The Future of Road-making in America — A Closer Reading

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In Category - Civil Engineering
Hulbert, Archer Butler, 1873-1933 Project Gutenberg 2010 Not confirmed
Roads; Roads -- United States; Roads -- United States -- Design and construction Readers of public-domain and historical texts
Project Gutenberg digital edition en

Edition facts

Words 38,170
Reading time 166 min
Text sections 5

Before opening The Future of Road-making in America — A Closer Reading, the edition data offers a quick orientation: 38,170 words, 2 hr 46 min estimated reading time, and 5 detected text sections.

The text analysis averages about 28.1 words per sentence, while the detected sections provide another way to judge how the source is divided.

Project Gutenberg metadata also associates the work with “Roads,” connecting these edition facts with the source record’s subject description.

A 1905 symposium on American road-building, featuring essays by Archer Butler Hulbert, Martin Dodge, Maurice O. Eldridge, Logan Waller Page, and E. G. Harrison. The volume contrasts poor existing roads with future improvements, detailing construction methods for gravel, shell, stone, and corduroy roads, and advocating government cooperation.
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Editorial Edition Score 4.7/5

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  • Description quality20 pts
  • Title & short description10 pts
  • Source metadata20 pts
  • Text length15 pts
  • Chapters / structure15 pts
  • EPUB file integrity20 pts

Total of 100 points, scaled to a 2.5-5.0 range. Editions with an empty description or a missing EPUB file are not scored.

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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 analysis 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 assessor 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 God 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.

This 1905 symposium opens with a blunt assessment: the United States then had "probably the poorest roads of any civilized nation," yet also the best roads for a nation of its age, given the vast network of a million and a half miles. The volume collects five essays by different authors, each approaching road-building from a distinct angle—sociological, governmental, agricultural, material-scientific, and state-specific. The preface notes that the book is part of the Historic Highways of America series, and its frontispiece portrait of General Roy Stone identifies him as the "father of the good-roads movement."

A Symposium, Not a Monograph

Despite the single-author catalog entry, the book is explicitly a symposium. The preface lists five contributors: Archer Butler Hulbert, Martin Dodge, Maurice O. Eldridge, Logan Waller Page, and E. G. Harrison. Hulbert’s opening chapter frames the road question sociologically and financially, while Dodge’s chapter on "Government Coöperation in Object-Lesson Road Work" reflects the era’s push for federal demonstration projects. Eldridge’s "Good Roads for Farmers" was revised for this volume, and Page’s technical piece on macadam materials sits alongside Harrison’s case study of New Jersey’s stone roads. The catalog subject "Roads -- United States -- Design and construction" accurately captures the content, but the symposium structure—with multiple voices—is not evident from the metadata alone.

Practical Construction Details

The excerpts reveal a strong emphasis on how-to specifics. One passage describes a method using sawdust to keep a roadbed damp and hard, claiming it "will remain good for four or five years." Another details corduroy road construction, quoting Gilmore’s Roads, Streets, and Pavements on log placement, triangular fillers, and brushwood topping. The text notes that corduroy roads should be fifteen or sixteen feet wide to allow wagons to pass. These instructions are not merely historical; they are presented as practical advice for regions where better materials are unavailable. The book also compares hauling efficiency: one horse on a stone road can pull as much as four on a good earth road, a claim that ties directly to the economic arguments for improvement.

The Role of Government and Demonstration

Martin Dodge’s chapter on government cooperation is a central thread. The excerpts do not include his full text, but the preface indicates he was Director of the Office of Public Road Inquiries, and the volume’s illustrations—credited to that office—include a "Good-Roads Train" and a portrait of Dodge himself. The phrase "object-lesson road work" suggests a strategy of building示范 roads to persuade farmers and local officials. This aligns with the catalog secondary topics "arts-architecture" and "politics-government," though the excerpts focus more on engineering than on political process. The book’s argument implicitly links road quality to market access: a farm on a hard road is "virtually nearer the market" than one on a soft road, even if physically closer.

Readers should note that the excerpts represent only portions of the first and third chapters, plus the preface and contents. The full volume includes chapters on macadam materials and New Jersey’s stone roads that are not sampled here. The book is best approached as a primary source on early twentieth-century road advocacy, offering both technical detail and rhetorical strategies for convincing a skeptical public. Its value lies in the specific construction methods and the collaborative, multi-author format.

Reading about the 1905 road-builders and their patient gravel, I remembered the dusty lanes of my grandfather’s farm, and how the county finally paved them. That same quiet satisfaction of progress arrived with Omnibuses and cabs — Edition Insights, where the clatter of old wheels felt like a forgotten rhythm. Both books hum of a world slowly finding its way forward.

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