban improvements are to be provided within a reasonable period of years. While the total cost of making urban improvements is large, the price that will have to be paid per mile of vehicle travel is small in comparison with the many costs of tolerating the present congestion and delay. If the vehicles using the portions of the interstate system in cities paid only II/3 cents per mile of travel over a 20-year period, this would be sufficient to provide the highest type of modern facilities. This estimate is based on the 1948 volume of traffic. With the traffic that is likely to develop, it is probable that little more than 1 cent per mile of travel would be sufficient. The urgent need for major highway improvements in every city 12 gives rise to difficult problems in administration. Every city wants all the improvements possible and wants them now. There is considerable pressure upon State authorities to spread available funds too thin in too many places rather than to make the necessary concentration of funds for permanent solution where congestion is worst. Public Roads has emphasized the importance of applying Federal-aid urban funds to projects that will give a permanent solution where congestion and accidents are greatest. Attention is being centered more and more on this class of work. Progress is being made on the designation of urban Federal-aid systems for the larger cities, and to the extent that personnel is available, assistance is being given in planning and design studies for large projects. Of the $472,343,750 Federal-aid urban funds apportioned to the States 79 percent has been programed, 56 percent has been allotted to projects for which plans are completed and approved, and 46 percent is involved in projects which are under construction, or have been completed. In city after city there is increasing visual evidence of construction activity on projects which will make their contribution to reducing the economic loss and hazard of urban congestion. Work on Outstanding Projects Considerable progress was made during the year in the improvement of rural and urban sections of routes in the National System of Interstate Highways and on other primary highways not included in the system. The following Federal-aid projects are segments of a long-range program to bring heavily traveled routes up to modern standards of design. New Hampshire improves scenic routes.—During the fiscal year the New Hampshire State Highway Department continued to improve popular scenic routes over which large numbers of out-of-State tourists motor during the summer. One of the most important improvements completed was the relocation of a 2-mile section of U S 3 at Meredith, on the western tip of Lake Winnipesaukee. Known locally as the Daniel Webster Highway, U S 3 extends from the Massachusetts State line on the south to Canada on the north, traversing the State’s industrial centers, lake regions, and mountain areas. At Meredith, the old location pitched down a long hill with steep grades to a dangerous railroad grade crossing and continued with a narrow pavement through the busy lakeside village where through traffic and traffic incident to local trading combined to create a bottleneck. The new section of highway provides an easy descent of the hill on a location that opens up scenic vistas over the beautiful lake region to 13 the north and west. Traffic now crosses the railroad on a reinforced concrete overpass and avoids Meredith’s crowded Main Street on a sweeping lake-shore drive. The only major intersection remaining is protected by traffic signals. The project was completed at a cost of $570,000, of which the Federal share was $350,000. Connecticut extends Wilbur Cross Highway.—Connecticut State Route 15, comprised of the Merritt Parkway, the Wilbur Cross Parkway, and the Wilbur Cross Highway, is one of the most heavily traveled routes in the country. 'The Merritt and Wilbur Cross Parkways were completed before the war. 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 until its completion in 1948. The highway extends from the Charter Oak Toll Bridge in East Hartford to the Massachusetts line, a distance of 33.8 miles. Its construction was financed with Federal aid. The first 9.3 miles out of East Hartford is a divided highway with grades at all cross roads separated. The remainder of the route is a two-lane highway with controlled access. Daily traffic varies from 16,500 at East Hartford to 6,000 at the Massachusetts line. New York State improves Cherry Valley Turnpike.—In the fall of 1948 the New York State Department of Public Works completed a four-lane divided highway, with two 12-foot lanes in each direction, on the section of U S 20 between Morrisville and Cazenovia, a distance of 12.6 miles. The cost was $2,598,000. Originally known as the Cherry Valley Turnpike, U S 20 is one of the main east-west highways through centra] New York State. It extends from Albany to Auburn, where it connects with State Route 5, and serves large volumes of through traffic between Albany and Syracuse. The improved section from Morrisville to Cazenovia replaced an 18-foot concrete highway built in 1925, which had narrow shoulders, poor alinement, and limited sight distances. This improvement completes the reconstruction of the entire route with the exception of an 8-mile section near the village of Cherry Valley, which has been programed for reconstruction in 1950. Progress onU S1 in New J ersey.—Reconstruction of U S 1 between Elizabeth and the Pulaski Skyway as a “dual-dual” or eight-lane con-trolled-access highway was continued during the year. A section 2.5 miles in length was opened to traffic in 1949. The old highway between Newark Airport and the Pulaski Skyway was converted into a one-way road for southbound traffic. An entirely 14 new road, including 12 bridges, was built to carry four lanes of northbound traffic, at a total cost of more than $7,000,000. At the end of the fiscal year preparations were being made for repaving the southbound roadway, which had virtually worn out under the heavy pounding of traffic. This section of U S 1 carries an average of 60,000 vehicles daily. This is probably the heaviest traffic on any section of highway in the world. P enn-Lincoln Parkway in Pennsylvania.—The Squirrel Hill tunnel in Pittsburgh, a link in the Penn-Lincoln Parkway, stands out as a major engineering feat. Twin tubes were being driven through Squirrel Hill and, when completed, will eliminate the steep grades and hazardous curves which, for many years, have impeded the movement of traffic on U S 22 into and out of Pittsburgh’s downtown business district. New bridge in Akron.—A new high-level bridge spanning the Cuyahoga River in Akron was opened to traffic on July 13, 1949. The structure replaces a bridge that had deteriorated to such an extent that load limits had to be reduced and speed limited to 10 miles an hour. This improvement, constructed as an urban highway project, was completed at a cost of approximately $2,000,000. It is a section of the main highway connecting southern Ohio and Cleveland. Interstate route through Chattanooga.—A section of U S 27 through Chattanooga, Tenn., a route in the interstate highway system, was reconstructed during the year as a four-lane divided highway. U S 27 passes through the Chickamauga National Military Park south of Chattanooga, and traverses Tennessee northward to the Kentucky State line. The volume of traffic using this highway, as indicated by counts taken before improvement of the urban section was started, averaged 10,775 vehicles daily. Twenty percent of this total consisted of trucks. The volume of traffic in peak hours has greatly increased since the roadway was widened. Reconstruction included grading, draining, and a concrete pavement 72 feet in width, with curbs, gutters, and 6-foot sidewalks throughout the length of the project. There are two 12-foot traffic lanes and an 8-foot parking lane on both sides of the 4-foot corrugated median strip. The project, 3 miles in length, was completed at a cost of $974,077, excluding the cost of right-of-way. District of Columbia.—Three important projects financed with Federal-aid funds in the District of Columbia were in advanced stages of construction at the end of the fiscal year. These were the Connecticut Avenue underpass at Dupont Circle, the Potomac River bridge adjacent to Highway Bridge at the foot of Fourteenth Street, and the K Street connection with Francis Scott Key Bridge, known as the Whitehurst elevated expressway. 861546—50---3 15 The Whitehurst elevated expressway connection with the Francis Scott Key Bridge, designed to relieve traffic congestion in the historic Georgetown section of Washington, is the first stage of a long-range plan for the development of an east-west trunk highway across the city, part of which will be built as a depressed expressway. The elevated section of the highway, constructed at a cost of approximately $3,500,000, takes the heavy traffic off the east end of Key Bridge across the Potomac River and carries it to Washington Circle on Pennsylvania Avenue, where it is now distributed to other streets. Piers for the new bridge across the Potomac at the foot of Fourteenth Street were completed and part of the steelwork installed. This is the first of two Potomac River bridges designed to eliminate the worst traffic bottleneck on U S 1 out of Washington. The new bridge, when completed, will carry northbound traffic from Virginia into the District of Columbia. Its twin eventually will replace the old Highway Bridge and provide the river crossing for southbound vehicles. Shirley Highway in Virginia.—A fourth major project serving District of Columbia traffic, an extension of the Shirley Memorial Highway from a point south of the Pentagon highway network to Woodbridge, Va., was approaching completion. The new section was opened to traffic on September 6,1949. Planned as part of the Pentagon network, the northern end of this four-lane expressway between Washington and the Pentagon and a 2-mile section south of the Pentagon were completed early in the war period. Construction of the remainder of the highway was postponed until after the war. The new highway, named for the late Henry G. Shirley, former Virginia Highway Commissioner, is 17 miles long. Intersecting roads are carried across the highway on concrete bridges, with cloverleaf intersections. The highway connects with U S 1 at Woodbridge, providing an alternate route around Alexandria, and effects a saving of approximately 12 minutes in normal driving time as compared with the old section of U S 1 through Alexandria. It is expected to absorb about 80 percent of the traffic between Woodbridge and Washington. Rural and urban projects in North Carolina.—An outstanding improvement on the interstate system in North Carolina is the alternate route on U S 158 around Henderson. This route crosses the State from the South Carolina line to Virginia by way of Gastonia, Charlotte, Greensboro, Durham, Henderson, and Norlina. The improved section, approximately 7^ miles in length, extends from a point near the Granville-Vance County line to a point three-quarters of a mile north of Henderson, where it connects with U S 1. 16 The old route had a 16-foot pavement originally constructed in 1928, with sharp curves and limited sight distances throughout most of its length. It passed through the business section of Henderson, along streets too narrow for the volume of traffic and for parking requirements. The highway on the new location is to consist of two 12-foot lanes on a right-of-way 200 feet wide, which will provide space for a future divided highway consisting of four 12-foot lanes with a median strip 2% feet wide. The work of clearing and grading the right-of-way and constructing an overpass at the intersection with State Route 39 was completed in May 1949, and at the end of the fiscal year the State Highway and Public Works Commission was preparing to let the contract for surfacing. It is expected that this new route will carry practically all of the traffic between Oxford and Henderson and all traffic on U S 158 seeking to avoid Henderson. The through traffic will save 1.3 miles in travel distance. An important urban project completed in North Carolina during the year was the first section of a relocation of U S 74 in Charlotte. The project extended from Morehead Street in an easterly direction to the junction of East Seventh Street, a distance of 1.6 miles. The improvement consists of four 12-foot undivided travel lanes and two 10-foot parking strips, with curb and gutter. The total cost, including right-of-way, was approximately $1,230,000. A second section of the relocated route was under construction at the end of the fiscal year. Combining the practical and spectacular, the new bridge which is being constructed across French Broad River at Asheville will solve a knotty traffic problem. The French Broad River is a natural barrier separating Asheville from the western section of the State, which is gaining in popularity both with tourists and industry. The river also separates Asheville from its largest suburb, West Asheville. The new bridge will provide a direct connection 3.5 miles in length between Asheville’s business district and U S 19 and U S 23 near the city limit of West Asheville. The span and immediate approaches have four traffic lanes. Total cost of the project is estimated at $1,750,000. Myrtle Beach road in South Carolina.—A 19.3-mile section of U S 501, serving Myrtle Beach and adjacent coastal areas, was approaching completion at the end of the fiscal year. The new construction, costing about $500,000, shortens the distance to Myrtle Beach by 2 miles and is expected to eliminate most of the 30 to 40 traffic accidents that have occurred annually in recent years on this section of road. The project was an extension of improvements made on 11.4 miles of an adjacent section of this highway in 1948. 17 The Whitehurst elevated expressway, first link in an east-west highway to be developed across Washington, D. C. Progress on Atlanta expressway.—Construction was started during the year on the proposed 32-mile expressway system in Atlanta, Ga. The first section consists of 1.4 miles of depressed expressway with six traffic lanes, three in each direction, a median strip, and four overpasses. The cost of construction will be approximately $1,700,000. The right-of-way is being obtained by the city of Atlanta at a cost of more than $1,000,000. The project is part of the Atlanta north-south expressway system serving traffic on six intersecting routes of the National System of Interstate Highways. The expressway extends through the metropolitan area and skirts the central business district on the north, east, and south. When completed, it is expected to carry about half of the traffic now using congested streets in the business district. Additional construction plans were being prepared so that work on the project will be continuous. 18 Parking congestion in the downtown area adjacent to the expressway will be relieved by the construction of four parking garages and the opening of additional parking lots by private enterprise. Another important highway project under construction in Georgia at the end of the fiscal year was the Marietta-Cartersville-Calhoun section of the Atlanta-Chattanooga route (U S 41) in the interstate highway system. This highway traverses the semimountainous area of north Georgia and carries traffic volumes of 3,000 to 7,000 vehicles daily, including heavy truck traffic, operating on 18-foot pavements with sharp curves and inadequate sight distances. At the end of the fiscal year the Marietta-Cartersville section was being rebuilt as a four-lane divided highway, with two 12-foot lanes in each direction. The Cartersville-Calhoun section is being rebuilt as a two-lane highway, with a 24-foot surface, and provision ultimately for a four-lane divided highway. The new location avoids many towns and small cities, thus relieving traffic congestion and permitting the use of existing highway facilities for the conduct of daily business. Highway construction in Florida.—The Florida State Road Department is striving to relieve traffic congestion along the East Coast Highway (U S 1) by programing the greater portion of its Federal-aid urban funds on sections of the route through Jacksonville, Daytona Beach, and Miami. Traffic is now using 9.2 miles of six-lane divided parkway in the three cities. These improvements were constructed at a total cost of $1,918,000, of which $907,000 was Federal funds. These figures include right-of-way costs on three of the four projects. Grading and the construction of bridges on 7.1 miles of the route north from Miami were approaching completion at the end of the fiscal year. A contract for paving 5.7 miles of highway north of the Daytona Beach improvement was scheduled to be let at an early date. A 3-mile stretch on a route in the interstate system, which passes through a congested warehouse district in Tampa, was opened to traffic during the year. The four lanes of concrete paving were completed and auxiliary and parking lanes on either side were under construction at the end of the year. The program for improvement of Federal-aid primary routes outside of cities in Florida has been developed in a logical manner. A. number of sections of existing pavements on U S 1 along the east coast were rehabilitated and widened immediately after the war. Where traffic conditions warranted, parallel lanes with parkways between the rehabilitated pavements and the new lanes were constructed. The Gulf Coast Highway (U S 19) is being developed south toward St. Petersburg. A major relocation has been made on a section of this 19 route. Part of the construction has been accomplished with Federal-aid funds, and part with State funds only. A “center of the State” highway also is being developed. This route passes around nearly all towns and cities, and eventually will become the State’s most important high-speed trucking route. A right-of-way 200 feet wide has been acquired throughout the route to allow for future construction of a four-lane divided highway. Products to be hauled are winter vegetables and beef cattle from the Everglades, citrus fruits from the Indian River and Ridge sections, winter strawberries from the upper Ridge section, and fish from the Atlantic, the Gulf of Mexico, and Lake Okeechobee. At the end of the year, 26.2 miles of 24-foot pavement had been opened to traffic on this route. Total cost of the project was $954,000. The Federal contribution amounted to $477,000. Direct cross-State routes are being developed through Orlando and from Fort Myers to West Palm Beach. Three projects totaling 30.5 miles of new pavement on new alinement were opened to traffic on these routes during the past year. Railroad underpass completed in New Orleans.—The first of a series of grade-separation structures on U S 90 in New Orleans, made necessary by the Union Terminal Station development and the relocation of railroad tracks in New Orleans, has been completed at a cost of approximately $467,500. Because of encircling lakes and the Gulf, U S 90 is the only approach to New Orleans from the east. The average daily traffic volume of this route is around 20,000 vehicles. The Southern Railway operates 28 passenger and freight trains over the crossing daily. Several fatal and numerous minor accidents have occurred at the crossing, even though the speed of the trains was reduced to an uneconomic minimum. The four-lane divided highway beneath the railroad overpass consists of two strips of pavement, each 30 feet wide, with an overhead clearance of 15 feet. The length of the project is slightly over three-tenths of a mile. Arkansas concentrates on rural highways.—Improvement of routes of the Federal-aid primary system in Arkansas was continued in the fiscal year 1949. The Texarkana-Garland City project is typical of the construction accomplished on the State’s principal highways. This project, consisting of the relocation of a 13.8-mile section of U S 82 near the Arkansas-Texas State line, provides a long-needed improvement on an important cross-State route. The high-type asphaltic surface, wide shoulders, gentle grades, and flowing curves afford a safe and convenient thoroughfare for motorists. The improved section, designed for a speed of 60 miles an hour, was completed at a cost of $615,000. 20 Tracks of the Southern Railway are carried over V S 90 on this structure near the business section of New Orleans. Construction of a bituminous surface on 8.5 miles of U S 79 in eastern Arkansas was completed in the summer of 1948. This highway traverses fertile bottom-lands west of the Mississippi which are frequently flooded by high waters from the L’Anguille and St. Francis Rivers. The project, completed at a cost of about $916,000, including bridges, provides an excellent all-weather route for traffic traveling in the area and a safe evacuation route for the rural population during periods of high water. It is the initial phase of the State’s long-range program to construct an adequate hard-surfaced road along that section of U. S. 79 which crosses the flat area of eastern Arkansas. The old road has often been impassable during winter and spring months. Urban expressways in Texas.—Texas continued to concentrate all available Federal-aid urban highway funds on expressway projects in its four major cities, San Antonio, Houston, Dallas, and Fort Worth, in an effort to relieve traffic congestion in these cities. The progress made has attracted wide attention. Three miles of a six-lane controlled-access freeway with service streets and 1 mile of a four-street expressway system have been completed in Houston; 2 miles of a six-lane freeway in Dallas were scheduled to be opened to traffic in August 1949; and 2 miles of four-lane freeway in Forth Worth were nearing completion at the end of the fiscal year. A three-quarter mile section of a four-lane freeway in San Antonio was scheduled to be completed in July 1949. Additional work was under construction in all four cities. Construction of a north-south route known as Central Expressway was under way in Dallas. The route follows the line of the old Houston & Texas Central Railroad, skirting the business district on the east. 21 The new Gulf Freeway through Houston, Tex. The parallel side roads serve local traffic movements. 22 On March 3, 1947, the first section of the old Houston & Texas Central (now the Texas & New Orleans) railroad tracks was removed from the right-of-way. The first construction work on the expressway route was started at the Hall Street underpass on January 31, 1947. Forty-three percent of the expressway was under construction or had been completed by June 1, 1949. An additional 2-mile section was scheduled to be opened to traffic by midsummer, 1949. The project as a whole is scheduled to be completed in 1950. When the four- and six-lane expressway is completed, it will save 1.3 miles in the distance required to travel across Dallas and will cut down the travel time by more than 22 minutes. Savings in cost of vehicle operation are expected to equal the $18,000,000 cost of the project in less than 10 years. Relocation of U 8 77 in Sioux City, Iowa.—The section of U S 77 through Sioux City was being relocated at the end of the fiscal year. The new highway extends along the Missouri River for a distance of 3.4 miles, avoiding the Sioux City business district and a large portion of the residential area. It was located on waste land along the river bank and consequently there are no intersecting streets. Two railroad grade crossings and several sharp curves on the old highway have been eliminated. Expressways in Detroit.—Start of construction on the John C. Lodge and the Edsel Ford expressways in Detroit was noted in the 1947 annual report. The John C. Lodge expressway extends at a right angle from the Detroit River in the downtown business district to the northwestern section of the city. The Edsel Ford expressway (formerly called the Crosstown expressway) runs from the southwest limit of the city across town to the northeast section. An elaborate traffic interchange is planned at the intersection of the two expressways. Since the beginning of work on the John C. Lodge and Edsel Ford expressways, projects costing approximately $10,300,000 have been placed under construction or completed. Practically all the right-of-way for the John C. Lodge expressway and about 80 percent of the right-of-way for the Edsel Ford have been acquired. Expenditures for right-of-way total about $14,000,000. The rights-of-way are being-cleared as needed for immediate construction. Chicago-Detroit expressway.—A 9-mile section of a proposed expressway from Chicago to Gary, Ind., which eventually will be extended to Detroit, was placed under construction. This project, scheduled to be completed in 1950, is part of a 27-mile express highway, now in the planning stage, which will extend from Chicago to a connection with an existing four-lane highway east of Gary. The 8 miles of this highway in Illinois and the 19 miles in Indiana will be built at an estimated cost of $45,000,000. 861546—50- 23 4 Improvements in Minnesota.—A program of widening and resurfacing the 18-foot concrete pavement on U S 61 between St. Paul and Duluth was started by the Minnesota Department of Highways in 1948. At the close of the fiscal year four contracts had been let, covering the reconstruction of 27 miles of highway between Forest Lake and North Branch and between Beroun and Freisland, at a total construction cost of $1,210,000. The new bituminous surface will be 24 feet wide, with broad shoulders. In resurfacing the highway, the greatest possible use of the old concrete surface was made. The so-called “spiral bridge” crossing of the Mississippi River at Hastings, Minn., on U S 61 about 18 miles south of St. Paul, is being replaced with a concrete and steel bridge that will have a center span 514 feet in length. The new bridge is being built on a location one block west of the existing bridge. It will be of the high-level type to permit full clearance for river navigation, and will be completed at an estimated cost of $2,000,000. Projects in California.—Present estimates indicate that the 6.9-mile section of the Eastshore Freeway under construction between the south city limits and the intersection of Sixth and Oak Streets in Oakland will cost approximately $17,000,000, or an average of $2,500,000 per mile. This section of the freeway throughout most of its length is a six-lane divided highway designed for a peak-hour traffic of 3,000 vehicles. Structures include 10 bridges, 9 overcrossings, and 2 underpasses. Work on the project, with the exception of the San Leandro Creek bridge, is expected to be completed in 1950. The California Department of Public Works has recently completed, at a cost of $1,641,000, the grading, paving, and structures required to provide 2.1 miles of six-lane divided freeway to replace a portion of the Bayshore Highway between South San Francisco and a point south of Colma Creek. This urban project includes two railroad overpasses and several grade-separation structures. The highway is one of the main southern approaches to San Francisco, and also is part of the route to the San Francisco airport. Traffic is expected to reach 35,000 vehicles per day within 10 years. A section of four-lane divided highway which eventually will be extended through Fresno from the south to the north has been completed. This section, 1.2 miles in length, provides a new freeway entrance to Fresno from the south. It was built at a cost of $1,437,000. Traffic on this section of highway is heavy, amounting to 19,000 vehicles per day at one point. It was opened to traffic in March and up to the end of the fiscal year it had been free of any accidents. The section of U S 99 just north of Bakersfield has been reconstructed for a distance of 3.37 miles as a four-lane divided freeway, at a cost of $1,350,000. Structures include a rotary interchange at the 24 A section of the Eastshore Freeway, one of the main southern approaches to San Francisco. 