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CONNECTICUT'S ROAD PROGRAM

STATE HIGHWAY DEPARTMENT CONNECTICUT

NOVEMBER , 19 4 6

This is Connecticttt's first ttrban express highway­ the first urban road engineered for motor traffic. It spells the end of those futile attempts to provide major traffic a'rteries throttgh patchwork improvements of existing streets. It marks the beginning of a program of express highway improvements which will bring the freedom of movement, efficiency and safety so sorely needed in our cities and on the main mral roads which serve them. CONTENTS

PAGE FOREWORD . 5

STATE HIGHWAY PROGRAM 7 The Urban Problem 7 Main Rural Roads . 9 Secondary State Highways 12 Safety . 13 The Program 16

WILBUR CROSS PARKWAY AND OLD LYME-OLD SAYBROOK BRIDGE 3 3

THE LOCAL ROAD PROGRAM 37 "Out of the Mud" . 37 Unimproved Roads . 37 Construction Costs . 39 Maintenance and Reconstruction Costs 40

FINANCING THE PROGRAM 41 Income 41 Fund Balance and Existing Obligations . 42 Recurring Obligations . 43 Town Road Construction and Maintenance 44 State Highway Construction 44

APPENDIX 49 FOREWORD

This report on Connecticut's road program is intended to give the essential background of facts to permit in­ telligent consideration of legislative proposals and the development of long range financial plans for highway improvement and maintenance.

All public roads in Connecticut are either state high­ ways or local roads. This report, therefore, outlines the state-wide highway improvement program in which state and local governmental units are respectively engaged. It summarizes the cost of these improvements, and relates to this cost the revenues anticipated from existing fee and tax schedules, and aids from grants.

It is, above all, important to recognize that Con­ necticut's road program long ago developed out of the experimental stage. It is well under way. Much has already been accomplished. Because our program has become an established fact, the problem before us now is to determine how rapidly the work started may be carried on, how soon our future projects may be completed.

5 MORE TRAFFIC .ia ge/We This is the way Connecticttt motor traffic has grown. It is largely this increase in traffic that has outmoded 800 our older state highwa·ys and has created the sttfling congestion which now grips our cities.

-'w > 600 < I­"' 0 N ~ 400 LL 0 1­ zw (.) 200 w "'0..

0 1920 1930 1940 1950

Accommodation of traffic flows like this reqLtires expressways. Safe and efficient movement cannot be provided on existing city streets, with attendant conflict with pedestrians, cross traffic, and entering and leaving vehicles.

6 STATE HIGHWAY PROGRAM

In the two decades between 1920 and Our Cities have developed with concen­ 1940, traffic volumes doubled, redoubled trations of business and industrial activity and then almost redoubled again in Con­ in a small core at their centers. Almost any necticut, and state highway improvements improvement which deviates from the exist­ just failed to keep pace. It is possible, of ing street pattern (and any real improve­ course, to build highways adequate for the ment must deviate) requires expensive right greatly increased traffic volumes. The park­ of way. This not only means a costly project, ways, and some few other isolated improve­ but it means also a reduction in tax revenue ments serving heavy traffic volumes, have because of property being taken over as demonstrated clearly that highways can be public right of way. The high cost of mod­ constructed to serve efficiently and safely ern highway construction, and this property even on our most traveled roads. Right now angle, have acted as deterrents to a more it's simply a case of the motor vehicles being rapid solution of the city traffic problem. there ahead of the kind of roads needed to However, the situation has now become so serve them. bad that something will be done. Decentrali­ zation of cities at the expense of their central THE URBAN PROBLEM business districts with resulting deterioration and decline of property values, is now seen The most critical highway improvement to be due, in large part, to the inaccessibility need in Connecticut-and in the entire of the cities for motor travel, and the inade­ country for that matter-exists in the cities. quacy of parking facilities. It is becoming A real start on the urban traffic problems apparent that the deterioration of property has been long delayed by failure of . most values through lack of good motor ways and communities to recognize, until recently, parking facilities can be greater than would that bold measures are essential, and by be the loss in value of property taken over the financial requirements that such meas­ 1 to provide them. It is acknowledged, too, ures entail. that halfway measures or piecemeal im­ 1 In a reporr of 1944 on "'Off Street Parking", the Hartford provements of existing streets cannot do the Chamber of Commerce said : 'T o give concrete evidence of the fact that the assessed valuation of our busi ness district job. is declining the following table will show that Hanford need not wai t for the evils of decentralization. They are with us at present. The question of financing large scale Year Valuation 1932 ...... $127,396,589 urban highway improvements likewise ap­ 1942 ...... 108,816,3 63 Net loss ro ciry in 10 year period 18,580,226" pears to be reaching solution under the press

7 PROBLEM

8 of urgent need for action and with the of the state highway system inside and out­ broader viewpoint now being taken of Fed­ side of urban areas. The first establishment eral and State interest in the problem. The of a state highway system in 1913 included problem confronting the cities is not entirely the urban portions of the routes comprising of their own making, nor does it affect their the system. Over the years since then, de­ residents only, nor can it be solved by each velopment of the highway system by the city independent of developments outside of State has been confined largely to rural por­ it. Quite properly, therefore, city traffic con­ tions because the connecting streets were al­ gestion should be, and now generally is, ready hard-surfaced and maintained by the fully recognized as a critical State and Na­ cities. Now, with the city streets unable to tional problem as well as a local one. carry satisfactorily the traffic burden devel­ oped from the entering state highways, and The Federal Highway Act of 1944, m from the community itself, it is time for the authorizing funds for three years, specifically State to carry major improvements into the earmarks part of them for improvements on Cttles. Of necessity - to permit the free the Federal aid highway system in urban movement of traffic with maximum efficien .. areas. The degree of this recognition of the cy and safety- these improvements will be urban problem as applied to Connecticut is largely on new locations and, at least in the indicated by the fact that 54% of its appor­ larger cities, will be developed as express tionment is in this urban category. With highways. matching funds, the Federal aid urban pro­ gram will amount to about $18 million for MAIN RURAL ROADS the three years. A real start toward solving the urgent problem is thus assured. Though great emphasis must now be placed on the urban problem, we still face From the State viewpoint, there has al­ a large job of modernization on the rural ways been the same basic status for portions highways. The most outstanding require­ ment is the replacement of old two-lane LEFT: roads, which have become totally inadequate The ttnhampered flow of traffic in and ottt and throttgh for the increased traffic volumes, by four­ our cities will be possible when a system of expressways is completed. T he new route from the south into the lane highways. Connecticut has a relatively center of Hartford demonstrates how this will be accom­ large mileage of highways in this category. plished. Motor traffic is carried, on the expressway, According to stndies made during the Con­ from points sottth of the city to its very center with almost all of the conflicts umally associated with city gressional deliberations on the Federal High­ travel eliminated. There a·re no stop lights. Cross traf­ way Act of 1944, there are fewer than ten fic goes over or ttnder. T here are no pedestrians and states in the country which have as many there is no conflict with the opposing traffic stt·eam. T he motor cars really move on the new road and the inadequate rural two-lane highways as does load is taken off the existing streets. Connecticut. This situation is apparently

9 created partly by our proximity to the popu­ tions of the communities through which lous areas of New York, Massachusetts and they pass. Rhode Island, and partly by the distribution of the population within the State. The re­ In considering the major improvements sult, in any case, is a great teeming of traffic both in and immediately adjacent to the clear across the lower fringe of Connecticut, urban areas, it is important to recognize the north and south through the middle on sev­ following facts: eral routes, and radiating in all directions 1. The improvements will be costly from each of our sizeable cities. In addition, per mile of highway construction but nor moderately heavy arteries cover other por­ per mile of the travel for which they are tions of the State. It has been said that even constructed. For example, the Merritt Park­ our more lightly traveled state highways way, which cost per mile several times the would be main arteries in the sparsely settled amount spent on the average trunk line areas of the Midwest, Far West and South. roads, cost far less for each mile of motor vehicle travel provided. A road costing halt Our most heavily traveled state highways a million dollars a mile, but carrying twenty­ create serious problems of congestion, with thousand cars a day obviously costs less per inefficiency and hazard requiring extensive car trip than a road costing only one-tenth development of new four-lane express high­ as much, but carrying only one-fortieth of ways. Planning of these is now in progress, the traffic. Traffic service is the justification so that there will be an integrated and con­ for all our road construction work, and on sistent development throughout the State. this basis the major improvements now Details of these improvements will vary, but being planned will be inexpensive. the basic characteristics, so important in the expeditious and safe movement of heavy 2. The improvements will not cover volumes of traffic, will be uniform. Oppos­ a great mileage of our road system, although they will serve a large part of the traffic. ing traffic on the highway will be separated Presently defined major improvements, in­ by a center mall. Wide shoulders will be cluding the completed portions, total about provided for emergency parking. All major 450 miles. With the completion of some cross traffic movements will be carried over studies now being made, we expect to de- or under the express highways. Access will be limited to selected locations where con­ nections with existing roads will be pro­ RIGHT : Expressways provide efficient operation that will be vided. Wide rights of way, with flat cut reflected both in comfort and pleasure to the road ttsers, and fill slopes and attractive planting, will and in economy of motor vehicle operation. T his chart was prepared on the basis of comparative trips between ~ive these new highway facilities a park-like the N ew Y ork State Line and New Haven on U.S. 1 appearance that will be an asset to the sec­ and on the Merritt and W ilbur Cross Parkways.

