HIGHWAY BONDS. O 



These figures represent 61.2 per cent of all the counties, townships, 

 and districts reporting bond issues during 1912 and 1913. 



The reports on the mileage of road constructed from the proceeds 

 of local bond issues are very incomplete and in many instances con- 

 tradictory. After eliminating all reports which were obviously 

 incorrect or defective, a list of counties and districts giving complete 

 returns of classified mileage of roads constructed has been made. A 

 similar list for township work has also been made. These two lists 

 are presented in Appendix B. It is quite probable that omissions in 

 reports from counties and their subdivisions concerning mileage 

 built are due in part to the frequent changing of local officials. 



It will be seen from the diagram of first issues (PI. I, fig. 1) and 

 from the fact that probably over 80 per cent of local bonds for high- 

 ways and bridges are still outstanding (see p. 3), that the highway 

 bond movement has yet to meet the test of repayment. The maxi- 

 mum outlay for retirement of outstanding highway loans will appar- 

 ently be reached in about 20 years. 



If highway bond issues are to continue successfully, certain fun- 

 damental principles require attention. They are, therefore, discussed 

 briefly in this publication. Necessary information is presented in 

 considerable detail with illustrations and tables to guide highway 

 officials in borrowing and expending highway funds. 



COUNTY HIGHWAYS. 



The highways of a county may usually be classified into main 

 market roads, intercounty roads, and neighborhood roads. A rela- 

 tively large percentage of the total mileage — more than 80 per cent in 

 many counties — may be classed as neighborhood roads, which are 

 either feeders to market roads or crossroads of relatively small impor- 

 tance. The intercounty roads are usually in part also main market 

 roads. The market roads are, therefore, the roads for which the 

 question of borrowing money frequently arises. The total mileage of 

 main market roads varies greatly from county to county, but usually 

 does not exceed 150 miles. 



The distribution and individual lengths of market roads is of much 

 importance to the highway engineer, who must plan for improve- 

 ments. Rules can not be laid down which will apply universally for 

 the selection of such roads. The area served by a given market 

 road depends upon the length of the road and the form of the road 

 network, which, in turn, is largely governed by topography and the 

 situation of shipping points. In regions where the public land 

 survey system prevails the roads very generally follow the section 

 lines and radial roads are not common. 



It is usual to find from four to eight main market roads radiating 

 from market centers. The average number of such roads of consid- 

 erable length is about six for each shipping point. The traffic on 