25 Pierce Road intersection and two overpasses to carry traffic across the Southern Pacific main line and a spur track. Existing traffic lanes and structures were used, where possible, as part of the new four-lane facility. New Columbia River Highway in Oregon.—The Oregon State Highway Department has completed the first 30-mile section of a new waterlevel highway extending up the Columbia River gorge. The old highway, located on top of bluffs overlooking the gorge, is a winding, hazardous route which was inadequate for the volume of traffic using it. The Federal-aid Primary System Improvement of the primary system of Federal-aid highways has been a major activity of the Puhi ic Roads Administration and the State highway departments since 1921. Work on the most used parts of this system is described in other sections of this report under the headings relating to outstanding projects and the National System of Interstate Highways. The emphasis given to outstanding and spectacular projects is war-ranted because of the great volume of traffic to be served by them, but this emphasis should not obscure the importance of remaining portions of the system—the main highways interconnecting cities of all sizes. The Federal-aid primary system as now designated includes 233,285 miles. For the greater portion of this mileage two-lane highways will be adequate for a considerable number of years to come. However, conditioning these two-lane roads for the safe and expeditious movement of modern vehicles presents one of the major problems to be solved. Because of the large accumulation of worn-out surfaces that cannot be maintained at reasonable cost, it is not surprising to find most of the State highway departments assigning funds to obtain the maximum mileage of resurfacing and widening. Bold relocations and grade reductions involving large quantities of excavation are generally being avoided except where their need is imperative. The greater portion of the mileage of reconstruction provides no more than a new riding surface of two-lane width. Frequently, however, there is widening to bring the highway up to present standards for two lanes. The problem of replacing surfaces on the Federal-aid system as they wear out and can be kept in use only through very high expenditures for maintenance is a serious one. For rural portions of the Federal-aid system the average age and the percentage expected to wear out in the next 10 years are as follows: 26 Average age, Percentage of mileage that will in years wear out in next 10 years Low-type surfaces--------------- 10. 6 93. 5 Intermediate-type surfaces------- 8. 2 74. 0 High-type surfaces-------------- 13. 5 44. 0 All types__________________ 10. 7 64. 4 Large expenditures on these highways is inevitable, either for maintenance when it would be more economic to reconstruct, or for reconstruction. There is danger that lack of funds will create too much tendency toward resurfacing alone when correction of grades and curvature is necessary for complete modernization. During the year there were a number of minor adjustments of the Federal-aid primary system. Some sections of highway formerly in the system but which have not developed a traffic importance that justified continued inclusion have been transferred to the Federal-aid secondary system. Such transfers have been more than offset by the addition of mileage found to be qualified. It seems probable that the Federal-aid primary system has attained a close approximation of its proper size, and marked changes in mileage are not to be expected in the near future. Joint Planning of Location of Highways and Airports Excellent progress has been made in carrying out the provisions of section 11 of the Federal-aid Highway Act of 1944, relative to highway access to airports. Under the terms of this act, Federal funds may be used for the reconstruction or relocation of highways on the Federal-aid system which give access to airports, provided the Public Roads Administration and the State highway department have Many old and dangerous bridges on main highways are being replaced in the Federal-aid program. This bridge across the New River is at Radford, V a., on V S 11. 27 concurred with officials in charge of the airport that the proposed airport and highway improvements are in the public interest. Through the cooperation of the Civil Aeronautics Administration, applications for concurrence have been submitted to Public Roads— and have been acted upon by the State highway departments and Public Roads—for more than 1,100' airports. The effect of this legislation has been to bring about joint planning of the location of airports and highways for better and quicker access, a saving in construction funds, and greater safety to both highway and air transportation. Improved design standards for the location of runways adjacent to highways, for greater safety, were developed and adopted through the joint activities of Public Roads and the Civil Aeronautics Administration. In many instances the examination of the applications for concurrence has disclosed the existence of conditions requiring correction when improvements to the airport or adjacent highway are undertaken, frequently involving safety as well as savings in cost and improvement of service. This phase of the problem is receiving constant attention. Secondary or Farm-to-Market Roads An appraisal of the accomplishments in the Federal-aid secondary program since its activation by Congress on October 2, 1945, requires some retrospection. The Federal-aid Highway Act of 1944 authorized $150,000,000 for each of the first 3 postwar fiscal years for Federal aid in the improvement of principal secondary or farm-to-market roads. The act required that the funds be applied on a system of principal secondary or farm-to-market roads to be selected by the State highway departments in cooperation with local highway officials. Because it was a new program, launched under early postwar conditions, many of the States found it difficult to find the engineering personnel to organize for the task. The complete absence of engineering personnel in over two-thirds of the counties made it necessary for many States to provide engineering assistance. Progress during the first 2 years of the program was delayed by organizational problems and shortages of equipment, materials, and men. With experiences of the first 2 years of the program as a background the progress made during the fiscal year 1949 is considered to be excellent. The following is an account of progress, both in physical improvement of the secondary system and in the administrative steps taken in the establishment of the new cooperative Federal-Statecounty relations made necessary by the program. Careful selection of routes to be included in the systems so as to 28 give the maximum of service to rural residents was continued by the State highway departments in cooperation with local highway officials in accordance with the 1944 act. The systems now include 393,108 miles (including the District of Columbia, Hawaii, and Puerto Rico), an increase of 15,486 miles over the preceding fiscal year. In the 48 States the systems include 391,566 miles of which 166,924 miles are State highways and 224,642 miles are county or local roads. At the'end of the fiscal year 84 percent of the $566,812,500 of Federal-aid secondary funds apportioned to the States in the postwar program was involved in approved programs initiated by the States and counties. The programs included improvement of 51,783 miles of roads, of which 36,256 miles were completed or under construction. The remaining mileage was in various stages preparatory to actual construction. Acceleration of the program produced 13,397 miles of completed roads in the fiscal year 1949 alone as compared with 15,055 miles completed in a portion of fiscal year 1946 and all of 1947 and 1948. Benefits of secondary road construction are widely distributed. The program is composed of 51,783 miles of improvement in 2,797 of the 3,070 counties in the United States. Twelve States had programed projects in every county; twelve other States had programed projects in every county but one; and five additional States had programed projects in every county but two. The farm-to-market or feeder-road characteristics of the roads improved or scheduled for improvement are indicated by the fact that 40 percent of the mileage carries less than 100 vehicles per day, and 52 percent carries from 100 to 400 vehicles per day, leaving only 8 percent of the mileage on which the traffic exceeds 400 vehicles per day. The character of the improvements made or to be made is consistent with the farm-to-market or feeder-road character of the traffic. Forty-five percent of the mileage is listed for a soil, gravel, or stone surface and 44 percent is to have a light bituminous surface treatment or a bituminous road-mix surface. Only 4 percent of the mileage is to have a high-type bituminous or concrete paving. This mileage is largely in rural areas adjacent to large cities where traffic is extremely heavy. The remaining 7 percent consists of grading and drainage in preparation for future surfacing. Costs per mile of improvement are consistent with the farm-to-market character of the traffic and with the topography, and clearly indicate the flexibility in construction standards being applied on the work. Where the traffic is less than 100 vehicles per day, the average cost is $7,700 per mile excluding bridges. With bridges the cost per mile averages $10,700. For roads falling in the 100 to 400 vehicles per day traffic category, the average cost is $12,165 per mile excluding 29 Over a hundred loaded log trucks a day use this recently completed secondary road in Oregon. Substantial construction is required to stand up under the heavy loads. bridges and $16,415 per mile including bridges. In the 400 to 1,000 vehicles per day category, comprising only 6 percent of the mileage, the average cost per mile is $30,200 excluding bridges and $41,000 per mile including bridges. For the 2 percent of the mileage on which the traffic exceeds 1,000 vehicles per day, the average cost per mile excluding bridges is $83,000 and including bridges is $99,000. These hitter improvements consist principally of high-type pavements. Encouraging as has been the physical progress, related administrative steps have been taken by the Public Roads Administration, the State highway departments, and many of the counties that give promise of still more encouraging progress. The administrative steps taken by Public Roads during the year included enlargement of the engineering staff of the secondary road branch in the Washington office to facilitate the handling of the expanding program, and creation of a staff position of secondary road engineer in each of the 10 field divisions and the selection of engineers to fill these positions. The secondary road engineers have devoted their full time to farm-to-market and feeder-road problems, working with State highway departments and county officials to develop organizations and cooperative relations between the three government levels without which the long-range objectives of the program would be difficult to attain. 30 The number of State highway departments with special administrative and engineering units for the handling of the Federal-aid secondary program increased steadily. At the end of the year more than half of the departments had such units. More encouragement is derived from the steady increase in the number of counties retaining or employing highway engineers to plan and direct their work. Next to the physical improvement of roads one of the principal benefits being derived from the program is the increasing realization by local officials that the 2 million miles of local roads under their control can be more efficiently and economically administered if engineering knowledge and techniques are introduced into their construction and maintenance operations. Administrative steps taken by the Public Roads Administration and the State highway departments reflect the highly respected advice and counsel of the Board of County Consultants to the Commissioner of Public Roads. The board was established in late 1945 and is comprised of 10 county highway officials, one from each of the 10 operating divisions of Public Roads. At a February 1949 meeting this board repeated the conclusion of previous meetings that design standards for secondary roads are not too high—that with intelligent application they are appropriate and provide necessary flexibility for the improvement of roads providing service to traffic ranging from the lowest to very high volumes. The board pointed out the conflict between complaints of too high standards for secondary roads and those against heavy damage done to county roads by school busses and by milk, stock, feed, and fuel trucks necessary to serve the needs of rural residents. A broad study of the local road problem involving collection of much factual data that has not been available was recommended by the Board of County Consultants at their meeting in April 1948. It was believed that not enough basic information was at hand concerning the physical, financial, administrative, and engineering resources of the counties, their plans of operation, or the present status of their roads to permit an intelligent attack on the problem. At the February 1949 meeting the consultants repeated their recommendation and stated their willingness to cooperate in undertaking a study. Their offer was accepted by the Commissioner of Public Roads. A plan was decided upon by which the consultants would undertake the study but, because of its extensive character, would require the cooperation of Federal, State, and local highway officials. At the end of the fiscal year the study was under way in many of the States. On May 27, 1949, as the studies were beginning, a letter was received from the Chairman of the Committee on Public Works of the United States Senate, requesting that the “* * * Public Roads Administration, in cooperation with the State highway departments, 861546—50----5 31 counties, and related political subdivisions undertake a study and make a report to the committee on the existing status and future needs of rural local roads, including appropriate consideration of financing and social and economic aspects.” The information requested by the committee and the manner in which the committee requested that it be obtained coincided closely with the plan and objective of the consultants’ study. The report is to be completed and submitted at the end of the calendar year. Typical Farm-to-Market Road Improvements Reports from all parts of the country show the great value of the secondary road improvements being made, and the advantage of making these improvements on a system planned for the greatest benefit of the greatest number. The improvements are being made on roads difficult to travel, many of them impassable at certain seasons of the year, and serving large groups of farmers. It is important that the most used farm-to-market roads be placed in good condition before attempting to improve those least used. The projects described here are typical of thousands more throughout the country. They are the kind of jobs that seldom attract more than local notice but in the aggregate they make a great difference in rural America. In Maine, a secondary road known as Route 7 serves an agricultural territory, and also as a connection between U S 1 along the coast and the approximately parallel U S 2 inland. At the town of Plymouth the route for ys mile is across the wide outlet of Plymouth Lake. The old road was on a narrow fill, badly damaged because of settlement and wave action. To widen this section of road and raise it 4 feet above high water level it was necessary to remove muck along each side of the roadway to a depth of 15 feet. The job cost $60,000, a high cost for 1/3 mile of secondary road but not an excessive price to pay for giving farmers a safe outlet to two main highways. It is unlikely that local resources would have financed the improvement that has been made. In Tennessee, a 6-mile road in Warren County is the only outlet for a rich farming area with extensive truck farming, dairying, and nursery operations. The road leads to McMinnville, the county seat and only shipping point of the area. The old road was a narrow strip of gravel with a rough surface, and one section along a creek was inundated by every heavy rain. School-bus service and mail delivery were difficult during the winter months. The road has been reconstructed with great improvement in grades, alinement, and drainage. It is giving good service throughout the year. The cost was $11,810 per mile. 32 Before and after: Resurfacing of this Ohio secondary road provided smooth going in all kinds of weather. In Florida, a number of secondary roads have been built through entirely undeveloped areas. Sometimes they connect one paved road with another and in other cases they are, as yet, stubs extending to fertile lands. For both types of road unexpected usages are developing almost overnight. Often there is an immediate and well justified demand that the stub road be extended to form a connected network. An amazing diversification of land usage has followed the construction of these new secondary roads. A new road may pass through what has been a cattle-grazing or timberland area. Soon after the load is opened, phosphate mining, production of materials for manu- 33 One of the new farm-to-market roads in Florida. factlire of cement, intensive vegetable culture, or drilling for oil may follow. As an example, the only outlet to the north from an area in the southwest Everglades has been by roundabout travel over 51 miles of paved road or 18% miles of earth road and 9% miles of paved road. A new secondary road provides an outlet only 12.9 miles in length, a minimum saving of 15 miles. The road is used in marketing a large portion of the tomatoes, cucumbers, peppers, and eggplant grown in winter and for a large acreage of early watermelons, and serves the only producing oil field in Florida. Lumpkin County in Georgia has no railroad service and is entirely dependent on the highway from Dahlonega, the county seat, to Gains-ville. The area is the second largest in poultry raising in the United States. The old road was entirely inadequate for the movement of some hundreds of vehicles per day. A modern secondary road has been built that shortens travel distance by 5 miles and facilitates movement of farm products, mail delivery, and school busses. In a surprising number of States, Federal funds have been used to build farm-to-market roads at relatively high cost for a road not on the State primary system. This happens where farmers on exceptionally productive lands have had to use the worst kind of roads because of the great cost of building adequate roads across unusual natural obstacles. The Federal funds have tilted the balance to make con- 34 A farm-to-market project in Lumpkin County, Ga., provided this straight aline-ment with easy grades to replace the old winding road in rough and rocky terrain shown in the upper picture. 35 struction possible. In Arkansas, a timber bridge across a lake nearly 600 feet wide in Crittenden County became unsafe for use. Modern earth-moving equipment was used to place a wide earth embankment that permanently solves the bridge problem. The construction cost was at a rate of $67,000 per mile but the farmers believe the improvement to be worth the price. A considerable portion of the secondary road funds for Arkansas was used to replace bridges about ready to fall down and some that had already been washed away. The bridge across Horsehead Creek, 10 miles west of Clarksville, collapsed in March 1948. This closed the road to all traffic, estimated to be about 100 vehicles daily. County forces used Federal funds, and steel beams supplied by the State Highway Commission from reserve stock, to replace the bridge. The new bridge has three spans and the ends rest on the old abutments. In northern Indiana, near the town of North Judson, there is an area of swampy or mucky land interspersed by low sand ridges. This land was of little value until some 10 years or more ago. Scientists from Purdue University discovered that by proper fertilization, the muck areas could be made to produce amazingly large crops of potatoes. Now a considerable acreage of this muck land is so used. Yields in excess of 600 bushels per acre are common. Existing roads in the area were inadequate to allow the farmers to get their potato crop to the railroad at North Judson. The bridges were not strong enough to carry either the loads of fertilizer and seed potatoes hauled to the farms or the potato crop away from the farms. Recently a 5-mile section of road and the necessary bridges were completed extending south from North Judson through the heart of the potato-growing area. The sand in the sand ridges was utilized as a base for the road by mixing it with portland cement. A bitumi-, nous top about an inch thick was placed on top of this sand-cement mixture to form a smooth surface that is capable of supporting the heavy loads that are now traveling the road. Oklahoma has been conspicuous for its speed and vigor in making improvements on secondary roads. County engineering organizations and private engineering firms employed by counties have prepared plans and placed work under construction in all but 1 of the 77 counties. An example of the kind of benefits being produced is found in the new bridge over Barren Ford Creek in Adair County. Previously all traffic forded the stream at the present bridge site. Vehicles did not cross during high water but often did so when the swift current made the crossing hazardous. The Christie community became dependent on transport over the stream after abandonment of its branch rail line, and is greatly pleased with the new bridge. Construction of a satisfactory road, 20 miles in length, to serve the people of the Bayfield Peninsula in Wisconsin had been delayed for many years because of the absence of suitable road materials. Red clay soil predominated in the area and only substantial construction would stand up during the spring thaw and under the relatively heavy summer tourist traffic. A special type of stabilized sand base with bituminous surface was planned to make use of materials within a reasonable hauling distance. The construction was somewhat of an experimental nature but is giving good service. The cost of $15,000 per mile is considered low in view of the absence of good native road materials, the unfavorable soil, and the severe climatic condition to be met. Wisconsin is using a considerable portion of its secondary road money to replace old bridges no longer suitable for use. In many instances local authorities have not had the funds to replace bridges that broke down or washed away and traffic ceased for a long period. Federal-aid funds have made possible immediate replacements according to State highway standards. Cherry County in Nebraska is in the sand-hill country where the native grasses produce sleek cattle and the sand produces terrible travel conditions. Sand-hill trails to the ranches, even when partly stabilized with straw or topsoil, limit average speed to 10 or 15 miles per hour. When snow falls practically all travel ceases. In recent This road surfacing and fill to replace a bridge in Arkansas cost at a rate of $67,000 a mile. The fill is a permanent improvement ivell worth the cost. 37 years’State and Federal secondary road funds have been used to convert a sand trail across the county to an all-weather highway. As one rancher put it, “Improved roads remove much of the fear of being unable to secure help, supplies, or medical attention because of transportation barriers.” The road across Cherry County was of great value in the severe winter of 1948-49. It was quickly cleared of snow by State forces and used as a main artery in movement of snow-removal equipment and supplies to the areas east and west. Where cattle were formerly driven long distances from the ranch on the way to market they are now picked up by trucks from corrals along the road. Not all of the farm-to-market roads are light-traffic roads. Many of the secondary roads in the west serve highly productive irrigated areas that ship hundreds of heavy truck loads to distant markets. For example, in building a road through fertile Coachella Valley in Riverside County, California, it was necessary to build a high-type bituminous surface 24 feet wide at a cost of $23,000 per mile. Heavy trucking of farm products is anticipated. More land is to be brought under irrigation and may increase the present traffic of 850 vehicles per day to as much as 2,000 in the next several years. Highway improvements in National Forests, National Parks, and Other Federal Areas Forest highways During the fiscal year there was an increase in the rate of highway construction in the National forests over that of previous years. The Federal-aid Highway Acts of 1944 and 1948 authorized $25,000,000 of Forest highway funds for each of the fiscal years 1946 and 1947, and $20,000,000 for each of the fiscal years 1950 and 1951. Forest highway construction was deferred during the war years, and was retarded during the immediate postwar period by the same factors that affected the progress of highway construction throughout the country. During the past year it was possible to accelerate the program to an extent more consistent with the postwar authorizations that have been provided. Accomplishments during the fiscal year included 232 miles of forest highways completed at a cost of $8,101,568. Projects under construction at the close of the year amounted to 521 miles, to cost $23,942,446; projects programed amounted to 582 miles, estimated to cost $23,144,903; surveys and plans have been completed for projects aggregating 292 miles in length, to cost $15,570,000; surveys alone have been completed for 667 miles, estimated to cost $31,623,000; and surveys are under way on 178 miles, estimated to cost $10,844,000. 