anaheim-gazette 1907-01-10

First National Bank ANAHEIM, CAL. Drafts sold direct on all European Countries Interest Paid on Time Certificates OFFICERS W. F. BOTSFORD, President JOHN HARTUNG, Vice Pres.-Cash. FRANK SHANLEY, 2d Vice Pres. O. ZEUS, Assistant Cashler DIRECTORS W. F. BOTSFORD JOHN HARTUNG FRANK SHANLEY A. 8. BRADFORD PETER WEISEM DO YOU KNOW THAT THE American Saving compound interest on your savings as wild money? Better put your money at work with us BOARD OF DIRECTORS Frank Shanley, John Hartung, H. A. Johnston, M.D., F. H. Houck, C. Federman, Frank Baum, C. O. Rust, B. Dauser, A. Nagel, Geo. B. Miller, W. L. Hale. OFFICERS Frank Shanley, President H. A. Johnston, Vice-President F. H. Houck, Second Vice-President John Hartung, Cashler DRINK PRIME BEER It makes you healthy. Keg and bottled Beer delivered to all parts of the city. UNION BREWING CO It makes you healthy. Keg and bottled Beer delivered to all parts of the city. XXXX UNION BREWING CO Phone 30 The Reliable Store Start the New Year with the Best of Wines and Liquors Port...50c and UP per gal. Angelica...50c " " " " Claret...40c " " " " Choice Whiskies Smooth and $2.00 and UP per gallon Eastern and Local Beer by Case or Bottle. Prime and Red Beer $1.00 per doz. delivered. Call up Phone Main 99. Prompt Del Los Angeles Wine and Liquor Co 126 Los Angeles St. ANAHEIM Anaheim Beer on Tap THE PEERLESS A. FUHRE RG, Proprietor Fine Wines, ANAHEIM, Cal and Cigar California Wine F. Conrad & Son, Props. Center Street - - Ana California Wine Co. F. Conrad & Son, Props. Center Street - - Anal Wholesale Wine & Liquor Merch Best Brands of Bottled Bee Delivery made to any part of the city. Suits, Overcoats and Trousers of the celebrated Kuppenhause make. Our new Fall stock now here. Consisting of double breded, in navy blue and the season's creations. A full line of Overcoats, including celebrated Raih Proof Overcoat. Trousers in peg top and the western styles. Yungbluth & Kroeger 127 Center St. Phone Main Good Roads and How to Get Them Paper read by A. R. Sprague at the Hantord Meeting of the State Fruit Growers Association. Concluded from last week. In the first place the people must be stirred to feel the necessity of action to secure some effective legislation for this purpose. Fortunately we need not enact any legislation experimentally for other states have already enacted laws which after several years’ experience are proving entirely satisfactory. A provision for state aid for a large part of the cost, with the balance divided between the county and the local district, characterizes nearly all of these recent laws. New York in 1898 initiated her extensive road improvement work by passing the Higbee-Armstrong act. This provided for a constitutional amendment, twice approved, authorizing $50,000,000 in fifty-year bonds for permanent road construction. Under this act $10,746,707 have been spent from 1898 to 1905. The Fuller-Plank act, 1899 to 1905, provided for bounties to counties and townships adopting the contract system in place of the custom of the farmers of working out their tax by personal service upon their own local highway; under this law $5,540,000 have been spent between the years 1899 and 1905. Under the Higbee-Armstrong act the state pays half: the county 35 percent, and the township 15 percent of cost; all plans for work must be approved by the county and state road engineers. The work in any district must be initiated by petition from the locality desiring the improvement. The popularity of this law may be judged by the fact that up to 1905, 5466 miles of road construction have thus been petitioned Under the Higbee-Armstrong act the state pays half: the county 35 percent, and the township 15 percent of cost; all plans for work must be approved by the county and state road engineers. The work in any district must be initiated by petition from the locality desiring the improvement. The popularity of this law may be judged by the fact that up to 1905, 5466 miles of road construction have thus been petitioned for (see N.Y. report 1905). Under the Higbee-Armstrong act five million dollars are available as state aid every ten years. An admirable synopsis of recent road legislation by the several states is contained in the Year Book of the department of agriculture for 1905. All of the New England states, and New York, New Jersey, Delaware, Pennsylvania, Ohio, Illinois Wisconsin and Minnesota have enacted laws proposing to secure permanent good roads in an organic, progressive manner. The U.S. department of agriculture among its many beneficent activities, is conducting a department of highways which is inquiring, experimenting and promoting in the interest of good roads for the whole United States. May we not reasonably hope that this is the beginning of National aid which shall enlarge its effectiveness as rapidly as the states shall prepare themselves to make use of it efficiently? Efficient organization should precede extensive appropriations. Fortunately the recent road legislation of many states is very strongly of a common type, which, if followed by the rest of the states, will make national aid easily effective whenever it may be provided. What place is California taking in this great movement for good roads? We are distinctly in the rear. Not in the very last rank, it is true, for with the "work-tax" method from which many of the states are still struggling to free themselves, we are not encumbered. We have also a state highway commission whose functions are purely advisory, except as special construction of lines of state highways are authorized by the legislature and funds provided. Beyond this our road construction, outside of incorporated towns, is in a condition of simple anarchy. The county supervisors undertake to supervise road construction and maintenance and 1905. Permanent General Broadway, opposite the Sanitarium No. 1, 20 Sanitarium No. 2 (ex Madre Foothills. Sanitarium No. 3, 13 Sanitarium No. 4, (eases) 928 American Ave Sanitarium No. 5, (eases) Long Beach, Cal. C.E.BERRY, Advantage that the county supervisors usually resist any legislation limit their patronage and their political support. Third.