The Future of Road-making in America.

by Archer Butler Hulbert.

PREFACE

The present volume on the Future of Road-making in America presents representative opinions, from laymen and specialists, on the subject of the road question as it stands today.

After the author's sketch of the question as a whole in its sociological as well as financial aspects, there follows the Hon. Martin Dodge's paper on "Government Cooperation in Object-lesson Road Work." The third chapter comprises a reprint of Hon. Maurice O. Eldridge's careful article, "Good Roads for Farmers," revised by the author for this volume. Professor Logan Waller Page's paper on "The Selection of Materials for Macadam Roads" composes chapter four, and E. G. Harrison's article on "Stone Roads in New Jersey" concludes the book, being specially valuable because of the advanced position New Jersey has taken in the matter of road-building.

For ill.u.s.trations to this volume the author is indebted to the Office of Public Road Inquiries, Hon. Martin Dodge, Director.

A. B. H.

MARIETTA, OHIO, May 31, 1904.

The Future of Road-making in America

CHAPTER I

THE FUTURE OF ROAD-MAKING IN AMERICA

In introducing the subject of the future of road-making in America, it may first be observed that there is to be a future in road-building on this continent. We have today probably the poorest roads of any civilized nation; although, considering the extent of our roads, which cover perhaps a million and a half miles, we of course have the best roads of any nation of similar age. As we have elsewhere shown, the era of railway building eclipsed the great era of road and ca.n.a.l building in the third and fourth decades of the old century, and it is interesting to note that freight rates on American railways today are cheaper than on any railways in any other country of the world. To move a ton of freight in England one hundred miles today, you pay two dollars and thirty cents; in Germany, two dollars; in France, one dollar and seventy-five cents; in "poor downtrodden" Russia, one dollar and thirty cents. But in America it costs on the average only seventy-two cents.

This is good, but it does not by any means answer all the conditions; the average American farm is located today--even with our vast network of railways--at least ten miles from a railroad station. Now railway building has about reached its limit so far as mileage is concerned in this country; in the words of Stuyvesant Fish, president of the Illinois Central Railroad Company, we have "in the United States generally, a sufficiency of railroads." Thus the average farm is left a dozen miles from a railway, and in all probability will be that far away a century from now. And note: seventy-five per cent of the commerce of the world starts for its destination on wagon roads, and we pay annually in the United States six hundred million dollars freightage to get our produce over our highways from the farms to the railways.

Let me restate these important facts: the average American farm is ten miles from a railway; the railways have about reached their limit of growth territorially; and we pay six hundred million dollars every year to get the seventy-five per cent of our raw material and produce from our farms to our railways.

This is the main proposition of the good roads problem, and the reason why the road question is to be one of the great questions of the next half century. The question is, How much can we save of this half a billion dollars, at the least expenditure of money and in the most beneficial way?

In this problem, as in many, the most important phase is the one most difficult to study and most difficult to solve. It is as complex as human life itself. It is the question of good roads as they affect the social and moral life of our rural communities. It is easy to talk of bad roads costing a half billion dollars a year--the answer should be that of Hood's--"O G.o.d! that bread should be so dear, and flesh and blood so cheap." You cannot count in terms of the stock exchange the cost to this land of poor roads; for poor roads mean the decay of country living, the abandonment of farms and farm-life, poor schools, poor churches, and homes stricken with a social poverty that drives the young men and girls into the cities. You cannot estimate the cost to this country, in blood, brain, and muscle, of the hideous system of public roads we have possessed in the decade pa.s.sed. Look at any of our cities to the men who guide the swift rush of commercial, social, and religious affairs and you will find men whose birthplaces are not preparing another such generation of men for the work of the future.