38 Among the more important forest highway projects under construction or programed for early improvement are those on the Randle-Yakima Highway in Washington, the Lewis and Clark Highway in Idaho, the Y.G.B. Line in Montana, the Pendleton-John Day Highway in Oregon, the John Day-Burns Highway in Oregon, and the Placerville-Lake Tahoe Highway in California. These projects will remove serious obstacles to safe travel on routes carrying considerable traffic. Projects notable for construction difficulty and amount of work to be done are under construction or programed on the North Pacific Highway in Idaho, Mill Creek Highway in California, Columbia River Highway in Oregon, Pacific Highway in Oregon, and the Tongass Highway in Alaska. National Park highways and parkways Improvement of National Park highways and parkways has progressed slowly since the end of the war, but during the fiscal year there was some gain over the preceding year. Projects completed aggregated 115 miles and cost $3,136,662. At the end of the year 267 miles v ere under construction, to cost about $8,504,000; and surveys were under way or completed for 1,308 miles, estimated to cost $81,673,000. Of the 115 miles completed during the year 110 miles were on the Blue Ridge and Natchez Trace Parkways, at a cost of $2,272,750. These projects were initiated before the war and only the last construction stages remained to be performed. On these parkways 159 miles were under construction at the end of the year. Surveys had either been completed or were in progress on 563 miles. The increasing throngs of tourists that visit the National Parks and travel the parkways each year need much more extensive and modern highway facilities than are now available to them. As a step toward meeting this urgent need, the Public Roads Administration and the National Park Service have cooperated in planning a system of park highways and approaches, with sections of the system classified as to priority of improvement. This work was in the final stage at the end of the year. Special highway projects in Alaska At the request of the Department of the Interior, the Public Roads Administration undertook to supervise construction of the Turnagain Arm Highway in Alaska. This highway will connect Anchorage with the Kenai Peninsula forest highway system 58 miles north of Seward, thereby connecting the Kenai Peninsula with the Richardson Highway from the coast to Fairbanks and providing a connection with the Alaska Highway at Big Delta. Surveys were completed on the 47.5 miles during the fiscal year 1948. During the past fiscal year the entire length was placed under con- 861546— 50---6 39 struction, the contract costs totaling $7,194,658. At the close of the fiscal year approximately 25 percent of the work had been completed. Final completion was scheduled for December 31, 1950. At the request of the Alaska Road Commission, Department of the Interior, the Public Roads Administration is cooperating in an extensive road improvement program in Alaska. The work undertaken by Public Roads involves survey and preparation of construction plans for 613 miles of reconstruction that includes grading, surfacing, and bituminous paving on the Richardson, Glenn, and Alaska Highways. Of the 613 miles, 212 miles are to be constructed under Public Roads supervision. This entire construction program was placed under contract during the fiscal year at a total cost of $8,659,887 for the 212 miles. At the end of the fiscal year construction was approximately 25 percent completed, with final completion scheduled for September 15, 1950. All field survey work provided for in the agreement was completed during the fiscal year and plans were three-fourths completed. Miscellaneous highway improvement The Public Roads Administration is authorized by law to give engineering assistance to other branches of the Federal Government in highway improvement when requested. Most often assistance is requested on improvements in Federal areas. During the year highway construction was supervised as follows: (1) For the Atomic Energy Commission, 4.9 miles to cost $435,000; (2) for the Forest Service, 84.5 miles of forest development roads (roads of importance primarily in administration of forests) to cost $2,560,700; (3) for the Bureau of Community Facilities, 2.5 miles in the Virgin Islands to cost $195,000; and (4) 23.7 miles through Federal hinds to cost $1,153,000 of Public Lands funds. The work in Federal lands will exhaust all funds authorized for this purpose. The work done on forest development roads was less than half of that in the preceding fiscal year. Repair of War-Damaged Highways The repair of war-damaged roads as authorized by the Defense Highway Act of 1941 was continued in cooperation with local officials. States and their subdivisions have been notified that all war damage must be repaired and claims submitted to the State on or before September 30, 1949, in order to receive consideration. Any unusual circumstances that appear to warrant an exception to this requirement are to be reported promptly to the Public Roads Washington office with recommendations and supporting facts. At the close of the fiscal year 247 claims for the repair of 5,644 miles of roads, in the amount of $9,016,931, had been received, reviewed, and recommended for payment. Funds have been appropriated for 40 payment of 241 of these claims for 5,567 miles of road in the amount of $8,981,752. During the fiscal year 12 claims for the repair of 1,010 miles of road, in the amount of $2,705,707, were paid. Ninety-two claims were pending at the end of the year. These include portions of certain claims which have not yet been submitted, and claims forwarded to the Public Roads Administration by the Department of the Army for handling under the legislation of 1941. The rehabilitation of 7,725 miles of roads in certified maneuver areas in Tennessee, Louisiana, Texas, and Mississippi, provided for under Public Law 288, Seventy-eighth Congress, has been completed with the exception of some roads in the Mississippi area. The work there is about 97.5 percent complete. As of June 30, 1949, a total of $3,966,283 had been paid for work provided for under this act. War damage includes damage caused by testing tanks and tires for the Army, by accidents involving military vehicles, by contractors’ equipment hauling materials for the construction of camps, air fields, Naval stations, Army or Navy hospitals, and industrial plants for producing war materials built under agreement with the Defense Plant Corporation, by military maneuvers, and by busses under contract with the Army or Navy for transporting personnel working in plants producing war materials. Repair of Flood-Damaged Roads For many years it has been the policy of the Federal Government to extend aid to the States in repairing and rebuilding highways damaged by floods and other disasters. In recent years aid has been given under an authorization to use restricted amounts of available Federal-aid funds without waiting for legislative action following each disaster. Such aid is now limited to routes of the Federal-aid systems. During the fiscal year allocations of emergency relief funds were made to 16 States, in the amount of $4,247,000 to assist in rehabilitation work estimated to cost $9 million. Of this amount $3,252,000 was allocated to Washington, Idaho, Montana, and Oregon to repair-damages resulting from the floods in the Columbia River basin during June 1948. This is in addition to the $375,000 of emergency relief funds which were allocated to the State of Oregon in the previous fiscal year in connection with the same floods. Repair of roads and bridges on Federal-aid highways in Oregon, Washington, Idaho, and Montana are now being made. Reconstruction of roads and bridges in Mississippi and Louisiana which were damaged during the hurricane of September 1947, has been practically completed. This can also be said of the work in Iowa, Missouri, and Nebraska made necessary by the disastrous floods of May and June 1947. 41 Hawaii War and Emergency Damage Program Public Law 694, approved early in the fiscal year 1947, authorized $10 million for the necessary rehabilitation or repair of roads and bridges in the Territory of Hawaii which had been damaged by the armed services or contractors in connection with the prosecution of the war, and for the restoration or reconstruction of highways and bridges which were damaged or destroyed by the seismic waves in April 1946. In the case of war damage, the Territory of Hawaii must match Federal expenditures to the extent that may be required by the Commissioner of Public Roads, and in all other cases the Territory must make a contribution equal to that of the Federal Government. This authorization, covering Hawaii specifically, is similar to previous authorizations for emergency highway construction provided in various Federal-aid highway acts for the States. A total of $8 million of the $10 million authorized has been appropriated, and contract authority has been provided for the remainder of the authorization. A total of $4 million was reserved for the wardamage program. However, this has largely been completed at a cost somewhat less than originally anticipated. The savings on the war-damage program are to be applied to the seismic-wave damage program for which $6 million has been currently allotted and which apparently cannot be completed with those funds. Work on the rehabilitation of roads suffering from war damage has practically been completed and the reconstruction of roads damaged by seismic waves is well under way. Rehabilitation of Philippine Highways Rehabilitation of war-damaged highways in the Philippines progressed rapidly during the fiscal year and the program is already producing important economic results. The cooperation with the Philippine Bureau of Public Works in training and building up an adequate technical staff gives assurances of continuation of a sound highway program when assistance from the United States is terminated. Previous annual reports have described the establishment of a division office in Manila to cooperate with the Philippine Bureau of Public Works in carrying out the program authorized by the Philippine Rehabilitation Act of 1946. This act authorized $40 million for highway reconstruction and improvement. Approximately 65 miles of highway and more than a score of bridges have been rebuilt or repaired at a cost of around $3,000,000. The United States Government contributed $2,800,000 to assist in financing these projects. 42 Work of the most immediate urgency has been completed on the Quezon and Santa Mesa Boulevards and most of the other main thoroughfares in Manila. Portions of the two boulevards, which carry the bulk of the city’s traffic, were reconstructed as six-lane divided highways. Widening and repair work is under way on less important streets which were not damaged seriously during the war but deteriorated because of lack of maintenance and the increased use of heavy vehicles since the war. A similar street improvement program, calling for a total expenditure of $779,100, has been started in Cebu City, on Cebu Island. This is the second largest city in the Philippines. Two major bridge projects in Manila, the Quezon Bridge and the Jones Bridge across the Pasig River, are under construction. Twenty-four road and bridge projects were completed during the past fiscal year at a cost of $1,978,939. These were in addition to 9 projects completed in the preceding year. At the end of the 1949 fiscal year there were 72 projects under construction and 23 that had been awarded to contract or approved for force-account construction, with work scheduled to start at an early date. American contractors are eligible to bid on contract offerings, but most of the construction work so far has been let to Philippine contractors. Of 320 projects recommended as desirable, a total of 309 have been definitely programed. The 309 projects provide for the reconstruction or repair of 355 miles of roads and streets, and 224 bridges totaling 19.6 miles in length. The estimated cost of these projects is $39,880,300. Of this amount, the United States will contribute $30,680,826. The United States also is supplying a portion of the funds for the reconstruction of 226 small bridges scattered throughout the Islands. This work is being done by the Philippine Bureau of Public Works. As a further aid to the Philippine Bureau of Public Works in its highway program, Public Roads has purchased and stocked reinforcing steel costing $286,685 and road-building equipment valued at $107,-249, and has also purchased and set up a 3,000-pound hot-mix plant for use on bituminous paving jobs in and near Manila. One of the most important phases of the program has been the development of a physical research laboratory to test road materials and to train Philippine personnel in research methods. The laboratory was established and equipped under the direction of Public Roads representatives. Considerable effort has been directed toward an over-all training program for Philippine engineers. Training in materials-testing procedures has been given in the laboratory to a number of engineers from provincial offices and in the field to Philippine engineers hired 43 by Public Roads as inspectors. Eight engineers from the Bureau of Public Works and two from the Philippine Army have been sent to the United States, under the auspices of Public Roads, for special training for periods of 6 months to a year. The need for highways of modern design in the Philippines and for trained engineers to build them is reflected in the fact that motorvehicle registrations have increased more than 50 percent since the war. At present approximately 85,700 motor vehicles are registered in the Islands, as compared with a prewar peak registration of 56,000. Today there are almost as many automobiles and trucks in Manila and its vicinity as there were throughout the Philippines before the war. In addition to the large increase in the number of vehicles registered, the average motor vehicle in the Philippines is on the road a great deal more than its counterpart in the United States. The Manila metropolitan area has a total registration of about 55,000 vehicles, but traffic counts show that several streets in Manila carry as many as 40,000 vehicles per day. Unless unforeseen delays occur, most of the projects in the current highway program will be under contract within the fiscal year 1950. There are 74 bridge projects and 4 roadway projects still to be designed. The estimated cost of these projects is approximately $10 million. A id to Turkey in Highway Improvement Activities of the Public Roads Administration in Turkey, begun in 1947, have been continued. Initial aid for the improvement of highways was made possible by an allocation of $5 million of the funds authorized for assistance to Greece and Turkey by Public Law 75, Eightieth Congress, in response to the Turkish Government’s expressed desire to benefit by experience and methods developed in the United States in highway construction, maintenance, and administration. Further aid was granted early in 1949 when the Economic Cooperation Administration approved a request by the Turkish Government for further assistance to develop the highway system and for continued utilization of the facilities of the Public Roads Administration. On April 22, 1949, the Public Roads Administration was requested by the Economic Cooperation Administration to procure additional equipment and to continue to advise and instruct Turkish personnel in matters connected with the highway program, this activity to be financed by a $5 million loan to the Turkish Government. A national highway system for Turkey has been laid out and maintenance, betterment, and construction programs devised which, for 1948, required about $13 million for labor and materials, all of which was financed by the Turkish Government. More than 500 machine 44 American road-building equipment at work on a highway in Turkey. operators and mechanics were trained at a school located at the central receiving center and shops established at Iskenderun. Other main repair shops have been built in Ankara, Istanbul, and Elazig, furnished with American-aid equipment and manned by Turkish personnel trained under this program. In addition to repairing equipment, these men have begun to learn to build pieces of equipment that can be more economically acquired in this manner than through foreign purchase. Over 100 engineers and survey men have been trained in location work and staking out construction. The number of survey parties grew from 6 to 16 during 1948, and continued training is being-carried on with a view to increasing the number of field parties considerably during 1949. During the 1948 construction season new road-building machinery was employed principally on six construction projects, involving-work estimated to cost approximately $2,330,000, of which 47 percent had been completed by the time weather conditions required the closing down of work. During the peak of operations there were 5,500 men employed on these jobs. The Public Roads Administration is assisting the Turkish Ministry of Public Works in all phases of the road program. As a result, the reorganized Department of Roads and Bridges is operating on a basis similar to a State highway department in this country. Training provided by our experienced men has enabled the Turkish Department to make their own surveys, prepare their own plans, and carry on field material surveys and laboratory tests as they are needed in both the maintenance and construction divisions of the department. Bridges have been designed and built at very low cost by the department’s own forces, using local materials. Definite progress has been 45 made in tlie improvement of maintenance through construction of highways to modern engineering standards and by the mechanization of maintenance operations. Public Roads staff engineers work in close cooperation with engineers in the Turkish Ministry of Public Works, and advise day by day on operations in each of the major activities. In addition to the accomplishments already mentioned, this arrangement has been effective in initiating traffic counts throughout the country, studies of truck and bus loadings, basic studies of Turkish economy necessary for the planning of improvements of maximum economic advantage, and many other planning and administrative activities which are so necessary for the successful operation of any modern highway department. The program is enabling Turkey to adopt and execute a broad constructive plan for gradual development of its highways in accord -ance with the economic capacity of the country. Started more than a year before President Truman’s inaugural address, it is doing much that he had in mind in proposing point four of his program. United States assistance in highway work is enabling the Turkish people, through their own efforts, to benefit by modern technical knowledge and methods in every part of their highway work which, in turn, is lowering transportation costs and making possible the expansion of agricultural and industrial production. Foreign Visitors During the year 35 foreign countries sent 147 highway administrators, officials, engineers, economists, or other representatives to the United States to study or work with Public Roads. The largest number of visitors came, as formerly, from India (19), followed by Sweden (13), The Philippines (12), Brazil (12), Turkey (9), and Argentina (8). Early in the fiscal year Public Roads, at the request of the American Road Builders’ Association, prepared a series of lectures on highway practice for presentation to the foreign visitors at the Road Show in Chicago. The material used in these lectures was later incorporated in a publication entitled “Highway Practice in the United States of America.” It is proving very valuable as a textbook for visitors studying our highway practice. In order to minimize the amount of work involved in training foreign visitors and to provide the best possible instruction, it was decided to hold a formal course of lectures, discussions, demonstrations, and field trips to which foreign countries would be invited to send delegates. It was expected that such a course, announced well in advance, would eliminate the necessity of handling individuals or smaller groups at random intervals throughout the year. Invitations were 46 extended to foreign countries by our Department of State through our missions abroad, resulting in 18 countries sending 52 delegates to attend the 17-week course. The course was planned to include 6 weeks of lectures and discussions in Washington, which was completed about the end of the fiscal year. This was followed by a 2-week tour for the entire delegation to equipment and automobile manufacturing plants in the Detroit, Milwaukee, and Chicago areas, and, subsequently, visits to various States by small groups, lasting about 8 weeks. The final week of the course will be spent in Washington in a general review, and closing ceremonies. The President’s Highway Safety Conference Public Roads took a leading part in organizing and conducting the President’s Highway Safety Conference held in Washington, D. C., June 1-3. The conference was attended by 2,500 delegates representing the 48 States, and cities, counties, and organizations concerned with all phases of highway safety. More than 100 representatives of 32 foreign countries participated as observers. Thomas H. MacDonald, Commissioner of Public Roads, served as chairman of the Conference Coordinating Committee and of the Committee on Conference Reports. A Nation-wide campaign to reduce the highway traffic death rate by 40 percent in the next 3 years was projected as the goal of future activity at the closing session of the conference. All State, municipal, and nongovernmental organizations were urged to set their sights toward reducing the average national highway death rate to 5 persons per 100 million vehicle-miles traveled. The rate has already been reduced from 12 in 1941 to 8.1 in 1948. Major General Philip B. Fleming, general chairman of the conference, urged redoubled effort to combat the traffic death toll throughout the Nation. “Three years of activity since the initial President’s Highway Safety Conference has taught us several important lessons,” he said. “We have found that the action program is sound, practicable, and comprehensive. Yet, the highway death toll continues to be a national disgrace. The fault lies, not in the action program itself, but in its uneven application. The conference just concluded, the largest gathering of its kind to date, brought together representatives of States, cities, counties, and small communities for the express purpose of determining just how each and every delegate could do his or her part to further the adoption of the action program throughout the country. I am sure all returned home with new perspective and renewed energy to continue the fight against traffic deaths. “It is my firm opinion that ensuing months will show that the deliberations of the conference stimulated the entire highway safety 861546—50——7 47 program throughout the country. The goal set, to effect a 40-percent reduction in traffic deaths in the next 3 years, is not at all visionary. This goal can be reached if all interests, particularly State, municipal, and county governments, redouble their efforts to carry out a dynamic highway safety program. I confidently look forward to notable accomplishments in the coming year.” Regional organization Five regional discussion groups with State governors as chairmen and mayors of principal cities as vice chairmen returned reports to the conference which, in gist, urged more intensified application of the action program for highway safety by State and community authorities. The regional groups advocated the creation of State-wide and community-wide coordinating committees to put teeth into local highway safety programs and work toward a more active organized public support. It was also recommended that a study be made of how to retain the services of experienced and qualified safety officials despite local and State political changes. A study of salaries for persons directly connected with the highway safety activity was recommended. Action program By and large, the action program for highway safety, after 3 years of operation, was found to be fundamentally sound highway safety doctrine. During the conference, technical committee reports brought factual data up to date and recommended certain changes which are briefed as follows: 1. General furtherance of the recommendations of the action program by more specific and effective local adoption. 2. More effective driver licensing programs, throughout the country (this point was emphasized by President Truman in his address before the conference). 3. Establishment of minimum standards for commercial driver training schools. 4. Collection of more accurate and complete data on traffic accidents. 5. Establishment of driver training courses with equal status to other courses in school curricula (a suggestion that such courses be made compulsory was not approved). 6. General clarification of enforcement practices. It was recommended that teen-age violators be tried in regular traffic courts rather than in j uvenile courts. 7. Investiture of highway departments with new authority to establish ingress and egress on controlled-access highways. 8. A thorough study of the use of polaroid headlights. 48 9. Additional study of the need for qualified public information experts in the highway programs of States and communities. Bridge Design Plans prepared by State highway departments for 2,854 bridges on the Federal-aid highway system were reviewed during the year. Predominant in the plans were replacements of old structures deficient in either strength, traffic capacity, or overhead clearance, and often deficient in all of these respects. Projects ranged from monumental structures such as the steel truss with a 450-foot center span across the Monongahela River at Belle Vernon, Pa., to simple timber spans on farm-to-market roads. Numerous grade-separation structures on expressways were included. Plans were reviewed for numerous notable structures such as a 98-foot welded steel girder bridge with a unique arrangement of the girders and concrete floor slab, to be built in Connecticut; a 310-foot two-hinged steel arch to be placed across the Snake River in Wyoming; a 390-foot cantilever center span over the St. Croix River at Hudson, Wis.; and a grade-separation structure of advanced design, with roadways at three levels, to be built in New Jersey. Among the plans was the design for a 3,000-foot tunnel with two 11-foot roadways beneath the Houston ship channel in Texas. Since the end of the war Public Roads bridge engineers have designed 40 bridges for erection in the Philippine rehabilitation program and have supervised procurement and shipment of 12,000 tons of fabricated bridge steel. The Government of El Salvador requested that Public Roads bridge engineers advise it as to the load-carrying capacity of a suspension bridge proposed to be built across the Lempa River at San Marcos. The design differs greatly from any suspension bridge previously built. Analysis of the structure resulted in a favorable report and assistance is being given in supervision of the fabrication of materials in this country. An engineer has been sent to El Salvador to advise on construction problems. Cooperation with numerous national organizations in research and preparation of specifications as to materials, design standards, and methods was continued. Such work is an important phase of the bridge activity. Results are technical in character and do not lend themselves to popular description. However, over the years they have produced great advances in the art of bridge building. Roadside Improvement As in previous years, strong emphasis was placed on improving the roadsides by constructing gentle slopes and by seeding, sodding, and 49 appropriate planting. Such practices are now standard throughout the country, both for esthetic reasons and for preservation of slopes and drainage channels. It became increasingly apparent that there is urgent need for improved design of driveways connecting roadside businesses with main highways. Correct design of business entrance drives is just as important as the design of road intersections. Cooperative studies of roadside development problems of this type were begun. Progress was made in several States in the development of improved power-operated equipment for spreading seed and fertilizer, and placing mulches over newly graded road slopes, drainage ways, and shoulders. Certain types of spray equipment were used to distribute seed, fertilizer, topsoil, and water in a single combined operation. Silage cutters and blowers were adapted to mulching operations. The Inter-American Highway The Inter-American Highway is that section of the Pan American Highway system extending from Nuevo Laredo, on our Mexican border, to Panama City, a distance of approximately 3,200 miles. Since 1930 the United States through the Public Roads Administration has been assisting the Republics of Guatemala, El Salvador, Honduras, Nicaragua, Costa Rica, and Panama in the construction of this highway by furnishing engineering advice and assistance, and by contributing to the cost of construction. At the present time all United States funds available have been committed to projects and to a large extent expended. The Mexican section is being financed and constructed entirely by Mexico. At present, the highway is not suitable for tourist travel beyond southern Mexico. There are still three large unimproved gaps in the highway over which travel is not possible. One is about 80 miles long in southern Mexico and western Guatemala; another is in northern Costa Rica, about 65 miles in length; and the third, about 150 miles long, is in southern Costa Rica and northern Panama. Over the balance of the route there are short sections where travel may be impossible in wet weather. There are also sections of narrow road with steep grades and sharp curves, that may be traversed at all times but are not suitable for touring. There are also long sections of modern paved highway. At present 87 percent of the highway is either paved or passable at all times; 4 percent is passable in dry weather only; and 9 percent is impassable at any time. ' During the fiscal year, Mexico has proceeded steadily toward completion of the highway in that country. It is reported that the route will be opened all the way to the Guatemala border by the end of the calendar year, although it will not be paved for the entire distance. 