10 PA

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11 done--with the high standards of line and grade which are to be used and with the wide right of way and control of access to be obtained-these facilities will provide the backbone of our highway system as long as we have a highway system. Individual routes and sections of routes will have adequate capacity to accommodate the anticipated in­ crease of travel. Additions to the major im­ provements will be required in the years ahead, but the trend to population stability before the end of this century, and the ac­ companying trend toward stability in motor vehicle use, will limit the need of exten.sive additional major improvements beyond those now contemplated. We are planning now the arteries that will carry the life blood of motor traffic so long as our way of life con­ tinues to be closely integrated with and de­ pendent on the ·use of motor vehicles. This bridge on one of ottr secondary state highways is too narrow and too weak. It is only seventeen feet wide and has a load capacity of but 8 tons. SECONDARY STATE HIGHWAYS fine the remaining improvements of this sort Although the heavily traveled main routes are most urgently in need of improvement, needed throughout the State. It is antici­ and most costly to improve, in length they pated that the total mileage will then be represent a small part of the 2,900 mile about 600. The entire state highway system state highway system. Most of the state is now about 2,900 miles in length and the highway mileage is made up of feeder or entire public road mileage 14,000 miles. secondary roads. There likely will always The 600 miles is but 21% of the present remain two-lane highways in locations ap­ state highway mileage and only 4% of our proximating the present ones. But many of total road mileage. However, this 600 miles these feeder roads have critical deficiencies: of highway will accommodate about 40% deficiencies in line, in grade and in cross sec­ of the total traffic movement in the State. tion, resulting from the fact that these fea­ 3. Construction of the major improve­ tures have been little changed since the roads ments will not be a recurring need. Once were built many, many years ago.

12 T his modern highway provides the efficiency and safety of travel needed o1z 07tr arterial rotttes.

There are a great many bridges on the maintenance of highways and streets, has feeder highways that are unsafe for the always been a leader in the promotion of loads legally permitted in the licensing of highway safety. Even so, our highways con­ trucks. These must be strengthened or re­ tinue to take a fearful toll of life and prop­ built to permit effective use of all of the erty. We in the Highway Department recog­ state highway system. Other bridges require nize that much can be done, in construaing reconstruaion to give adequate vertical and new highways, to reduce the existing traffic horizontal clearances. hazard. We are confident that the highway construction program being planned in our Planning of improvements on the sec­ State has tremendous possibilities of accident ondary routes is going forward and de­ reduction. Express highways, designed with ficiencies will be corrected as rapidly as funds opposing traffic movements separated bv will permit. a center dividing strip, make head-on col­ lisions almost impossible. Traffic crossing SAFETY these highways will be carried over or un­ Our State, through its continuing safety der, eliminating the possibility of conflict campaigns, its local and State enforcement and accident. Wide shoulders for emergency programs and its emphasis on safety in the parking and restrictions of access to estab­

13 lished entrances and exits reduce greatly the saved and the property damage avoided. potentialities for accident occurrence. Let's see what the whole program of major express highway improvements can mean in The urban traffic problem, previously safety. cited as representing the most critical need for congestion-relieving improvements, cre­ There were 4 15 people killed in traffic ates an equally urgent need for hazard re­ accidents in 194 1. What would have been duction. The main arteries, carrying the the situation had the express highways now great bulk of the traffic in and out of city planned been completed and serving as our centers, are the routes for which congestion main traffic arteries? The 4 15 deaths rep­ relief must be provided. They are the routes, resented a rate of 8.0 for every 100 million too, upon which there is now a particularly vehicle miles of motor travel in the State. large concentration of accidents. Records on existing express highways indi­ Ten times as many people are being killed cate that a reduction to about 3.5 is a reason­ in traffic accidents on each mile of these able expectation. Using this value and ap­ arteries as meet death in traffic on the aver­ plying it to the estimated traffic that would age city street. The proposed express high­ have been diverted to the express highway ways will remove from the city streets a system, had it been completed in 194 1, we large part of the traffic. To a great extent the find that there could have been saved the present arterial streets will become roads astounding total of 94 lives. And these fig­ more nearly comparable in service and vol­ ures don't stop with 194 1. This year, had ume of traffic to the average city street. the system been completed, 80 to 90 people Obviously there will be a striking reduction might have been saved from death in motor in hazard to pedestrians and motorists. vehicle accidents. And next year an addi­ tional 90 or more, etc., etc. While the urban parts of the highway program will be most outstanding in the years ahead, the extensive improvements planned for other parts of the state highway RIGHT : system are going to reduce greatly the hazard The record for paralleling sections of U. S. Route 1 now associated with motor travel. With ac­ (The Post R oad) and the Merritt Parkway show that cident records now available to provide com­ from 1940 to 1944 there were 103 traffic deaths on U. S. 1 as compared with 23 on the Merritt Parkway. parative data, we can project the potentiali­ T he total motor travel on the two routes was reasonably ties of new improvements with reasonable comparable during the period. T he death rate was approximations of the lives that will be 40 times greater on U. S. 1.

14 Old Route

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15 THE PROGRAM The following pages of this report pre­ sent, on county maps, an outline of our long The war-time suspension of highway con­ range program of state highway improve­ struction gave the Highway Department a ments, with special symbolization for those much needed opportunity to take stock and to advance its planning without the usual pres­ projects included in the five year program. sure of getting roads built. The Department The first year of the Five Year Program ended was assisted, during this period, by the High­ on June 30, 1946. We are now in the second way Advisory Commission which was ap­ year, fiscal year 1947, ending June 30, 1947. pointed by the Governor as a result of action The third, fourth and fifth years will be by the 1943 General Assembly. The Com­ fiscal years 1948, 1949 and 1950. Thus, mission reviewed the long range program of if the recommendations made by the Advis­ the Highway Department and from it estab­ ory Commission are carried out, all of the lished a Five Year Program of improvements projects in the five year program will be which would be urgently needed with the completed or under way by July 1, 1950. return of normal motor travel. This five year program, incorporated in the Advisory The major improvements on the state Commission's report of December 1944 to highway system are being planned on the the Governor, became the post-war program basis of detailed analyses of traffic move­ for state highways. Only minor adjustments ments, projected increases in motor vehicle have been made to fit changed conditions. Surveys and designs were well advanced by use, and standards of improvement which the Fall of 1945, when highway construc­ will provide the maximum in efficiency and tion restrictions were lifted, and contracts safety. The detailed analyses have been have since been put under way at a rapid completed for some routes and areas, and rate. In fact, the rate at which contracts reports are on file in the Department. have been put into action on the Con­ necticut State Highway System is unmatched It is obvious that in the development of by any other state in New England, and by a long range program there is bound to be few other states in the entire country. This a great difference in the urgency of projects. has, of course, been a source of great satis­ However, traffic volume increases must be faction to the Highway Department, and an anticipated. The least pressing need, now, excellent demonstration of the advantages will undoubtedly be acute when the time of careful advance planning. comes for construction to meet it.

16 The long range program is, of course, not least one and possibly two arterial routes a rigid and inflexible schedule. 1 As presented north out of the city to provide connections on the following pages it no doubt excludes to Routes 25 and 65. improvements which will be required by changing conditions, such as greater-than­ Ignoring the situation that will be created anticipated traffic growth, new community if New York State develops its proposed developments, and similar factors. "Thruway" up to the state line in Green­ wich, without adequate provision being made for connection in Connecticut, the sec­ Fairfield County tions of U.S. 1 next in urgent need of re­ lief, after the Bridgeport area, are in Stam­ The improvement needs of Fairfield ford and Norwalk. Like Bridgeport, these County are dominated by the relocation of cities must have more adequate access to and U.S. 1 and its construction as an express around their central business areas, particu­ highway. However, the five year program larly for the heavy east-west traffic move­ gave priority to no part of it, and the route ment. will probably not be completed for many years. Next in importance to the improvements programmed on Route U.S. 1, is the work Even though the development of an ade­ in the Danbury area on Routes U.S. 6 and quate, modern arterial route for U.S. 1 in 7. A study of the traffic situation in this and out of Bridgeport was not included in area has been made, and a definite plan of the five year program, we realize that, plain­ improvement is now being formulated. It ly, we cannot long defer its development. will include a new routing for U.S. 6 from An extensive traffic survey was made in the Housatonic River all the way to and Bridgeport this summer, and the data ob­ through Danbury. Whether this route will tained are now being analyzed. The end go north or south of the central Danbury product of this study will be the develop­ area is still undecided. The difficult situa­ ment of a comprehensive highway plan for tions which exist on the present route in and the Bridgeport area. We know that it mus: adjacent to Sandy Hook, in Newtown, and include the east-west route shown on the in Danbury itself will be corrected. The new Fairfield County map, although the actual Route U.S. 6, which will be developed as location cannot yet be defined. It seems a part of the National System of Interstate likely that there will be required, too, at Highways, will be constructed as an express

1 The period of the program is itself indefinite, being depend­ highway. It will bring to this part of Con­ ent on the speed with which funds are made available. This is discussed more fully later in the report. necticut the modern highway facility so

17 FAIRFIELD COUNTY

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PROGRAM PROGRAM -•••••

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18 badly needed to provide connection to Wa­ rant traffic arteries. Another possible addi­ terbury, Hartford and other points to the tion in Fairfield County is a north and south East. It will provide a good route of travel route in Stamford. to Danbury, and points in New York, from all of the New England area, and by doing Hartford Cou,nty so, will bring greater prosperity to this part of the State. Because the Hartford Metropolitan Area, with a population of over 500,000, is the Route U.S. 7, south from Danbury to the most heavily populated area in the State, it junction with Route 35 in Ridgefield and has the greatest requirements for major high­ north from Norwalk to Wilton, is included way improvements. There are big movements in the program for major reconstruction. of traffic in every direction from Hartford These are the most heavily traveled portions to the other large cities in Connecticut and of the route, and there is an increasing de­ in adjacent states, as well as to the numerous satellite cities and suburban towns within mand for improvement to relieve the con­ the metropolitan area. The five year pro­ gestion which is particularly bad during the gram will provide express highways for some summer season of heavy travel. Route 65 of the heavily traveled routes, notably the in Shelton, from the end of the construction routes north to Windsor, east to Manchester completed in 1943 to the Housatonic River, and Tolland County, south to Glastonbury is included in the five year program. This and, in part, west to Bristol and south improvement together with the work plan­ through Wethersfield. ned to the north in New Haven County will eliminate the present congestion through the It has not been possible, however, to in­ centers of Shelton and Derby. clude in the first priority program other ur­ gently needed major improvements, such as Other improvements programmed in Fair­ the east-west expressway from the center of field County are on feeder or secondary high­ Hartford to West Hartford, and the exten­ ways. They represent in most cases the mod­ sion of the North Meadows expressway co ernization of crooked and high-crowned Windsor Locks and the Massachusetts line roads built many years ago. south of Springfield. These projects are scheduled to follow the five year program In addition to projects indicated on the along with other improvements in our long map, other major improvements, not shown, range planning. These projects are, of are likely to be needed. For instance, routes course, recognized as being urgently needed, in Bridgeport connecting with Routes 25 but they are such big, expensive improve­ and 65, already referred to, are both impor­ ments that their inclusion in the immediate

