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 that time research was virtually all related to physical research, and largely to soils, and since Fairbank was far and away the finest writer in the Bureau’s history, he was eminently qualified on both counts. Whether the breadth and depth of his ability were recognized by Chief MacDonald at the time or whether these qualities emerged as he gained experience, Fairbank was nonetheless steadily accepting broader responsibilities and became increasingly valuable to the Chief in the policy area. The expanded responsibilities were formally recognized in 1927 when he was made Chief of the new Division of Information, a position he held until 1943 when he was named Deputy Commissioner for Research, another new position and the one he held until his retirement. In each case, the title reflected the expanding responsibilities that had been given him by Chief MacDonald, and, in effect, simply provided a formal definition of his area of concern.

In these positions Fairbank’s influence was broad indeed, though seldom was his contribution to knowledge and practice identifiable as his. He consistently urged others to carry on investigative work and saw to it that resources necessary to its conduct were provided. He insisted on thoroughness and accuracy in experiment, in analysis and in writing. An excellent writer himself, an ability no doubt developed through extensive reading, he demanded high quality on the part of others in all forms of writing. Careful indeed must be the drafter of a letter for his signature, for the words not only must mean exactly what was intended, but could not be construed to mean anything else. A well-worn eraser and an equally well-worn dictionary were always on his desk—two items, incidentally, that his successor preserved as graphic reminders to himself and others of what it takes to be a good writer.

It was in his perception of the needs of the future and his organization of research to prepare to meet them that he made his outstanding, though generally anonymous, contributions. While he built roads to link the farm and the railroad, he early foresaw the linkage of roads themselves into systems. While roads were being designed for static wheel loads, and much research was being carried on to this end, he was urging and organizing investigations to study the effect of impact and dynamic loading. While the geometries of the road were being designed for the characteristics of individual vehicles, he was supporting research in the geometry of mixed traffic. In the area of economics, even before benefit-cost comparisons of specific projects were generally accepted, he had encouraged investigation of how economic analysis might be ap- plied to the design of systems. And even before that idea became accepted, he was writing that social, environmental and land use factors might assume more importance than user costs and benefits. While intercity and rural highway problems still occupied nearly the full attention of highway officials, it was Fairbank who foresaw the problems of highways in urban areas, problems that have since developed but could have been avoided had his early warnings been heeded. In short, when an idea’s time finally came, when it became generally accepted, the Bureau, thanks to Fairbank, generally was ready.

Certain areas were distinctly identifiable as Fairbank’s, however. The Bureau library, one of the most complete highway transportation libraries in the world, bore his stamp. Likewise, an exhibit section to which he gave his personal touch produced many instructive and promotional exhibits for display throughout the country. A series of paintings depicting "Highways of History" were produced in the 1930’s, and they were reassembled for a Bicentennial exhibit. A well-equipped photo laboratory, staffed with skilled photographers, produced slides and movies describing the results of research. Unfortunately, in the name of good administration and economy, these functions were lost to the Bureau as they were taken over by one or another "parent" organization as the Bureau moved from one to another in successive reorganizations, and their effectiveness as an arm of research was largely lost.

Of the many areas of his broad interest, the one most distinctly identifiable as Fairbank’s was the highway planning surveys. The breadth and depth of this activity is described elsewhere, so suffice it to say that for perhaps a year before the first field work was started in 1935, Fairbank had personally overseen the preparation of forms and manuals 181