For instance, bad roads and good schools are incompatible. The coming generation of strong men and strong women is crying out now for good roads. "There is a close and permanent relation," said Alabama's superintendent of education, "existing between good public roads and good public schools. There can be no good country schools in the absence of good country roads. Let us be encouraged by this movement looking toward an improvement in road-building and road-working. I see in it a better day for the boys and girls who must look to the country schools for citizenship." "I have been longing for years," said President Jesse of the University of Missouri, "to stump the capital state, if necessary, in favor of the large consolidated schoolhouse rather than the single schoolhouses sitting at the crossroads. But the wagons could not get two hundred yards in most of our counties. Therefore I have had to smother my zeal, hold my tongue, and wait for the consolidated schoolhouse until Missouri wakes to the necessity of good roads. Then not only shall we have consolidated schoolhouses, but also the princ.i.p.al of the school and his wife will live in the school building, or in one close by. The library and reading-room of the school will be the library and reading-room of the neighborhood.... The main a.s.sembly room of the consolidated schoolhouse will be an a.s.sembly place for public lectures.... I am in favor of free text-books, but I tell you here and now that free text-books are a trifle compared with good roads and the consolidated schoolhouse." It is found that school attendance in states where good roads abound is from twenty-five to fifty per cent greater than in states which have not good roads. How long will it take for the consolidated schoolhouse and increased and regular attendance to be worth half a billion dollars to American men and women of the next generation?

This applies with equal pertinency to what I might call the consolidated church; good roads make it possible for a larger proportion of country residents to enjoy the superior advantages of the splendid city churches; in fact good roads have in certain instances been held guilty of destroying the little country church. This could be true within only a small radius of the cities, and the advantages to be gained outweigh, I am sure, the loss occasioned by the closing of small churches within a dozen miles of our large towns and cities--churches which, in many cases, have only occasional services and are a constant financial drain on the city churches. Farther out in the country, good roads will make possible one strong, healthy church where perhaps half a dozen weak organizations are made to lead a precarious existence because bad roads make large congregations impossible throughout the larger part of the year. This also applies to city schools, libraries, hospitals, museums, and lyceums. Good roads will place these advantages within reach of millions of country people who now know little or nothing of them. Once beyond driving distance of the cities, good roads will make it possible for thousands to reach the suburban railways and trolley lines. Who can estimate in mere dollars these advantages to the quality of American citizenship a century hence? American farms are taxed by the government and pay one-half of the seven hundred million dollars it takes yearly to operate this government. After receiving one-half, what per cent does the government return to them? Only ten per cent. Ninety per cent goes to the direct or indirect benefit of those living in our cities. Where does the government build its fine buildings, where does it spend its millions on rivers and harbors? How much does it expend to ease this burden of six hundred millions which lies so largely on the farmers of America? A few years ago a law was pa.s.sed granting $50,000 to investigate a plan to deliver mail on rural delivery routes to our farmers and country residents. The law was treated about as respectfully as the long-headed Jesse Hawley who wrote a series of articles advocating the building of the Erie Ca.n.a.l; a certain paper printed a few of them, but the editor sent the remainder back saying he could not use them--they were making his sheet an object of ridicule. Eighteen years later the ca.n.a.l was built and in the first year brought in a revenue of $492,664. So with the first Rural Free Delivery appropriation--the postmaster general to whose hands that first $50,000 was entrusted for experimental purposes, refused to try it and sent the money back to the treasury. Today the Rural Free Delivery is an established fact, of immeasurable benefit; and if any of the appropriations for it are not expended it is not because they are being sent back to the treasury by scrupulous officials. Rural delivery routes diverge from our towns and cities and give the country people the advantages of a splendid post office system. Good roads to these cities would give them a score of advantages where now they have but this one. Like rural delivery it may seem impracticable, but in a short s.p.a.ce of time America will leap forward in the front rank of the nations in point of good highways.

An execrable road system, besides bringing poor schools and poor churches, has rendered impossible any genuine community of social interests among country people. At the very season when the farm work is light and social intercourse feasible, at that season the highways have been impa.s.sable. To this and the poor schools and churches may be attributed the saddest and really most costly social revolution in America in the past quarter of a century. The decline of country living must in the nature of things prove disastrously costly to any nation.