19 program would mean eliminating almost Marlborough, generally referred to as the everything else in Hartford County. This "Ten Curves", the replacement of the old obviously is neither practical nor desirable. bridge at Poquonock, on Route 75 , construc­ tion of a new bridge over the Scantic River There are a number of minor projects m the Hartford County program, some of on Route 191 in Enfield, and reconstruction which are planned to meet needs that have of part of Route 189 in Granby and part of existed for years. These include the New Route 140 in East Windsor. Nor, as may London road, Route 2, in Glastonbury and be noted on the map, is this an all-inclusive

HARTFORD COUNTY

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FIVE YEAR PROGRAM ­ LATER PROGRAM •••••

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20 listing. Numerous other road sections and ingness to pay for the improvements. It is bridges are included when existing roads possible that we shall one day have some provide inadequate and hazardous facilities reconstruction on U.S. 7 from Cornwall for the traffic which they serve. Bridge to the north, where the existing road is old and crooked. Likewise, some widen­ Litchfield County ing and straightening may be necessary on this same route through New Milford and The long range program for Litchfield Kent. There is a possibility, too, that some­ County, like that for the other counties, is thing will have to be done to improve the a conservative appraisal of improvement state highway approaches into Torrington. needs. There will be additions to the pro­ gram as the years go by. What they will As it stands, the program for Litchfield be and how soon they develop depends on County gives priority, through inclusion in traffic increases, public demand and the will­ the five year program, to several projects on

This road from East Hartford to Glastonbttry is one of the most important and one of the least adeqttate rotttes in Hartford County. The planned improvement on a new location will eliminate the present conflict between motor traffic and the railroad freight line. The expressway character of the new road will be safer and more efficient for the heavy ftow of motor traffic. The existing road will be left to serve the commercial and indttstrial activities along its borders.

21 U.S. 44, and to projects on Routes 67, 47 conditions on this route in and approaching and 4 1, in New Milford, Bridgewater, Winsted. Washington, Sharon and Salisbury. In North Canaan the U.S. 44 improvement will There is a notable improvement in the be incorporated with a U.S. 7 improvement program on Route 4 from Torrington to the to by-pass the village center of Canaan. Im­ Nepaug Dam. This is one of the most im­ provements on U.S. 44 in Barkhamsted and portant, and least adequate, routes in the Winchester will eliminate the extremely bad County. An extensive portion of it was con-

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I LITCHFIELD COUNTY

22 structed 24 years ago as a 14-foot road. It It provides a rough and uncomfortable ride, is not surprising that today it seems high­ even at slow speed. crowned, crooked and narrow for modern The program includes a long needed re­ motor travel. Its condition is recognized as pla~ement of the bridge over the Housatonic so serious that cross section and alignment River at New Milford. The existing struc­ corrections are being made on the worst ture, which was built in 1904, is only 19 sections this year by the Department main­ feet wide and has a load capacity of only tenance forces, to provide better service eight tons. pending the completion of a major recon­ struction project. Middlesex County Routes 9 and U.S. 1 together represent A less important but equally unsatisfac­ by far the greater part of the highway pro­ tory route in the Torrington area is the gram in Middlesex County. It will be noted Torrington-Norfolk road, Route 49. For al­ from the map that important sections of most its entire length this road has almost both routes are included in the five year no consistency of line, grade or cross section. program.

This section of U.S. 44 in Barkhamsted, built a qttarter cent?tr')' ago, will soon be replaced by a modern highway.

23 U.S. 1 is to be relocated, and definite es­ ment but also will bring back to the com­ tablishment of a location awaits completion munity centers much of the village charm of surveys now in progress. This is also true that has been lost by the impact of heavy of Route 9 in Chester, Saybrook and Essex. motor traffic. In both cases, it seems certain that to pro­ vide the improvement required by large Plans are well advanced for a major im­ traffic volumes and for elimination of the provement in Middletown, aimed at crack­ congestion in each of the communities ing the bottleneck which is created by the through which the routes pass, a location funnelling of traffic from all routes into which will by-pass the community center is Main Street. It is proposed to develop a new necessary. Completion of such improve­ route in the area between the railroad and ments will not only provide sorely needed the Connecticut River along what is now traffic arteries for the through traffic move­ Water Street. In conjunction with the high-

T he planned riverfront highway improvement in Middle town will break the traffic bottleneck that has existed so long. Incorporated with this state highway construction is a city project which will convert the area between the new highway and the Connecticut River into an attractive park. A pedestrian 1mderpass of the expressway and special parking areas are contemplated.

24 way improvement, Middletown is preparing ational and scenic route in the years ahead to develop a riverside park. will determine this.

The Middletown highway improvement Most noteworthy of the minor proJects will ultimately be extended north through included on the program is the one on Route Cromwell on a new location with a spur U.S. 6A, to extend the four-lane divided connector to the New Britain road, Route highway east beyond the intersection with 72. Extension will be made to the south, Route 15 and provide a grade separation to also, at least as far as Higganum. While not eliminate the serious conflict of traffic that shown on the program map now, it is pos­ now exists. sible that there will eventually be need for reconstruction of the Higganum-Chester sec­ tion of Route 9. Traffic growth on this recre­ There will doubtless be need for improve­ ments, other than those shown on the map, which are bound to develop as traffic grows and critical conditions become increasingly unsatisfactory. In this category is the section

.~ of Route 15 1 through Middle Haddam that M I is high-crowned in cross section and unde­ sirably rolling in grade. Route U.S. 6A, . \ I' \ \ - -·­ ~· - --~ through Middlefield and Middletown and ' ·-;-;

f A ' Route 15, from Route 9 to Durham, may

ADOAM \ \ become so congested under increasing vol­ i ""\ umes of traffic as to require the provision of ~-~ a four-lane highway. These improvements, .. l c \ ( however, are not urgently needed now or in the years immediate! y ahead.

The Connecticut River Bridge between Old Lyme and Old Saybrook is shown on the map with a special symbol because it is MIDDLESEX covered by special financing and is not m­ COUNTY FIVE YEAR PROGRAM - LATER PROGRAM ••••• cluded in the regular highway program.

25 New Haven County travel on U.S. 1 and U.S. 5. Where the new routes should be located is still under study New Haven County has two of Connecti­ by the Highway Department and the city of cut's four large cities, New Haven and New Haven. Waterbury and, accordingly, a considerable part of the Connecticut urban highway In Waterbury the most pressing need is problem. In New Haven, efficient move­ to get an adequate route developed to the east ment m and out of the city center, where from the city center, to serve traffic on exist­ most of the traffic is destined, can be ac­ ing Routes U.S. 6A and 70 and at the same complished only by development of express time relieve traffic on the now heavily con­ highways replacing the existing routes of gested East Main Street. This improvement

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FIVE YEAR PROGRAM ­ LATER PROGRAM eeeet

NEW HAVEN COUNTY

26 is part of the five year program. The long New London County range program contemplates the extension of this route to the west to give more ade­ The program for New London County is quate service to Waterbury from Middle­ in large part aimed at completing improve­ bury, Woodbury, Southbury, and other ments started on U.S. Route 1 and Route 32. places west of Waterbury. Traffic surveys show that most of the traffic in the area From the Connecticut River to the west of Waterbury is bound for the city and Thames River, U.S. 1 will be a four-lane that development of a high standard route divided highway with cross traffic carried into and through the city is of first import­ over or under, and access limited to estab­ ance to the Waterbury area. lished entrances and exits. The portion al­ ready completed from Flanders Village east The Naugatuck Valley improvements on to New London now has only two paved Route 8 represent the continuation of the lanes, but will be expanded to four lanes as work started before the war. It is recognized funds permit. that eventually more adequate connection of this route will be necessary into and through East of the Thames River and beyond the Waterbury. Study has been given to this but junction with Route 84, the character of im­ no definite proposal is shown on the New provement for U.S. 1 is as yet undetermined. Haven County map. Because much of the through traffic is di­ verted to Route 84, U.S. 1 is less important Reconstruction of U.S. 1, east and west as a through route here than it is west of the from New Haven, is an essential part of the Thames River. However, it carries a heavy program. This route and U.S. 5 are basic volume of traffic on a long outmoded road. routes in the National System of Interstate Studies are now being made, based on a traf­ Highways. Improvements will be made by fic survey conducted this summer, to estab­ developing express highways of high stand­ lish the character of improvement required ards with resulting efficiency and safety for for the route. .. road users. In the years before the war, Route 32, The Wilbur Cross Parkway is shown on which connects New London and Norwich the New Haven County map, although it is and extends north through Franklin, had not included in the regular highway pro­ been modernized from New London almost gram because of the special financing ar­ to the Montville town line. The four-lane rangements provided for it. It is shown to divided highway has replaced several miles complete the picture of contemplated con­ of poor road and emphasized the need for struction in New Haven County. extending the improvement.

