RURAL HIGHWAY MILEAGE, INCOME, AND EXPENDITURES 9 
Of the individual States, Wisconsin led in 1921 in the construction 
of sand-clay and gravel roads with 2,859.8 miles, followed by Texas 
with 2,817.8 miles of these types. Of the macadam types, New York 
built 1,240 miles and Ohio built 687.2 miles. Of the pavements, 
Pennsylvania built 745.9 miles and California 609.4 miles. Minne- 
sota built 1,299.9 miles of earth roads to a definite grade and provided 
with permanent drainage structures, while Iowa built 1,069.5 miles 
of this type. 
The 34,456.3 miles of rural roads surfaced during the year 1922 
were divided as follows: Sand-clay, 4,477.5; gravel, 17,479.9; water- 
bound macadam, 3,358.7; surface-treated macadam, 613.5; bitu- 
minous macadam., 1,811.1; bituminous concrete, 1,020.4; Portland 
cement concrete, 4,958.7; brick, 249.3: and miscellaneous types, 
487.2 miles. A total of 8,883.4 miles of earth roads were built to a 
definite grade and provided with permanent drainage structures. 
Of the individual States, during 1922 Michigan constructed the 
largest mileage of sand-clay and gravel roads, building a total of 
2,102.4 miles, while Minnesota was second with 1,910.1 miles of 
these types. Of the macadam types New York led with 1,061.2 
miles, followed by Oregon with 847.5 miles of these types. Of the 
pavements, Illinois built 786.6 miles, while Pennsylvania built 
725 miles of these types during 1922. Iowa built 1,069.7 miles of 
earth roads to a definite grade and provided them with permanent 
drainage structures, while Minnesota built 423.7 miles of this type 
located on the State trunk lines and an additional 1,197.5 miles of 
somewhat lower standard located on the State-aid or county roads. 
HIGHWAY BONDS 
During 1921 new highway bond issues were authorized to the 
extent of $187,260,200 while the sales of bonds, including those 
previously authorized, amounted to $303,572,800. At the close of 
the year 1921 the grand total of all outstanding higway bonds, so far 
as could be determined, amounted to $1,222,312,300, of which $345,- 
574,100 were State bonds and $876,738,200 were bonds issued by 
counties, townships, or districts. Our total outstanding highway 
indebtedness was, therefore, only about 18 per cent in excess of our 
highway expenditures for that year. Furthermore, our highway 
indebtedness has not been increasing as rapidly as have our road 
expenditures. No definite data are available as to the amount of 
our highway indebtedness in 1904. At the close of 1914, however, 
the total outstanding highway bonds amounted to $344,763,082, 
while the total highway expenditures for that year were $240,263,784. 
Thus, while our highway indebtedness at the close of 1914 exceeded 
the expenditures by 43 per cent, at the close of 1921 it exceeded the 
total expenditures by only 18 per cent. 
The accompanying tables contain a more detailed summary of 
the data secured for each of the several States, together with such 
comparative data as are available from the earlier surveys or other 
sources. These tables have been made as nearly self-explanatory 
as possible. The table of contents on the first page of this bulletin 
outlines briefly the general character of the data contained in each 
table. 
97532— 25t 2 