"The roar of the cannon and the gleam of swords," wrote that brilliant apostle of outdoor life, Dr. W. H. H. Murray, "is less significant than the destruction of New England homesteads, the bricking up of New England fireplaces and the doing away with the New England well-sweep; for these show a change in the nature of the circulation itself, and prove that the action of the popular heart has been interrupted, modified and become altogether different from what it was." In the popular mind the benefits of country living are common only as a fad; the boy who goes to college and returns to the farm again is one of a thousand. Who wants to be landlocked five months of the year, without social advantages? Good roads, in one generation, would accomplish a social revolution throughout the United States that would greatly tend to better our condition and brighten the prospect of future strength.

President Winston of the North Carolina State College of Agriculture said: "It might be demonstrated beyond a reasonable doubt that bad roads are unfavorable to matrimony and increase of population." Seven of the most stalwart lads and beautiful la.s.ses of Greece were sent each year to Crete to be sacrificed to the Minotaur; bad roads in America send thousands of boys and girls into our cities to the Minotaurs of evil because conditions in the country do not make for the social happiness for which they naturally yearn.

Thus we may hint at the greater, more serious, phase of the road problem. Beside it, the financial feature of the problem can have no place; the farm has been too much to the American nation, its product of boys and girls has been too eternally precious to the cause of liberty for which our nation stands, to permit a system of highways on this continent which will make it a place where now in the twentieth century foreigners, only, can be happy. The sociological side of the road question is of more moment today in this country, so far as the health of our body politic in the future is concerned, than nine-tenths of the questions most prominent in the two political platforms that come annually before the people.

William Jennings Bryan, when addressing the Good Roads Convention at St.

Louis in 1903, said:

"It is a well-known fact, or a fact easily ascertained, that the people in the country, while paying their full share of county, state, and federal taxes, receive as a rule only the general benefits of government, while the people in the cities have, in addition to the protection afforded by the Government, the advantage arising from the expenditure of public moneys in their midst. The county seat of a county, as a rule, enjoys the refreshing influence of an expenditure of county money out of proportion to its population. The capital of a state and the city where the state inst.i.tutions are located, likewise receive the benefit of an expenditure of public money out of proportion to their population. When we come to consider the distribution of the moneys collected by the Federal Government, we find that the cities, even in a larger measure, monopolize the incidental benefits that arise from the expenditure of public moneys.

"The appropriations of the last session of Congress amounted to $753,484,018, divided as follows:

Agriculture $ 5,978,160 Army 78,138,752 Diplomatic and consular service 1,968,250 District of Columbia 8,647,497 Fortifications 7,188,416 Indians 8,512,950 Legislative, executive, and judicial departments 27,595,958 Military Academy 563,248 Navy 81,877,291 Pensions $ 139,847,600 Post Office Department 153,401,409 Sundry Civil 82,722,955 Deficiencies 21,561,572 Permanent annual 132,589,820 Miscellaneous 3,250,000

"It will be seen that the appropriation for the Department of Agriculture was insignificant when compared with the total appropriations--less than one per cent. The appropriations for the Army and Navy alone amounted to twenty-five times the sum appropriated for the Department of Agriculture. An a.n.a.lysis of the expenditures of the Federal Government will show that an exceedingly small proportion of the money raised from all the people gets back to the farmers directly; how much returns indirectly it is impossible to say, but certain it is that the people who live in the cities receive by far the major part of the special benefits that come from the showering of public money upon the community. The advantage obtained locally from government expenditures is so great that the contests for county seats and state capitals usually exceed in interest, if not in bitterness, the contests over political principles and policies. So great is the desire to secure an appropriation of money for local purposes that many will excuse a Congressman's vote on either side of any question if he can but secure the expenditure of a large amount of public money in his district.