27 Probably next in importance to the jobs and roughest road sections, and a number of on Routes U.S. 1 and 32 is the work to be weak bridges. A portion of Route 207 be­ done in the section of Route 12 south of tween Lebanon and North Franklin was con­ Norwich. The improvements planned here structed in 1908, almost 40 years ago. Part will eliminate dangerous and obsolete sec­ of Route 138 in Griswold was built in 1915, tions of this route, and connect up with the Route 2 in Preston, in 1916. It is little improvement completed around the Subma­ wonder that these roads, built in the era of rine Base in 1942. the horseless carriage for use by an occasional Other proposed improvements are aimed slow-moving vehicle, are too crooked and too at replacing some of the oldest, most crooked rough for today's streamlined traffic. J

NEW LONDON COUNTY

.r-·-._\______

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-~--- \ \ ''·-...... \ 't \ \ , \-' OLO lYMe ·, OLD SAYBROOK· TOLL BRI06c\ Fi \ \ FIVE YEAR PROGRAM ­ \ LATER PROGRAM ••••• \ \

28 As in the other counties, improvements the Norwich improvements, and as soon as will be needed which are not delineated on it is completed, these improvements will be­ the map, improvements created by greater­ come part of our long range program. than-anticipated usage of some roads, or by public demand and willingness to pay for Tolland County something more in the way of highways than is presently indicated. There must be im­ The Wilbur Cross Highway, one of the provements, too, on state highways into and finest in the country, is now well advanced through Norwich, although these have not in Tolland County. The initial phase, giving been shown on the New London County a high standard two-lane road from Vern on map. A comprehensive study is now under to the Massachusetts line, will be entire!y way to establish the character and location of completed in 1948. The portion already open to traffic in Willington and Union ex­ emplifies what the modern highway for pres­ ent-day traffic can and should be, planned, as it is, with a long, careful look ahead. Easy grades, flat curves and wide shoulders pro­ vide a striking contrast to the present con­ necting road. Preservation of the great nat­ ural beauty of the country through which the route passes is assured by the wide right of way acquired, and by the limitation of access to the route at established and con­ trolled locations. The wide right of way like­ wise makes certain that when growing traffic volumes require additional highway capacity, as they will within relatively few years, it will be possible to convert the two-lane road to a four-lane divided highway.

The Tolland County program includes a The urgent need for congestion-relieving improvements new bridge and approaches at Bolton Notch is not confined to our largest cities. This is the street on U.S. 44 and reconstruction of this route in Norwich into which one of our state highways dis­ charges traffic. in Mansfield from the Coventry town line to

29 Mansfield. The Mansfield improvement will provide a separation from the railroad at Mansfield Depot, and a better intersection with Route 32, as well as a much better road surface than the present high-crowned cross section and undulating grade.

U.S. 6A from Hebron to Columbia is in the program, as well as a portion of Route 83 in Somers, Routes 32 and 89 in Mans­ field, and Route 32 from West Willington to Stafford Springs. A number of bridges with inadequate capacity are scheduled for reconstruction.

Windham County

The program in Windham County con­ templates improvement of the strikingly bad conditions on U.S. 6 and Route 12. These -••••• important routes, together with U.S. 44, constitute the backbone of the road system in the county. At present, extensive portions of the routes are so crooked and rough as to be inadequate even for the least important state roads. The section of Route 12 north to Danielson, are planned. These will re­ of Central Village was built in 1914 and lieve the situation in Danielson somewhat the two sections in Killingly proposed for but, because our recent survey proves that improvement are about equally obsolescent. the preponderant movement of traffic on the In Thompson it is proposed to reconstruct approaching highways is into the center of Route 12 on an entirely new line east of Danielson, real traffic congestion relief on North Grosvenordale. This will tie in at the the main street can be accomplished only by state line with new construction planned by freeing this street. This could be accom­ the State of Massachusetts. plished effectively by greater restrictions on parking, which could be handled in now It will be noted that improvements on vacant properties and on secondary streets U.S. 6 and Route 12, immediately adjacent adjacent to the main street stores.

30 In Willimantic and Putnam there is an ham County is typified by many miles of urgent need for relief of congestion created highway carrying relatively little traffic, as by funnelling of state highway traffic from compared with state highways generally_ several routes into single main streets of the However, while these roads do not require cities. We recognize tnat something must be the high standard of improvement needed done, although specific project proposals are on the main routes, even the secondary roads not made in the county program now. The should provide safety and comfort at mod­ Highway Department intends to make traffic erate travel speeds and at all seasons of the studies in and adjacent to these cities in the year. The sentiment of Connecticut motor­ next year or so, and on the basis of these ists in this connection is shown by the in­ studies will formulate project proposals to sistent demand for improvement of the old, be incorporated in the county program. high-crowned, crooked state highway on Outside of the main routes discussed which travel now is uncomfortable at most above, the state highway system in Wind­ seasons of the year.

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.\2 1 I O r-·- V> I ·-L-- : 9J FI VE YEAR PROGRAM ~- -·­ __ / L ATE R PROGR AM •••••

WINDHAM COUNTY

31 SUMMARY LESS The five year program, as established by the Highway Advisory Commission, was es­ CONSTRUCTION timated to cost $67 million, based on pre­ war prices. Current price levels, likely to pelt:/)~ prevail over the period covered by this pro­ gram, have expanded costs at least 35 per­ cent. This increase, together with some ad­ :::; 100--­ ..J < justments in project costs resulting from de­ > ""< 80 ..J tailed studies, have increased the estimated ..J 0 0 cost of the Advisory Commission's program g; 60 ~ to $99 million. <>­ 0 '10 1­z The over-all program, as described here­ w u 20 w tofore and shown on the county maps, is ""a.. expected to cost almost $300 million. 0 1922-26 1927-31 1932-36 1937-41 1946 When we have completed the work con­ templated in the five year program, we shall still have $200 million of work left to com­ This chart which is based on nation-wide analysis by the Public Roads Administration indicates what in­ plete the job now in front of us. creased costs have done to the highway constmction dollar. With constmction costs ttp 35 to 50 percent Great stress has been laid on the impor­ the 1946 dollar bttys less constmction than the pre­ tance of the urban highway problem. The war dollar. extent to which urban improvements account for the cost estimates is noteworthy. In the In the over-all program, urban improve­ five year program, urban projects will cost ments will total about $1 7 4 million out of $47 million out of the $99 million total. the $300 million total.

32 URBAN NEEDS c~ HIGHWAY PROGRAM

47 MILLION DOLLARS u

13 MILLION 52 MILLION DO LLARS DO LLARS 32 M ILLI ON RURAL DOLLARS

EXPENDITURES HIGHWAY ADVISORY FOR CONSTRUCTION COMMISSION 5 YEARS 1937-41 5 YEAR PROGRAM

The rate of state highway construction must be expanded greatly if we are to meet the most ttrgent of the accttmulated improvement needs. In large part the necessary expansion mmt be directed at the ttrban traffic problem-at breaking the bottlenecks in ottr cities through the provision of expressways which can move large 11olmnes of traffic with safety and dispatch.

33 These photographs illmtrate the character of the Wilbur Cross Parkway. This portion of the route between the Hottsatonic Ri,ver and Derby Aventte in Orange was completed in 1941.

34 WILBUR CROSS PARKWAY AND OLD LYME- OLD SAYBROOK BRIDGE

As already stated, the Wilbur Cross Park­ mately $15,000,000, of which $10,700,­ way and the Old Lyme-Old Saybrook Bridge 000 will be spent during the post-war are not included in the State Highway Pro­ period. The statutory provisions for financ­ gram because they are being financed by ing the parkway will be adequate, although other means. The parkway is being paid for it will be necessary to take advantage of the by toll collections being made on the Mer­ provisions of Section 4 3 Se of the General ritt Parkway in Greenwich and the Wilbur Statutes, and issue bonds in the amount of Cross Parkway in Milford. The Old Lyme­ $4,000,000. Funds from this source will have to be made available by March 194 7 Old Saybrook Bridge is being financed in order to continue letting contracts as now through a $6,000,000 bond issue which will scheduled. be retired from tolls collected on the new facility. As this report is written, it appears that construction of the new Connecticut River The Wilbur Cross Parkway should be bridge between Old Lyme and Old Saybrook completed, from the Housatonic River to a will be initiated by the end of 1946. The junction with Route U.S. 5 north of Meri­ work is scheduled to be completed withif' den, sometime in 19 50. The total cost of two years, so the new bridge will likely be 29.2 miles of parkway will be approxi­ opened to traffic in the Fall of 1948.

35 These are two representative examples of the many miles of improved local roads that serve so well the rural areas of ottr State.

36 THE LOCAL ROAD PROGRAM

"OUT OF THE MUD" Because aid to the towns through state grants has been distributed largely upon a In 19 31, the policy of continuing state basis of equal division between the towns, grants for the improvement of local roads and because there is a vast difference in the was established. The $58 million provided up road mileage1 for which they are responsible, to the present time by this policy have, to a all are not as yet enviably out of the mud. large extent, transformed the roads making The present basis of allocation does not up our local rural road systems from uncom­ adequately take into account the greater need fortable trails to smooth highways. Many in such towns. of our towns are now virtually 100 percent Many individuals who are strong advo­ "out of the mud", with hard-surfaced roads cates of local road improvement have ex­ serving every farm. The days of putting the pressed interest in the development of a car up for the winter are past. Farm produce more equitable allocation of town aid funds. goes off to market at any time of the year Largely because of this interest, the Highway over smooth all-weather roads. School busses Department has this year undertaken and and mail routes operate on year-round sched­ completed a thorough inventory of unim­ ule. The joys of country living-so long a proved local roads. The inventory has in­ fiction in many respects-have become reali­ cluded the logging of unimproved road ty. The city dweller, too, benefits from the mileages in each of the 169 towns, recording improvement of our local rural roads. The of information on the width, type and con­ marketing of food stuffs on which he must dition of the road and the character and ex­ subsist has been greatly facilitated. Economies tent of its service. in transportation are doubtless being reflected in market prices. Furthermore, good local UNIMPROVED ROADS roads have made the beautiful rural area of the State accessible for recreational pursuits. In planning and conducting this mven­ Gratifying as this picture of accomplishment tory of unimproved roads, the Department may be, it is not the complete picture, how­ has aimed to provide data required by mem­ ever. bers of the Legislature and others in evalu­ ating the need for improvement. We assume