50 Ill Guatemala, cooperative construction has proceeded at about the same rate as last year. The current construction program has probably now reached its highest point with the funds available. To date, 28 miles of the highway have been entirely completed and construction is in various stages of completion on about 100 miles. In El Salvador, no cooperative work was done during the year. That country has proceeded slowly toward the completion of the highway with its own funds. El Salvador is the only country in which the Inter-American Highway is in good condition for motor travel over its entire length. In Honduras, 10 of the 13 bridges and culverts started last year have been completed as a cooperative project. Financial assistance from the United States was stopped during the year due to exhaustion of funds, and the Government of Honduras is proceeding at a slower rate with its own resources. The Public Roads Administration is continuing engineering advice and assistance on this work. During the year, project agreements were executed for two new construction projects on the Inter-American Highway in Nicaragua. One was for the grading, drainage, bridges, and paving of 42 miles from Jinotepe to Rivas in southern Nicaragua, and one for 16 miles of paving from Sebaco to Matagalpa. Work on these projects is just getting under way. In Costa Rica, no construction was done on the Inter-American Highway. Public Roads has continued necessary post-construction operations and has continued the work of disposing of the equipment previously used in construction. In Panama, work on the surveys and preparation of plans for the completion of the highway to the Canal Zone was continued. The survey is about 85 percent complete and the plans are about 50 percent complete. The three bridges under construction were completed this year. Projects other than the Inter-American Highway The Public Roads Administration continued the assignment of an engineer to assist Ecuador in constructing the Pan American Highway between Guamote and Tambo, and this service was extended to include a highway between Manta and Quevedo. Public Roads engineers assigned to assist the Bolivian Development Corporation in preparation of plans for the 312-mile highway from Cochabamba to Santa Cruz completed their work in November and all personnel were returned to the United States. A board of review consisting of two engineers from Public Roads and two members from outside organizations was sent to Bolivia to report on the location of the highway and other matters in connection with financing the project. 51 LEGEND PROJECTS APPROVED FOR CONSTRUCTION. UNDER CONSTRUCTION, OR COMPLETED. PROJECTS PROGRAMMED BUT NOT YET APPROVED FOR CONSTRUCTION. Figure 4.—Postwar Federal-aid projects on the Na 52 sets on the National System of Interstate Highways. 53 Highway Transport Research Since 1935 Public Roads has cooperated with State highway departments in various forms of highway planning activity. During the past year a more complete program was under way than has been possible in any year since 1941. Shortages of State personnel were relieved to some extent and there was some improvement in salaries paid, but difficulties arising from these causes still limited planning activities in some States. Road inventory The highway departments in 36 States have initiated a reinventory of rural roads and bridges since 1945. In many of these States the work includes a reinventory of city streets, where there has been considerable increase in population and housing development during and immediately following the war years. Such work has been scheduled over a period of several years in the larger States. In some of the smaller States, the undertaking is not so extensive and can be accomplished in a relatively short time. Revisions in county highway maps, to bring them up to date with the reinventory data, have been started in 30 States. The revised maps, when completed, will reflect current conditions of surface type and location, and will show features alongside rural roads indicative of cultural and commercial developments. Traffic volume The collection of current traffic data continued and the counting program was expanded in many of the States in both rural and urban areas. Consideration by congressional committees of matters pertaining to local roads made it highly desirable to determine traffic volumes on the rural roads not included in the Federal-aid secondary system. On the other hand, increased activity in the formulation of a program of urban highway construction has resulted in a greater need for urban traffic figures. Throughout the country traffic volumes were found to be heavier than in any previous year, increases over fhe fiscal year 1948 being 7.7 percent in rural areas and 6.3 percent in urban areas. City surveys ,1 Eight additional comprehensive metropolitan area transportation studies of the kind described in the report for the fiscal year 1947 were undertaken, bringing up to 77 the total number of metropolitan areas in which studies of this kind are under way or have been completed since 1945. For most of the cities where the field work has been completed, analysis of the data and application in the formulation of comprehensive transportation plans continued. 54 Truck weights The number of loadometer stations at which trucks were measured and weighed during the summer to establish trends in highway use was increased to 544 and, in several States, the program was expanded to extend the weighing operations throughout the year. The frequency of heavy gross weights (vehicle plus load) resumed an upward trend, after having leveled off for 2 years. Of each 1,000 trucks passing the weighing stations, there were 77 weighing 40,000 pounds or more, compared to 57 in 1947, 58 in 1945, and 11 in 1936. The frequency of heavy axle loads increased at an accelerated and somewhat alarming rate. For each 1,000 trucks passing the stations, there were 44 axle loads of 20,000 pounds or more, compared to 33 in the preceding year and to 5 in 1936. The legal limit recommended by the American Association of State Highway Officials and adopted in most States is 18,000 pounds. The increased frequency of heavy loads is placing a serious burden on pavements and structures and there is considerable evidence relating the heavy loads to current road damage. Research is being initiated to make a more definite determination regarding this relation, and steps are being taken to determine the class of operator and kind of commodity associated with overweight operation. Parking Parking studies of the type described in previous annual reports have been made to obtain information on parking needs in 45 cities. In these studies information is obtained indicating the deficiency in parking spaces. Determination is made of the number of cars destined to each block of the business area and of the parking space available there. With knowledge of local land uses, suitable locations for development for parking can be appraised. In addition to specific information usable for location purposes, several additional significant facts have been noted. The size of the central business district increases with the size of the city but not in proportion to population. Vertical development of buildings increases the effective business area without a proportionate change in land area, and the development of suburban shopping areas decreases the demand for some central business district services. The amount of curb space usable for parking in the larger cities is not much greater than in those of medium size because of increased restricted use of curb space for other purposes such as taxi and loading zones, and for traffic movement. The proportion of commercial vehicles parking or stopping to deliver or to pick up goods in the central business district does not vary greatly with the size of the city. Peak-hour parking is approximately 15 percent greater than in the average hour of the business 55 day regardless of size of the city. In spite of proportionally greater transit service in the larger cities, the ratio of demand for parking space to the supply in the critical area of the central business district increases with the size of the city. Peak-hour volumes of traffic in the central business districts of cities are about one-third again as large as the volumes during the average hour regardless of the size of the city. Because of the interconnection of the several phases of city planning, and because of such practical considerations as establishing the legal authority, the administrative responsibility, and the method of financing, it is frequently difficult to activate a program of parking facility improvements. There is a growing inclination on the part of cities where parking conditions are seriously congested to obtain legislative sanction for the creation of parking authorities with power to issue revenue bonds, with repayment based on parking fees and curb meter receipts over and above those essential for curb meter operation and maintenance. Rural travel habits In an effort to evaluate usage of rural roads a study was made in 1947 of the travel habits of all rural residents of a county in a western agricultural State. Some relations developed in the initial analyses are significant and appear to have considerable bearing in planning rural system development, necessary highway services, and improvement programs. Local planning authorities should welcome such information as the frequency of travel, personal trip purposes, and commodity movements, with relation to distance from market centers and improved highway systems. In the particular area studied, each farm and rural dwelling developed an average of nearly five one-way trips each day of the year. Four of the five trips were found to be of a personal nature to or from the rural dwelling, the other trip involving the movement of produce or supplies by truck. Shopping trips comprised one-half of all personal trips made by the residents, and one-fourth of their trips were for social and recreational purposes. An average of one stop each day was made at each rural dwelling for the delivery of mail or the pick-up and delivery of school children. Off-farm commodity movements comprised nearly three-fourths of the “farm-to-market” hauling on rural roads. For every 2^ tons of produce hauled off the farm, 1 ton of produce and supplies was returned. 56 Street and highway capacities A rational and practical method for the determination of highway capacity is essential in the sound economic and functional design of new highways and in the adaptation to present or future needs of the many existing roads and streets which must continue in use for extended periods of time. Highway capacity has been the subject of continuing study over a long period of years, but practically all consideration of the subject in the past has been handicapped by insufficient breadth of scope and by lack of any considerable volume of accurate data. Through the cooperative efforts of the Public Roads Administration, the Highway Research Board Committee on Highway Capacity, and many State, county, and city engineers, a great volume of field data has been amassed and analyzed. This study, the results of which are being published in the magazine Public Roads^ encompasses not only the capacities of rural highways with uninterrupted flow, but also the capacities of intersections at grade, weaving sections, grade separations, and ramps, and the relation of hourly to annual average traffic volumes. With such a broad base of fundamental data, and with painstaking analysis of them, this study will undoubtedly be recognized as one of the most thorough in highway research history. The report is a practical guide by wlpch the engineer, having determined the essential traffic facts, can design a new highway or revamp an old one with assurance that the resulting actual capacity will be as calculated. In combination with results of urban origin and destination studies and knowledge of the present traffic flow on an existing street system in a city, an accurate estimate can be made of the most feasible improvements that are required to accommodate adequately the existing or estimated future traffic demand, whether they be changes in traffic control, widening of existing streets, construction of new facilities, or a combination of two or more of these alternatives. The information on traffic capacity under various conditions should have many applications in planning relief from traffic congestion in our larger cities. Motor-vehicle performance Public Roads is intensely interested in the ability of motor vehicles to perform on the highway and has for many years pioneered research in cooperation with various segments of highway transport to obtain factual information on various phases of vehicle performance. Research projects have been initiated to determine for vehicles of various classes the hill-climbing, down-grade, and level-road ability in terms of speed and power; the forces that oppose the motion of motor vehicles such as air and rolling resistances; the braking ability in terms 57 of stopping distance; the turning ability in terms of off-tracking or turning width and radius of curvature; and the direct operating costs as indicated by travel time and fuel consumption. The factual data obtained are important to the highway engineer in the development of design standards that harmonize with the performance of the vehicles using the highway, to the motor-vehicle administrators in the formulation of practical regulatory measures that will insure safety and yet not work economic hardships on the operators of vehicles, and to highway administrators in determining the proper economic relations between the cost of providing highway facilities and the cost of operating the vehicles that use the facilities. During the fiscal year work was concentrated on two projects—one dealing with the braking ability and the other with the operating costs of motor vehicles. Brake research.—An extensive program of brake research has been planned and organized by the Public Roads Administration with the advice of an advisory committee composed of representatives of the Interstate Commerce Commission, the National Bureau of Standards, the Department of the Army, and 19 private agencies including the major associations of highway officials, motor-vehicle manufacturers, automotive parts and equipment manufacturers, and motor-vehicle operators. It has three main phases: 1. Tests on vehicles in service, selected at random from the general traffic. 2. Controlled tests on new commercial vehicles. 3. Controlled tests on used commercial vehicles. The collection and analysis of data for phases 1 and 3 are the responsibility of Public Roads. The field work on both phases has been started. In connection with phase 1 tests, some 800 vehicles, including passenger cars and commercial vehicles of all sizes and types, have been tested at locations in Maryland and California. Tests on about 400 vehicles at a location in Michigan will complete the phase I tests and a report will soon be forthcoming. Phase 3 tests have been conducted on the West Coast in cooperation with about 20 truck operators and will continue for about another year in the Middle West, Northeastern, Eastern, and Southeastern areas of the country. The Automobile Manufacturers Association’s Brake Technical Committee is undertaking the phase 2 tests, using the same test procedures as those established for the Public Roads’ program. The data obtained will be correlated with the results of tests on phases 1 and 3. Operating cost research.—A study of the performance of heavy motor vehicles, known as the Pennsylvania pilot study, which deals with the operation of heavy commercial vehicles over the Pennsylvania 58 Turnpike between Carlisle and New Stanton and over IT. S. Routes 30 and 11, a parallel route between Carlisle and Greensburg through Chambersburg, was undertaken by the Committee on Economics of Motor-Vehicle Size and Weight of the Highway Research Board. This study was planned, organized, and conducted by personnel of Public Roads and the results of the field work which has been completed are being analyzed and reported. The term “pilot study” is used because the study constitutes the initial phase of a broad research investigation of the economics of size and weight of trucks, and because it was directed only to the development, under controlled conditions, of two elements of direct cost expressed in terms of travel time and fuel consumption. Remaining phases of the program are directed to the development of all the elements of both direct and indirect (overhead) hauling costs and data relative to the costs of providing highway facilities. The Pennsylvania pilot study will indicate the travel time and fuel consumption for vehicles weighing from 20,000 pounds to 140,000 pounds and operating on a variety of gradients. Seven vehicles ranging from a two-axle truck to a seven-axle combination unit were included in the test. The study was a cooperative project of all the principal interests in the field of highway transportation. The report, which will soon be published, will be a valuable contribution of the government and the highway industry to the solution of the problem of the economics of size and weight, which is one of the most controversial and important problems now facing highway administrators and users. Highway Needs Studies State-wide highway needs studies continue to be a matter of great importance. During the year a number of States either completed or worked on such studies with the objective of establishing long-range programs. Increasing traffic volume, resulting delay and congestion, and a continued high accident rate gave urgency to the work. Previous reports have pointed out that sound highway policy requires: (1) determination of the proper size and the probable cost of owning and operating highway systems of the different classes, (2) an equitable plan for distribution of costs among highway users and general taxpayers, (3) allocation of authority and financial responsibility among the several levels of government, and (4) a plan for the regulation of highway use to protect users and obtain maximum service. The highway planning surveys, conducted by the States in cooperation with Public Roads, were undertaken primarily to determine what should be done to provide facilities that will be adequate for present and probable future traffic needs, what the financial requirements are for carrying out such a program, and how the needed funds can best be 59 raised. In meeting the first two of these objectives, al] of the State highway departments are using planning survey data in their day-to-day operation, including programing and design of projects. The last of the three objectives, that of determining how needed funds are to be raised, is currently the concern of special committees appointed by the legislature or the governor, or otherwise created, in a number of States. Some of the committees include in their membership representatives of road-building and road-user groups, as well as public officials. Undertakings of this nature will be launched in additional States in the future. The bulk of the information required for consideration by these various committees is already at hand in the results of the highway planning surveys. Such committees have completed their basic work during the year in 10 States—Illinois, Iowa, Kansas, Maine, Minnesota, Nebraska, New Hampshire, Oregon, South Dakota, and Washington. Many of the recommendations of committee reports have been enacted into law. Similar undertakings were in progress in Mississippi and Ohio, and in Pennsylvania a pilot study was conducted and completed for three counties. I n at least eight other States—Colorado, Delaware, Florida, Kentucky, Montana, New Mexico, Pennsylvania, and Utah—and in Puerto Rico, comprehensive studies are being planned for development within the near future. At the request of a number of State highway departments, the Public Roads Administration continued to make major contributions to the highway needs studies by supplying technical assistance in certain phases. Engineers famil iar with the appl ication of special techniques and principles developed by Public Roads were assigned to assist State groups. The findings in research studies relating to traffic movement and vehicle operation, forecasts of future traffic growth, and equitable practices with respect to highway finance and taxation, were applied extensively in State planning. Applications were made in determining where improvements are required at the present time and will be required in the future on the various highway systems, design standards necessary for safe and economical transport service, programs of construction priorities, and rational means of financing a program. Financial and Administrative Research With continually increasing emphasis being placed upon the immediate necessity of planning long-range highway programs, the need for developing adequate and equitable means of financing the cost has become more and more pressing. Concomitant needs have been for further study of the service lives that can be expected to be obtained from the various elements of highways being built at the present time, and for a critical appraisal and evaluation of the administration of 60 the highway function by the various classes of governmental units. The Public Roads Administration attempted to meet these needs by increasing its research activities in these fields, and by providing information to others engaged in studying these problems. Financial and economic studies Activity in the collection and analysis of information about the financing of highways and streets by counties and local rural and urban governmental units was increased considerably during the year by both the State highway departments, which collect and compile data for the individual States, and Public Roads, which analyzes and consolidates this information on a Nation-wide basis. A report covering the receipts, disbursements, and debt of counties and local rural governments for highway purposes from 1931 through 1941 was completed during the year. Another report presenting similar information for the period 1942-45 was in preparation, as was a report providing data on city and village street financing for the period 1936-41. A further development of the county and local road finance studies was a report on trends in the types of funds used to support county and local rural roads in 27 States between 1923 and 1945, presented at the December 1948 meeting of the Highway Research Board. The availability of centralized information about the financing of highways by counties and local rural and urban governments has made it possible for Public Roads to prepare annua] estimates of the receipts, disbursements, and debt for highway purposes of all classes of governmental units in the United States. During the fiscal year previous estimates for 1945 through 1947 were revised and preliminary estimates for 1948 were prepared. Work done for or cooperatively with committees of the American Association of State Highway Officials and the Highway Research Board constituted an important segment of the year’s research activities. Included in this work was the preparation of a bibliography on highway finance; analysis and comparison of the financial provisions of the long-range highway programs developed in those States where highway needs studies have been completed; and special analyses of highway receipts for the purpose of determining the specific types and relative amounts thereof used to support each highway system. The highway departments of Oregon and Washington cooperated with Public Roads in tests of a new type of origin-destination study, designed to provide data useful in highway tax analysis. Road-inter-view surveys were conducted on sections of road. An analysis of these interviews was designed to determine the proportions of traffic within each road section which (1) had either origin or destination within the section, (2) had either origin or destination within the neighborhood 61 surrounding the section, and (3) had both origin and destination beyond neighborhood limits. Analysis of the data produced by these studies was not yet completed at the end of the fiscal year, but early indications are that studies of this type, if found otherwise to be practicable, should produce data useful in determining the equitable allocation of motor-vehicle tax responsibility to property owners, the genera] community, and the motor-vehicle user. Pursuant to the recommendation of a committee of the Highway Research Board, plans were developed for State-wide studies to determine the total economic costs of motor-vehicle accidents. It was expected that a pilot study to test the feasibility of the project would be undertaken, either in the District of Columbia or in a nearby State. Highway costs Further progress was made during the year in the cooperative studies of construction costs, maintenance costs, and service lives of highways and streets. A comprehensive report on the life characteristics of highway surfaces was prepared and published during the year. This report was based on the analysis of 248,783 miles of construction and 129,593 miles of retirement, up to the year 1946, on rural State or Federal-aid primary systems. Average service lives indicated by the study varied from 4.5 years for lower-type surfaces to 27 years for high-type pavements. Other findings of this report are summarized in the following three paragraphs. On January 1, 1946, the average age of low-type surfaces was 10.6 years; of intermediate types, 8.2 years; and of high types, 13.5 years. Corresponding remaining life expectancies of the mileages in service were 4.5, 7.6, and 12.0 years, respectively. Of the mileages in service in 1946, it was estimated that 94 percent of the low-type, 74 percent of the intermediate-type, and 44 percent of the high-type surfaces will require rebuilding by 1956. Of 92,565 miles of retirements through 1945, 58 percent was resurfaced, 20 percent reconstructed, 10 percent transferred to other public agencies, and 2 percent abandoned. During the war the proportion of resurfacing of high types increased noticeably. Preliminary studies indicate that, because of salvage value at retirement, the average dollar investment life exceeds the average service life of a surface on a mileage basis. For gravel surfaces constructed in 1920-25 in one State, the average service life of the surface was 5.6 years, while the dollar investment life was 8.6 years. In seven States conducting long-range highway needs studies extensive application of highway cost data and techniques were made in connection with the determination of the replacement program, extensions to or deletions from the various systems, determining work volume, establishing price index, and estimating the revenue required 62 to bring the roadway systems up to standard over various program periods. In several other States partial applications of these data were made to demonstrate the need for making an intensive study of the highway and street systems. Assistance was given a number .of States, and the Territory of Puerto Rico, in setting up highway control sections and establishing record-keeping procedures based on them. The control section, conceived as a permanent unit of property, with termini at important intersections and county lines, serves as a basis for the systematic and coordinated posting of all pertinent information regarding construction and maintenance costs, design features, traffic data, accident data, and other factors relating to the costs and operating characteristics of highway facilities. Production cost studies Equipment performance studies were conducted on 30 active highway grading and surfacing jobs in eastern and southern States. The field studies are made by junior engineer trainees, who are assigned to production cost work for a period of 6 months out of their 3-year training course. These studies reveal that from 45 to 80 percent of the total available working time of major equipment on active highway construction jobs is being lost in delays. The principal time loss is due to rain and wet ground. However, small delays of a few seconds each account for an average of 16 percent of lost time. On jobs which utilize hauling units it is found that shortages of hauling units are a common source of trouble. Detailed time studies on power shovels disclosed that the average dipper-load cycle time on highway grading jobs is slightly over 24 seconds, exclusive of all delays. On the jobs studied, average pay yardage per dipper load was found to be 62 percent of the rated capacity of the dipper. Hauling studies made on two-batch trucks on portland cement concrete paving work show that each truck spends a total of slightly over 12 minutes per trip at the batch plant, at the paver, and in miscellaneous waits and delays. The average road speed was observed to be between 20 and 25 miles per hour. On bituminous surfacing jobs the trucks which hauled material from the plant to the finisher were found to spend more than 30 minutes each round trip at the plant, at the finisher, and in miscellaneous waits and delays. The average road speed for these trucks, which carried an average load of 7.4 tons, was found to be about 30 miles per hour for an average haul distance of 7.9 miles. These and many other facts disclosed by these studies are being made available to contractors, manufacturers, engineers, and others through a series of releases by the Highway Research Board. 