The following appeared in the Rock County Herald on November 12, 1926:
MANY FARM OWNERS ARE OPPOSED TO RE-ROUTING NO. 9
Divided Fields With Resultant Inconveniences Are Most General Grounds for Complaint.
The re-routing of trunk highway No. 9, so that it will run along the north side of the Omaha right-of-way from the west edge of this city, to the South Dakota state line, instead of over the present route, does not meet with the hearty approval of most owners of the farms through which it will cut. There has been considerable talk of circulating petitions protesting against the change, but there is little likelihood of such petitions making any material difference.
This is due to the fact that the state highway department has long had the changed route under consideration and has viewed it from every angle. Officials are convinced that the advantages of the new route so far outweigh any permanent disadvantages that the latter cannot be considered.
As outlined in the last issue of the Herald, the new route will cut diagonally across outlot No. 10, known as the Forrest property, starting from Davidson street at the end of the Main street paving, and will continue in a southwest direction through the J. F. Snook residence property occupied by L. E. Leech, to the southeast corner of J. D. Piepgras’ farm on this side of the Omaha right of way. There it will follow the railway through Beaver Creek and on to Manley and the South Dakota line, keeping parallel with the railway along the entire way.
This means the abandonment of the present trunk highway between this city and the South Dakota state line, which may seem an extravagant move. But the highway department figures that the new route can be constructed for twenty-five per cent less than the present route could be rebuilt, and reconstruction would be necessary within a short period. The most important consideration, according to the view point of the state highway department, is the elimination of railway crossings and the reduction of mileage.
According to the highway department, the new route will reduce the mileage fully three miles as well as eliminate four railway crossings, which in themselves are considered a great menace to the travelling public. What makes the reduction of mileage important is the fact that present expectations are that this highway eventually will be paved. For every mile that the route is reduced, a saving of approximately $30,000 in paving costs will be possible. It is held that this saving will in itself practically take care of the expense of constructing the new route.
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