1 For example, Middlefield has 15 miles, Beacon Falls 1~ and that it will be a continuing policy of the Rocky Hill 17; whereas Newtown has 136 miles, New M11ford 144 and Hamden 145. Legislature to provide the Towns with State

37 Through the contint.ting allocations of town aid for unimproved roads, this farm likely will soon be served by an improved road. funds for improvement of ttnimproved roads, plished in a number of towns. The inven­ so long cts a single farm or other year-round tory determines what is required in the towns residence is not served by an improved road. where it has not yet been accomplished. We recognize, as doubtless have members of the Legislature in years past, that in many It has been assumed that the Legislature cases it is impossible to justify the cost of does not intend that the State furnish aid for local road improvement and continuing improvement of roads which do not provide maintenance by the service provided to road an essential service to farms or other year­ users. In a considerable number of cases, round dwellings. Thus, while the operation the cost of road improvement and main­ of existing statutes indicate an intent to aid tenance is greater than the total value of the the towns in the construction of improved property served. However, regardless of the roads where unimproved roads now exist, it economy of the program, the purpose of the is not believed that this carries with it the established legislative policy is obviously to intent to reconstruct an unimproved road give year-round, all-weather road service to which does not provide an essential road each resident. This has already been accom · service to a farm or dwelling. If the road

38 serves only for the movement of farm equip­ Several factors were considered, in estab­ ment to and from the fields, as an access road lishing the $12,000 a mile construction cost to woodland, as a means of travel to hunting estimate. First, the important town roads in and fishing grounds, or as an alternate route most towns have already been improved. between farm and town, or for other casual The future program will extend the improve­ travel, there is obviously no essential need ments to roads which provide little traffic for an improved all-weather road. The in­ service--in many cases serving only a single ventory classifications have been recorded farm or dwelling. We would not be justi­ accordingly. fied in giving these the same high standard The total mileage of unimproved roads as of construction that we give to the important determined by the inventory is 2,558.3 . Of town roads. The minimum improvement the total, 1,204.2 miles have been found to needed to provide a stable all-weather road provide essential service to farms or year­ surface is sufficient. With a stable surface, round dwellings. The remaining 1,3 5 4.1 the existing line, grade and width generally miles provide no such essential service. The will be satisfactory for the few vehicles to be mileage of essential unimproved roads is recorded town by town in Table 1 in the appendix.

It is noteworthy that the total mileage of unimproved roads used, as of December 31 , 1944, for the allocation of improvement funds to the towns (Sec. 190f) was 3,234.6. The inventory as of this year reduced the figure by 676. 3 miles, the reduction being due to certain roads having been improved and others abandoned.

CONSTRUCTION COSTS

In order to make the inventory data fully significant, mileages are translated into con­ struction cost estimates, based on an average cost of $12,000 a mile. The grand total cost for the essential unimproved roads is $14,­ T his ttnimproved local road provides no essential serv­ 450,400. It is broken down, town by town, ice to a farm or dwelling. It is typical of 1,350 miles in Table 1, in the appendix. of unimproved local roads in this category.

39 accommodated. Minimum improvements to These are shown in Table 1 in the appendix. provide a stable all-weather road surface can Estimates are based on a study of actual costs be made for less than $12,000 a mile. How­ in 1944 and 1945, and the averaging of ever, some of the roads yet to be improved values for places with comparable popula­ require construction standards comparable to tions. those generally used for town-aid work in recent years. These will cost considerably It will be noted that cost estimates for more than $12,000 a mile, based on current local road maintenance and reconstruction prices, but the mileage that warrants this show a tremendous variation between the type of construction is small. The $12,000 requirements of the different towns, due a mile estimate should be liberal, provided largely to the great differences in the mile­ we exercise careful judgment in fitting the ages of road for which they are responsible. improvements to the traffic requirements. These differences in the financial responsi­ bility are especially significant in view of the MAINTENANCE AND fact that existing statutes take no account RECONSTRUCTION COSTS of it in providing aid to the towns. Under Because the towns are given aid for local Sec. 302g, every town receives $23,668 a road maintenance as well as construction, year (in addition to allocations for unim­ and because consideration of town road proved roads under Sec. 190f) regardless of needs cannot be given without including all the magnitude of its responsibilities for road road costs, estimates of cost for maintenance maintenance and reconstruction. This sub­ of improved roads and reconstruction neces­ ject will be further discussed in the follow­ sary thereto have been made for each town. ing section.

40 FINANCING THE PROGRAM

INCOME Y ear Amount Y ear Am otmt The revenues that will accrue to the State 1936 ..... $3,92 3,000 1943 .. .. . $1,110,000 from established motor vehicle fees and the 1937 792,000 1944 ...... 0 1938 1,3 93,000 1945 ...... 0 gasoline tax can be estimated with reasonable 1939 1,361,000 1946 4,769,000 accuracy. Funds likely to be made available 1940 890,000 1947 4,7 69,000 by the Federal Government are not predict­ 1941 1,064,000 1948 4,769,000 able with equal accuracy, although past 1942 894,000 experience provides some indication of what may be forthcoming. Present indications are that the three year post-war authorizations will actually cover a As motor vehicle registrations and travel period of about five years. That is, it seems have increased, there has been a correspond­ likely, from the rate at which the program ing rise in receipts from motor vehicle fees is going, nation-wide, that additional federal and gasoline taxes. This trend will continue funds will not be authorized before about in the years ahead. Tabulated below are the 1951. On this basis, the funds now author­ estimated receipts under established rates for ized for 1946, 1947 and 1948, plus the the period which covers our five year post­ war program. Miscellaneous receipts are $891,000 balance remaining from previous made up largely of funds from the motor allotments, represents the total amount of bus tax and from gasoline station royalties. Federal funds available for the five year post­ For comparative purposes, the values for war program. These total $15,198,000. fiscal year 1941, the last pre-war year, are Thus, the total revenue which the State also shown. can expect to receive in the five year period, Federal aid since 1936 has been author­ 1946-5 0, under existing rates, is $117,­ ized in the following amounts: 746,000.

ESTIMATED RECEIPTS Fiscal Motor V ehicle Gasoline Miscellaneous Y ears Fees Tax Receipts T otal 1941 $8,028,000 $11,43 9,000 $360,000 $19,827,000

1946 7,880,000 9,07 3, 000 795,000 17,748,000 1947 8,000,000 11 ,000,000 700,000 19,700,000 1948 8,250,000 11 ,500,000 700,000 20,450,000 1949 8,700,000 12,3 00,000 800,000 21,800,000 1950 9,000,000 13,000,000 850,000 22,850,000 Five Year Total 41,830,000 56,87 3, 000 3,845,000 102,548,000 (1946-1950) 41 FUND BALANCE AND EXISTING row for state highway purposes, and which OBLIGATIONS must be repaid by July 1, 195 3.

As of July 1, 1945, there was a balance To sum up: As of July 1, 1945, we had 1 of $12,415 ,000 in the state highway fund. a cash balance in the highway fund of $12,­ As of this same date, obligations against the 4 15 ,000, of which $2,920,000 was spe­ fund were as follows: cifically committed. Furthermore, $8,490,­

Unliquidated commitments 000 of the remainder was definitely obli­

Salaries and wages ...... $ 223,644 gated for ultimate expenditure by the towns, Contractual services ...... 31,246 although not specifically committed. Supplies and mater ials ...... 214,111 Buildings, equipment, etc...... 104,719 When the war ended, steps were taken by Payments to contractors and land owners (state highway construction ) ...... 168,007 the President and Congress to expedite Payments on account of state aid .. . . 174,844 urgently needed state highway improve­ Payments on account of town aid and ments by lifting restrictions on construc­ 190f ...... 1,169,454 From previous years ...... 834,018 tion and by releasing Federal aid highway funds. And it was apparent that, even if Con­ Total ...... $2,920,043 or about $2,920,000 necticut did no more than carry on its Federal aid program, there was insufficient unob­ There were additional obligations for ac­ ligated monies in our state highway fund. cumulated statutory authorizations of town For this reason, in 1945, the Attorney Gen­ aid. During the war, restrictions prevented eral was asked for an opinion as to whether the carrying on of construction. Therefore, funds ultimately obligated for town aid could it was not feasible for the towns to spend or be used to finance state highway work. He obligate their funds as they became avai~able . ruled that the monies could be thus used, On July 1, 1945, there was $8,490,000 in provided the balances should be available accumulated town and state aid authoriza­ when the towns required them. Financing tions, exclusive of the $5 million authorized of the current state highway program is be­ by statute for fiscal year 1946 and of the ing carried on accordingly. But indications amounts committed by contract as listed are that our present schedule will absorb the above. This does not include the $2 million entire highway fund before the end of the which the Highway Commissioner, under 1947 construction season. Furthermore, the Sec. 322g, was specifically authorized to bor- towns will no doubt rapidly expend their l As used in this report, "highway fund" is exclusive of the Wilbur Cross Parkway and other special funds. accumulated allotments in the near future.

42 RECURRING OBLIGATIONS aid were discontinued in 1943 by Sec. 321g. The uncommitted balance of state aid funds There are administrative and maintenance as of July 1, 1946 was $2,383,000. charges against the highway funds which must be met. These, together with the ap­ propriations for town aid, take the greater STATE HIGHWAY part of anticipated revenue, leaving a minor portion available for state highway system CONSTRUCTION construction work. The estimated fixed and FROM THE recurring obligations for the years, 1946-5 0, ROAD MONEY DOLLAR are shown in the table below:

It will be noted in the tabulation below that town aid commitments in the years from 194 7 through 19 50 are estimated to exceed the $5 million annually allocated. This is possible because of the accumulation of un­ committed funds credited to the towns. As of July 1, 1946, this amounted to $9,757,­ 000, including $5 million for the fiscal year 1947 but excluding the $2 million borrowed for state highway purposes in accordance with Sec. 322g and to be returned to the towns by July 1, 1953. This division of the highway funds is based on antict­ pated income from established rates of revenue and All state aid commitments will be made estimated expenditure of this income for the years from reserves accumulated to the credit of 1946-50. Only twenty-four cents ot~t of each dollar will be left to tmdertake the state highway construction the towns. Annual appropriations of state program after recurring obligations are met.