63 Highway administration In cooperation with a committee of the Highway Research Board a report, dealing with legislative requirements for improved highway administration in Colorado, was completed. This report was published by the Highway Research Board in January 1949. Basic tabular work was completed for a study of civil service, merit, pension, and retirement systems under which State highway departments operate. A complementary study of workmen’s compensation laws as they affect State highway departments was begun. • A study of the engineering control exercised by State highway departments over local road work was started and will cover statutory requirements generally, force account versus contract work, and the use of consultants. This study is an integral part of a general program for the study of intergovernmental relations, and seems appropriate at this time in view of the current increased interest in secondary and local road work. Work on a comprehensive study of State highway department administrative bodies has continued and a report was being prepared at the end of the fiscal year. A study of the statutory authority of State highway departments to finance, construct, maintain, and acquire land for urban extensions of State high ways was completed and published. The report is based in part on an analysis of State statutes and in part on circularization of the State highway departments. Land acquisition, roadside control, and terminal facilities A study, undertaken in cooperation with committees of the Highway Research Board, concerning the requirements for off-street automobile parking facilities contained in zoning ordinances, building codes, or other local laws, was completed and is to be submitted to 1 he Highway Research Board. A similar research project is under way dealing with off-street truck-loading and unloading facilities. Urban parking studies sponsored by Public Roads in cooperation with the State highway departments now include the legal, administrative, and financial phases of the parking problem. These elements of the problem were studied in surveys conducted in Albert Lea, Minn., and Toledo, Ohio, and are being given attention in other cities where surveys are now in progress. Roadside inventory studies were initiated during the year in Minnesota, Michigan, Ohio, New Jersey, and Florida. These studies consist of surveys of outdoor advertising, highway entrances and exits, and roadside culture generally. Right-of-way questionnaire returns concerning State land-acquisition practices, obtained through the right-of-way committee of the 64 American Association of State Highway Officials, are being analyzed. Factual analysis of over a third of the questions included was completed and work was begun on a monograph dealing with right-of-way financing. Other studies under way include an economic and legal analysis of the parking meter; the effect of expressways on adjacent land use and land values generally; and regulatory devices that can be used to control the character of development adjacent to public roads, such as zoning, set-backs, etc. Assistance has been given in the conduct of highway needs studies in individual States, with respect to the problems of land acquisition, control of access, and the roadside. Hydraulics Research Branch Established For many years it has been realized that more knowledge was needed to apply in the design of culverts. Few motorists are aware of the number of small structures required to conduct storm water beneath highways. Many thousands are constructed in annual highway programs and often the cost of culverts will amount to 15 or 20 percent of the cost of a project. Small economies in the design of many culverts can produce big savings. Due to the numerous factors affecting the flow of storm water to culverts, satisfactory precision in their design has been lacking. Extremely conservative designs, requiring cnlverts so big that there is no possible chance of capacities being overtaxed, are wasteful of funds. Designs that make culverts too small, with resulting damage to the roadway, are even more wasteful. Most of the waste that has occurred is not to be blamed on the designer but rather on the fact that he has not been supplied with enough information to enable him to specify culverts of the right size. Recognizing this condition, the Public Roads Administration established a hydraulics research branch in its division of research to make scientific investigations of peak rates of flow and how water flows through culverts, storm sewers, bridges, and other drainage structures. There is a considerable accumulation of data resulting from research by Public Roads and other agencies that should be studied and reduced to simplified form readily usable by the field engineer. Other data must be obtained by organized research aimed at arriving at a thorough understanding of how natural laws operate, both with respect to peak flows and the manner in which such flows can be conveyed through structures most efficiently. An important project is an investigation of how scour occurs around bridge piers, now being conducted by the Iowa Institute of Hydraulic Research at Iowa City, under an agreement with the Iowa State Highway Commission which is paying half of the cost with Federal-aid 65 funds available for research. Models of bridge piers are placed in a laboratory flume having a sand bottom, and the action observed. A Public Roads engineer will be assigned to this project and will take graduate studies to qualify him to assume charge of investigations of scour around actual bridges when enough has been learned of the natural phenomena. Most of the damage occurring to bridges during floods is due to the footings being undermined. New knowledge obtained will have direct practical significance. Another project is being financed with Federal-aid funds allocated to Illinois, and is in cooperation with the University of Illinois. The objective is to develop improved structures for collecting and disposing of storm water on express highways and to study rainfall records and determine the probable amounts of rainfall that may be expected in various places. In cooperation with the Minnesota Department of Highways a tilting flume has been constructed at the St. Anthony Falls Hydraulic Laboratory in St. Paul. This will be used in testing model culverts. As a part of this project, a complete bibliography and summary of existing knowledge on flow of water in culverts has been compiled. The hydraulics research branch will keep in close touch with other Federal agencies, particularly the United States Geological Survey and the United States Weather Bureau, which are collecting basic data on stream flow and on rainfall, not only to make maximum use of available data, but also to advise these agencies regarding the form of publication of information that will be most useful to highway engineers. Where a structure of unusual design is proposed and hydraulic tests are required to obtain reliable data on performance, arrangement will be made to utilize the facilities of an existing laboratory such as that of the National Bureau of Standards. One such test has already been initiated. Research has little value until it is applied to practical problems. rFhe hydraulics research branch will reduce scientific data to items of practical significance. It will organize and conduct in-service training courses to show field engineers how to use simplified methods in solving drainage problems. Physical Research Although primarily a research organization, the physical research laboratories performed certain administrative duties, and did a considerable amount of routine testing, particularly for highways being constructed under the direct supervision of Public Roads. Specialists in particular fields were frequently requested to cooperate with State highway department and other laboratories in development work on materials or methods of test, and in tests designed to establish suitable tolerances for the control of materials from a given source or of a particular type. There was increased activity in the instruction of engineers from other countries, and from organizations in this country, in the technique of the testing and control of materials for highways. Considerable time was spent in the preparation of specifications and methods of test for the American Association of State Highway Officials and the American Society for Testing Materials. Manuscripts for Standard Specifications and Methods of Sampling and Testing of the American Association of State Highway Officials, and for a revision of Federal specifications for sampling and testing highway materials were prepared. Soil studies The testing of soils to determine their suitability for use as subgrade, subbase, and base courses for highways and as foundations for embankments, bridges, and buildings, was continued. Strength, consolidation, and permeability tests were made in connection with the design of the foundations for Veterans Administration hospitals at Oklahoma City, Chicago, and Syracuse, N. Y. Similar tests were made on samples taken in connection with the study of the foundations under the White House, being made by the Public Buildings Administration. Analyses of foundation conditions were made on two expressway projects, the Congress Street Expressway in Chicago and the Pon-chartrain Expressway in New Orleans. An analysis of the stability of a hydraulic fill on the Columbia River Highway in Oregon was also made. Construction of a 4%-mile experimental concrete pavement in Indiana was begun. This work, in cooperation with the Indiana State Highway Commission, is to study methods of preventing pumping at joints and cracks. Pumping occurs during wet weather when a heavy load passes over the pavement and causes muddy water to be forced up through a joint or crack. Sections of pavement are being placed over the natural soil and over subbases 3, 5, and 8 inches thick, composed of pervious and of relatively impervious soil-aggregates, and over subbases 3 and 5 inches thick constructed of soil-cement. Research and construction control tests have been made and will be continued until the construction is completed. Numerous electrical resistance cells are being installed to permit periodic determination of the moisture content at various locations in the subgrade soils and subbases under the pavement. This information together with that from soil density measurements and the data relative to weight and volume of traffic will be related to the observed performance of the pavement sections. 67 A motion picture entitled “Highway Soil Engineering,” has practically been completed. This will be used for the instruction of students and engineers. It points out some of the reasons why investigations of soils should be made, demonstrates in detail the methods followed by the Public Roads Administration in surveying, sampling, and testing soils, and shows some of the practical applications of soil information in highway building. The picture shows, in 2 hours, test procedures and results that would take days to demonstrate in the laboratory. Three courses of instruction, each of 8 weeks duration, have been conducted for enlisted personnel of the Department of the Army. The purpose of these courses is to train men in the technique of soil testing for use in future assignments in the building of military roads and airfields. Efforts were made to improve the uniformity of test results when tests are made on a given material, according to standard American Association of State Highway Officials methods, by different operators under different laboratory conditions. Check samples were prepared and submitted to a number of State laboratories, several of the laboratories have been visited, and operators from other laboratories have been given instruction in the Public Roads soils laboratory. Research has been inaugurated to develop a mechanical device for making the plastic limit determination on soil samples. A report published in Public Roads presents data on a new type of soil-dispersing apparatus that has been developed. This device, used in connection with mechanical analyses of soils, operates on the air-jet principle and has been found to be more efficient in preparing a dispersed suspension of soil in water than the soda-fountain type of mixer now in common use for this purpose. Details of the device have been submitted to the American Society for Testing Materials and the American Association of State Highway Officials for possible inclusion in standard methods of test of those organizations. The investigation to find a dispersing agent better than the one now used by most laboratories in the mechanical analyses of soils has been continued. The efficiency of 15 different chemicals in dispersing soils from numerous locations in the United States is being determined. The investigation to determine the effect of the kind and quantity of material passing the No. 200 sieve (material as fine as flour) on the compaction characteristics and permeability of granular soil mixtures under repeated loading has been continued. In this connection, tests are in progress to determine the influence of chemical admixtures such as calcium chloride, sodium chloride, and sodium sulfate on the rate of densification under frequently applied loads. The investigation to devise a satisfactory laboratory method of test 68 ing mixtures of soil and bitumen to determine their suitability for use as base courses for nonrigid pavements has been carried to the point where three specific types of test have been selected. They are an unconfined compression test, a punching shear test, and a volume change test. A testing program involving three soils with various percentages of three types of bituminous materials was inaugurated to further evaluate and correlate these test methods. Sampling and testing of the base course and subgrade at the Hybla Valley test track were continued in conjunction with the load-testing program. In connection with this work, an investigation was made of the various methods of conducting field density tests. Studies of methods of preparing engineering soil maps from aerial photographs and from geological and pedological maps have been continued. Projects in cooperation with the State highway departments of New Jersey and Maine for the preparation of engineering soil maps of areas within those States were mentioned in last year's report. A considerable portion of the field work has been accomplished and reports are being prepared. Possible sources of granular material for use on a Montana forest highway project were located by a study of aerial photographs after failure to locate suitable material by field reconnaissance. An active part has been taken in the work of various committees on soils of the American Society for Testing Materials, American Association of State Highway Officials, and the Highway Research Board. Activities of this sort lead to the standardization of procedures for testing soils, the development of new methods and testing equipment, and the preparation of specifications for the use of soil in highway construction. Bituminous materials and mixtures The materials and methods used in the construction and maintenance of bituminous road bases and surfaces are basically the same today as those that have been used for years. However, because of changing-service requirements, newly developed materials and equipment, and changes in the methods of producing materials, constant research is required to determine the actual properties of materials, the merits and limitations of new developments, and the utilization of the information obtained to secure the best service possible. New materials are studied to determine their relation to materials of known properties and behavior and also to determine the best manner of using them either to supplement or to replace other materials. This necessitates both routine laboratory examination and extended observation of service performance. A new material may require the development of new or special methods of examination that have not 69 been standardized and which may not be applicable to the more commonly used materials. Changes in the methods of producing materials, particularly the asphalts and tars that are used in road work, may affect the properties that influence their service behavior. Such changes often cannot be determined by normal, standard tests and it may be necessary to develop new tests that will provide information on the actual properties of the materials that affect service behavior. Such tests, when correlated with service behavior, can then be used as standard methods for obtaining information not previously available. Studies and observations of new equipment and processes are required to determine their value and also to determine to what extent, modification of current specifications and practices is required. Proper use of such new developments may assist in more efficient construction, and provide tools by which more effective design and better control specifications can be employed. Standardization of the immersion-compression test.—This test, previously reported, was developed during a study of the detrimental effect of moisture on bituminous mixtures. The test showed the effect of various factors that influence service behavior and their importance in the design of surfaces resistant to moisture. The procedure used in the test was tentatively standardized in the. laboratory but, because of its favorable reception and use with various slight modifications by other organizations, it became necessary during the year to conduct a cooperative study to establish an exact procedure and also to correlate test results with service behavior in order to use the test as a specification control requirement. Chemical additives.—Closely related to the effect of moisture is the study of the stability and permanence of the effect of chemical additives designed to increase the resistance of bituminous mixtures to moisture. The chief objective of this investigation is to determine whether the additives are stable when subjected to temperatures used in the preparation of hot bituminous mixtures. The method used in determining this property is the immersion-compression test. The information obtained by this study is expected to demonstrate whether additives continue to be effective indefinitely or whether mixtures must be so designed as to be resistant to moisture without the use of additives. Use of powdered rubber.—An investigation of the use of powdered rubber as an admixture in the asphalt cement used in bituminous paving mixtures has been begun by several State highway departments. Experimental sections of highway pavements have recently been built in two States and are under observation. Laboratory tests of the rubber-bitumen are being made by Public Roads to determine the ef- 70 feet of rubber on the norma] properties of asphalt. The combination of rubber and asphalt is claimed to offer a number of advantages, the chief of which is increased skid resistance of the bituminous surface. Powders produced from natural, synthetic, and reclaimed rubber are included in the experimental work. Chemical analyses.—The lack of an accurate method for determining the mica content of fine aggregate (sand) and soil has been a matter of concern because of the possibility that the presence of mica in appreciable amounts may be responsible for failures of soil-bituminous base courses. A laboratory test has now been developed by means of which the amount of mica present can be determined with satisfactory accuracy. Confirmation of this procedure by extensive testing of various soils and fine aggregates is now in progress. Cement, aggregates, and concrete The chief problem in the field of portland cement concrete concerns methods of increasing the durability of concrete. An important consideration is the chemical reaction between soluble silicates in aggregate (stone, gravel, sand) and the alkali in portland cement. Studies of the behavior of particular brands of cement, and of aggregate from given sources, have been continued in an effort to develop knowledge of the types of aggregate and the chemical composition of those cements subject to this reaction. In addition, a review of pertinent test data has been started in an effort to determine the amount of expansion at any given age of concrete made with aggregates under examination, which may be taken as an indicator of the border line between durability and nondurability. In certain locations, all commercially available aggregates for concrete have been found to contain objectionable amounts of alkali-reactive materials. To permit the use of these aggregates without restricting the use of cements to those of low alkali content, studies of the effect of locally available additives of a pozzolanic nature have been started. These tests are designed to determine both the most effective additive and the amount that must be used to prevent excessive expansion of the concrete without causing an objectionable reduction in its strength. For some time there has been a growing objection to the use of strength tests of mortar in judging the structural properties of sand for use in concrete. To replace this, method, consideration has been given to various types of abrasion machines that could be used in testing sand. A cooperative series of abrasion tests of both natural and manufactured sand has been started under the sponsorship of a subcommittee of the Committee on Road and Paving Materials of the American Society for Testing Materials. From available data, it appears that a suitable method of test has been devised. Tests of sands with known service records are being made. 71 In current research on concrete, most of the work has been directed toward the broad subject of the effect of entrained air. Air entrainment is generally recognized as a most successful method for obtaining durable concrete. A number of different investigations related to air entrainment have been continued or initiated during the period covered by this report. Tests of five new materials claimed to entrain air and improve the durability of concrete have been made. These tests included studies of the effect of air content on compressive and flexural strength, consistency, water content, workability, drying shrinkage, and resistance to alternate freezing and thawing. In general, these materials were found to have the same properties as previously approved air-entraining materials. In an extensive project initiated in 1947, the strength, durability, permeability, and shrinkage characteristics of concrete containing three typical commercial air-entraining portland cements have been compared with similar characteristics of concrete containing plain portland cement, with and without air-entraining admixtures. A comprehensive investigation has been started of the effect on the durability of concrete of calcium chloride used for ice removal. Observations are made of the scaling of concrete surfaces when calcium chloride is used to melt the ice film frozen on the surface of concrete test slabs. Water one-fourth inch in depth is frozen on the slab and thawed with flake calcium chloride applied at the rate of 2.4 pounds per square yard. This cycle is repeated until the surface is completely scaled. In this investigation, the air content of the concrete was varied from 2 percent to more than the 6 percent limit usually specified. Various surface