Naturally the particular form and measure of action taken by these different States differs widely and it is perhaps unfair to so list them, except as a general indication of the scope and direction of the Good Roads Movement. But the general model was early set and although there have from time to time been new features added and new policies entered upon, the move ment has been progressive and cumulative and is now well established in all its essential features.
In 1889 a general county-road law was passed by the New Jersey legislature, permitting counties to issue bonds for broken stone or hard road construction, and to assess one-third of the cost upon property abutting. Two years later she passed a State Aid or State Highway Law (re-enacted 1892) which was the beginning of systematic road improvement in the United States, under the direction of State officials and with the aid of State funds. Before the close of that year the State paid some $20,000 to Middlesex County to help meet the cost of about 10 miles of broken stone road in the vi cinity of Brunswick and Plainfield. Thus was begun the Good Roads Movement of recent years.
In 1894 the official State commissioner of public roads took the place of the president of the State Board of Agriculture, who had ex officio acted for the State. The movement was thus fairly launched with the following general policy: Under the original act the State paid 33.3 per cent, abutting property owners 10 per cent, and the counties the remainder. The ini tiative was with the property 'owners.
Soon the demand for trunk-line improve ments led to the establishment of a continuous system of State roads. The cost of improve ment and maintenance of these was borne en tirely by the State, and all work planned and supervised by the State Highway Department. Also certain county-roads were improved by State aid, the State paying 40 per cent of the cost, if the improvement was approved by the State commission. But these roads are main tained by the counties. The funds for State aid included appropriations from the legislature and receipts from motor-vehicle licenses and fines. From such sources to the end of 1915 New Jersey had expended about $8,500,000 for road improvements. The Good Roads Move ment then began tinder especially favorable conditions and acquired powerful initial im petus.
Massachusetts, with the same general condi tions, became active in the movement about the same time. As result of a legislative committee of investigation, a State Highway Commission was established in 1893, and the first appropri ation made next year. The system is more
highly centralized than in New Jersey. Roads are improved by the State on petition of the local authorities, the State paying 75 per cent and the county 25 per cent. Also a certain sum is set aside each year for the direct assistance of the smaller and poorer towns.
The Massachusetts law has particular merit in being more explicit in regard to maintenance than are State highway laws in general, even those of later date. Of the funds derived from motor vehicle licenses 80 per cent must be ex pended for maintenance, and special appropria tions are made each year for this same purpose. Also, the counties refund 25 per cent of the sums expended by the State for maintenance of State roads within their boundaries.
The funds in this State are derived from State bond issues, usually running five years, one-fifth being issued each year. This system of financing has enabled this State to become a leader in expenditures for road improvements, the amount to the end of 1915 being nearly $20,000,000. New York adopted State aid in 1898, but has since become the leading exponent of the system. After various changes in the scheme of organization the work was placed in charge of a single State Highway Commis sioner who appoints three deputy commission ers. In their charge there are four classes of roads: (1) State roads, improved and main tained wholly by the State; (2) county roads, improved and maintained jointly by the State, county and town; (3) country roads, improved and maintained wholly by the counties; (4) town roads, improved and maintained by the towns, assisted by the State. All classes of roads are thus assisted and very large expend itures are thus called for. New York.leads in amounts expended. A bond issue of $50,000,000 was authorized in 1906 for the improvement of a system of county roads (8,380 miles), to which was subsequently added a system of State roads comprising 3,617 miles. This is a landmark in the history of the Good Roads Movement and it was followed by another bond issue of $50, 000,000, authorized in 1912, of which $20,000,000 was for construction and maintenance of State roads and $30,000,000 for the completion of the county-highway system. apportionment of the funds among the counties is on the basis of population, mileage of roads outside cities and villages, and the total area, each factor having a weight of one-third. The total sum expended by the State to the end of 1915 was about $97,000,000, or nearly one-third of the total amount expended by all the States since the in ception of the movement.