Federal+Interstate+Highway

=** I. **** Introduction **= The Federal Interstate Highway was not officially constructed until the National Interstate and Defense Highway Act, more commonly known as the Federal-Aid Highway Act, of 1956. Its roots could be traced as far back as the late 18th century with roads that had the objective of making the commute from one place to another easier. Throughout the years, the federal government has taken interest in these small, local roads and helped develop and organize them into the interstate state highway system that is a substantial part of many lives today. =** II. **** The Development of Early Highways **= As early as 1791, small United States legislation understood the necessity of having a distinct method of transportation. The Society for Promoting the Improvement of Roads and Inland Navigation took the initiative in February of 1791. The group wanted to appoint a board of commissioners with the authority to determine the location of principal roads within the state of Pennsylvania. The roads would be maintained by a turnpike system; however improvements were conducted under the public’s expense. Unfortunately, the legislature was not ready to entrust so much power to an administrative body.

Later that same year, Pennsylvania began to make minor changes to its road system. In April, the Lock Canal around the Conewago falls of the Susquehanna River was built. This was opened completely to the public use, completely free of charge. In September, the Schuylkill and Susquehanna Company began to build a toll canal between the two rivers. This company also established subdivisions known as the Philadelphia and Lancaster Turnpike Road Company and Delaware and Schuylkill Canal Navigation Company with the intention of building artificial roads within regulation guidelines.

Soon, companies began to concentrate on the main roads between cities where traffic was the heaviest, primarily along the Atlantic coast. In the Delaware-Pennsylvania-New Jersey tri-state area, the Delaware River Company built a bridge at Trenton, NJ (1806) and a stone surfaced road between New York and Philadelphia (1812). By 1812, New York had a well developed turnpike system from the Massachusetts boundary to Lake Erie. These improvements later deemed useful during the transportation crisis that occurred during the War of 1812 when coastal shipping was blockaded by the French.

However useful the roads were, the condition of each road varied significantly. The roads varied from well kept to unsurfaced. Yet, even the surfaced roads proved expensive since it required manual labor. Still, despite the high cost of the roads, the turnpike and toll systems proved extremely profitable for both states and individual companies. Many states reduced the toll when their profit reached 12 to 15%. Some companies, like the Schuylkill and Susquehanna Navigation, donated a percentage of their profits to schools when their profits exceeded approximately 15%. In 1801, Secretary of Treasury, Albert Gallatin suggested that one-tenth of the net proceeds of public land sales should be applied to the building of roads. This suggestion led to the Ohio Statehood Enabling Act of 1802 of which granted 2% of federal profits to road building. Louisiana, Indiana, Mississippi, Illinois, Alabama, and Missouri soon followed with 3% federal grants. The next 24 states admitted between 1820 and 1919, with the exception of Texas and West Virginia, received 5% grants.
 * III. **** Early Federal Aid **

==// “It is sufficiently evident that, whenever the annual expense of transportation on a certain route, in its natural state, exceeds the interest on the capital employed in improving the communication, and the annual expense of transportation (exclusively of tolls), by the improved route, the difference is an annual additional income to the nation. Nor does in that case the general result vary, although the tolls may not have been fixed at a rate sufficient to pay to the undertakers the interest on the capital laid out. They, indeed, when that happens, lose; but the community is nevertheless benefited by the undertaking. The general gain is not confined to the difference between the expense of the transportation of those articles which had been formerly conveyed by that route, but many which were brought to market by other channels will then find a new and more advantageous direction; and those which on account of their distance or weight could not be transported in any manner whatsoever, will acquire a value and become a clear addition to the national wealth.” //==

--A Gallatin, Report of the Secretary of the Treasury on Roads and Canals, S. Doc. No 250, 10th Cong., 1st Sess., p724 (1808)
After seeing the extent of his previous endeavor, Gallatin proposed that Congress launch a national program for roads, canals, and inland navigations to be completed in 10 years costing approximately twenty million dollars. Senator John C. Calhoun took interest in this plan and introduced a bill stating that an additional $1.5 million plus dividends of government stock for the next 20 years be set aside as a permanent financial source of internal improvements.