"I emphasize this because it is a fact to which no reference has been made. The point is that the farmer not only pays his share of the taxes, but more than his share, yet very little of what he pays gets back to him.

"People in the city pay not only less than their share, as a rule, but get back practically all of the benefits that come from the expenditure of the people's money. Let me show you what I mean when I say that the farmer pays more than his share. The farmer has visible property, and under any form of direct taxation visible property pays more than its share. Why? Because the man with visible property always pays. If he has an acre of land the a.s.sessor can find it. He can count the horses and cattle.... The farmer has nothing that escapes taxation; and, in all direct taxation, he not only pays on all he has, but the farmer who has visible property has to pay a large part of the taxes that ought to be paid by the owners of invisible property, who escape taxation. I repeat, therefore, that the farmer not only pays more than his share of all direct taxation, but that when you come to expend public moneys you do not spend them on the farms, as a rule. You spend them in the cities, and give the incidental benefits to the people who live in the cities.

"When indirect taxation is considered, the farmer's share is even more, because when you come to collect taxes through indirection and on consumption, you make people pay not in proportion to what they have but in proportion to what they need, and G.o.d has so made us that the farmer needs as much as anybody else, even though he may not have as much with which to supply his needs as other people. In our indirect taxation, therefore, for the support of the Federal Government, the farmers pay even more out of proportion to their wealth and numbers. We should remember also that when we collect taxes through consumption we make the farmer pay not only on that which is imported, but upon much of that which is produced at home. Thus the farmer's burden is not measured by what the treasury receives, but is frequently many times what the treasury receives. Thus under indirect taxation the burden upon the farmer is greater than it ought to be; yet when you trace the expenditure of public moneys distributed by the Federal Government you find that even in a larger measure special benefits go to the great cities and not to the rural communities.

"The improvement of the country roads can be justified also on the ground that the farmer, the first and most important of the producers of wealth, ought to be in position to hold his crop and market it at the most favorable opportunity, whereas at present he is virtually under compulsion to sell it as soon as it is matured, because the roads may become impa.s.sable at any time during the fall, winter, or spring.

Instead of being his own warehouseman, the farmer is compelled to employ middlemen, and share with them the profits upon his labor. I believe, as a matter of justice to the farmer, he ought to have roads that will enable him to keep his crop and take it to the market at the best time, and not place him in a position where they can run down the price of what he has to sell during the months he must sell, and then, when he has disposed of it, run the price up and give the speculator what the farmer ought to have. The farmer has a right to insist upon roads that will enable him to go to town, to church, to the schoolhouse, and to the homes of his neighbors, as occasion may require; and, with the extension of rural mail delivery, he has additional need for good roads in order that he may be kept in communication with the outside world, for the mail routes follow the good roads.

"A great deal has been said, and properly so, in regard to the influence of good roads upon education. In the convention held at Raleigh, North Carolina, the account of which I had the pleasure of reading, great emphasis was placed upon the fact that you can not have a school system such as you ought to have unless the roads are in condition for the children to go to school. While we are building great libraries in the great cities we do not have libraries in the country; and there ought to be a library in every community. Instead of laying upon the farmer the burden of buying his own books, we ought to make it possible for the farmers to have the same opportunity as the people in the city to use books in common, and thus economize on the expense of a library. I agree with Professor Jesse in regard to the consolidation of schoolhouses in such a way as to give the child in the country the same advantages which the child in the city has. We have our country schools, but it is impossible in any community to have a well-graded school with only a few pupils, unless you go to great expense. In cities, when a child gets through the graded school he can remain at home, and, without expense to himself or his parents, go on through the high school. But if the country boy or girl desires to go from the graded school to the high school, as a rule it is necessary to go to the county seat and there board with some one; so the expense to the country child is much greater than to the child in the city. I was glad, therefore, to hear Professor Jesse speak of such a consolidation of schools as will give to the children in the country advantages equal to those enjoyed by the children of the city.

