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10 Intersections included in contract and the cost assessed pro rata to property assessable for each job. 11 Allegations issued against the property and the amount is a lien on the property until paid.

12 Same as alleys except city pays one-half the cost on the side of residential property.

13 No alternate bids.

14 Majority of property petitions have certain type of pavement and if city engineer approves, it is usually selected by the city council. 15 Bonds detailed to the contractor.

(Mr. Ernest H. Pullman subsequently submitted the following:)

In connection with the discrimination under the Borland law through the assessment of property abutting on streets which are paved with cement or concrete and the nonassessment of streets paved with macadam, I call attention to the attached clipping from the Washington Evening Star of January 9, 1930. It will be noted therein that 170 miles of streets in Washington are of macadam, 174 miles of concrete, and 274 miles of sheet and block asphalt. The statement does not indicate what proportion of these streets were so improved with these materials since the Borland law has been in effect, but no doubt it can be obtained from the highway department.

As to my statement that the street paving should be paid from the general revenues of the District, the same article shows that under the street-paving program for the year beginning July 1, 1931, 57 per cent of the funds therefor will come from the gasoline tax and 43 per cent from general revenue. The article in question follows:


[NOTE. This is the fourth of a series of stories analyzing the District budget for the 1932 fiscal year which is now under consideration by the House Subcommittee on Appropriations]

(By James E. Chim)

A comprehensive and systematic program of highway and bridge improvements is provided in the District appropriation bill in the 1932 fiscal year, now under consideration by the House Subcommittee on Appropriations.

Carefully worked out by Capt. H. C. Whitehurst, chief highway engineer of the District, the program calls for appropriations totaling $4,160,000, an increase of $115,500 over the amount allowed for the current fiscal year. Under the proposed allocation, $3.510,000 would go to the surface division, and the remaining $650,000 to the bridge division, And of the total, slightly in excess of 50 per cent is set up as capital expenditures for new projects, and the balauce for replacements and maintenance.


According to the calculations of Captain Whitehurst, 57 per cent of the total estimate requirements of the surface division will be financed from the gasoline tax revenues and the street and road fund and 43 per cent from general taxes. of which approximately $250,000 is returnable under assessments to the Treas ury. The amount returned from assessments under the gas tax reverts to that fund. All of the appropriation for the bridge division, however, is sup ported by general taxes, with none returnable from assessments or other


The highway system of the District exceeds 1,000 miles of streets, actual and projected, of which about 726 miles are opened and traveled. Of this, 558 miles are improved with hard-surface pavement and macadam, divided into 274 miles of sheet and block asphalt. 114 miles of concrete, and 170 miles of streets and roads surfaced with varying forms of macadam, of which approximately 30 miles have been curbed and guttered and surfaced with asphaltic materials and 17 miles are variously paved with granite block and other forms of surface. One hundred and fifty-two miles are classified as unimproved but traveled and have surfaces of gravel, old material, cinders, etc.


A study of the development of the outlying main thoroughfares has convinced Captain Whitehurst of the need of a more progressive system in this phase of the work, consistent with ownership rights and traffic demands. Some of the arterial highways have been fully developed from the heart of the city to the District line, it is pointed out, while others are in need of extensive im provement. Boulevards within the city, connecting its various sections, it was said, are in need of improvement, primarily to provide direct connections between important sections and to relieve heavy travel on the arterial highways.


Captain Whitehurst worked out his program of development to cover period of years, and submitted to Congress with the highway department estimates the proposed work for the first year under this program. In fact, the proposed operation of the department has been developed into a program definitely arranged for the next five years, based upon appropriations consistent with the estimates presented in the 1932 budget.

The bridge system of the District is comprised of 16 major structures and 32 of average size. Aside from maintaining these structures, the bridge division also has under its care more than 130 minor bridges and culverts, and, in addition, is charged with the annual inspection of 75 miscellaneous railroad, railway, and canal structures.


Captain Whitehurst points out that six of the major bridges should be replaced within the next few years, and an equal number of grade-crossing structures should be constructed. The replacement of all bridge structures and the necessary grade-crossing projects that have been tentatively approved, he said, must be undertaken before any new projects are listed for consideration. The work outlined as necessary in the immediate future has been developed into a program extending over a period of seven years.

The gas tax and street fund set up at $2,000,000 provides 53 projects. Outstanding of these are $45,100 for improving the Virginia approaches to Highway Bridge and $58,400 for completing the widening to 56 feet of roadway of H Street from Massachusetts Avenue to Thirteenth Street.

(Whereupon, at 5 o'clock p. m., the committee adjourned subject to the call of the chairman.)

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