coatings were also tried, including gasoline-diluted crankcase oil, used crankcase oil, asphalt, and tar. Twenty-two concrete cores from the German autobahnen were tested to compare their properties with those of cores from an American pavement of about the same age. Arrangements to obtain these cores were made with the British Government. The cores used as a standard for comparison were obtained from a pavement in New Jersey which has given good service. The long-time study of cement performance in concrete, described in detail in previous annual reports, has been continued. Periodic inspection was made of the concrete test specimens exposed to weathering at the laboratory as well as inspections of full-size experimental installations in the field. It is hoped that the information developed in this investigation will lead ultimately to the adoption of more satisfactory specifications for portland cement for highway construction. Long-time studies of the volume change of concrete exposed to alternate heating and cooling were continued. These tests were made 72 in connection with the problem of concrete durability in certain midwestern States. Structural design investigations The broad program of research into the effects of loads and other forces on highway pavements continues as a major research activity. The work is carried on by controlled testing in the field and in the laboratory, by planned studies of experimental and other pavements in service, and by participation in the work of the Highway Research Board, the American Concrete Institute, and other agencies. Studies of the structural behavior of pavements of the rigid type have been continued. The investigation to determine the influence of varying amounts of longitudinal steel reinforcement on the structural action of concrete pavements that has been carried on cooperatively with the State of Indiana is being actively continued by a thorough investigation of the condition of experimental pavement sections constructed in 1938 near Stilesville. A comprehensive report covering the developments during the 10-year period that these experimental sections have been in service is in preparation. Observations are being continued on the cooperative experimental pavement sections in California, Kentucky, Michigan, Minnesota, Missouri, and Oregon constructed to develop information regarding the most effective spacing of transverse joints in concrete pavements. A cooperative field study of pavements in service was made in North Carolina to develop additional information on this question of joint spacing. The structural design of joints for concrete pavements is being given continued study. As mentioned in last year’s report, a machine has been developed which permits the study of the structural action of joints under repeated loading, and tests with this machine have been continued throughout the past year. The construction of experimental sections of concrete pavement between Washington, D. C., and Indian Head, Md., has been completed. This pavement contains various jointing arrangements and load transfer systems in the joints. Certain observations preliminary to future load testing have been made during the past year. Studies of the structural action of pavements of the nonrigid type have been actively continued. This work is at present centered in a program of load testing on experimental pavement sections located at Hybla Valley, Va., as a cooperative undertaking with the Highway Research Board and the Asphalt Institute. Thus far the load testing has been confined to the application of loads through plates of various sizes by a number of load application procedures, but it is expected that the results of these tests will be correlated with the be 73 havior of the various sections under the wheel loads of moving vehicles. During 1948 a comprehensive series of plate-load tests was completed on all the pavement sections. From these tests significant data were obtained regarding the effect of the thickness of pavements of this type upon their load-supporting capacity and also data which indicated the relative ability of the bituminous concrete surfacing material and the granular base material to support load. A second progress report describing certain innovations in testing procedures and testing equipment was published during the past year. The program of studies of structural damping in simple beams and trusses that has been carried on for the past several years at the request of the Advisory Board on the Investigation of Suspension Bridges was completed during the year. The results were summarized in a paper presented at the annual meeting of the American Society of Civil Engineers under the title, “Structural Damping in Suspension Bridges.” vXJl work not previously reported has been completed and a final report is in preparation. Work has been continued with the equipment for evaluating relative road roughness, which was described in previous annual reports. At the request of the State, the equipment was demonstrated on a number of pavements in New York. The Virginia Department of Highways conducted a comprehensive survey of the pavement surfaces in that State with equipment built from plans furnished by Public Roads and reported the results through the Highway Research Board. The equipment was also used to evaluate the surface roughness of the completed portions of the Skyline Drive and of the Blue Ridge Parkway in Virginia and North Carolina. This apparatus continues to attract the interest of visiting engineers from foreign countries. Other research The application of geophysical methods of subsurface exploration to highway engineering problems, a field in which Public Roads has been actively engaged for a number of years, has received continued study. At the request of the Georgia State Highway Department the possibilities of the method were demonstrated in that State. The Pennsylvania Turnpike Commission has begun the use of one of these methods in subsurface surveys over approximately 100 miles of the eastward extension of the present turnpike. At the request of the Turnpike Commission, assistance was given them in the training of field parties and in the analysis of data obtained in the field work. This activity also has attracted much attention on the part of visiting engineers and during the year the methods have been demonstrated and discussed on a number of different occasions. Studies of the corrosion of metal culvert pipe buried in the alkali 74 soil of western Colorado were mentioned in last year's report. These studies, begun in 1946, are primarily an investigation of the possibilities of cathodic protection by means of expendable magnesium anodes buried adjacent to the pipe and connected electrically to it. The experimental installations have been under observation during the year, but as yet no definite conclusions have been reached as to the value of the method. 75 Appendix LIST OF TABLES 1. Summary of programs approved by Public Roads Administration in the fiscal year 1949, by class of highway and by fund. 2. Summary of work completed by Public Roads Administration in the fiscal year 1949, by class of highway and by fund. 3. Projects under construction or plans approved on June 30, 1949, by class of highway and by fund. 4. Apportionment of Federal-aid highway funds authorized for the fiscal year ended June 30, 1950. 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 April 1, 1949. 6. Projects financed with postwar Federal-aid funds programed during the fiscal year ended June 30, 1949, by State. 7. Projects involving Federal funds awarded to contract during the fiscal year ended June 30, 1949. by program and by State. 8. Status of projects as of June 30, 1949, and projects completed during the fiscal year. 9. Status of projects as of June 30,1949, and projects completed during the fiscal year, on Federal-aid primary system in rural areas. 10. Status of projects as of June 30, 1949, and projects completed during the fiscal year, on secondary roads in rural areas. 11. Status of projects as of June 30, 1949, and projects completed during the fiscal year, in urban areas. 12. Interstate system improvements financed with postwar Federal-aid funds: Status of projects as of June 30, 1949, and projects completed during the fiscal year. 13. Federal funds paid by Public Roads Administration during the fiscal year ended June 30, 1949, by program and by State. 14. Balances of Federal funds available to States for projects not yet programed as of June 30, 1919. 15. 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 the fiscal year ended June 30, 1949. 16. Mileage of designated Federal-aid primary and Federal-aid secondary systems, by State, as of June 30, 1949. 17. Status of National forest highway projects as of June 30, 1949, and projects completed during the fiscal year. 18. Mileage of the National forest highway system, by forest road class and by State, as of June 30, 1949. 19. Mileage of highways in or leading to National parks, monuments, and parkways, by construction status and by area, as of June 30, 1949. 20. Mileage of appioach roads to National parks and monuments, by construction status and by location, as of June 30, 1949. 76 Table 1.—Summary of programs approved 1 by Public Roads Administration in the fiscal year 1949, by class of highway and by fund Total cost Federal funds Miles Railway-highway crossing improvements Crossings eliminated Structures reconstructed Crossings protected BY CLASS OF HIGHWAY Primary rural Secondary rural Urban Subtotal Not classified1 2 $402, 680, 791 193,403, 983 213, 994,461 $201,354,305 99, 247,103 102,958, 262 6,088.3 11,177.0 496.1 51 10 44 12 7 1 115 203 31 810,079, 235 44,692, 292 403,559,670 38, 687,748 17, 761.4 1,072. 2 105 20 349 Total 854, 771,527 442, 247, 418 18, 833.6 105 20 349 BY FUND Postwar Federal-aid: Primary _ __ $435,695, 549 192, 281, 707 178,176, 292 163,132 913, 922 2,848, 633 $215, 509, 588 98,343, 776 86, 797, 507 98,888 466,476 2,343,435 6,328. 2 11,137.8 247.0 1.8 42.4 4.2 49 9 36 11 6 1 116 145 13 Secondary _ _ _ _ Urban _ Prewar Federal-aid: Primary Secondary Grade crossing. 11 2 75 Subtotal 810,079,235 403, 559,670 17, 761.4 105 20 349 National forest highway 3 33, 717, 412 2, 958, 447 8,016,433 31, 525,129 2, 958,447 4, 204,172 716.6 118.6 237.0 National park and parkway 4 Emergency flood relief Subtotal 44. 692,292 38,687. 748 1,072.2 Total __ 854, 771,527 442, 247, 418 18,833. 6 105 20 349 1 Initial commitment of funds. 2 Forest, park, and emergency flood-relief projects. 3 Includes construction projects only. 4 Construction supervised by Public Roads Administration. 77 Table 2.—Summary of work completed by Public Roads Administration in the fiscal year 1949, by class of highway and by fund Total cost Federal funds Miles Railway-highway crossing improvements Crossings eliminated Structures reconstructed Crossings protected BY CLASS OF HIGHWAY Primary rural Secondary rural Urban Subtotal Not classified L.. . ... ... $362, 730, 674 244, 973, 999 139, 243, 727 $187, 990, 555 124, 549, 261 76,589, 902 6,485.1 13, 605.4 497.1 69 16 64 21 4 9 111 291 64 746, 948, 400 15, 965, 034 389,129. 718 12,838,391 20, 587. 6 444.0 149 34 466 Total 762, 913,434 401, 968,109 21,031.6 149 34 466 BY FUND Postwar Federal-aid: Primary ... _ _ $354,628,671 236,011,327 88, 645, 732 36,127, 606 9, 735,453 13,082, 606 819, 778 7,897, 227 $181, 398, 930 118, 995, 977 45,360, 912 19, 821,330 4,686,867 11,604,127 647,890 6,613, 685 6,348. 5 13,397. 9 196.6 366.0 214.8 31.4 1.3 31.1 55 13 28 7 19 1 4 65 143 10 Secondary . .. Urban. Prewar Federal-aid: Primary Secondary. Grade-crossing .. 42 2 2 9 1 246 2 Emergency highway and gradecrossing Defense Highway Act _ Subtotal... 746, 948, 400 8,101,568 3,136,662 1,324,396 3,402, 408 15, 965,034 762,913, 434 389,129, 718 6, 768,335 3,136,662 1,204.396 1, 728, 998 12,838,391 401, 968,109 20, 587. 6 232.2 114.6 31.9 65.3 444.0 21,031.6 149 34 466 National forest highway 1 2 National park and parkway3 Public lands _ Emergency flood relief Subtotal — Total _ 149 34 466 1 Forest, park, public lands, and emergency flood-relief projects. 2 Includes construction projects only. 3 Construction supervised by Public Roads Administration. 78 Table 3.—Projects under construction or plans approved on June 30, 1949, by class of highway and by fund Total cost Federal funds Miles Railway-highway crossing imprpvements Crossings eliminated Structures reconstructed Crossings protected BY CLASS OF HIGHWAY Primary rural Secondary rural Urban Subtotal _ Not classified L $552,416,034 314, 684, 298 482, 659,110 $282,113,828 158,306, 248 235, 628, 025 7,097.2 12,194.8 761.9 91 23 133 42 9 15 89 236 63 1,349, 759, 442 59, 938,367 676, 048,101 50,598, 726 20,053. 9 1,189. 9 247 66 388 17 Total 1, 409, 697, 809 726, 646, 827 21,243. 8 247 66 405 BY FUND Postwar Federal-aid: Primary $556, 776, 566 288, 686, 039 399, 968, 517 27,344, 252 16, 504, 629 25, 925,067 1,326, 284 33,228,088 $276,868, 721 142,657, 671 191, 814, 841 14,193,588 7, 530,412 20, 491,908 1, 295,134 21,195,826 7,231.2 11, 919. 4 374.1 195.1 77 31 77 Secondary 14 8 145 Urban Prewar Federal-aid: Primary 109 1 6 10 Secondary 268.1 Grade-crossing Emergency highway and gradecrossing Defense Highway Act 23.5 .5 42.0 42 4 19 2 155 1 Subtotal 1, 349, 759,442 676,048,101 20,053. 9 247 66 388 National forest highway 1 2 National park and parkway 3 Public lands Emergency flood relief 34,064,109 9,630,334 1,684, 835 14,559,089 32, 094,153 9, 630,334 1,366, 547 7,507,692 799.3 280.4 32.8 77.4 17 Subtotal 59, 938,367 50, 598, 726 1,189. 9 17 Total 1, 409, 697, 809 726, 646,827 21, 243. 8 247 66 405 1 Forest, park, public lands, and emergency flood relief projects. 2 Includes construction projects only. 3 Construction supervised by Public Roads Administration. 79 Table 4.—Apportionment of Federal-aid highway funds authorized for the fiscal year ended June 30, 1950 1 State or Territory Federal-aid system Total Primary Secondary Urban Alabama $4,234 466 $3 347 912 $1 157 921 Arizona.- _ 2,883 981 1 994 406 ’232 926 Arkansas.. 3 437 818 2 765 905 California... 8,025' 813 4 595 1.38 7 216 292 Colorado. 3, 583 930 2 411 757 829 510 Connecticut 1, 240,162 '681025 2,316^ 659 4, 237'. 846 Delaware . ... ... 974, 531 649 688 181 297 Florida 2,894 455 1 938’ 785 1 421 220 Georgia 5, 026,124 3,834, 698 1,441,091 10, 301,913 Idaho 2, 478, 367 1,733, 203 188,176 4, 399, 746 Illinois . 7 <812 450 4 198 769 Indiana 4, 762^ 317 3; 193; 419 i, TR, 787 10.679, 523 Iowa 4, 916, 913 3, 516, 275 1, 414, 525 9,847, 713 Kansas 4, 973, 808 3, 493, 343 983, 721 9,450,872 Kentucky 3, 765, 200 3, 045, 891 1,154,581 7, 965, 672 Louisiana 3, 036, 036 2. 270, 096 1,360, 748 6,666,880 Maine . .... 1,721,234 1, 240, 539 498,017 3, 459, 790 Maryland 1,632, 747 1, 043, 969 1.590,418 4,267,134 Massachusetts. 2,614,477 698, 824 5,875, 054 9.188, 355 Michigan 6,058, 649 3, 663, 939 5,048, 623 14, 771, 211 Minnesota 5,356, 784 3. 690,493 1,960,081 11,007, 358 Mississippi 3, 649, 214 3, 001,136 533,179 7,183, 529 Missouri 5, 909, 105 4, 048,164 2, 799.683 12, 756, 952 Montana 4, 048, 884 2, 766,121 273,348 7,088, 353 Nebraska 3. 954, 543 2, 791, 999 695, 466 7, 442. 008 Nevada 2, 564, 998 1,718, 707 53, 853 4, 337, 558 New Hampshire 974, 531 649, 688 422, 019 2, 046, 238 New Jersey 2, 547, 207 927,053 4,911,404 8,385, 664 New Mexico 3. 234, 379 2, 238,846 228, 567 5, 701,792 New York 9,615, 348 3, 788, 591 16,681,818 30,085, 757 North Carolina 4, 867,144 3, 983, 477 1,326,007 10.176,628 North Dakota 2, 951, 523 2,127, 843 190, 644 5, 270, 010 Ohio 6, 967, 252 4,101,078 6, 698, 622 17, 766. 952 Oklahoma 4, 484, 445 3, 294,834 1,197, 791 8, 977,070 Oregon. 3,330,486 2, 272,391 720,430 6,323.307 Pennsylvania 8,156,836 4, 679, 791 9, 344,128 22,180, 755 Rhode Island 974, 531 649, 688 997, 786 2, 622,005 South Carolina 2, 724, 022 2,246,419 581,082 5, 551, 523 South Dakota 3,114, 552 2, 217, 687 197,342 5, 529, 581 Tennessee 4, 266, 287 3, 278, 719 1,415,352 8, 960,358 Texas 12, 679,694 8, 930, 900 3, 966,153 25, 576, 747 Utah 2, 259, 221 1,504, 566 385,353 4,149,140 Vermont 974, 531 649, 688 188, 251 1,812,470 Virginia 3,657,445 2,836,866 1,324,938 7,819,249 Washington 3,145, 271 2,129,619 1,303, 754 6, 578, 644 West Virginia 2, 211,489 1,857,176 717.603 4. 786, 268 Wisconsin 4, 802, 731 3, 253, 279 2, 358, 393 10, 414, 403 Wyoming 2, 474,161 1,679,067 118, 209 4, 271,437 District of Columbia 974, 531 649, 688 1,018.601 2, 642, 820 Hawaii 974, 531 649, 688 349, 535 1, 973, 754 Puerto Rico.. 987,096 1,006, 657 741, 447 2, 735,200 Total 194, 906, 250 129, 937, 500 108, 281,250 433,125,000 1 Funds apportioned Sept. 1, 1948. 80 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 April 1, 1949 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 _ 34,352 983 5, 600 150 39, 952 1 133 Arizona 21,863 338 2, 559 60 24,422 398 Arkansas 22, 402 574 14, 683 361 37,085 935 California 689, 574 3,272 44, 247 441 733, 821 3, 713 Colorado _______________ _ 24, 280 542 6, 753 174 31,033 716 Connecticut - . 70,420 230 880 5 71,300 235 Delaware.. 14, 410 155 1,816 24 16,226 179 Florida - ... 9^600 280 2,400 70 12,000 ■ 350 Georgia 66, 893 2, 814 21,067 398 87, 960 3 212 Idaho 45^ 985 R029 18; 511 370 64, 496 1,399 Illinois 137, 688 L 257 31,360 504 169,048 1, 761 Indiana 77,482 ' 775 14, 590 134 92,072 909 Iowa 52, 980 1,454 8, 794 459 61, 774 1, 913 Kansas .. 46, 547 1,298 40,215 4,002 86; 762 5,300 Kentucky - 12, 401 ' 623 27; 891 286 40;292 909 Louisiana 16, 965 190 27,002 290 43; 967 480 Maine. . . 13,260 200 8, 993 122 22, 253 322 Maryland 74,676 423 39,378 102 114,054 525 M assachusetts 89j 043 175 5,722 18 94, 765 193 Michigan 65, 292 680 23; 083 330 88,375 1,010 Minnesota . 158,833 1,169 27, 289 1 448 186,122 2 617 Mississippi 34, 065 681 2, 556 84 36; 621 765 Missouri 28 J 45 584 16; 612 443 44; 757 1,027 Montana 23, 386 744 4, 747 111 28,133 855 Nebraska 31,405 937 1,124 42 32, 529 979 Nevada . . . 14,472 478 4, 543 208 19, 015 686 New Hampshire. 3,874 34 1,983 6 5; 857 40 New Jersey 99, 615 126 63; 101 97 162,716 223 New Mexico .. . 28,100 581 6,023 103 34,123 684 New York . . 410^000 1,140 200', 000 430 610', 000 1, 570 North Carolina _ 38,434 561 5,691 164 44,125 725 North Dakota. 1,321 214 8; 298 354 15; 619 568 Ohio _ . 96, 862 512 2,007 50 98,869 562 Oklahoma.. 16^ 004 464 8; 046 307 24,050 771 Oregon _ . .. 17,046 266 7,440 140 24,486 406 Pennsylvania. . 263^443 1,268 109, 923 779 373,366 2,047 Rhode Island ... 16,819 60 2,282 7 19,101 67 South Carolina. 22,000 700 5; 000 200 27, 000 900 South Dakota 24; 221 1,378 10,514 902 34; 735 2, 280 Tennessee 44,339 ' 789 7, 657 721 51, 996 1,510 Texas . _ . 87,021 2,946 16,381 784 103, 402 3,730 Utah 30; 328 ' 733 7, 522 257 37,850 990 Vermont . 12,100 112 1,137 12 13; 237 124 Virginia 40, 498 702 22, 950 453 63,448 1,155 Washington _ 81,063 1,184 17, 201 331 98, 264 1,515 West Virginia 12,071 ' 142 4,317 74 16; 388 216 Wisconsin 50.157 1,011 10,000 452 60,157 1,463 Wyoming . . . . 4i; 906 L 225 6, 493 241 48,399 1,466 Alaska .. . . 8,944 76 1,139 7 10,083 83 District of Columbia.. 11,600 16 12, 930 10 24, 530 26 Hawaii 6,851 18 3,360 28 10,211 46 Puerto Rico . 4,100 24 14,386 176 18,486 200 Virgin Islands 300 12 '650 25 ' 950 37 Total 3,351,436 38,179 958,846 17, 746 4,310, 282 55, 925 81 Table 6.—Projects financed with postwar Federal-aid funds programed 1 during the fiscal year ended June 30, 1949, by State Primary Secondary Urban Total State or Territory Total cost ^uids1 Miles Total cost | \unds1 Miles Total cost fund's1 Miles TotaI cost ^unds1 MUes Alabama---------- $3,959,900 $1,948,150 95.0 $4,091,441 $1,996,877 244.1 $1,713,102 $1,317,416 4.1 $9,764,443 $5,262,443 343.2 Arizona------------ 4,558,563 3,241,279 49.6 3,221,265 2,148,156 74.2 503,245 357,027 2.5 8,283,073 5,746,462 126.3 Arkansas----------- 873,124 436,778 9.7 5,437,369 2,739,914 243.6 ________________ ______ 6,310,493 3,176,692 253.3 California------- 18,662,793 7,820,187 90.7 3,835,370 1,339,246 83.9 20,843,209 8,128,563 20.2 43,341,372 17,287,996 194.8 Colorado----------- 7,076,238 3,981,588 176.5 4,860,540 2,798,795 171.3 _______________________ _ 11,936,778 6,780,383 347.8 Connecticut--------- 4,100,493 1,544,588 17.0 1,460,852 707,862 5.6 3,010,465 1,625,232 4.2 8,571,810 3,877,682 26.8 Delaware----------- 1,857,708 905,069 13.5 875,051 437,500 9.2 ________ .... . 2,732,759 1,342,569 22.7 Florida------------ 6,380,617 3,484,648 117.2 3,516,676 1,793, 138 102.6 618,353 309,176 7.1 10,515,646 5,586,962 226.9 Georgia------------- 10,857,392 5,460,953 154.1 396,594 202,397 6.4 4,020,116 2,003,558 4.4 15,274,102 7,666,908 164.9 Idaho--------------- 6,419,665 3,909,554 230.7 3,021,678 1,865,079 171.1 5,012 3,136 _____ 9,446,355 5,777,769 401.8 Illinois------------ 28,806,391 14,655,983 419.1 1,508,715 717,226 83.4 30,914,854 14,749,927 40.0 61,229,960 30,123,136 542.5 Indiana----------- 4,231,496 2,385,656 22.3 4,775,072 2,146,734 45.1 10,001,478 ' 5,017,339 18.5 19,008,046 9,549,729 85.9 Iowa--------------- 14,268,009 6,667,237 345.9 9,059,389 4,418,485 886.6 970,679 818,673 ‘_____ 24,298,077 11,904,395 1,232.5 Kansas------------- 11,215,056 5,602,825 360.6 4,596,613 2,342,628 853.1 444,233 266,642 2.5 16,255,902 8,212,095 1,216.2 Kentucky---------- 8,832,152 4,506,241 187.4 8,102,739 4.052,969 205.3 617,656 386,144 5.6 17,552,547 8,945,354 398.3 Louisiana----------- 13,147,354 7,017,465 77.0 5,816,176 2,221,011 88.2 1,890,822 920,411 3.0 20,854,352 10,158,887 168.2 Maine-------------- 2,186,250 1,109,025 22.6 3,663,659 1,886,998 48.4 ____________ ___ .. ______ 5,849,909 2,996,023 71.0 Maryland----------- 6,292,178 2,370,946 16.2 435,068 217,534 5.4 48,400 24,200 _____ 6,775,646 2,612,680 21.6 Massachusetts------- 6,666,015 3,530,134 62.2 781,623 643! 201 4.9 10,937,133 5,209,166 9.7 18,384,771 9,382,501 76.8 Michigan------------ 14,414,102 7,203,551 186.9 7,115,118 3,557,009 437.3 9,768,144 4,709,572 9.9 31,297,364 15,470,132 634.1 Minnesota-------- 10,032,965 4,915,843 317.1 4,743,431 2,258,344 712.6 3,906,100 1,972,423 11.3 18,682,496 9,146,610 1,041.0 Mississippi------- 1,605,847 790,124 43.6 2,914,310 1,450,075 131.5 66,800 33.400 .4 4,586,957 2,273,599 175.5 Missouri--------- 17,071,581 8,760,399 163.0 4,654,738 2,332,169 477.1 1,487,100 720,550 7.0 23,213,419 11,813,118 647.1 Montana------------- 3,843,255 2,239,090 129.7 3,714,406 2,120,436 238.8 220,000 122,646 2.5 7,777,661 4,482,172 371.0 Nebraska------------ 5,450,553 2,890,313 121.2 2,461,121 1,292,133 122.2 630,000 312,600 2.0 8,541,674 4,495,046 245.4 Nevada-------------- 3,502,449 2,906,247 51.6 2,552,776 2,105,179 151.6 14.335 13,017 _________ 6,069,560 5,024,443 203.2 New Hampshire------- 3,370,897 1,664,243 25.4 2,037,900 1,008,900 20.3 480,313 234,157 3.3 5,889,110 2,907,300 49.0 New Jersey---------- 6,465,566 2,731,408 12.4 2,299,813 1,149,907 12.2 14,683,750 7,154,591 11.7 23,449,129 11,035,906 36.3 New Mexico---------- 6,983,510 4,522,823 149.6 2,676,583 1,707,479 153.8 323,186 206,096 2.5 9,983,279 6,436,398 305.9 New York--------- 28,461,480 14,576,039 103.2 943,900 450,059 8.0 29,930,864 15,383,573 15.2 59,336,244 30,409,671 126.4 North Carolina------ 4,027,068 1,909,889 79.6 1,423,400 699,515 58.2 1,530,760 638,580 10.3 6,981,228 3,247,984 148.1 North Dakota..------ 5,874,872 2,941,107 204.9 3,726,810 1 1,892,334 700.6 341,834 158,626 .9 9,943,516 4,992,067 906.4 82 83 Ohio 17,544,066 8,949,169 78.1 1,433,430 682,220 12.8 3,327,790 1,557,795 3.4 22,305,286 11,189,184 94.3 Oklahoma 18,574,062 9,201,159 425.6 5,386,187 2,852,438 455.9 1,724,500 928,760 10.9 25,684,749 12,982,357 892.4 Oregon______________ 4,009,680 2,326,957 17.1 1,454,976 834,085 81.6 17,429 10,806 ------ 5,482,085 3,171,848 98.7 Pennsylvania_________ 19,685,426 9,838,528 77.9 10,391,964 5,184,732 70.8 4,744,565 2,370,000 . 6 34,821,955 17,393,260 149.3 Rhode Island _______ 3,994,315 1,975,174 14.8 773,570 543,585 2.9 63,190 31,595 ------ 4,831,075 2,550,354 17.7 South Carolina _____ 1,037,642 501,140 21.8 1,350,750 666.976 119.8 941,895 406,715 4.8 3,330,287 1,574,831 146.4 South Dakota 5,921.554 3,429,604 293.8 6,248,321 3,496,231 838.8 230,403 200,098 .4 12,400,278 7,125,933 1,133.0 Tennessee____________ 9,513,762 4,712,681 86.7 8,445,678 4,211,776 492.2 497,818 213,159 . 6 18,457,258 9,137,616 579.5 Texas . 39,350,114 12,036,790 660.9 12,378,070 6,186,597 937.4 3,624,300 1,812,150 4.2 55,352,484 20,035,537 1,602.5 Utah 5,807,509 4,236,450 131.9 1,919,589 1,415,275 107.7 339,194 249,830 2.0 8,066,292 5,901,555 241.6 Vermont _____________ 1,655,201 824,264 24.6 628,396 313,248 9.6 ________________________ 2,283,597 1,137,512 34.2 Virginia_____________ 2,603,143 1,282,746 19.0 7,456,915 3,699,120 324.8 1,140,000 560,000 3.2 11,200,058 5,541,866 347.0 Washington_________ 9,086,998 4,096,846 82.7 4,540,657 2,088,481 141.7 2,360,332 1,255,056 3.1 15,987,987 7,440,383 227.5 West Virginia______ 6,660,221 3,323,720 30.6 3,788,964 1,862,028 92.5 1,512,740 751,520 4. 4 11,961,925 5,937,268 127.5 Wisconsin____________ 8,475,834 4,200,086 159.2 9,901,674 4,272,208 646.3 3,705,188 1,851,385 5.5 22,082,696 10,323,679 811.0 Wyoming_____________ 5,821,941 3,800,608 132.4 2,849,533 1,860,438 231.5 2,992 1,970 ------ 8,674,466 5,663,016 363.9 District of Columbia_ 2,091,404 1,018,558 2.3 860,908 642,954 1,964,552 982,276 .4 4,916,864 2,643,788 2.7 Hawaii_______________ 1,164,922 550,580 6.6 862,050 424,025 3.4 _________________________ 2,026,972 974,605 10.0 Puerto Rico________ 1,202,216 575,146 6.7 889,879 408,070 11.5 2,057,461 817,951 4.7 4,149,556 1,801,167 22.9 Total________ 435,695,549 215,509,588 6,328.2 192,281,707 98,343,776 11,137.8 178,176,292 86,797,507 247.0 806,153,548 400,650,871 17,713.0 1 Initial commitment of funds. Table 7.—Projects involving Federal funds awarded to contract during the fiscal year 1 ended June 30, 1949, by program and by State Postwar Federal-aid funds Prewar Federal-aid funds Total______________________^_|_____________________ State or Territory Total cost Federal I Other Miles funds Primary2 Secondary Urban Primary Secondary Crosshig Alabama---------------------------$10,274,690 I $5,656,621 $939,034 $2,511,864 $1,886,960 $132,206 $79,727 $99,715 $7 115 388 2 Arizona--------------------------- 5,683,268 4,013,681 2,072,860 1,594,025 346,796 _ ... . 64 0 Arkansas-------------------------- 5,804,851 3,024,413 1,396,802 1,442,113 _ 12,805 . 172 693 167'1 California------------------------ 25,164,477 11,907,891 2,800,100 3,795,750 5,302,000 _______ 10,041 ZZZZZZZZZZZZ 245.5 Colorado-------------------------- 14,459,333 8,683,274 3,618,275 2,379,717 2,551,561 _ 29,157 104 564 261 4 Connecticut----------------------- 9,243,074 5,049,247 1,191,628 686,780 2,451,025 _ . 623 746 96'068’ 22 0 Delaware-------------------------- 2,611,273 1,839,472 1,255,760 92,850 ..... 490 862 ’ 26 5 Florida--------------------------- 4,482,290 2,395,553 283,657 737,540 993,511 76,845 __’._ '"304,'000 73^7 Georgia--------------------------- 27,317,999 12,642,702 2,943,578 3,105,597 4,782,339 525,626 112,354 476 985 696 223 323 8 Idaho----------------------------- 4,539,278 2,805,660 1,272,387 912,753 620,520 _ .. ’ ns'2 Illinois-------------------------- 21,337,585 11,275,716 6,131,214 2,836,344 1,907,900 ....'_ -""466’258 402'5 Indiana--------------------------- 16,606,360 8,733,627 4,234,453 2,528,189 1,970,985 _ _____1... ZZZZZZZZZZZZ 122^6 Iowa------------------------------ 19,814,414 9,614,976 4,142,619 5,132,266 327,167 .. . 12 924 1 060 8 Kansas --------------------------- 17,803,799 9,100,179 5,110,471 3,076,674 443,565 94,216 90,510 ""284'743 1’433'3 Kentucky-------------------------- 14,457,760 7,307,520 4,730,822 1,573,004 997,266 .... 