Zachary Crockett

The town of Bunn, North Carolina, is easy to miss. It occupies a total area of just half a square mile, and it's home to fewer than 330 people. Most of the surrounding land is used to grow tobacco and soybeans. But off the main road, behind a series of chain-link fences and secure gates, is the state's primary manufacturer of highway signs.

The town of Bunn, North Carolina, is easy to miss. It occupies a total area of just half a square mile, and it's home to fewer than 330 people. Most of the surrounding land is used to grow tobacco and soybeans. But off the main road, behind a series of chain-link fences and secure gates, is the state's primary manufacturer of highway signs.

The town of Bunn, North Carolina, is easy to miss. It occupies a total area of just half a square mile, and it's home to fewer than 330 people. Most of the surrounding land is used to grow tobacco and soybeans. But off the main road, behind a series of chain-link fences and secure gates, is the state's primary manufacturer of highway signs.

Inside the plant, workers are busy shearing giant aluminum panels, cutting sheets of green adhesive, and measuring out the spacing between letters. And outside in the shipping yard, the plant's general manager, Lee Blackman, is admiring a row of completed products.

Inside the plant, workers are busy shearing giant aluminum panels, cutting sheets of green adhesive, and measuring out the spacing between letters. And outside in the shipping yard, the plant's general manager, Lee Blackman, is admiring a row of completed products.

Inside the plant, workers are busy shearing giant aluminum panels, cutting sheets of green adhesive, and measuring out the spacing between letters. And outside in the shipping yard, the plant's general manager, Lee Blackman, is admiring a row of completed products.

This facility makes all kinds of road signs. Stop signs, yield signs, construction signs. But its biggest products, both by size and revenue, are those huge green signs that loom over you on the highway.

This facility makes all kinds of road signs. Stop signs, yield signs, construction signs. But its biggest products, both by size and revenue, are those huge green signs that loom over you on the highway.

This facility makes all kinds of road signs. Stop signs, yield signs, construction signs. But its biggest products, both by size and revenue, are those huge green signs that loom over you on the highway.

Signs like this are all over American highways and freeways. There are literally millions of them. And they're so familiar that many of us don't stop to think about where they come from or why they look the way they do. Behind every highway sign, there's a long and winding road of economic decision-making.

Signs like this are all over American highways and freeways. There are literally millions of them. And they're so familiar that many of us don't stop to think about where they come from or why they look the way they do. Behind every highway sign, there's a long and winding road of economic decision-making.

Signs like this are all over American highways and freeways. There are literally millions of them. And they're so familiar that many of us don't stop to think about where they come from or why they look the way they do. Behind every highway sign, there's a long and winding road of economic decision-making.

For the Freakonomics Radio Network, this is the economics of everyday things. I'm Zachary Crockett. Today, highway science. Back in the early days of the automobile, driving on American roadways was a free-for-all.

For the Freakonomics Radio Network, this is the economics of everyday things. I'm Zachary Crockett. Today, highway science. Back in the early days of the automobile, driving on American roadways was a free-for-all.

For the Freakonomics Radio Network, this is the economics of everyday things. I'm Zachary Crockett. Today, highway science. Back in the early days of the automobile, driving on American roadways was a free-for-all.

That's Gene Hawkins. He works for the forensic engineering firm Kittleson, and he's a professor emeritus in the Department of Civil Engineering at Texas A&M University. He's one of the foremost experts on the history, design, and installation of traffic signs.

That's Gene Hawkins. He works for the forensic engineering firm Kittleson, and he's a professor emeritus in the Department of Civil Engineering at Texas A&M University. He's one of the foremost experts on the history, design, and installation of traffic signs.

That's Gene Hawkins. He works for the forensic engineering firm Kittleson, and he's a professor emeritus in the Department of Civil Engineering at Texas A&M University. He's one of the foremost experts on the history, design, and installation of traffic signs.

These informal networks of roads were a predecessor to the highway system in America. And along these roads, there were very rudimentary ways of telling drivers where they were and what was up ahead. Most of these signs were hand-painted. Some had words, others had symbols.

These informal networks of roads were a predecessor to the highway system in America. And along these roads, there were very rudimentary ways of telling drivers where they were and what was up ahead. Most of these signs were hand-painted. Some had words, others had symbols.