"And as you study this subject, you find it reaches out in every direction; it touches us at every vital point. What can be of more interest to us than the schooling of our children? What can be of more interest to every parent than bringing the opportunity of educational instruction within the reach of every child? It does not matter whether a man has children himself or not.... Every citizen of a community is interested in the intellectual life of that community. Sometimes I have heard people complain that they were overburdened with taxes for the education of other people's children. My friends, the man who has no children can not afford to live in a community where there are children growing up in ignorance; the man with none has the same duty as the man with many, barring the personal pride of the parent. I say, therefore, that anything that contributes to the general diffusion of knowledge, anything that makes more educated boys and girls throughout our country, is a matter of intense interest to every citizen, whether he be the father of a family or not; whether he lives in the country or in the town.

"And ought not the people have the opportunity to attend church? I am coming to believe that what we need in this country, even more than education of the intellect, is the education of the moral side of our nature. I believe, with Jefferson, that the church and the state should be separate. I believe in religious freedom, and I would not have any man's conscience fettered by act of law; but I do believe that the welfare of this nation demands that man's moral nature shall be educated in keeping with his brain and with his body. In fact, I have come to define civilization as the harmonious development of the body, the mind, and the heart. We make a mistake if we believe that this nation can fulfil its high destiny and mission either with mere athletes or mere scholars. We need the education of the moral sense; and if these good roads will enable men, women, and children to go more frequently to church, and there hear expounded the gospel and receive inspiration therefrom, that alone is reason enough for good roads.

"There is a broader view of this question, however, that deserves consideration. The farm is, and always has been, conspicuous because of the physical development it produces, the intellectual strength it furnishes, and the morality it encourages. The young people in the country find health and vigor in the open air and in the exercise which farm life gives; they acquire habits of industry and economy; their work gives them opportunity for thought and reflection; their contact with nature teaches them reverence, and their environment promotes good habits. The farms supply our colleges with their best students and they also supply our cities with leaders in business and professional life.

In the country there is neither great wealth nor great poverty--'the rich and the poor meet together' and recognize that 'the Lord is the father of them all.' There is a fellowship, and, to use the word in its broadest sense, a democracy in the country that is much needed today to temper public opinion and protect the foundations of free government. A larger percentage of the people in the country than in the city study public questions, and a smaller percentage are either corrupt or are corrupted. It is important, therefore, for the welfare of our government and for the advancement of our civilization that we make life upon the farm as attractive as possible. Statistics have shown the constant increase in the urban population and the constant decrease in the rural population from decade to decade. Without treading upon controversial ground or considering whether this trend has been increased by legislation hostile to the farm, it will be admitted that the government is in duty bound to guard jealously the interests of the rural population, and, as far as it can, make farm life inviting. In the employment of modern conveniences the city has considerably outstripped the country, and naturally so, for in a densely populated community the people can by cooperation supply themselves with water, light, and rapid transit at much smaller cost than they can in a spa.r.s.ely settled country. But it is evident that during the last few years much has been done to increase the comforts of the farm. In the first place, the rural mail delivery has placed millions of farmers in daily communication with the world. It has brought not only the letter but the newspaper to the door. Its promised enlargement and extension will make it possible for the wife to order from the village store and have her purchases delivered by the mail-carrier. The telephone has also been a great boon to the farmer. It lessens by one-half the time required to secure a physician in case of accident or illness--an invention which every mother can appreciate. The extension of the electric-car line also deserves notice. It is destined to extend the borders of the city and to increase the number of small farms at the expense of flats and tenement houses. The suburban home will bring light and hope to millions of children.

"But after all this, there still remains a pressing need for better country roads. As long as mud placed an embargo upon city traffic, the farmer could bear his mud-made isolation with less complaint, but with the improvement of city streets and with the establishment of parks and boulevards, the farmer's just demands for better roads find increasing expression."