ESTIMATES OF RECURRING OBLIGATIONS

1946 1947 1948 1949 1950 Total State Police ...... $ 500,000 $ 500,000 $ 500,000 $ 500,000 $ 500,000 $ 2,500,000 Motor Vehicle Dept...... 1,140,000 1,400,000 1,400,000 1,500,000 1,600,000 7,040,000 Debt Service ...... 1,460,000 1,090,000 1,065,000 1,050,000 1,050,000 5,715,000 Admin., Bldgs., Equip. and Services ...... 2,117,000 3,920,000 4,260,000 3,600,000 3,400,000 17,297,000 State Highway Maintenance 5,025,000 6,000,000 6,000,000 6,000,000 6,200,000 29,225,000 Town Aid and 190£ ...... 5,600,000 5,825,000 5,825,000 7,000,000 7,000,000 31,250,000 State Aid ...... 1,225,000 400,000 400,000 500,000 500,000 3,025,000

17,067,000 19,13 5,000 19,450,000 20,150,000 $20,250,000 $96,052,000

43 TOWN ROAD CONSTRUCTION AND of way. Under the provisions of Sec. 513c MAINTENANCE the funds are divided equally between the 169 towns so that each receives an annual Table 1 in the appendix shows for each grant of $23,668. No more illuminating town, ( 1 ) the total estimated financial re­ revelation of the lack of equity in such an quirements for improving such unimproved apportionment can be provided than that roads as provide an essential service to a farm which appears in the third column of figures or dwelling, and ( 2) the annual require­ in Table 1 in the appendix. It will be seen ments for maintenance and reconstruction that some towns have total financial require­ of the existing improved roads. ments for maintenance and reconstruction of from $5,000 to $10,000 a year, while other The total requirements for improving un­ towns are burdened with comparable require­ improved roads which provide essential ments in excess of $100,000 a year. Further service is $14,450,400. Under Sec. 190f comment is unnecessary. It is to be hoped one million dollars a year are allocated spe­ that an effort will be made to obtain a dis­ cifically for this work and as of July 1, 1946 tribution of the town aid funds more realis­ there was an unallotted balance of $2,700,­ tically related to the varying needs of the 000 to the credit of the towns, excluding towns. The town-by-town figures in Table 1 the one million for the current year. If the provide the means of computing such a dis­ basis of allocation of these funds can be tribution. They provide also in columns 5 modified to provide distribution between the and 6 a statement of the accumulated bal­ towns on the basis of essential unimproved ances of funds available to each town. road mileage (rather than total unimproved mileage as at present) it will be only twelve years before every farm and dwelling is STATE HIGHWAY CONSTRUCTION served by an all-weather stable road. The Attorney General's decision permit­ Furthermore, such a modification will pre­ ting the temporary use of uncommitted town vent improvement of roads which do not provide an essential service, improvement aid funds made a fund of $9,495,000 avail­ which would cost money for maintenance able, as of July 1, 1945, to initiate the five without giving compensating value in year post-war state highway program. serviCe. As already pointed out, revenues and There is now provided under Sec. 302g a Federal aid allotments totalling $117,7 46,­ total grant of $4 million in funds for use by 000 are anticipated for the five year period, the towns. The funds cannot be used for and recurring and fixed obligations are ex­ the employment of road supervisors, for pected to total $96,052,000. On the basis snow removal and ice protection, or for right of the July 1, 1945 balance, estimated

44 FUNDS Do Nor MEET URGENT STATE HIGHWAY CONSTRUCTION

99 MILLION DOLLARS

31 MILLION DOLLARS

FUNDS AVAILABLE HIGHWAY ADVISORY FOR CONSTRUCTION COMMISSION 5 YEARS 1946-1950 5 YEAR PROGRAM

After recttrri1zg obligations against the highway /ttnds hat•e been met. we shall have only $31 million wtth which to finance the $99 million five year state highway progt·am.

45 income, and anticipated obligations, there been geared to road needs. In the years up will be available for state highway construc­ to World War II, regular state highway tion in the years 1946 to 195 0, only $31,­ construction was almost wholly aimed at im­ 189,000. How does this affect our state proving the relics of another era, at attempt­ highway construction program? Recapitu­ ing to make suitable for motor travel the his­ lating statements made earlier, our long toric paths and trails laid down as footpaths range state highway program as now formu­ and for horse-drawn vehicles. A total of lated-and excluding certain additional im­ $216 million in state highway funds was provements such as those in Norwich, Willi­ spent on such improvement up to June 30, mantic, Putnam, Bridgeport and Meriden 1944 (not including maintenance and over­ yet to be determined-will cost approxi­ head). In general the money was well spent, mately $3 00 million; urgent improvements and Connecticut can be proud of the exten­ advocated by the Highway Advisory Com­ sive development of stable, all-weather road mission as a five year program will cost $99 surfaces, and the reasonably satisfactory serv­ million. ice these roads provide when they carry mod­ erate volumes of traffic. But when they be ­ Thus, with the funds definitely available for the first five post-war years, we can begin come the main arteries in a rapidly expand­ ing motor transportation era, such improve­ construction on $3 1,189,000 of work, ments on the old pattern just cannot do the whereas the five year program will cost $99 million. At this rate, our five year program job. would stretch into a sixteen year pro gram; Outstanding exceptions to the practice of our long range program, estimated to cost making the old roads do are provided by the $3 00 million, into a forty-eight year pro­ Merritt and Wilbur Cross Parkways, and by gram. Obviously, this places us a long way the major bridges and approaches at Hartford from providing the highway facilities needed and New London. These projects stand out right now. The significance of this can be as examples of the kind of facilities needed brought home by a study of the programs on our major routes of travel. But these for the various counties, and a visualization facilities have not been financed by regular of what it will mean if certain projects in the expenditure of motor vehicle revenues. It iive year program were to be deferred for was necessary to make special provisions for ten or fifteen years, certain projects in the their financing through the sale of bonds and long range program put off for thirty or the levying of tolls. forty years. With these major jobs, we have made the The situation 1s not particularly sur­ right start. And it has been demonstrated ri :ng, if we take a broad view of the high­ that such facilities provide the efficiency and y ·ransportation picture and the extent to safety of operation so badly needed on our wuich past highway improvements have mam highways. It has been demonstrated

46 -- ---

also that we cannot finance these needed im­ that the urgently needed improvements provements under the established rates of which should be initiated in our five year regular highway revenue. program period, will cost $99 million and that we can expect to have available only Obviously it is not the responsibility of $3 1 million under current revenue rates. the Highway Department to establish the Thus, to complete improvements contem­ basis for financing Connecticut's road pro­ plated in the five year program will require gram. That is the job of the General Assem­ additional highway funds in the amount of bly. It is a Department responsibility, how·· $68 million. ever, to show what the road needs are, and To aid the General Assembly in its con­ to indicate the extent to which established sideration of highway financing, Table 2 rates of revenue provide for those needs, as in the appendix shows a listing which com­ we have done in this report. We have shown pares the calendar year 1945 motor vehicle CONSTRUCTION a/ STATE HIGHWAYS

10

VI 8 "'::5 ...J 0 0 6

u. 0 4 VIz 0 ::::; ...J ~ 2

0 1922-26 1927-31 1932-36 1937-41 1946-50 A NNUAL AVERAG E FOR FISCAL YEARS

T his chart shows, against the backgrottnd of traffic growth, the way state highway constmction has varied in amottnt since 1922. The 1946-50 valtte is based on estimates made with existing revenue rates. It is obviow that since 1931 the rate of state highway constmction has not kept pace with the rate of traffic growth. In large part this is the reason that road needs have accttmttlated in such great magnitttde. T he chart showJ, too, the extent to which it has been necessary to resort to bond isme and toll financing to accomplish wh'"-- ~ has been done since the middle thirties. 47 imposts per vehicle in all of the 48 states registrations in fiscal year 194 7-48: and the District of Columbia. Connecticut, A motor vehicle registration increase it will be observed, is 43rd in the total averaging one dollar a vehicle amount collected with an average per means about $600,000 a year vehicle of $28.94. This compares with an An operators' license increase average value of $39. of one dollar means about The Connecticut registration or license fee $700,000 a year is low in comparison with the average for A gasoline tax increase all states, but this is offset by our higher­ of one cent a gallon means about than-average operators' license fee. The two $3,800,000 a year together total $13. 5 3, which is extreme! y close to the national average of $13.59. The There is no need further to elaborate upon gasoline or motor fuel tax per vehicle in the data presented in this report, so eloquent­ Connecticut is low in comparison with the ly do they speak for themselves in expressinr national average, $15 .41 per year against the urgency of needs to be met by the state $25 .4 1. highway program. These comparisons are not intended to im­ All consideration of these facts, including ply that Connecticut should adjust its rates to those concerning costs and revenues, must an average value, because the need for high­ be based upon a realization that this program way improvements and their urgency vary is no mere proposal. It is a proved and liv­ greatly from state to state. It is now an ing fact, already in action. The pattern of the accepted fact that the highway improve­ over-all plan is established. Those construc­ ments most urgently needed, and most pro­ tion projects which have been or are to be ductive of benefit to road users, and to the put into operation fit into that pattern. And general well-being of the country, are those the program is designed to meet definite express highways which will give access to traffic requirements; it is not based upon our cmes. These congestion-relieving im­ any specific amount of funds. There is no provements are located largely in such question that we shall build and improve, extensively urban states as ours. And, in such whether we have much or little to spend. states, highway improvements must be more The speed with which our program pro­ rapidly accelerated. gresses depends upon the financial resources Adjustments in current revenue rates no made available to the Highway Department. doubt will be considered by the General Progress it must and will, rapidly or slowly, Assembly. The extent to which adjustments until every corner of Connecticut is served of various magnitudes will increase the over­ and sustained by the perfected artery of roads all revenue can be readily computed from and highways through which courses the the following unit values, based on estimated lifeblood of our State.