Sadly, this plan was strongly opposed by Congress. Much of Congress believed that that the money should be used for tax relief and the retirement of the war debt. They were also afraid that the states would refuse to give the government authority within their boundaries. Some even claimed that it was a scheme to rob the rich States of their wealth for the benefit of the poor States. However, the bill was passed through both houses by a very small margin, but was still defeated by President Madison’s veto on March 3rd, 1817 under the claim that it was a poor interpretation of constitutional power in assumption that the government had the right to regulate commerce and provide national defense. As the use of public highways began to see a sharp increase, numerous organizations developed to promote good roads. One that stood out amongst them was the American Highway Association. The group sponsored the First American Congress of 1911 and passed strong resolutions with key recommendations of which included that: These recommendations developed into the American driving regulations that are still in use today. Following World War I, the federal government saw the need for a well-organized highway system. Head of the Bureau of Public Roads, Chief Thomas Harris MacDonald, requested that the War Plans Division of the Army General Staff identify the most important roads for national defense. A Pershing Map was produced in 1922 and, not surprisingly, the results coincided with the main roads chosen by the States. With the approach of World War II, the government highly suggested a highway system to quickly move troops around within the country. This idea was not popular with the states because they felt that they would have to pay for a road that would be the primary responsibility of the national government. Despite this dispute, the states still concentrated on a strategic network that was not affiliated with the Federal-Aid system.
 * IV. **** The American Highway Association **
 * Financial aid be provided to the states
 * No road should be built without provisions for future maintenance
 * The states supervise highway buildings
 * Highways should be built by experienced engineers
 * All vehicles must use a light at night, visible from at least 200 feet away and a red light in the rear
 * All bridges must be inspected
 * V. **** The Revolution of Highways During Wartime **

On June 2, 1941, President Franklin D. Roosevelt asked Congress to fund defense highways. Congress returned with a bill that provided $150 million for access roads and $125 million to correct major defects in the strategic network to be split amongst the States. Roosevelt vetoed this bill since he did not want the sates to have a definite financial itinerary on construction. It prevented the Public Road Administration from distributing funds where they were needed. Three months later, Congress returned with an amended bill that partially conformed to the President’s wishes by providing $50 million dollars, half of which would be distributed by the Public Road Administration as seen fit. Roosevelt signed this bill on November 19, 1941.

The Pennsylvania Turnpike became a prototype for the modern high speed, heavy duty Interstate highway because it incorporated some of the most advanced designs. This four year, $60 million dollar project completed on October 1, 1940 displayed a highly organized dual direction traffic support emphasizing on safety and efficiency that was hailed as the safest highway in the world. The road itself reduced the time it took to travel the 160 miles between Philadelphia and Pittsburgh by almost six hours. Roads such as the Hutchinson River Parkway and the Merritt Parkway were designed after this turnpike.

After the end of World War II, vehicle production in the United States increased dramatically and urban development bloomed. The national highways were in no condition to provide for the transportation needs of the post war generation. It wasn’t until 1956 that both houses in Congress passed a bill that would invest $25 billion dollars over a span of 20 years in the construction of 41,000 miles of the National Interstate Highway. This famous bill, signed by President Dwight D. Eisenhower, is known as the Federal-Aid Highway Act of 1956. The American Interstate Highway has been a cornerstone to the lives of millions of individuals, American or non-American. However, there have been many concerns about its socio-economic and environmental influences. During the construction of the highways, the Government’s Right of Way displaced many residents and businesses. Many were relocated and compensated for their move, but it still had an impact on business sales and individual lives. Also, Pollution in the form of noise and carbon monoxide emissions became a concern for the communities that these roads passed through. Schools, parks, churches, wildlife and nature were very susceptible to this type of pollution.
 * VI. **** Side Effects **

Still, the Interstate Highway has aided in the bonding and development of communities in much of the United States. It has aided community cohesion by setting up distinct boundary lines between different communities and making community sites more accessible. It broadened the capabilities of large and small businesses by reducing traveling time dramatically. Through suburbanization, it allowed workers to live outside cites, which in turn led to the development of rural areas. Successful toll roads provided the funds for economic development. And, in addition to transporting individuals, the interstate highway also became a cultural highway that transported cultures and customs from one coast to the other.

__ Sources __ [1] Eisenhower, Dwight D. Speech. __President Dwight D. Eisenhower: An Audio Gallery__. U.S. Department of Transportation, Federal Highway Administration. 16 Apr. 2009 .
 * Primary **

[2] USA. Department of Transportation, Federal Highway Administration. __America's Highways 1776-1976__.

[3] USA. Department of Transportation, Federal Highway Administration. __Social and Economic Effects of Highways__. 1976. [4] Garrison, William L. "CONNECTIVITY OF THE INTERSTATE HIGHWAY SYSTEM." __Papers in Regional Science__ 6 (2005): 121-37.
 * Secondary **

[5] "The Interstate Highway System." __Hofstra People__. Hofstra University. 14 Apr. 2009 .

[6] Morris, Frank, dir. "Highways Change the Face of America." __NPR__. 29 June 2006. 17 Apr. 2009 .

[7] Rose, Mark. "The Interstate Highway System, 1939-1991." __Historians on America__. 3 Apr. 2008. 17 Apr. 2009.

[8] Siasoco, Ricco V. "Interstate History Infoplease.com." __Infoplease__. 14 Apr. 2009 .

[9] "Milestones For U.S. Highway Transportation and the Federal Highway Administration." __Turner-Fairbank Highway Research Center__. 5 June 2009 . [10] "Interstate Highway System." __Wikipedia__. 15 Apr. 2009 .
 * Reference **

[11] "Federal Aid Highway Act of 1956." 25 May 2009 .