THE CASE FOR HELP

of the Appropriations Committee who was famous for bringing federal pork back to his state.

There were setbacks and delays: the national recession in 2007, Byrd’s death in 2010, the rise of the fiscally conservative Tea Party movement and the elimination of congressional budget earmarks, which Byrd and his allies used to get the projects started.

What federal highway money did come into West Virginia often was directed by state officials to areas with more people and better prospects for economic growth.

Politicians kept promising roads that never materialized. In 2014, the accumulated disappointment helped defeat Byrd’s protégé, U.S. Rep. Nick Rahall, a 36-year incumbent; his Republican challenger, state legislator Evan Jenkins, accused him of not doing enough to get highways built. Those who demand more highways would never use the word “reparations.” But given the region’s reduced political clout and elusive development potential, that is what their case for funds boils down to.

The argument rests on three premises: that when the coal industry was booming, southern West Virginia was a big net exporter of tax revenue; that federal policies, especially environmental ones, undercut coal mining; and that the region was unfairly bypassed by federal interstate highway construction.

Thus, the proposed solution: Washington helps the region to diversify economically by funding highways. Even better, unemployed miners could help build them.

“There’s no better place in America for the government to say, ‘Here’s what we did to you, and here’s what we can do for you,’ ” said Richard Browning, director of the Coalfields Expressway Authority, a creature of the state (albeit recently defunded after 20 years) that lobbies for the highway.

What government will say is unclear.

New Gov. Jim Justice, like Trump a billionaire businessman, wants to build roads and proposed issuing bonds to do it. He faces a huge budget deficit and opposition to his proposed increases in the state gas tax, license renewal fees and turnpike tolls.

Despite Trump’s rhetoric and natural inclination to cut ribbons, infrastructure has not been high on his legislative agenda. He also faces opposition from fiscal conservatives in his own party. Trump could make common cause with Democrats, but they oppose his inclination to encourage infrastructure construction primarily through private-sector tax credits.

All of which tends to reinforce the skepticism that anything will ever change.

Trump promised to remember “the forgotten men and women.” Here on the Highway That Time Forgot, those men and women will remember his promises.

PHOTOS BY JASPER COLT, USA TODAY A train passes through the town of Welch, W.Va. Railroad crossings are one of the many road features that slow area drivers.

Large pipes used for drainage culverts sit at the end of a long stretch of roadbed that was meant to become the Coalfields Expressway.

“There’s no better place in America for the government to say, ‘Here’s what we did to you, and here’s what we can do for you,’ ” says Richard Browning, director of the Coalfields Expressway Authority.