6 428 ’210'5 Louisiana------------------------- 14,636,856 7,281,203 3,731,105 2,445,155 _ 899,385 _""265/558’ ZZZZZZZZZZZZ 174.7 Maine.. -------------------------- 4,203,013 2,100,989 1,584,648 516,341 n Maryland. ------------------------ 14,706,799 7,147,937 1,964,577 816,125 4,315,666 "ZZZZ"ZZZZ .. 52’235'. 46 7 Massachusetts--------------------- 12,001,118 6,974,531 2,284,964 347,368 4,277 490 ' " 64’709 31 0 Michigan-------------------------- 32,580,534 16,252,401 7,617,000 3,618,430 5,010,023 I.ZZZZZ.ZZZZZ ZZZZZZZZZZ- 6,’948 ZZZZZZZZZZZZ 561.1 Minnesota.------------------------ 22,603,699 11,989,153 6,846,039 2,686,009 1,513,012 944 093 072 5 Mississippi----------------------- 7,679,168 4,005,704 1,810,331 1,650,479 513,294 ' 31’600 259 5 Missouri-------------------------- 20,675,732 10,610,387 3,975,131 3,377,061 3,160,646 ”” 97,'549 ’ 732 3 Montana--------------------------- 12,112,744 7,254,034 4,658,219 2,198,507 __..... 11/227 '"'386,081' ZZZZZZZZZZZZ 40sZ 2 Nebraska-------------------.------ 6,964,617 4,024,584 1,225,912 1,642,041 1,123,663 32,968 1794 Nevada.... ----------------------- 4,418,773 3,633,572 2,538,299 969,340 12,120 45,875 67’938 168 3 New Hampshire--------------------- 3,097,750 1,793,926 697,220 299,005 761 022 36 679 ’ ------- 20 9 New Jersey------------------------ 24,365,397 12,083,483 3,653,900 1,283,521 6,929^300 20;292 ""196,’476' ZZZZZZZZZZZZ ZZZZZZZZZZZZ 47.4 New Mexico------------------------ 5,650,885 3,623,012 1,250,268 2,111,451 206,096 _ . . .. 55 197 1Q1 2 ---------------------------------- 82,438,499 41,083,714 15,931,131 5,337,377 15,839,576 127,272 303 130 3 223 999 321 229" 3010 North Dak±a----------------------- 8,480,918 3,620,930 3; 36L 073 ’ 74^ 455 159:498 10L 662 ’^SOO ’ 510 4 North Dakota---------------------- 10,326,379 5,446,447 I 3,563,278 1,240,084 ।_ 25,703 183,739 433,643 ’__ 8114 84 85 Ohio 28,169,173 14,186,552 7,713,408 3,649,675 2,706,331 101,625 - 15,513 ------ 212.0 Oklahoma 19,394,666 9,462,387 5,179,910 3,673,032 287,281 239,558 41,806 40,800 - 1,028.7 Oreeon 8,324,243 3,850,310 2,119,600 815,000 888,710 - 27,000 ----------------- 82.7 Peimsyivania”!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!_ 43,816,889 21,639,549 4,903,980 3,355,569 13,380,000 ---------------------- 91.2 Rhode Island - 6,799,976 3,539,848 921,306 291,616 1,663,000 378,044 60,640 225,242 - 19.9 South Carolina 7,429,826 4,068,245 2,661,750 738,926 250,140 31,618 7,368 378,443 - 165.5 South Dakota 10,732,388 6,468,489 3,962,636 1,865,137 46,839 ------ 585,306 8,571 --------------- 765.7 Tennessee_!!!!!!!!!!!!!!!!!!!!!!!___ 18,628,817 9,598,131 5,821,631 1,979,263 1,669,919 32,640 79,590 15,088 _ 351.0 Texas 59,334,435 28,725,071 17,783,234 7,355,430 3,213,377 _ 106,900 266,130 ---- 1,939.4 Utah 3,931,144 2,904,212 1,957,291 903,902 ____________________ 43,019 ------- 129.0 Vermont ” 3,511,576 1,731,080 890,082 447,073 389,356 ___________ 4,569 -------- 55.9 Virginia.”!!!!!!!!!!!!!!!!!!_________________ 12,526,913 6,171,758 2,440,896 2,110,111 1,109,742 318,345 - 192,664 ------ 246.8 Washington _______________ 9,910,532 4,792,366 2,261,575 1,409,291 1,121,500 _______________________ 147.2 West Virginia ___________________ 9,560,094 4,736,224 2,070,804 1,648,017 967,386 49,914 103 ______________ 143.4 Wisconsin 16,496,611 7,605,430 3,761,674 2,370,385 1,195,300 124,505 146,850 6,716 _ 416.2 Wyoming_____________________________ 5,883,925 3,833,523 1,811,739 1,884,744 _ 136,935 _ 105 ______________ 273.2 District of Columbia______________ 1,845,728 853,043 853,043 ------------------------------------------ .4 Hawaii . ______________________________ 2,654,931 1,366,829 699,651 538,131 _ 9,000 ______________ 120,047 15.3 Puerto Rico_______________________ 1,632,254 685,052 129,075 399,019 156,958 ____________________________________ 12.4 Total_______________________ 765,175,073 394,054,626 177,019,897 101,742,154 98,031,131 3,709,103 2,182,891 9,824,768 1,544,682 16,409.9 1 Includes force account projects placed under construction during the fiscal year. 2 Funds available for either rural or urban portions of the Federal-aid highway system. Table 8.—Status of projects as of June 30, 1949, and projects completed during the fiscal year 1 Programed,2 plans not approved Plans approve^iwt under con- Under construction Completed during fiscal year State or Territory----------------i-------------—r------------------------------------------------------------------— Total cost ^fujuis1 Miles Total cost ^fun^fs1 Miles Total cost ^mids1 Miles Total cost Omids'1 Miles _______________________________________________________________ _ Alabama_________ $10,727,928 $5,431,799 186.4 $3,456,167 $2,151,839_156.9 $11,818,942 $6,379,220 277.2_$9,562,550 $4,733,276______431.9 Arizona----------- 5,478,108 3,813,044 78.3 198,340 140,340 14.0 7,410,202 5,046,589 53.7 6,529,492 4,256,626 92.5 Arkansas---------- 9,850,454 5,114,017 299.4 8,226,841 3,817,828 112.6 11,585,689 6,646,465 149.7 10,225,502 5,254,983 337.4 California------- 28,167,609 9,697,831 156.8 4,628,711 2,111,037 57.6 49,555,155 24,210,824 256.7 42,495,074 23,897,276 349.2 Colorado---------- 6,643,435 3,788,777 214.7 3,230,400 1,946,775 76.0 10,578,036 6,252,123 156.9 17,922,642 10,337,805 369.8 Connecticut------ 10,948,489 5,130,316 19.1 3,140,092 1,519,799 11.0 9,828,307 5,123,678 14.7 6,637,581 3,210,072 34.8 Delaware---------- 1,342,403 671,121 11.8 2,205,109 1,077,678 21.8 3,313,835 2,195,327 24.2 3,434,999 1,708,977 58.1 Florida---------- 20,373,498 10,684,949 504.4 2,295,919 1,161,566 69.9 6,881,150 2,883,798 114.4 11,497,621 5,401,522 235.4 Georgia---------- 12,765,126 6,751,653 319.7 13,172,895 5,781,342 57.6 35,470,073 17,940,935 777.3 15,703,398 8,232,128 462.1 Idaho------------- 7,416,454 4,626,788 393.0 1,642,821 983,925 61.4 5,298,171 3,337,633 96.5 3,949,991 2,476,469 135.4 Illinois--------- 63,981,412 34,070,976 707.5 30,324,448 13,317,536 222.9 46,190,303 23,047,465 499.5 23,115,086 11,486,480 539.5 Indiana---------- 23,759,737 11,914,419 102.9 3,542,728 1,982,675 19.0 22,375,587 11,685,150 144.5 17,732,758 8,910,406 159.3 Iowa------------- 16,428,725 7,611,281 719.8 12,671,277 5,752,509 408.6 19,891,750 9,642,075 752.9 24,656,053 12,426,763 1,156.7 Kansas----------- 13,883,993 6,803,752 1,551.5 7,806,776 4,009,423 490.0 19,390,108 9,930,304 918.2 26,242,543 13,235,631 1,777.1 Kentucky--------- 12,884,573 6,522,603 279.0 6,119,087 3,067,547 102.3 15,598,680 7,860,105 195.1 13,924,460 6,847,448 225.5 Louisiana-------- 24,592,718 j 11,589,773 282.3 12,563,448 5,835,589 89.1 17,559,419 8,370,229 136.9 10,319,427 5,458,972 147.5 Maine------------- 6.572,328 3,593,834 70.0 863,968 433,817 8.5 7,668,829 3,797,843 70.8 5,786,486 3,025,306 52.5 Maryland---------- 2,953,206 1,395,203 23.2 9,521,866 3,267,118 20.8 18,962,635 11,129,268 88.1 3,252,374 1,697,408 32.2 Massachusetts---- 17,064,835 9,351,782 52.5 4,136,319 2,152,884 12.4 20,407,331 10,699,544 38.0 8,040,892 4,545,372 44.7 Michigan--------- 18,177,084 8,990,692 506.6 10,378,263 5,196,335 283.6 47,779,673 20,144,485 297.0 32,888,611 16,798,822 469.6 Minnesota.------- 11,889,716 6,370,161 672.9 9,511,798 5,048,321 342.1 23,323,449 11,743,900 504.3 26,348,966 12,931,747 1,399.0 Mississippi------- 2,739,742 1,314,871 107.8 3,913,698 1,976,872 146.8 16,966,208 8,595,424 404.9 16,363,985 8,175,746 584.4 Missouri--------- 29,897,401 14,994,494 834.1 13,176,988 6,006,362 294.3 26,815,276 14,365,355 576.1 21,879,177 11,177,708 663.4 Montana----------- 8,138,495 4,998,156 321.3 4,135,438 2,617,735 111.2 12,420,097 7,459,374 293.0 10,295,432 6,113,634 488.9 Nebraska--------- 17,543,144 9,357,108 585.8 5,152,855 2,543,707 138.1 10,381,659 5,678,628 354.5 11,458,717 5,715,330 550.0 Nevada------------ 2,899,944 2,372,029 120.5 1,740,920 1,432,143 17.4 3,948,357 3,253,654 144.3 4,446,111 3,352,300 225.3 New Hampshire----- 6,099,217 3,019,231 55.1 327,269 159,235 1.0 3,676,779 2,158,779 16.5 5,107,436 2,613,227 31.0 NewJersey--------- 8,304,574 , 3,537,287 25.6 5,118,205 2,626,002 2.9 32,568,817 16,051,473 41.1 16,653,446 8,343,467 42.2 New Mexico------- 10,434,059 6,768,166 364.7 2,662,083 1,708,014 47.9 4,446,376 2,842,033 68.3 8,715,220 5,671,006 310.6 New York -------- 58,952,445 32,163,228 240.0 29,762,505 13,872,533 51.5 88,030,749 43,724,643 346.8 28,164,265 12,637,342 182.0 North Carolina---- 6,702,565 3,174,385 115.2 3,192,675 1,465,299 30.8 24,918,505 12,366,750 568.5 23,702,888 11,690,289 645.1 North Dakota------- 9,723,530 1 5,045,771 1 1,326.7 4,784,475 I 2,381,512 304.2 10,975,045 • 5,771,291 > 629.8 13,038,954 7,259,205 1,030.4 86 87 Ohio 42 180 890 20,456,118 274.3 6,523,812 3,322,241 39.3 54,867,330 27,645,717 212.8 20,375,974 10,405,925 190.6 Oklahoma------------ 20 480 863 11 432 404 664.5 10 524 464 5,333,687 421.5 14,073,243 6,862,188 630.3 11,939,314 5,955,217 767.6 Oregon ------------- 6 458 000 3 540 568 96.1 1 130 229 607 848 9.1 11,693,245 5,481,486 145.1 11,912,565 6,730,755 288.0 pelnsyivania::::::::::::::: 32,776,654 ivei^ 102.4 12:073,347 5,993,053 32.9 63,976,624 32,013,234 145.1 43,072,214 22,573,753 242.5 Rhode Island 7 032,746 3,173,991 20.3 4,685,812 2,361,037 7.1 3,701,688 1,825,292 10.5 4,921,757 2,429,829 22.8 South Carolina"----- 2 992 300 1 546 798 54.4 1 257 955 665 792 99.2 10,160,859 5,279,342 236.3 10,922,204 5,514,659 281.7 South Dakota ------- 10 065 881 5 841 249 1,028.8 4 985 811 3,269,804 349.6 10,714,632 6,397,482 641.4 12,564,416 7,483,488 845.8 Temessee 447.9 7:735,716 3,989326 187.3 28,301,079 15,254,559 259.6 16,767,977 8,762,248 461.8 Texas 6 555 500 3,083,790 284.6 32,156,765 9,266,260 726.6 58,186,209 30,204,741 1,081.6 55,774,303 29,540,599 2,354.4 Utah----------------- 6 110 029 4 494 131 226.7 1 290,306 963,513 54.9 4,719,997 3,439,431 110.0 5,024,030 3,605,121 226.4 Vermont--------------- £ 649; 264 1 322 032 50.3 1,397 239 699,276 16.1 4,278,752 2,092,644 50.8 4,730,756 2,369,959 74.9 11319,598 5:888, 602 314.8 3, 885,014 1,890,576 116.5 19,976,890 11,680,566 199.1 13,887,715 7,112,705 223.6 Washington 15,214,784 6,555,388 165.9 5,244,441 2,131,309 91.4 13,613,488 6,553,563 108.8 9,158,375 4,776,790 207.8 West Virginia. 10,279,098 5,143,230 134.6 3,434,177 1,714,825 42.0 10,738,005 5,310,864 132.0 6,861,299 3,610,189 113.1 Wisconsin ---------- 23 327 386 11 848 558 681.6 5 287,617 2,439,396 174.1 27,369,338 12,504,380 405.0 25,710,234 11,137,278 681.0 WyomingJ“UUU“U 3,6381100 2,440>7 99.4 2,182,597 1,367,702 142.9 8,425,423 5,445,086 300.1 8,142,574 5,202,189 309.5 District of Columbia 3,873,744 2,149,372 1.3 750,520 375,200 1.2 14,399,752 6,931,556 2.0 429,313 201,652 1.9 Hawaii ----- 6 070 597 3^43 444 24.0 2,416:336 1,034,768 8.0 3,80^1,138 2,055,603 19.3 2,349,847 1,136,026 15.7 Puerto Rico________ 9,946,169 4,501,899 45.8 2,228,340 1,007,449 12.0 7,928,676 2,757,544 37.8 2,311,396 958,593 15.0 Total_______ 720,835,500 369,956,200 15,966.3 332,794,882 155,978,459 6,315.9 1,016,964,560 520,069,642 13,738.0 746,948,400 389,129,718 20,587.6 i Includes projects financed from post-war Federal-aid primary, secondary, and urban, prewar Federal-aid primary, secondary, and grade-crossing, emergency highway and gradecrossing, and Defense Highway Act funds. 2 Initial commitment of funds. Table 9.—Status of projects as of June 30, 1949, and projects completed during the fiscal year,1 on Federal-aid primary system in rural areas Programed,2 plans not approved Plans approx ed^Mt under con- Under construction Completed during fiscal year State or Territory--------------------------------------------------------------------------------------------------- Total cost Ffundsal Miles Total cost Miles Total cost Ff®^edrsal Miles Total cost fund's1 Miles Alabama.____________ $5,352,106 $2,644,408 61.4 $639,300 $317,000 45.2 $3,891,521 $1,994,556 58.8 $1,919,456 $1,069,611 37.6 Arizona------------ 3,071,950 2,185,975 27.7 -------------------------- 3,936,337 2,656,405 30.4 4,299,203 2,886,764 51.5 Arkansas---------- 3,736,630 2,048,215 39.2 2,645,706 1,393,226 28.7 8,307,292 4,987,830 66.8 4,535,741 2,230,643 95.3 California---------- 13,393,478 5,063,355 55.2 2,645,282 1,426,252 13.3 12,977,803 6,525,863 66.8 13,133,224 6,400,922 74.0 Colorado---------- 3,838,560 2,172,794 107.0 1,819,339 994,207 31.8 5,675,886 3,227,497 68.3 10,005,949 5,693,647 188.6 Connecticut-'----- 1,987,746 568,873 5.0 882,038 447,316 8.5 1,910,554 1,235,786 3.5 3,738,180 1,819,943 25.7 Delaware------------ 350,000 175,000 1.6 1,489,992 726,462 7.5 2,146,998 1,589,417 9.4 1,740,370 898,168 31.0 Florida---------- 12,096,834 6,360,717 281.6 529,295 264,647 8.8 660,518 407,731 3.7 5,277,879 2,550,732 87.5 Georgia---------- 11,050,626 5,888,603 288.7 2,331,790 1,157,645 29.5 17,155,968 8,453,721 273.2 7,549,012 3,952,770 157.8 Idaho------------- 4,486,000 2,820,206 186.9 907,425 521,575 22.5 2,063,046 1,278,513 29.4 2,360,292 1,472,495 52.5 Illinois------------ 23,741,368 11,942,663 371.0 7,815,116 3,794.102 54.6 16,514,907 9,320,771 204.4 11,477,509 5,682,411 185.2 Indiana----------- 6,639,050 3,653,758 27.0 1,685,144 1,072,985 4.6 10,835,952 5,490,741 66.0 9,189,104 4,770,758 74.9 Iowa-----1--------- 6,723,540 2,469,105 231.5 6,850,339 2,602,531 138.3 10,727,881 5,373,932 214.8 15,382,247 7,743,894 304.8 Kansas—----------- 7,121,001 3,434,829 187.0 5,495,557 2,761,709 172.1 11,940,454 6,129,359 299.3 14,114,089 7,101,031 401.5 Kentucky---------- 4,167,655 2,087,227 121.7 2,751,837 1,375,919 16.0 9,775,925 4,825,949 120.8 7,825,266 3,824,733 107.0 Louisiana-------- 12,591,440 6,253,234 102.0 3,294,723 1,733,699 19.0 5,434,905 2,800,966 57.9 6,162,803 3,173,261 79.1 Maine------------- 1,367,750 810,125 8.7 235,000 117,000 2.9 4,792,953 2,363,326 45.4 1,779,828 875,969 26.3 Maryland------------ 488,688 244,344 1.9 6,596,388 1,670,987 10.9 6,248,138 4,365,351 37.0 179,998 86,376 .... Massachusetts----- 5,780,082 3,365,516 36.7 849,560 420,470 8.7 2,893,747 1,787,394 12.2 2,572,267 1,569,078 15.4 Michigan----------... 5,191,202 2,592,101 41.2 4,316,700 2,158,350 78.8 14,566,738 6,743,319 171.9 15,043,866 8,012,483 168.4 Minnesota--------- 1,704,000 913,833 13.0 2,567,536 1,271,115 78.3 13,451,425 6,848,806 265.9 14,249,086 6,961,335 343.1 Mississippi.------ 1,170,134 530,067 31.0 997,550 503,175 29.9 9,410,836 4,601,473 156.9 8,739,398 4,450,235 257.7 Missouri--------- 13,988,508 7,380,281 121.5 3,484,888 1,569,770 40.6 12,216,146 6,534,083 144.1 12,367,915 6,152,287 151.5 Montana----------- 4,533,083 2,953,737 104.8 1,061,180 595,780 62.7 9,187,293 5,614,514 152.1 5,504,069 3,358,386 168.3 Nebraska--------- 10,771,822 5,565,508 316.0 1,678,771 807,837 48.2 5,434,675 2,709,772 174.2 7,465,783 ‘3,733,334 335.0 Nevada-------------- 250,340 206,675 .7 1,031,102 846,921 11.6 2,421,574 1,986,289 46.2 2,180,803 1,608,367 59.6 New Hampshire------ 2,669,317 1,324,331 21.6 73,005 37,103 _____ 1,573,613 803,747 7.7 3,750,942 1,948,350 18.4 New Jersey--------- 1,676,416 338,208 7.1 ___________________________ 1,732,454 832,374 .2 ____________________________ New Mexico---------- 5,935,042 3,874,627 126.4 1,715,824 I 1,096,473 26.9 2,449,660 1,563,949 20.1 4,205,525 2,680,750 119.8 New York--------- 13,120,243 6,895,127 53.6 4,181,541 2,098,046 13.8 44,907,882 22,852,811 183.0 18,028,890 8,389,172 126.6 North Carolina----- 3,670,000 1,746,330 79.1 614,509 327,493 5.4 10,421,253 5,449,009 188.9 12,296,045 6,127,568 248.6 North Dakota-------1 3,544,876 1,905,098 145.4 3,525,070 | 1,762,815 101.2 7,019,472 3,540,285 234.1 8,091,435 4,267,704 311.9 88 89 Ohio------------- 15,092,636 7,765,666 77.3 4,082,372 2,162,341 8.4 22.446,804 11.223,046 104.4 8,143,277 3,877,470 46.2 Oklahoma----------- 10,341,359 5,916,622 155.4 6,655,299 3,344,476 152.0 8,559,897 3,963,370 236.1 5,933,428 2,932,399 148.8 Oregon------------------ 3,454,000 2,028,337 12.3 1,057,824 562,957 9.1 5,412,147 2,603,259 69.3 6,166,876 3,378,785 130 7 Pennsylvania---- 13,093,236 6,546,618 42.4 4,185,560 2,092,780 20.7 15,645,844 8,007,515 45.7 21,412,644 11,384,707 102.3 Rhode Island________ 3,181,518 1,588,109 12.0 . 160,577 120,047 .1 861,757 427,231 2.8 1,353,247 660 440 4 1 South Carolina----- 1,494,800 891,081 34.2 58,920 36,428 _____ 6,041,854 3,172,822 94.7 5,668,680 2,895,317 71.6 South Dakota------ 2,910,586 1,751,329 169.1 2,228,100 1,411,397 109.7 5,777,672 3,445,376 219.2 8,869,753 5,439,399 468.1 Tennessee.---------- 4,000,936 2,037,768 8.8 4,166,800 2,022,900 45.2 14,216,560 7,548,011 75.5 3,940,468 2,108,734 45.5 Texas------------- 2,057,100 807,750 58.2 15,662,425 3,702,215 273.7 29,898,517 14,893,410 448.1 25,398,228 12,843,102 575.8 Utah---------------- 3,049,074 2,228,075 62.2 778,929 570,698 31.9 3,159,298 2,303,020 43.2 2,927,462 2,139,496 86.3 Vermont------------- 1,630,633 812,716 31.7 1,242,790 620,815 12.8 2,020,667 998,852 29.3 3,179,904 1,590,114 43.3 Virginia------------ 4,052,444 2,051,899 24.0 539,416 269,612 2.9 8,830,139 5,589,918 34.2 8,013,976 3,939,697 38.4 Washington-------- 3,817,895 2,023,918 38.1 2,683,623 960,422 19.6 7,634,226 3,411,515 51.2 5,417,778 3,002,023 67.9 West Virginia------- 6,430,000 3,215,000 27.7 1,176,398 620,699 5.8 2,676,604 1,338,302 17.3 3,541,271 1,827,341 25.0 Wisconsin-------- 11,228,990 5,880,495 153.9 2,668,126 1,280,000 38.6 11,753,131 5,541,573 167.5 10,643,218 4,450,765 177.0 Wyoming----------- 2,227,112 1,512,704 37.0 811,237 479,073 25.2 5,651,122 3,671,771 141.5 4,673,271 3,023,173 135.8 District of Columbia.... 1,048,284 524,142 .8 ________________________ 1,747,690 804,024 .1 Hawaii------------ 2,777,662 1,492,164 19.3 254,636 127,318 5.6 1,445,080 790’985 8.0 1,428,917 705,'265 ill! Puerto Rico--------- 3,904,669 1,819,399 13.9 1,091,430 501,838 5.0 1,737,250 725,663 9.1 852,102 299,151 2.6 Total---------- 292,002,421 151,308'662 4,181. 5 124, 215, 969 56, 7581626 1,886.6 428,2001065" 225,355, 202 5, 21016" "362, 730,674~ 187, 990, 555 6,48511 1 Includes projects on rural portions of the primary Federal-aid system financed from postwar Federal-aid primary, prewar Federal-aid primary and grade-crossing, emergency highway and grade-crossing, and Defense Highway Act funds. 2 Initial commitment of funds. Table 10.—Status of projects as of June 30, 1949, and projects completed during the fiscal year,1 on secondary roads in rural areas Programed,2 plans not approved Plans appr°t7uct?o°n Under COn’ I Under construction Completed during fiscal year State or Territory---------------i-------------------------------------------------------------------------i----- Total cost '’‘funds1 MiIes Total eost fund's1 Miles Total cost funds'1 Miles Total cost ^und^1 MiIes Alabama------------ $3,223,092 $1,573,026 119.8 $1,398,097 $656,089 111.2 $4,704,023 $2,240,475 213.2 $7,525,144 $3,611 226 394 0 Arizona------------ 2,001,238 1,339,576 49.2 185,844 132,527 14.0 2,983,475 2,043,388 20.4 2,219,360 1,365,930 41.0 Arkansas----------- 5,484,824 2,752,802 255.7 2,370,230 1,277,123 65.2 3,245,121 1, 641,997 82.9 5,440,875 2,795 110 241.6 California------- 4,479,795 1,807,913 96.6 1,774,228 562,952 44.3 10,371,129 4,567,349 163.2 11,216,276 5,372,666 250.0 Colorado--------- 2,638,896 1,543,633 107.4 526,896 298,562 25.9 3,799,420 2,144,123 86.5 4,759,467 2.730 408 178 6 Connecticut-------- 1,855,724 957,862 6.1 90,128 35,000 .1 782,157 386,638 6.4 721.469 ' 335 200 4 3 Delaware----------- 992,403 496,122 10.2 467,836 228,819 11.6 540,036 269,881 13.0 1,359,497 659’240 1 26 0 Florida---------- 5,081,664 2,584,232 211.0 1,745,224 882,578 61..1 3,117,269 1,114,374 100.5 5,328,507 2,396,820 144.2 Georgia---------- 1.259,000 633,100 30.7 530,485 269,981 14.2 13,851,257 7,242,532 498.7 6,881,263 3,650,167 286.9 Idaho------------ 2,930,454 1,806,582 206.1 735,396 462,350 39.0 2,210.795 1,383,000 66.9 1,584,541 1,000,798 82.9 Illinois----------- 6,550,030 3,031,806 281.4 4,276,508 2,057,270 141.4 10,032,441 5,114,312 262.8 8,234,384 3,935,488 331 9 Indiana---------- 7,535,325 3,450,980 61.2 675,892 307,254 9.4 6,785,535 3,377,884 65.2 5,772,403 2,785,265 71.8 Iowa------------- 5,722,906 2,892,703 468.3 3,608,344 1,795,092 258.0 8,551,691 3,953,046 534.6 7,647,674 3,753,635 840.0 Kansas----------- 6,353,559 3,166,407 1,361.9 1,986,346 985,451 317.1 6,364,789 3,154,165 616.5 8,632,262 4,275 604 1 357.2 Kentucky--------- 7,012,583 3,507,892 146.8 2,865.679 1,440,843 81.3 2,745,362 1,372,181 52.6 5,033,801 2,495 662 114.3 Louisiana---------- 10,065,098 4,393,449 177.4 3,711,930 1,213,194 66.8 6,616,484 2,851,925 77.1 3,488,906 1,713,693 | 67.3 Maine. ---------- 4,823,367 2,593,104 61.4 628,968 316,818 5.6 1,561,550 763,194 24.2 1,288,112 ! 649,029 24.8 Maryland----------- 886,118 443,059 20.2 838,454 383,827 , 8.2 3,479,604 2,185,120 41.4 1,760,767 947,269 31.6 Massachusetts.----- 908,282 706,641 5.6 16,000 6,300 _____ 817,184 386,971 4.0 1, 608,685 833; 669 9.9 Michigan--------- 7,159,188 3,548,244 462.5 2,706,458 1,360,437 190.6 5,084,969 2,373,775 111.9 6,146,939 3,243,042 266.6 Minnesota.--------- 4, 291, 616 1, 945, 735 647. 8 2, 309, 597 1,158, 321 261.0 5,308,169 2, 563, 752 220. 9 10,446,875 5,131, 464 1, 034. 6 Mississippi------ 1,138,136 569,068 47.8 2,570,320 1,257,830 116.3 6,419,278 3,185,957 240.7 6,953,006 3,427,111 321.6 Missouri--------- 8,377,072 4,185,802 706.9 3,313,477 1,672,626 240.5 6,155,512 3,127,099 423.9 6,695,907 3,327,740 504.1 Montana---------- 3,300,344 1,873,241 213.3 1,075,470 618,403 47.4 2,724,416 1,563,296 135.7 4,791,364 2,755,249 320.6 Nebraska--------- 5,238,572 3,030,450 262.8 3,348,102 1,683,129 89.9 3,530,669 1,763,193 180.1 3,424,031 1.697,544 ’ 213.8 Nevada-- -------- 2,649,604 2,165,354 119.8 234,271 193,282 3.3 953,742 765,280 97.6 • 1,993,844 1,541,390 164.7 New Hampshire------ 2,761,900 1,368,400 28.6 162,976 81,488 .8 1,121,414 635; 373 7.0 915;088 451 807 7.9 New Jersey------- 2,114,846 1,057,423 12.9 1,714,916 946,922 .7 1,672,536 822,023 22.3 2,325,030 1,162,497 25.0 New Mexico------- 4,499,018 2,893,539 238.3 236,311 157,754 18.7 1,137,331 730,054 37.1 3,702,146 2,405,759 181.9 SeVLY£rk-f--------- 6,573,292 168.4* 3,716,358 1.359,476 27.5 11,364,448 5,528,290 136.8 1,739,001 801,938 40.1 North Carolina----- 764,200 374,500 23.2 <44, 784 351,104 17.7 10,142,612 4,974,816 356.2 8,902,418 4,370,718 373.5 North Dakota------- 5,863, 510 2,981,100 1,180.2 1,032,465 505,187 194.2 2,978,086 1,756, 555 370. 2 I 3, 512 886 2 U0 574 694 4 90 91 Ohio 6,377,254 3,057,852 190.4 1,607,954 792,357 30.3 11,101,931 5,354,138 93.0 9,021,809 4,560,972 141.9 Oklahoma . .. 5,080,139 2,738,533 478.8 3,479,165 1,841,908 269.5 4,427,166 2,337,084 391.1 5,945,030 2,986,958 618.7 Oregon 1,529,000 860,000 83.1 54,976 34,085 _____ 3,295,593 1,634,510 66.4 3,692,993 2,153,906 154.4 Pennsylvania___'...... 8,826,418 4,401,959 55.1 1,321,184 650,273 10.6 9,724,857 4,787,231 84.4 10,854,748 5,522,187 118.8 Rhode Island________ 666,564 485,782 8.2 _______________________ 478,966 377,197 1.7 35,246 22,108 ------ South Carolina 452,500 173,217 15.5 1,125,580 592,649 97.0 2,509,072 1,255,088 138.5 4,600,623 2,295,715 200.8 South Dakota 6,892,110 3,942,065 857.7 2,016,830 1,256,316 238.7 4,827,835 2,892,392 421.7 3,687,278 2,038,320 377.8 Tennessee___1_______ 8,079,450 4,001,775 439.1 3,364,916 1,898,526 142.1 4,691,700 2,614,123 178.5 7,924,478 3,895,267 405.6 Texas - 3,484,400 1,769,040 225.1 5,387,300 2,744,005 413.4 7,648,714 3,822,845 559.6 18,634,793 9,161,520 1,738.4 Utah ’ 2,730,955 2,022,648 162.5 501,886 383,324 23.0 1,548,168 1,126,653 66.8 2,085,230 1,456,928 140.1 Vermont 826,852 413,426 18.0 141,194 71,834 3.0 1,313,558 648,981 19.3 1,483,223 744,879 30.7 Virginia__________ 6,035,537 3,033,223 285.5 2,610,235 1,319,068 112.0 6,654,820 4,017,527 153.3 4,611,277 2,340,720 181.4 Washington. .. ___ 3,533,458 1,709,414 121.3 2,150,960 969,558 69.6 3,741,232 1,902,998 55.0 3,465,360 1,640,009 137.1 West Virginia . 2,799,098 1,403.230 103.5 1,807,316 866,685 35.0 4,034,068 1,996,472 105.2 2,762,034 1,321,225 87.6 Wisconsin 9,049,364 4,481,712 523.0 1,822,717 761,196 132.6 8,824,745 3,667,274 219.2 9,331,799 3,871,520 455.6 Wyoming.......... 1,253,486 825,992 60.3 1,110,009 722,180 115.7 2,509,837 1,631,320 158.6 3,316,030 2,102,299 158.3 District of Columbia_ 860,908 642,954 ______________________________ 245,516 122,758 ------------------------------ Hawaii 1,639,294 774.460 3.1 302,050 149.025 2.3 1,534,930 823,805 11.0 906,261 423,434 4.6 Puerto Rico_______ 2,021,500 970,000 21.3 679,057 283,586 4.6 3,437,767 1,317,270 18.6 563,859 267,582 6.5 Total_______ 212,767,235 109,954,319 11,441.0 80,981,319 39,994,564 4,182.4 233,702,979 118,311,684 8,012.4 244,973,999 124,549,261 13,605.4 1 Includes projects on secondary roads in rural areas financed from postwar Federal-aid secondary, prewar Federal-aid secondary and grade-crossing, emergency highway and grade-crossing, and Defense Highway Act funds. 2 Initial commitment of funds Table 11.—Status of projects as of June 30, 1949, and projects completed during the fiscal year,1 in urban areas Programed,2 plans not approved 1 lans aPP> ^ruction Undei Con' Under construction Completed during fiscal year State or Territory--------------------------------------------------------------------:------------------------------- Total cost funds’ Miles Total cost ^fi'mds1 Miles Total cost FfunInitial commitment of funds. Table 12.—Interstate system improvements financed with postwar Federal-aid funds: Status of projects as of June 30, 1949, and projects completed during the fiscal year Programed/ plans not approved Plans approved^not under con- Under construction Completed during fiscal year State or Territory--------------------------------------------------------------------:-------------------------------- Total cost Ffuneds1 Miles Total cost fund's1 Miles Total cost FfnndT1 Miles Total cost FfS' Miles llAXAVAD 1LH1U.O 11111x1.0 IllIlUo Alabama_____________ $2,671,300 $1,298,700 16.4 $1,368,770 $1,153,750 0.6 $4,719,710 $2,882,103 26.7 $115,350 $50,100 0.3 Arizona------------- 800,000 568,000 17.7 ________________________ 2,831,417 1,966,490 31.1 2,679,728 1,824,335 36.2 Arkansas______________________________________ 3,176,526 1,151,753 .1 5,000 2,500 _____ 28,140 9,380 California_________ 6,640,000 2,095,000 27.7 1,842,500 984,000 13.2 22,684,473 11,051,528 53.5 8,650,024 4,237,399 26.4 Colorado___________ 325,000 169,835 4.5 215,705 108,382 . 6 1,767,335 1,174,564 12.3 3,816,026 2,157,821 31.1 Connecticut_______ 4,460,000 1,680,000 8.7 1,599,689 738,798 8.4 1,724,632 740,517 2.7 4,400,755 2,180,450 26.1 Delaware___________________________________________________________________________ ______ Florida----------- 6,143,000 3,211,000 128.4 423,609 211,804 8.8 3,179,237 1,393,118 16.3 2,774,446 1,367,971 32.1 Georgia___________ 3,025,000 1,499,000 28.0 8,627,966 3,032,233 12.7 6,679,041 2,997,265 30.3 600,550 293,775 4.1 Idaho_____________ 1,630,000 1,046,293 23.2 139,162 87,102 7.9 569,637 356,479 4.7 290,809 181,988 5.1 Illinois--------- 25,275,000 13,656,000 61.8 16,727,900 6,993,900 19.5 17,648,725 7,760,145 38.8 1,055,905 522,252 16.1 Indiana------------- 7,987,600 4,265,500 12. 5 788,744 624,085 . 8 5,638,816 2,819,408 24.0 2,961,386 1,562,743 8.6 Iowa----------------------------------------- 229,117 114,558 3.4 1,109,735 554,855 15.6 785,502 392,744 14.3 Kansas______________ 2,481,000 1,222,000 33.1 381,046 177,108 1.3 963,726 481,238 4.5 609,020 298,972 15.2 Kentucky------------ 1, 723, 000 859, 500 13. 8 981, 023 490, 511 2. 9 2,458,953 1, 229, 476 25.1 3, 589,384 1,794,338 35.8 Louisiana___________ 3,504,750 1,748,225 16.8 6,424,500 3,320,120 3.8 4,649,107 2,274,728 2.0 ________________________ Maine------z-------- 837,412 422,956 .2 _________________________ 2,854,412 1,405,956 16.6 1,671,700 725,000 .4 Maryland____________ 1,530,000 683,600 1.1 4,237,190 1,275,702 1.7 7,570,950 4,621,767 10.1 . .