The late brilliant congressman, Hon. Thomas H. Tongue of Oregon, left on record a few paragraphs on the sociological effect of good roads that ought to be preserved:

"Good roads do not concern our pockets only. They may become the instrumentalities for improved health, increased happiness and pleasure, for refining tastes, strengthening, broadening, and elevating the character. The toiler in the great city must have rest and recreation.

Old and young, and especially the young, with character unformed, must and will sweeten the daily labor with some pleasure. It is not the hours of industry, but the hours devoted to pleasure, that furnish the devil his opportunity. It is not while we are at work but while we are at play that temptations steal over the senses, put conscience to sleep, despoil manhood, and destroy character. Healthful and innocent recreations and pleasure are national needs and national blessings. They are among the most important instrumentalities of moral reform. They are as essential to purity of mind and soul as to healthfulness of body. Out beyond the confines of the city, with its dust and dirt and filth, morally and physically, these are to be found, and good roads help to find them. What peace and inspiration may come from flowers and music, brooks and waterfalls! How the mountains pointing heavenward, yesterday battling with storms, today bathed with sunshine, bid you stand firm, walk erect, look upward, cherish hope, and for light and guidance to call upon the Creator of all light and of all wisdom! How such scenes as these kindle the imagination of the poet, quicken and enlarge the conception of the artist, fire the soul of the orator, purify and elevate us all! But if love of action rather than contemplation and reflection tempts you, how the blood thrills and the spirits rise as one springs lightly into the saddle, caresses the slender neck of an equine beauty, grasps firmly the reins, bids farewell to the impurities of the city, and dashes into the hills and the valleys and the mountains to commune with nature and nature's G.o.d. Or what joy more exquisite than with pleasant companionship to dash along the smooth highway, drawn by a n.o.ble American trotter? What poor city scenes can so inspire poetic feeling, can so increase the love of the beautiful, can so elevate and broaden and strengthen the character, and so inspire us with reverence for the great Father of us all? But for the full enjoyment of such pleasures good roads are indispensable.

"Another blessing to come with good roads will be the stimulus and encouragements to rural life, farm life. The present tendency of population to rush into the great cities makes neither for the health nor the character, the intelligence nor the morals of the nation. It has been said that no living man can trace his ancestry on both sides to four generations of city residents. The brain and the brawn and the morals of the city are constantly replenished from the country. The best home life is upon the farm, and the most sacred thing in America is the American home. It lies at the foundation of our inst.i.tutions, of our health, of our character, our prosperity, our happiness, here and hereafter. The snares and pitfalls set for our feet are not near the home. The pathways upon which stones are hardest and thorns sharpest are not those that lead to the sacred spot hallowed by a father's love and a mother's prayers. The bravest and best of men, the purest and holiest women, are those who best love, cherish, and protect the home. G.o.d guard well the American home, and this done, come all the powers of darkness and they shall not prevail against us. Fatherhood and motherhood are nowhere more sacred, more holy, or better beloved than upon the farm.

The ties of brotherhood and sisterhood are nowhere more sweet or tender.

The fair flower of patriotism there reaches its greatest perfection.

Every battlefield that marks the world's progress, the victory of liberty over tyranny or right over wrong, has been deluged with the blood of farmers. He evades neither the taxgatherer nor the recruiting officer. He shirks the performance of no public duty. In the hour of its greatest needs our country never called for help upon its stalwart yeomen when the cry was unheeded. The sons and daughters of American farmers are filling the seminaries and colleges and universities of the land. From the American farm home have gone in the past, as they are going now, leaders in literature, the arts and sciences, presidents of great universities, the heads of great industrial enterprises, governors of states, and members of Congress. They have filled the benches of the supreme court, the chairs of the cabinet, and the greatest executive office in the civilized world. Our greatest jurist, our greatest soldier, our greatest orators, Webster and Clay, our three greatest presidents, Washington, Lincoln, and McKinley, were the product of rural homes. The great presidents which Virginia has given to the nation, whose monuments are all around us, whose remains rest in your midst, whose fame is immortal, drew life and inspiration from rural homes. The typical American today is the American farmer. The city life, with its bustle and stir, its hurry and rush, its feverish anxiety for wealth, position, and rank in society, its fretting over ceremonies and precedents, is breaking down the health and intellect and the morals of its inhabitants. These must be replenished from the rural home. Whatever shall tend to create a love for country life, to decrease the rush for the city, instil a desire to dwell in the society of nature, will make for the health, the happiness, the refinement, the moral and intellectual improvement of the people. Nothing will contribute more to this than the improvement of our common roads, to facilitate the means of communication between one section of the country and the other, and between all and the city."

