Roads to Recovery (Roads to ... Book 1)

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21 students graduate drug court; A look into some of their roads to recovery

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Please try again. Your Location. Watch testimonial video. Our Purpose Provide accessible evidence-based tools to help people manage addictive behaviours. Our Social Impact SRAU empowers people to help each other manage addictive behaviours for the improvement of the health and wellbeing of the community. Come with a purpose, leave with a plan. A large and extensive road system was already in place in the United States when cars became a major mode of transportation in the early twentieth century. The pattern of the system mirrored land uses and transportation corridors of the nineteenth century.

Roads were narrow, primarily composed of dirt and gravel, and for the most part, followed existing topography. Yet this system formed the template for the current system. Indeed, the road system has less than doubled in length since , but the capacity has multiplied to accommodate an ever-increasing demand Forman et al. The development of the road system occurred in distinct eras, paced in part by technological transportation developments and resource availability. Each era marked a distinct change in a suite of variables public values, policy, and fiscal resources that influence road development.

The historical context for roads is an important consideration because history affects the current ecological effects of roads. For example, the designers of a modern interstate highway would be more likely to be sensitive to the hydrological and ecological effects of the project than the designers of a two-lane rural road built with county funds or 50 years ago without federal review. In addition, ecological impacts, environmental mitigation, and simple scale of the road surface area vary widely by road type.

For example, depending on the scale of concern, an eight-lane interstate highway connecting major cities would have much greater fragmenting effects than a two-lane rural road. Early colonial routes were mostly natural surfaces intended to allow for the passage of wagons. These roads were built mainly to complement an extensive waterway transportation system.

Roads provided local access and allowed the movement of people and goods where canals or. The roads and waterways rarely competed with one another. The federal government became involved in road construction to develop interior lands and a national postal service and to defend remote territories. Settlers purchasing land from the government generated revenue for the federal government to build roads.

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This revenue was an important source for road building and maintenance, especially in sparsely populated areas. In , the federal government began its most ambitious project to date: construction of the National Road, also known as the Cumberland Road, from the Potomac River at Cumberland, Maryland, inland to the Ohio River at Wheeling, West Virginia.

By , revenue began drying up, completed sections of the Cumberland Road were turned over to the states, and the federal government halted all road funding. Local governments, however, oversaw all road construction and operation from the s to the s because the states had little interest in these activities. A major growth in immigration spurred western migration, and by the late s, there were many established routes within and between cities, as well as established routes for interstate and transcontinental travel.

Interest in improving roads began again in the late s as bicycles proliferated and in the early twentieth century as cars became more common Forman et al. The first response to improving roads was oiling of the naturally surfaced roads. Oiling was followed by paving, using an asphalt surface.