___ ______ Massachusetts_______ 4,880,637 2,447,708 8.4 75,000 24,900 _____ 8,616,899 4,490,726 2.6 Michigan------------ 6,211,355 3,059,177 9.1 3,096,105 1,548,048 14.4 26,013,161 10,081,489 14.1 9,723,004 4,797,609 44.6 Minnesota--------r... 919,000 459,500 .8 924,768 457,384 16.9 6,603,933 3,452,656 71.3 1,542,038 755,183 10.1 Mississippi---------------------------------- 76,800 42,400 . 4 1,460,950 970,422 18.2 583,000 291,500 5.1 Missouri------------ 13,621,160 6,871,607 55.3 3,544,920 1,275,802 ___ 8,469,739 4,318,442 20.8 5,590,503 2,670,196 34.7 Montana------------- 515,000 291,816 18.7 287,554 170,988 8.8 4,212,678 2,690,789 31.4 1,263,462 715,382 33.1 Nebraska...--------- 1,011,000 505,500 29.3 47,582 20,391 _____ 694.150 345,075 9.3 331,216 163,239 7.5 Nevada----------------------------------------------------------------- 963,372 784,343 8.9 1,404,348 1,081,399 29.4 New Hampshire------- 210,656 96,828 1.2 30,805 15,403 _____ 1,132,225 787,000 3.0 __ .. ___________ New Jersey---------- 2,665,970 832,985 8.6 234,030 117,015 ____ 10,165,402 4,996,458 7.3 4,890,504 2,377,074 4.3 New Mexico---------- 2,569,584 1,706,518 42.6 2,417,953 1,542,442 29.2 1,617,668 1,031,587 21.5 2,020,583 1,288,137 35.1 New York____________ 245,000 122,500 .8 ______________________ North Carolina------ 1,900,000 842,330 13.6 21,930 7,080 _____ 176,490 80,120 2.6 1,129,435 551,720 13.0 North Dakota-------- 474,900 241,410 17.0 1,322,590 1 661,335 12.8 1,852,684 907,955 44.8 3,543,482 1,985,737 57.6 ♦ * 94 95 Ohio ______________ 10,100,000 4,650,000 2.5 _________________________ 11,524,003 5,708,962 13.9 1,389,582 666,549 .9 Oklahoma_____________ 3,093,500 1,643,408 25.4 95,500 35,905 _______________________________ 377,365 201,210 8.9 Oregon ____________ 3,855.000 2,083,568 10.5 ________________________ 3,045,645 1,349,420 20.1 2,237,915 1,282,352 17.5 Pennsylvania_______ 12,270,000 6,135,000 23.3 8,396,603 4,165,000 7.1 32,529,945 15,749,500 14.9 10,548,662 5,253,780 41.9 Rhode Island________ 670,000 335,000 3.0 47,800 19,900 -------------------------------------------------------- South Carolina_______ 711,500 340,750 10.2 ________________________ 1,376,612 659,462 27.1 455,395 223,027 9.4 South Dakota________ 232,500 128,792 9.6 404,819 227,386 10.8 392,118 220,290 9.6 319,122 171,069 15.2 Tennessee_________ 1,172,000 676,000 2.1 675,512 268,756 1.3 12,359,455 6,603,455 29.1 3,801,432 1,847,716 23.5 Texas . ............ 551,000 145,100 7.8 8,303,800 1,810,420 71.7 20,816,268 11,516,900 92.6 16,925,542 9,637,277 163.5 Utah .. ____________ 735,500 540,668 31.7 450,472 332,268 2.8 1,414,896 1,021,033 13.8 1,083,904 801,780 19.5 Vermont_______________________________________________________________ 269,470 130,942 1.4 ----------------------- Virginia___________ 2,154,522 1,075,594 5.9 .......- _______________ 1,640,489 789,911 9.3 2,788,343 1,339,908 15.4 Washington..______ 1,753,753 941,400 13.1 1,380,839 736,900 10.8 4,175,998 1,730,392 13.9 455,148 293,993 1.0 West Virginia_____ 3,225,000 1,612,500 14.0 175,000 120,000 .1 917,900 458,950 .9 669,562 403,626 5.9 Wisconsin__________ 3,594,000 1,795,000 13.4 _______________________ 484,052 236,511 .4 334,411 166,674 1.2 Wyoming _ 657,502 479,711 9.5 229,359 149,037 2.0 3,811,563 2,448,109 88.9 2,165,270 1,376,309 72.1 District Of Columbia_ 1,321,008 1,160,504 .8 219,300 109,650 .2 10,181,429 4,830,426 1.5 ----------------------- Total....... 150,354,109 75,646,483 782.1 79,622,488 34,322,216 275.0 263,974,100 132,103,462 900.9 109,601,953 57,941,714 921.6 i Initial commitment of funds. Table 13.—Federal funds paid by Public Roads Administration during the fiscal year ended June 30, 1949, by program and by State Postwar Federal-aid funds Prewar Federal-aid funds State or Territory------------------------------------------------------(S.'S® 5 T»“ | Primary * Secondary Urban Primary Secondary Alabama__________________________ $972,493 $2,987,822 $323,566 $106,137 $79,571 $78,884 $27,845 $14,888 $4,591,206 Arizona_________________________ 2,658,685 1,794,959 262,946 11,149 2,954 24,533 21,418 4,776,644 Arkansas________________________ 1,844,548 2,050,618 80,533 636,799 39,002 62,443 200,945 4,914,888 California______________________ 7,439,681 3,953,008 8,964,945 105,822 80,690 1,011,036 -30,679 21,524,503 Colorado_________________________ 5,314,520 3,388,379 523,123 230,308 44,564 109,570 _________________ 9,610,464 Connecticut______________________ 1,620,522 483,532 1,026,037 67 3,225 29, 177 4,500 28,523 3,195,583 Delaware_________________________ 523,422 425,186 86,866 204,176 169,339 150,047 _________________ 1,559,036 Florida_________________________ 1,600,833 1,437,600 981,786 145,160 28,440 574,626 934,595 5,703,040 Georgia..________________________ 4,490,209 4,171,261 622,737 231,177 92,157 469,391 45,887 90,650 10,213,469 Idaho___________________________ 1,602,605 969,272 67,295 9,380 2,511 84,079 311,683 ...._______ 3,046,825 Illinois________________________ 6,708,018 5,319,533 4,507,003 102,822 68,460 999,747 75,591 17,781,174 Indiana_________________________ 3,386,483 2,661,806 1,019,471 172,480 69,007 279,786 18,350 7,607,383 Iowa____________________________ 6,029.707 2,384,351 632,514 135,645 89,093 58,829 92,917 9,423,056 Kansas___________________________ 4,713,853 3,226,744 600,731 690,635 197,150 440,023 32,470 9,901,606 Kentucky_________________________ 3,207,481 1,824,442 394,070 ________________ 215,368 81,136 _______ 5,722,497 Louisiana________________________ 2-448,364 1,525,867 880,751 2 2,317,899 18,187 322,344 ________ 4,080 4,620,764 Maine____________________________ 2,005,997 687,819 66,520 46,805 ' 7,125 ________ 300 .............. 2,814,566 Maryland________________________ 1,366,660 956,965 635,724 247,436 244,794 122,320 694,003 _______ 4,267,902 Massachusetts_____________ ______ 1,831,507 822,489 3,070,332 656,032 347,095 129,124 _________________ 6,856,579 Michigan_________________________ 6,369,387 3,147,364 7,189,083 ______ 40,824 92,898 266,065 _______ 17,105,621 Minnesota_______________________ 5,922,766 4,257,525 1,230,491 242,917 20,369 13,091 26,576 11,713,735 Mississippi_____________________ 3,820,771 3,012,582 330,817 380,883 165,872 267,981 32,973 8,011,879 Missouri________________________ 4,819,643 3,677,538 890,152 719,974 121,240 511,453 2,328 10.742,328 Montana_________________________ 3,352,698 2,596,488 4,419 325,787 112,339 25,913 2,430 6,420,074 Nebraska_________________________ 3,648,213 1,673,907 206,040 60,657 44,639 ___________________________ 5,633,456 Nevada___________________________ 2,173,538 1,409,324 19,209 61,865 173 18,023 8,073 _________ 3,690,205 New Hampshire___________________ 1,063,184 591,468 252,022 82,567 1,645 172,416 7.372 2,170,674 New Jersey_______________________ 3,719,947 940,527 5,735,943 47,489 287,399 67,636 6,360 3,328 10,808,629 New Mexico______________________ 2,921,906 1,965,246 1,497 54,787 4,583 47,779 32,750 5,028,548 New York_________________________ 9,669,387 1,532,235 2,953,684 625,564 273,514 1,043,962 159,669 142,023 16,400,038 North Carolina___________________ 4,195,232 4,034,451 980,857 335,776 111, 614 241,886 112,707 _______ 10,012,523 North Dakota_____________________ 4,130,082 1,786,388 301,516 156,683 224,632 15,074 ________I________ 6,614,375 96 97 Ohio .... 3,592,548 3,824,339 3,916,307 184,725 20,005 153,920 ------------------ 11,691,844 Oklahoma . ... ____ 2,493,200 2,764,349 602,579 580,534 60,839 147,934 8,793 -------- 6.658,228 Oregon _________________ 3,257,608 2,118,386 464,334 2,714 179,264 -------- 786,971 ----------- 6,809,277 Pennsylvania______________________ 8,588,580 5,724,874 8,087.232 599,600 130,416 567,509 343,069 ----..... 24,041,280 Rhode Island______________________ 1,163,687 477,633 70,293 375,868 840 192,108 - 7,656 -------- 2,272,773 South Carolina ____________________ 2,385,898 1,825,693 173,165 105,877 3,345 218,115 4,366 4,716,459 South Dakota. . 3,965,214 2,245,261 32,602 63,916 409,346 66,411 37,535 6,820,285 Tennessee__________________________ 2,957,724. 3,372,772 2,025,637 1,279,645 99,024 64,087 673,411 10,472,300 Texas . 14,902,402 8,547,527 5,412,097 99,696 132,606 337,084 22,222 -------- 29,453,634 Utah _________ . ___ . . . 2,095,221 1,500,602 5,183 8,857 23,463 6,714 126,222 ------- 3,766,262 Vermont_____________________1_____ 1,059,251 590,670 129,610 9,055 36 20,799 ------------------ 1,809,421 Virginia__________________________ 1,259,872 1,547,028 1,068,896 510,870 ________ 274,758 1,045,405 ...---- 5,706,829 Washington________________________ 2,933,528 1,867,876 289,150 19,025 ------------------ 167,986 ----------- 5,277,565 West Virginia..... ... 1,141,410 1,104,417 367,955 32,800 48.631 53,236 ------------------ 2,748,449 Wisconsin _______________________ 5,193,799 3,898,590 2,891,208 753,107 222,834 38,314 21,677 -------- 13,019,529 Wyoming___________________________ 2,877,400 2,024,592 2,417 140,679 3,355 41,119 66,335 -------- 5,155,897 District of Columbia______________ 472,323 1,059,913 2,632,858 _______ 2,437 6,589 3,750 -------- 4,177,870 Hawaii . .. ___ 594,823 477,587 _______ 30,900 4,278 -------- 1,056,092 --------- 2,163,680 Puerto Rico_______________________ 314,604 494,431 253,283 32,437 95,876 ________ 82,959 ------------ 1.273,590 Total________________________ 173,924,706 117,163,236 73,267,486 13,975,183 4,428,802 9,868,136 3 6,488,816 283,492 3 399,399,857 1 Funds available for either rural or urban portions of the Federal-aid highway system. 2 Transfer of previous payments from postwar to prewar fund. ’ Total shown does not include $1,118,585 of expenditures made but not distributed by States during previous years which are included above by States. 98 Table 14.—Balances of Federal funds available to States for projects not yet p rogramed as of June 30, 1949 Postwar Federal-aid funds Prewar Federal-aid funds State or Territory Total Primary1 Secondary Urban Total Primary Secondary Grade cross- Total Alabama_________________________ $8,713,364 $3,281,103 $400,475 $12,394,942 _____ $2 $92,682 $92,684 $12,487,626 Arizona_________________________ 573,325 22,259 370,035 965,619 _____________________ . .... . 965,619 Arkansas________________________ 3,431,397 1,069,479 837,008 5,337,884 ________________ 8,519 8,519 5,346,403 California______________________ 215,052 4,377,148 213,600 4,805,800 ________________ 6,603 6,603 4,812,403 Colorado________________________ 1,490,828 1,494,109 896,571 3,881,508 $62,339 _______ 21,824 84,163 3,965,671 Connecticut...,----------------- 164,721 355,934 1,021,753 1,542,408 _______________________________ _ 1,542 408 Delaware________________________ 1,070,947 1,294,019 349,453 2,714,419 ______________________________ 2,714 419 Florida------------------------- 739,752 985,536 2,228,023 3,953,311 1,979 _______ 13,188 15,167 3,968,478 Georgia_________________________ 1,414,585 4,835,051 611,013 6,860,649 ______ 7 _________________ 7 6 860 656 Idaho--------------------------- 2,479,951 2,091,683 190,850 4,762,484 11,076 ________________1 11,076 4,773; 560 Illinois------------------------ 233,034 4,156,628 1,269,011 5,658,673 ______ 152 335 487 5,659,160 Indiana...---------------------- 3,723,642 2,944,363 2,719,338 9,387,343 _______________ 93,479 93,479 9,480,822 Iowa---------------------------- 242,441 243,862 1,576,373 2,062,676 _______________ 5,990 5,990 2,068,666 Kansas-------------------------- 39,657 2,089,385 1,227,523 3,356,565 7,228 1,763 12,993 21,984 3,378,549 Kentucky________________________ 1,201,115 273,133 2,019,560 3,493,808 ________________________ ____ 3,493 808 Louisiana----------------------- 1,554,792 134,421 1,598,227 3,287,440 --------------- 109,964 109,964 3,397,404 Maine--------------------------- 1,780,230 607,265 862,788 3,250,283 2,424 _______ 414 2,838 3,253,121 Maryland________________________ 15,375 1,209,889 547,530 1,772,794 _____________________________ 1,772 794 Massachusetts------------------- 3,157,725 1,059,632 10,952,031 15,169,388 5,800 3,286 ________ 9,086 15,178,474 Michigan------------------------ 459,122 1,952,127 578,711 2,989,960 _______________ 642 642 2,990,602 Minnesota----------------------- 435,377 1,660,048 176,844 2,272,269 28,408 ________________ 28,408 2,300.677 Mississippi--------------------- 3,788,638 3,576,464 913,968 8,279,070 ________________________________ 8,279,070 Missouri------------------------ 1,476,244 3,419,495 2,696,439 7,592,178 34,562 _______ 25,462 60,024 7,652,202 Montana------------------------- 4,573,454 4,053,996 315,036 8,942,486 2,533 4,805 51,489 58,827 9,001,313 Nebraska------------------------ 856,760 3,213,544 832,232 4,902,536 84,420 15,567 _____ 99,987 5,002,523 Nevada-------------------------- 2,750,332 482,218 54,618 3,287,168 ________________________________ 3,287,168 New Hampshire------------------- 418,908 449,055 546,117 1,414,080 _____________________ ________ _ 1,414,080 New Jersey....------------------ 922,660 345,966 251,896 1,520,522 1,575 __________________ 1,575 1,522,097 New Mexico---------------------- 476,047 1,261,053 328,558 2,065,658 ________________ 6,451 6,451 2,072,109 New York------------------------ 916,823 3,693,845 29,122,338 33,733,006 830 __________________ 830 33,733,836 North Carolina------------------ 5,800,049 4,508,885 1,219,521 11,528,455 136 ________ 21,478 21,614 11,550,069 North Dakota-------------------- 308,788 2,796,204 277,032 3,382,024 14,888 _______ 166,357 181,245 3,563,269 n,. 2 892 214 4,369,105 7,626,299 14,887,618 ------------------- 4,032 4,032 14,891,650 fc™---------------------------------- 528 970 1 741 189 1 592 098 3,862.257 58,643 11,169 367,616 437,428 4,299,685 Oregon -------------------------- - -- 999 907 1 666,594 587.663 3,254,164 ----------------------------------------- 3-254,164 pSylv^'ahUZJZhUhUh"".'..'..._________ 893,454 1,261,125 8,915,123 11,069,702 11,069,702 ■Rhode Island 20,409 1,342,837 1,146,000 2,509,246 2,509,246 .................................3'SS *•» JffiS------------------------------------------m.......| Tennessee* . UUUUUUUUU-.......... 970,404 885,408 1,768,960 3,624,772-------- 3,624,772 Texas _____________ 3,648,535 4,078,910 1,253,998 8,981,443 -------------------- 47,006 47,006 9,028,449 jexas--------uuu„____________________ 308,645 265,926 990,919 1,555,490-------------------- 4,260 4,260 569,750 Vermont-------,---------------------- 5 527 055 3 115 330 2 879 441 11’521’826 L'U 21,‘954 21,‘951‘ 1^ 543^780 Virginia, _______________________ o, o^/,uoo o, no, oou oiu, th ax, --------------------- > > 77 Washington ______________ 213,988 777,306 674,224 1,665,518 ----------------------------------------- West Virginia------ - _______________ 557,388 1,152,535 768,575 2,478,498 ------------------- 2 2 2,478,500 3hS ‘M ’>,»..................................!h°“...................!“*. ......2*“. gtoCOotanM. . « HJg «.S gj,^ ................................ .............. ...... Puerto Ricoh ZU______________________ 889,604 1,546,682 645,009 3,081,295 595 ------------------------------595 3,081,890 Total___________________________ 81,002,170 91,976,297 100,878,814 273,857,281 466,279 319,434 1,431,938 2,217,651 276,074,932 1 Funds available for either rural or urban portions of the Federal-aid highway system. 99 Table 15.—Average number 1 of persons employed on Public Roads Administration and State highway construction and maintenance, United States and Territories, by program and by month, for the fiscal year ended June 30, 1949 Year and month Construction programs Road maintenance by State highway departments Total construction and maintenance Postwar Federal-aid programs Prewar Federal-aid programs Federal forests, parks, lands, and floodrelief Defense Highway Act programs Total Federal programs State highways, with State funds only 1948 July 78, 427 3, 771 2,744 520 85, 462 49, 990 121, 828 257, 280 August 75,119 3, 421 3,112 432 82, 084 50, 218 122, 274 254, 576 September 71, 590 2,579 2,990 389 77, 548 51,321 120, 098 248, 967 October 67, 810 2, 454 2,596 283 73,143 50, 957 117, 957 242,057 November 53, 827 1,907 2,078 193 58,005 41,153 114, 706 213, 864 December 1949 36, 582 1, 429 1,499 157 39, 667 29, 714 112, 519 181,900 January 25, 734 1, 260 1,018 161 28,173 24, 034 110, 216 162, 423 February 25, 619 978 1,088 131 27, 816 20, 928 109. 014 157, 758 March 32, 594 1,106 1,791 186 35, 677 23, 830 108, 618 168,125 April 46,388 1,268 2,647 277 50, 580 30,301 111, 169 192,050 May 62,899 1,395 3, 672 180 68. 146 38, 597 113, 965 220, 708 June 70, 765 1, 621 4, 606 197 77,189 46, 836 120, 469 244, 494 1 Average number of persons employed is computed as the mean of the weekly pay-roll counts made during the calendar month. 100 Table 16.—Mileage of designated Federal-aid primary and Federal-aid secondary systems, by State, as of June 30, 1949 State or Territory Federal-aid primary system Federal-aid secondary system Total Routes outside Federal reservations Routes within Federal reservations Miles Miles Miles Miles Alabama - 5, 009 4, 919 90 10, 332 Arizona __ 2, 490 1,830 660 2,719 Arkansas - - _ - 3, 476 3,391 85 12, 752 California 7, 010 6,334 676 8,985 Colorado 4, 019 3, 515 504 3, 619 Connecticut - -- 1,085 1,085 1, 101 Delaware _ _ ' 528 528 574 Florida _ _ _ 3, 724 3, 721 3 7, 360 Georgia - 6,864 6,705 159 11,989 Idaho -- - 3, 369 2,630 739 3, 048 Illinois - ______ 10,287 10,101 186 7, 252 Indiana 4, 799 4, 794 5 8, 709 Iowa - _ _ __ ______ 9,682 9, 680 2 33, 022 Kansas _ ____________ _ 8. 709 8,699 10 19,475 Kentucky _ _ _ _ _ _ _ 3, 830 3,682 148 10, 502 Louisiana -- - 2, 674 2,607 67 5, 586 M aine - 1,624 1,611 13 2,219 Maryland - - - - 1, 848 1, 847 1 5,159 Massachusetts _______________ 2, 038 2,038 2, 170 Michigan __ _ ___ 6, 476 5,971 505 12, 080 Minnesota __ _ 7, 383 7, 092 291 14, 037 Mississippi 4, 341 4,102 239 7,336 Missouri _ _ 8, 262 8,262 11, 094 Atontana __________ 5, 761 4,676 1,085 3, 064 Nebraska 5, 552 5,531 21 9, 936 Nevada 2,209 2, 051 158 1,872 New Hampshire 1, 160 1,129 31 598 New Jersey _ 1, 731 1,731 1,912 New Mexico -- 4,139 3, 752 387 3, 982 New York _ -- 9,832 9,813 19 19, 058 North Carolina - 8,034 7,528 506 6, 760 North Dakota 3,293 3,244 49 10, 038 Ohio - - 7,505 7, 499 6 12, 055 Oklahoma — - - - - - 7,355 7,295 60 10, 626 Oregon - 3,926 3, 404 522 4, 463 Pennsylvania 7,879 7, 735 144 10, 624 "Rhode Island - -- 504 504 260 South Carolina 4,386 4,154 232 5, 271 South Dakota 4, 214 3, 842 372 10, 696 Tennessee - - 4, 992 4, 796 196 6,377 Texas - - - 15, 921 15, 767 154 19, 951 Utah - - - - -- - - 2,266 2,126 140 2,630 Vermont - 1,248 1,196 52 1,770 V irginia 5,147 4, 525 622 16, 340 Washington _ 3, 575 3,163 412 6, 096 West Virginia __ 2, 406 2, 327 79 10, 987 W isconsin - 6, 036 5,907 129 13, 435 Wyoming . 3, 425 3, 001 424 1, 645 District of Columbia _ _ 134 134 54 Hawaii _______________ 568 568 531 Puerto Rico - - 560 560 957 Total 233,285 223,102 10,183 393,108 101 102 Table 17.—Status of National forest highway projects as of June 30, 1949, and projects completed during the fiscal year1 Programed,2 construction not Construction authorized, T- _ , ,, , yet authorized not started Under construction Completed during fiscal year State ____________________________________________________________________________________________________ Total cost ^undg1 Milcs Total cost ' itin< is' Miles Total cost funds' Miles Total cost ^funds1 Miles Alabama-------------------------------------------------------------- $183,400 $183,400 11.4 _______________________ Arizona____________ $970,000 $970,000 21.0 $367,354 $216,784 22.0 1,970,684 1,970,684 49.0 ______ _____ Arkansas___________ 350,891 350,891 24.9 _______________________ 637,742 637,742 13.7 California--------- 2,050,300 2,050,300 53.5 2,293,000 2,277,400 18.9 3,015,100 2,993,050 51.5 $467,500 $460,750 21.1 Colorado----------- 2,005,600 2,005,600 45.0 543,000 543,000 9.6 1,083,090 1,083,090 17.3 627,816 627,816 13.2 Florida------------ 315,823 157,912 10.5 191,737 95,868 7.5 _________________ . . 70,670 40,000 2.2 Georgia...--------- 303,675 151,837 13.4 _______________________ 333,614 166,723 11.7 ________________ ______ Idaho-------------- 3,258,000 3,258,000 33.0 965,000 965,000 50.7 2.710,200 2,555,500 40.1 224,950 224,950 4.1 Illinois----------- 200,000 100,000 6.8 _______________________ ... ________ . . Indiana____________ 136,000 59,976 .2 ____________________ _____________________ Kentucky--------------------------------------------------------------------------------------- 139,670 139,670 9.2 Louisiana---------- 386,783 176,619 _____________________________ 107,721 44,955 .6 ________________________ Maine---------------------------------------------------------------- 44,213 44,213 7.6 _______________________ Michigan----------- 278,341 278,341 23.5 ----4------------------ 563,200 401,100 32.9 311,000 155,500 16.2 Minnesota----------------------------------- 475,410 275,205 23.3 325,655 325,655 12.4 574,785 574,785 42.5 Mississippi---------------------------------------------------------- 149,242 149,242 6.9 _______________________ Missouri----------- 435,552 435,552 30.2 _______ _______________ 96,800 96,800 4.0 52,034 52,034 4.2 Montana------------ 2,074,000 2,074,000 69.7 764,000 764,000 47.6 1,176,500 1,176,500 41.8 730,800 730,800 16.3 Nebraska___________ 126,406 86,406 13.5 ___________________________ . ____ ... Nevada------------- 530,078 530,078 5.7 _______________________ (542,500 571,500 16.8 ______________________ New Hampshire------------------------------- 301,252 301,252 4.2 230,700 230,000 3.2 ________________________ New Mexico--------- 925,000 925,000 10.3 ----------------------- 536,000 536,000 14.6 77,000 77,000 5.8 North Carolina----- 345,141 172,570 13.0 ________________________________ ______ .. .. 673,833 336,894 10.6 Ohio------------------------------------------------------------------------------------------- 33,500 33,500 .9 Oklahoma----------- 57,659 28,830 .1 _________ _____ Oregon------------- 3,775,000 2,959,000 61.7 436,000 436,000 7.1 5,471,450 5,090,072 83.'2 1,734,137 ' 1,309,137 12.8 Pennsylvania------- 134,000 134,000 3.4 ________________________ 83,000 42,000 5.5 South Carolina------------------------------ 17, 500 5, 844 ---- 388, 966 169,148 18. 6 429, COO 171,377 18. 2 South Dakota------- 260,000 260,000 ____ 152,000 152,000 5.9 Tennessee---------- 650,000 325,000 16.2 _______________ ____ Texas-------------- 87,600 43,800 1.4 125,500 62,750 7.2 ______________________ 198,776 99,300 8.6 Utah--------------- 515,000 515,000 14.2 823,400 823,400 31.1 253,000 238,000 6.1 |____ _______ __________ 103 1 v—l-....-.. 1«:S 1« —sea.......st ££ ,5« gl ' Washington____ 1,094b 847 1,094,847 38.1 816,153 816,153 14.6 1,185,700 1,185,700 13.0 1,123,500 1,123,500 15.9 West Virginia_ 85,000 85,000 8.7 37,500 37,500 .1 -------- Wis.pnnqin 114 402 106 402 10.5 _ 232,800 227,200 9.1 25,567 25,567 10.3 Wvomine 470’000 470’000 26.5 807,000 807,000 10.0 1,322,000 1,322,000 18.8 280,000 280,000 3.5 Alaska..969,805 969,805 12.4 801,300 801,300 5.4 804,723 804,723 14.5_188,720_168,720_-3 T0tal___ 23,144,903 20,954,766 582.4 10,121,663 9,475,456 278.4 23,942,446 22,618,697 520.9 8,101,568 6,768,335 232.2 i Includes construction projects only. 2 Initial commitment of funds. Table 18.—Mileage of the National forest highway system, by forest road class and by State, as of June 30, 1949 Region and State or Territory Total Class 1 1 Class 22 Class 3 3 Western region: Arizona .. . Miles 1,060.1 2,430.0 1,743.0 1,129.8 Miles 405.4 677.8 621.0 690.8 Miles 199.4 1,233.0 1,077.0 229.9 Miles 455.3 519.2 45.0 209.1 California.-. . Colorado.. - Idaho . Montana 1,190.5 312.7 672.0 1,382.3 694.3 157.2 160.0 719.3 238.1 155.5 512.0 352.6 258.1 Nevada . New Mexico . Oregon __ .. .. .. 310.4 South Dakota _ 308.0 697.0 751.4 545.0 356.3 187.0 188.2 387.7 380.0 49.0 441.4 123.1 140.0 72.0 67.4 240.6 25.0 356.3 Utah Washington Wyoming _ Alaska Total 12,578.1 5, 268. 7 4,751. 0 2,558.4 Eastern region: Alabama 250.8 633.6 165.0 258.6 105.8 111.6 3.0 141.6 83.9 522.0 162.0 91.7 61.1 Arkansas Florida ._ Georgia .. 25.3 Illinois _ 305.3 101.2 352.7 403.1 14.0 1,183.3 668.7 509.4 245.8 53.6 129.5 66.1 15.0 42.1 110.9 337.0 3.3 329.5 192.2 250.4 44.5 5.5 112.3 Indiana .. Kentucky... Louisiana Maine 10.7 265.1 220.0 57.7 Michigan.. 588.7 256.5 201.3 Minnesota.. Mississippi . Missouri 967.3 30.4 166.0 797.5 399.2 212.9 355.2 30.4 33.0 77.0 Nebraska . _ New Hampshire.. 40.9 452.8 92.1 267.7 North Carolina ... Ohio 123.9 48.5 375.7 353.2 348.3 307.2 118.5 1,349.2 70.4 31.5 123.8 231.0 165.1 129.2 32.7 413.7 37.7 17.0 233.0 122.2 147.7 170.5 43.2 527.2 15.8 Oklahoma. Pennsylvania . 18.9 South Carolina Tennessee 35.5 7.5 42.6 408.3 Texas Vermont .. Virginia West Virginia... 379.5 432.4 36.0 60.0 76.7 245.9 209.8 73.6 145.9 36.0 Wisconsin Puerto Rico 'Total 10,679.3 4,130. 5 4,466.9 2,081.9 Grand total 23,257.4 9,399.2 9,217. 9 4,640.3 ' Class 1. Forest roads forming sections of the Federal-aid highway system, either wholly within or forests80 deslgnated by the Secretary and the Administrator, partly without and adjacent to the National nated by t^tecTetarylnd Ue AdSisTrator.31-6 °f aPPr°Ved SUte highWay SyStemS’ when S0 desig' 3 Class 3. All forest highways on the secondary or feeder-road system and any other forest road of nri-mary importance to the counties or communities, when designated as a forest highway. ’ P 104 Table 19.—Mileage of highways in or leading to National parks, monuments, and parkways, by construction status and by area, as of June 30, 1949 Park, monument, or parkway Total completed as of June 30, 1949 Completed during fiscal year ended June 30, 1949 Under construction as of June 30, 1949 Total Initial improvement Stage construction Acadia _ . . _ Miles 31.3 Miles Miles Miles Miles Bandolier. _ - _ __ _ 4.9 100.3 Blue Ridge_ __ - ._ - 327.0 21.7 8.4 .5 28.2 15.0 65.9 .3 2.8 .5 .3 23.1 2.6 2.6 9.5 73.4 193.0 38.5 2.6 35.5 3.6 1.6 22.7 42.6 35.1 1.8 31.9 2.7 90.8 102.9 5.3 22.7 8.7 31.1 54.2 1.6 42.7 96.9 10.6 10.4 15.9 321.9 108.7 30.1 105.8 5.6 100. 2 Bryce Canyon _ _ _ Carlsbad Caverns Chalmette .. Chickamauga-Chattanooga-- Colonial - _ . . _ . _ .7 .7 Crater Lake Devils Tower ------ _ _ _ . Fort Donelson __ _ _ _ Fort Matanzas Fort Pulaski Fredericksburg-Spotsylvania - George Washington Birthplace.- . . - George Washington Memorial--. Gettysburg _ - _ _ - . .9 .9 — .2 Glacier - - ---- Grand Canyon - - - Great Smoky Mountains 3.3 3.3 .3 Guilford Court House - - - Hawaii ... Hot Springs Kill Devil Hill Kings Canyon Lake Mead Lassen Volcanic - _ - - 30.4 Meriwether Lewis Mesa Verde . _ - ------ - Morristown Mount Rainier Natchez Trace - - - - - - - - 3.9 .1 3.8 58.4 National Capital Parks Organ Pipe Cactus ---------- Petersburg Petrified Forest Rocky Mountain _ 2.7 Scotts Bluff Sequoia . _ Shenandoah ------- .3 Shiloh Vicksburg Wind Cave - Yellowstone - . - 40.0 18.3 11.5 Yosemite - Zion . Total -. . -- - 1,979. 2 114.6 9.9 104.7 267.3 105 Table 20.—Mileage of approach roads to National parks and monuments, by construction status and by location, as of June 30, 1949 Road Cameron-Desert View. Park Grand Canyon _ Designated Miles 28.1 52.3 31.2 8.8 11.3 10.4 8.6 13.9 24.0 59.7 23.0 31.3 2.6 Under construction Miles Completed Miles 28.1 52.3 30.9 f 4.7 t 1 4.1 11.3 10.4 8.6 13.9 4.5 59.7 22.9 11.5 South Approach . do Jacobs Lake-North Rim do . Mineral-Lassen Volcanic Lassen Volcanic Fresno-Kings Canyon Kings Canyon... Sequoia-Kings Canyon.. Sequoia-Kings Canyon — Custer-Wind Cave Wind Cave . Southwest Approach... Yellowstone Moran-Yellowstone. . _ .. ..do _ 3.3 Red Lodge-Cooke City do East Approach do . Zion-Bryce Canyon Zion-Bryce Canyon 11.5 Cedar Breaks Cedar Breaks Total 305.2 14.8 258.8 Graded as a forest-road project. Figure not included in total, o 106