48 APPENDIX

49 TABLE 1 1946 Local Road Data by Towns and Subdivisions

Cost Estimates Local Fund Balances' Local Ammal Maint. Comtrttction Town Aid, State Aid Road Mileage & Reconst. of Unimproved and 190/ Totl'n Im- Essential of Improved Essential Total Unallotted proved Unimproved Miles Roads Reserve Portion Andover 21.3 0.2 $ 12,035 $ 2,400 $ 98,333 53,058 Ansonia 34.8 0.4 42,978 4,800 45,128 42,469 Ashford 27.3 11.1 15,425 133,200 78,280 35,459 Avon 29.8 0.7 20,413 8,400 133,897 119,502 Barkhamsted 30.8 2.6 17,402 31,200 83,423 54,072 Beacon Falls 16.3 11,166 68,622 41,365 Berlin 51.4 2.3 42,105 27,600 135,831 82,449 Bethany 23.5 6.9 13,278 82,800 88,465 50,769 Bethel 36.1 3.4 26,353 40,800 80,465 48,468 Bethlehem 21.3 7.3 12,035 87,600 85,351 77,212 Bloomfield 34.1 10.6 24,893 127,200 61,328 25,398 Bolton 21.6 0.7 12,204 8,400 79,026 62,018 Bozrah 22.2 3.3 13,542 39,600 61,232 30,048 Branford 56.8 3.0 51,120 36,000 68,706 33,762 Bridgeport 223.2 2.4 428,544 28,800 52,208 14,258 Bridgewater 19.1 5.6 10,792 67,200 91,870 57,709 Bristol 106.8 0.1 131,898 1,200 36,260 4,261 Brookfield 27.1 7.5 16,531 90,000 69,038 53,398 Brooklyn 41.1 3.9 28,154 46,800 56,423 14,462 Burlington 38.3 3.1 23,363 37,200 77,693 18,848 Canaan 14.0 7.2 7,910 86,400 142,577 71,162 Canterbury 38.9 8.7 23,729 104,400 44,437 13,396 Canton 32.1 4.5 23,433 54,000 88,575 45,549 Chaplin 22.3 2.2 12,600 26,400 95,160 45,689 Cheshire 60.3 5.6 44,019 67,200 102,341 4,358 Chester 22.4 0.3 15,344 3,600 68,279 41,381 Clinton 31.6 0.6 21,646 7,200 107,231 74,044 Colchester 34.3 24.6 23,496 295,200 108,165 79,630 Colebrook 17.5 12.8 9,888 153,600 166,449 153,939 Columbia 26.9 0.1 16,409 1,200 112,533 81,022 Cornwall 30.4 13.0 18,544 156,000 71,749 18,185 Coventry 40.7 18.8 27,880 225,600 126,461 43,707 Cromwell 21.8 1.1 15,914 13,200 71,739 52,738 Danbury-Town 77.5 8.5 63,938 102,000 72,847 40,102 Danbury-City 51.5 0.9 63,603 10,800 Darien 50.0 0.1 45,000 1,200 126,280 97,573

Note: Road mileages and cost estimates for unconsolidated cities and boroughs are shown separately from the remainder of rhe rown and are not duplicated in the rown values. Fund balances are credited co the town by statute, so no fund balances are shown for unconsolidated cities and boroughs.

50 TABLE 1 (Continued) Cost Estimates Local Fund Balancesl Local Annual Maint. Construction Town Aid, State Aid Road Mileage & Reconst. of Unimproved and 190f Town lm- Essential of Improved Essential Total Unallotted proved Unimproved Miles Roads Reserve Portion Derby 25.9 0.1 $ 23,310 $ 1,200 $ 61,087 $ 17,132 Durham 20.7 4.1 12,627 49,200 89,286 50,762 Eastford 27.6 0.9 15,594 10,800 124,953 112,514 East Granby 15.4 0.1 9,394 1,200 123,181 120,158 East Haddam 35 .0 35.2 23,975 422,400 188,277 100,645 East HamptOn 36.5 13.4 26,645 160,800 89,320 67,249 East Hartford 59.2 0.5 73,112 6,000 136,474 92,099 East Haven 55.3 1.8 49,770 21,600 123,783 36,034 East Lyme 54.3 0.1 39,639 1,200 130,181 96,094 Easton 48.8 0.9 29,768 10,800 53,572 27,545 East Windsor 50.4 1.2 36,792 14,400 30,937 14,662 EllingtOn 37-7 11.4 25,825 136,800 94,462 46,231 Enfield 61.5 6.9 55,350 82,800 76,202 50,544 Essex 17.6 12,848 54,776 31,513 Fairfield 148.3 3.4 183,151 40,800 44,037 19,456 Farmington-Town 32.4 3.8 22,194 45,600 112,150 88,595 Farmington-Borough 7.6 4,636 Unionville-Borottgh 5.1 3,494 Franklin 14.2 0.5 8,023 6,000 101,122 87,977 GlastOnbury 58.3 4.2 48,098 50,400 72,783 42,620 Goshen 19.9 16.4 12,139 196,800 147,284 125,586 Granby 40.6 10.8 27,811 129,600 66,318 63,834 Greenwich 185.4 0.2 228,969 2,400 96,849 96,849 Griswold-Town 53.3 8.5 36,511 102,000 116,582 85,304 Jewett City-Borough 5.0 0.2 3,650 2,400 Groton-Town 55.9 0.5 46,118 6,000 69,602 30,638 Groton-Borottgh 21.1 0.2 17,408 2,400 Groton Long Pt.-Bor. 5.8 3,277 Guilford 69.8 5.9 50,954 70,800 123,594 78,730 Haddam 53.6 10.1 36,716 121,200 105,649 79,559 Hamden 133.8 3.5 165,243 42,000 36,593 12,476 Hampeon 20.6 6.8 11,639 81,600 140,102 30,423 Hartford 183.1 0.1 351,552 1,200 15,754 3,525 Hartland 18.2 1.2 10,283 14,400 110,334 101,173 Harwinton 32.9 3.2 20,069 38,400 60,668 14,511 Hebron 24.3 9.4 14,823 112,800 103,977 52,462 Kent 27.5 11.5 16,775 138,000 75,837 40,208 Killingly 69.1 20.5 62,190 246,000 138,703 105,764 Killingworth 30.1 13.8 17,007 165,600 162,716 135,182 Lebanon 23.5 29.2 14,335 350,400 196,656 116,952

Note: Road mileages and cost estimates for unconsolidated cities and boroughs are shown separately from the remainder of the town and are not duplicated in the town values. Fund balances are credited to the town by statute, so no fund balanc~s are shown for unconsolidated cities and boroughs. 51 TABLE 1 (Continued) Cost Estimates Local Fund Balancesl Local Annual Maint. Construction Town Aid, State Aid Road Mileage & Reconst. of Unimproved and 190f Tow11 Im- Esse11tial of Improved Essential Total Una/lotted proved Unimproved Miles Roads Reserve Portion Ledyard 37.3 19.1 22,753 $229,200 $112,990 $101,763 Lisbon 22.0 13,420 106,067 65,707 Litchfield 54.9 33.2 40,077 398,400 146,865 115,989 Lyme 26.8 7.1 15,142 85,200 94,143 59,727 Madison 46.1 4.2 31,579 50,400 66,605 48,509 Manchester 107.0 1.4 132,145 16,800 38,286 13,069 Mansfield 31.0 29.3 25,575 351,600 155,733 136,327 Marlborough 17.0 5.1 9,605 61,200 111,934 85,957 Meriden 100.0 5.8 123,500 69,600 82,561 20,398 Middlebury 43.1 3.6 29,524 43,200 50,960 22,803 Middlefield 14.0 0.6 8,540 7,200 103,448 95,545 Middletown 98.3 23.8 121,401 285,600 129,955 93,918 Milford-Town 146.2 1.4 131,580 16,800 63,094 43,970 W oodmont-Borottgh 5.4 3,051 Monroe 39.0 10.1 26,715 121,200 95,962 74,858 Montville 49.7 16.3 36,281 195,600 114,626 88,063 Morris 19.2 0.6 10,848 7,200 46,557 4,215 Naugatuck 59.5 1.8 53,550 21,600 57,117 10,837 New Britain 112.3 1.0 138,691 12,000 70,519 64,341 New Canaan 69.5 0.5 57,338 6,000 73,686 51,728 New Fairfield 16.0 0.5 9,040 6,000 85,205 45,975 New Hartford 39.5 13.2 27,058 158,400 68,661 21,698 New Haven 218.8 1.9 420,096 22,800 40,029 12,066 Newington 25.2 3.2 20,790 38,400 113,308 77,490 New London 60.5 0.7 74,718 8,400 57,036 38,256 New Milford 56.1 48.5 46,283 582,000 195,175 156,277 Newtown 30.4 73.1 22,192 877,200 314,475 92,429 Norfolk 41.9 6.5 25,559 78,000 34,110 5,007 North Branford 25.3 0.7 15,433 8,400 52,879 30,220 North Canaan 26.7 0.8 18,290 9,600 97,962 82,469 North Haven 57.1 1.1 47,108 13,200 92,648 85,211 North Stoningron 27.0 15.9 16,470 190,800 112,466 85,558 Norwalk 156.1 4.2 192,784 50,400 138,514 138,514 Norwich-Town 65.0 0.3 58,500 3,600 46,658 14,758 Norwich-City 59.7 0.8 73,730 9,600 Old Lyme 28.2 0.2 19,317 2,400 93,679 70,258 Old Saybrook 33.0 0.7 22,605 8,400 40,969 12,992 Orange 28.7 4.4 19,660 52,800 99,801 87,988 Oxford 40.9 8.1 24,949 97,200 70,203 35,867 Plainfield 67 .6 7.7 60,840 92,400 124,896 116,609

Nore: Road mileages and cosr esrimares for unconsolidated dries and boroughs are shown separately from the remainder of the town and are nor duplicated in the town values. Fund balances are credited ro the town by stature, so no fund balances are shown for unconsolidated cities and boroughs.