—The increase which is supposed must tering upon the extensive of permanent roads. Fourth.—The supposed of the cities to be taxed such highway constructio Fifth.—The presu me of the people in certain state where the roads are good, either because of advantages, or by reason of our expenditure and more in road construction and these are doubtless th ties to be encountered in quite legislation for good. The first difficulty, the people, can only be over mechanics inertia is over ergy. We may not sit on roads to grow. They wo Only intelligent and p tation in the interest of secure them. The subject considered always in order at all local and genera many of the states are still struggling to free themselves, we are not encumbered. We have also a state highway commission whose functions are purely advisory, except as special construction of lines of state highways are authorized by the legislature and funds provided. Beyond this our road construction, outside of incorporated towns, is in a condition of simple anarchy. The county supervisors undertake to supervise road construction and maintenance in their several supervisorial districts, and their custom is that of the ancient Hebrew days when, it is recorded, "Each man did what was right in his own eyes." Many county supervisors are very capable men, but few, if any, are competent road engineers. While much excellent work has been done by individual supervisors, even this work is largely wasted because not followed up in some harmonious fashion by their successors in office. In far the larger number of instances, however, the work is simply left to local ranchers who follow their own notions in road repair, using their own teams, or bestowing patronage upon their neighbors as the situation may suggest. Under these laws, in the last twenty years, we have, on the average, annually thrown into the mud nearly two and one-half million dollars (see report dept. agriculture 1905), and we still travel most wretched roads, characterized by mud in winter, and dust and holes and hummocks during the dry season; in many places without proper drainage and with poor road grades in the rougher areas of the state. What are the influences tending to maintain these depriorably bad road statutes? First among these we place inertia, resistance to change, an indisposition to take any trouble in a matter requiring so much thought and energy for its development and application. Second.—It is commonly supposed The first difficulty, they people, can only be over mechanics inertia is over ergy. We may not sit on roads to grow. They would only intelligent and station in the interest of secure them. The subject considered always in order at all local and general and conventions. We should an adequate road construc is provided for the annual county fairs. Good roads should be formed where ble, for discussion and do We should secure the present state of the Good Roads train, such as has been done in other parts of the U. The hearty co-operation continental railroad com doubt be secured, as east mountains the great rail les have given most hearty support to this Every farmer's institute this topic in its program, leges and great universitively support the movement discussion and courses of road engineering. In case it should prove secure proper legislation next session it would be enable the commissioner ways to carry on an active interest of good roads responsible for organizing forces available for such a The second difficulty, the of the supervisors, is not at all serious. Our county are paid but beggarly sal work required of them friend and political suppo by an appointment as roa FREE Scientific, Moral and Instructive Exhibitions and Demonstrations FOR Men, Women and Children Prof. H. Russell Burner, M.D. Proprietor of the Los Angeles New Temple of Health S. Broadway, Los Angeles, and Founder and Dean of the faculty of the five California Radium, Milk and Rest Sanitariums, with a number of his faculty, physics and surgeons, chemists, electricians, lecturers and monstrators, will give the most remarkable, moral, inductive exhibitions and demonstrations in Special lectures to MEN Special lectures to Women Special lectures on each subject Special lectures to MEN Special lectures to Women Special lectures on each subject C That Will Interest YOU Permanent General Offices, The New Temple of Health, 4th floor, 512 South Broadway, opposite the Examiner office, Los Angeles, Cal. Sanitarium No. 1, 2033 East Fourth St., corner St. Louis, Los Angeles, Cal. Sanitarium No. 2 (exclusively for the treatment of consumptives) Sierra Foothills. Sanitarium No. 3, 1316 Vermont Avenue, corner Pico, Los Angeles, Cal. Sanitarium No. 4, (exclusively for the treatment of nervous and mental dis-) 928 American Ave., Long Beach, Cal. Sanitarium No. 5, (for general cases) corner Second and Cedar streets, Beach, Cal. E. BERRY, Advance Agt. C. C. GLEAVES, Vive Pres. and Mgr. The county supervisors will strengty resist any legislation tending to their patronage and so weaken political support. Third.