Turning now from the high plane of the social and moral effect of good roads, let us look at the financial side of the question.

Good roads pay well. In urging good roads in Virginia, an official of the Southern Railway said that if good roads improved the value of lands only one dollar per acre, the gain to the state by the improvement of all the roads would be twenty-five million dollars. Yet this is an inconceivably low estimate; lands upon improved roads advance in value from four to twenty dollars per acre. Virginia could therefore expect a benefit from improved highways of at least one hundred million dollars--more than enough to improve her roads many times over. Indeed this matter of the increase in value of land occasioned by good roads can hardly be overestimated. Near all of our large towns and cities the land will advance until it is worth per foot what it was formerly worth per acre. Take Mecklenburg County, North Carolina. Beginning in 1880 to macadamize three or four miles of road a year with an annual fund of $10,000, the county now has over a hundred miles of splendid roads; the county seat has increased in population from 5,000 to 30,000. "I know of a thirty-acre farm," said President Barringer of the University of Virginia, a native of that county, "that cost ten dollars an acre, and forty-six dollars an acre has been refused for it, and yet not a dollar has been put on it, not even to fertilize it. Some of the farms five and six miles from town have quadrupled in value." In Alabama the same thing has been found true. "The result of building these roads," said Mayor Drennen of Birmingham, "is that the property adjoining them has more than doubled in value." That wise financier, D. F. Francis, President of the Louisiana Purchase Exposition, when suggesting that Missouri would do well to bond herself for one hundred million to build good roads, said: "The average increase in the value of the lands in Missouri would be at least five dollars per acre." Taking President Francis at his word, the difference between the value of Missouri before and after the era of good roads would buy up the four hundred and eighty-four state banks in Missouri eleven times over. What President Francis estimates Missouri would be worth with good roads over and above what her farms are now worth would buy all the goods that the city of St. Louis produces in a year. In other words, the estimated gain to Missouri would be more than two hundred and twenty million dollars.

Pa.s.sing the increased value of lands, look at the equally vital question of increased values of crops. Take first the crops that would be raised on lands not cultivated today but which would be cultivated in a day of good roads. Look at Virginia, where only one-third of the land is being cultivated; the value of crops which it is certain would ultimately be raised on land that is now unproductive would amount to at least sixty million dollars. The general pa.s.senger agent of the Oregon Railway and Navigation Company said recently that his lines were crying out for wheat to ship to China; "we have about reached the limit of our facilities; twelve or fifteen miles is the only distance farmers can afford to haul their wheat to us. Make it possible for them to haul it double that distance and you will double the business of our railway."

And the business of local nature done by a railroad is a good criterion of the prosperity of the country in which it operates.

Crops now raised on lands within reach of railways would of course be enhanced in value by good roads; more loads could be taken at less cost; weather interferences would not enter into the question. But of more moment perhaps than anything else, a vast amount of land thus placed within quick reach of our towns and cities would be given over to gardening for city markets, a line of agriculture immensely profitable, as city people well know. "The citizens of Birmingham," said the mayor of that city, "enjoy the benefits of fresh products raised on the farms along these [improved] roads. The dairymen, the truck farmers, and others ... are put in touch with our markets daily, thereby receiving the benefits of any advance in farm products."