52 TABLE 1 ( Contintted) Cost Estimates Local Fund Balances1 Local Annual Mamt. Comtruction Town Aid, State Aid Road Mileage & Reconst. of Unimproved and 190/ Town Im- Essential of Improved Essential Total Unallotted proved Unimproved Miles Roads Reserve Portio1~ Plainville 29.0 1.8 23,925 21,600 106,909 54,567 Plymouth 62.8 0.6 51,810 7,200 100,712 64,678 Pomfret 35.7 12.9 24,455 154,800 104,132 76,904 Portland 32.7 3.6 23,871 43 ,200 72,645 52,673 Preston 30.9 7.3 22,557 87,600 75,407 41,588 Prospect 25.9 0.6 15,799 7,200 18,010 587 Putnam-Town 24.4 0.3 14,884 3,600 141,145 126,022 Putnam-City 20.6 0.6 18,540 7,200 Redding 42.5 4.5 29,113 54,000 70,750 43,644 Ridgefield 53.1 17.6 38,763 211 ,200 127,436 107,780 Rocky Hill 7.7 0.7 5,621 8,400 155,315 140,566 Roxbury 22.1 9.1 12,487 109,200 122,439 107,147 Salem 23.4 4.6 13,221 55,200 117,555 78,424 Salisbury 55 .1 8.3 40,223 99,600 43,602 7,106 Saybrook 22.6 0.1 15,481 1,200 88,610 71,047 Scotland 21.6 0.7 12,204 8,400 83,200 71,408 Seymour 38.4 1.4 31,680 16,800 92,305 66,653 Sharon 50.4 13.6 34,524 163,200 157,594 148,520 Shelron 73.1 6.1 65,790 73,200 60,876 40,303 Sherman 22.2 3.6 12,543 43,200 69,818 33,539 Simsbury 47.4 2.2 34,602 26,400 63,916 35,146 Somers 38.1 3.8 26,099 45,600 108,302 86,686 Southbury 30.5 23.7 20,893 284,400 145,281 130,115 Southington-Town 60.6 9.1 49,995 109,200 79,318 28,083 Southington-Borough 11.1 9,158 South Windsor 49.4 0.6 36,062 7,200 114,297 96,111 Sprague 19.4 3.4 13,289 40,800 150,336 23,101 Stafford-Town 42.5 25.6 29,113 307,200 123,475 95,349 Stafford Springs-Bar. 8.9 0.3 6,497 3,600 Stamford-Town 104.8 1.2 94,320 14,400 160,517 132,327 Stamford-City 96.6 0.4 119,301 4,800 Sterling 28 .2 3.9 17,202 46,800 65,205 26,008 Stonington-Town 72.8 5.4 65,520 64,800 78,615 52,735 Stonington-Bar. 4.9 0.1 3,357 1,200 Stratford 91.6 3.3 113,126 39,600 57,575 34,084 Suffield 43.6 8.5 31,828 102,000 115,779 86,833 Thomaston 34.2 0.4 24,966 4,800 36,408 14,022 Thompson 57.4 19.4 47,355 232,800 81,494 21,880 Tolland 28.5 22.6 17,385 271,200 131,227 104,275 Torringron 97.6 4.4 120,536 52,800 88,371 60,321

Note: Road mileages and cost estimates for unconsolidated cities and boroughs are shown separately from the remainder of the town and are not duplicated in the town values. Fund balances are credited ro the town by statute, so no fund balances are shown for unconsolidated cities and boroughs.

53 TABLE 1 ( Contintted) Cost Estimates Local Fund Balances/ Local Annual Maint. Construction Town Aid, State Aid Road Mileage & Reconst. of Unimproved and 190f Town lm- Essential of Improved Essential Total Unallotted proved Unimproved Miles Roads Reserve Portion Trumbull 44.5 9.0 $ 36,712 $108,000 111,258 $ 86,300 Union 24.6 2.0 13,899 24,000 55,723 45,738 Vernon-Town 28.4 0.5 17,324 6,000 124,670 96,885 Rockvitle-City 29.2 0.1 26,280 1,200 Voluntown 29.0 3.2 16,385 38,400 125,345 70,503 W atlingford-Town 69.2 6.2 50,516 74,400 123,405 77,560 W atlingford-Bor. 35.7 0.8 32,130 9,600 Warren 22.1 4.1 12,487 49,200 103,989 60,203 Washington 35.7 30.1 24,455 361,200 189,348 172,674 Waterbury 199.4 3.1 382,848 37,200 100,712 68,260 Waterford 64.7 1.2 53,378 14,400 105,082 72,285 Watertown 71.6 8.8 64,440 105,600 74,430 40,323 Westbrook 18.8 0.4 11,468 4,800 94,401 77,324 West Hartford 101.3 1.1 125,106 13,200 36,854 11,091 West Haven 80.7 4.0 99,665 48,000 59,848 21,156 Wesron 27.8 5.6 16,958 67,200 83,448 71,734 Westport 71.3 0.6 64,170 7,200 31,774 3,254 Wethersfield 35.6 3.0 32,040 36,000 103,904 26,051 Willington 24.6 22.2 15,006 266,400 ] 74,545 143,842 Wilton 53.0 2.0 36,690 24,000 65,954 45,000 Winchester 66.3 5.8 59,670 69,600 127,087 83,208 Windham-Town 30.8 1.7 21,098 20,400 133,433 109,901 W iltimantic-City 31.8 0.1 28,620 1,200 Windsor 58.1 3.5 52,290 42,000 54,612 33,189 Windsor Locks 11.5 3.9 8,395 46,800 79,821 71,318 Wolcott 29.6 7.6 20,276 91 ,2 00 37,526 5,185 Woodbridge 26.9 4.3 18,427 51,600 138,173 126,973 Woodbury 48.9 8.2 33,497 98,400 107,360 64,440 Woodsrock 41.4 42.8 28,359 513,600 140,566 106,931 ----- Grand Total 8617.2 1204.2 8,277,019 $14,450,400 16,121,829 $10,615,392

Note : Road mileages and cost estimates for unconsolidated cities and boroughs are shown separately from the remainder of the town and are not duplicated in the town values. Fund balances are credited to the town by statute, so no fund balances are shown for unconsolidated cities and boroughs. !These are Local Fund Balances as of 7-1-46. They exclude two million dollars borrowed for highway purposes under provisions of Section 322g. State aid includes towns' share (local funds) of abour $500,000.

54 TABLE 2 - 1945 Motor Vehicle Imposts by States Arranged in Descending Order of Average Total Imposts1 per Vehicle Average Total Average Registration Average Operator Average Motor Motor Fuel Imposts per Fee per License Fee F11el Tax Tax Rate Rank State Vehicle Vehicle per Vehicle per Vehicle per Gallon Florida 70.61 19.78 $1.65 49.18 7¢ 2 Alabama 65.12 15.17 UiO 48.35 6 3 Tennessee 64.78 12.73 1.19 50.86 7 4 Mississippi 61.71 13.72 .3 6 47.63 6 5 Arkansas 60.53 13.81 .99 1\5 .7 3 6.5 6 N onh Carolina 58.20 15.66 .1 8 42.36 6 7 Louisiana 57.35 8.66 .36 48.33 7 8 Oklahoma 57.17 12.35 1.41 43.41 7.5 9 New Mexico 54.08 12.42 1.55 40.11 5 10 Georgia 50.42 4.68 1.45 44.29 6 11 Vermont 50.06 23.22 3.16 23.68 4 12 West Virginia 49.97 18.16 .71 31.1 0 5 13 Virginia 48.39 14.11 .65 33.63 5 14 South Carolina 46.39 6.32 1.19 38.88 6 15 Arizona 46.33 8.58 .24 37.51 5 16 Idaho 45.06 8.24 .84 35.98 6 17 Texas 44.67 15.16 .35 29.16 4 18 Delaware 44.32 14.86 1.87 27.59 4 19 Maine 43.31 16.66 2.46 24.19 4 20 New Hampshire 41.57 17.65 2.75 21.17 4 21 Kentucky 41.37 7.41 1.37 32.59 5 22 New York 40.95 18.48 .74 21.73 4 23 Wyoming 40.89 8.12 .00 32.77 4 24 Pennsy 1vania 40.47 14.5 0 1.65 24.32 4 25 District Columbia 40.40 9.65 2.22 28. 53 3 26 Nevada 39.44 7.31 1.20 30.93 4 27 Wisconsin 39.07 16.05 .13 22.89 4 28 Ohio 38.68 14.61 .38 23.69 4 29 Montana 37.88 8.05 .98 28.85 5 30 Iowa 37.61 16.8 1 .30 20.5 0 4 31 Utah 37.36 8.61 .24 28.51 4 32 Nebraska 37.17 6.94 .83 29.40 5 33 New Jersey 36.77 15.42 3.98 17.37 3 34 Oregon 36.71 8.68 .24 27.79 5 35 Washington 36.63 6.06 2.44 28.13 5 36 Rhode Island 34.08 14.47 2.97 16.64 3 37 Maryland 33.65 10.33 .52 22.80 4 38 Michigan 33.63 14.77 .77 18.09 3 39 Indiana 33.05 9.41 .80 22.84 4 40 Illinois 32.30 12.75 .99 18.56 3 41 Minnesota 31.26 9.84 .21 21.21 4 42 Colorado 29.73 6.72 .94 22 .07 4 43 CONNECTICUT 28.94 10.04 3.49 15.41 3 44 California 28.65 10.54 .04 18.07 3 45 South Dakota 28.41 6.46 .00 21.95 4 46 Massachusetts 26.09 5.03 3.16 17.90 3 47 North Dakota 24.32 7.79 .87 15.66 4 48 Missouri 23.44 11.27 .43 11.74 2 49 Kansas 22.17 6.75 .60 14.82 3 National Average 39.00 12.59 1.00 25.41 4.10 1 Based on 3 major components, comprising 98% of total imposts.