—The increase of taxation is supposed must result from engagement upon the extensive construction of permanent roads. Fourth.—The supposed unwillingness of cities to be taxed for state aid in highway construction. Fifth.—The presumed indifference of people in certain areas of the country where the roads are already fairly either because of natural adges, or by reason of more generexpenditure and more wise activity and construction and maintenance. These are doubtless the chief difficulity to be encountered in securing adelegislation for good roads. First difficulty, the inertia of the state, can only be overcome, as in nancy inertia is overcome—by engagement. We may not sit down for good to grow. They wont do it. My intelligent and persistent agiin the interest of good roads will be them. The subject should be ordered always in order everywhere, local and general associations. half dozen enemies are made in those who hoped to get it and failed. The supervisor's task is generally a laborious and thankless one, and doubtless the majority of them would be glad to be relieved of the burden of road suppervision. Many of them are representative citizens who could be counted on to take the lead in a movement so manifiestly for the advantage of the whole people. The increase of taxation is not an argument that will bear investigation. A road is like a cow. A cow is cheap almost regardless of her first cost, in proportion as her annual product exceeds her cost of maintenance. So a road is cheap only in the proportion which its efficiency through a term of years bears to its cost of annual maintenance. The many millions of money which we are now spending to procure a poor and temporary efficiency, would go far in the making of permanent roads. Again, good macadam roads properly cared for at a trifling annual expense, will last for half a century. Why not then let the next half century assist in paying for them by the issue of long term state bonds? This is true economy for the the first difficulty, the inertia of the state, can only be overcome, as in mechanics inertia is overcome—by engagement. We may not sit down for good roads to grow. They wont do it. My intelligent and persistent agitation in the interest of good roads will be them. The subject should be offered always in order everywhere, local and general associations conventions. We should see that adequate road construction exhibit provided for the annual state and city fairs. Good roads' associations will be formed wherever practical discussion and demonstration would secure the presence in our of the Good Roads demonstration such as has been demonstrating over parts of the United States. Early co-operation of our great central railroad companies can no longer be secured, as east of the Rocky Mountains the great railroad company given most generous and easy support to this movement. Our farmer's institute should includeptic in its program, and our college great universities should ac-support the movement both by vision and courses of instruction in engineering. Case it should prove impossible to proper legislation during the session it would be desirable to the commissioner of state high-road carry on an active campaign in interest of good roads; making him possible for organizing all the available for such a purpose. Second difficulty, the opposition supervisors, is not likely to prove serious. Our county supervisors did but beggarly salaries for the required of them. Where a land political supporter is gained appointment as road overseer, a years bears to its cost of annual maintenance. The many millions of money which we are now spending to procure a poor and temporary efficiency, would go far in the making of permanent roads. Again, good macadam roads properly cared for at a trifling annual expense, will last for half a century. Why not then let the next half century assist in paying for them by the issue of long term state bonds? This is true economy for the reason that the use of money can be obtained by the state at much lower cost than by any subordinate part of the state, and for the further reason that construction wisely planned on a large scale is much more economic. Again, as in other states prison labor is used greatly to the advantage of prisons and roads; such labor in this state might will be used to a large extent to decrease the cost of permanent road, culvert and bridge construction, and in the construction of road machinery. It is stated by careful investigators that the rise in property values in cities, consequent upon paving and sewerage, often many times exceeds the cost of such work. Without question the rise in value of property adjacent to good roads would go far to afford a fund for their construction without seriously increasing the rate of taxation. The remaining argument is, that important areas of the state have already fairly good roads and, therefore, they would probably protest against assisting in any general scheme for road improvement. This protest probably will not be raised, for in other states it has been found that those communities that already enjoy many fine roads are the most active in promoting a like improvement for the whole state. An amusing illustration of the kind