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History of the Interstate in Nebraska

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History of the Interstate in Nebraska Nebraska and the Nation of InterstateInterstate NebraskaNebraska andand thethe NationNation National Interstate System – Past, Present, Future… “Linking the power of the past to the promise of the future.” June 29, 2006, marks the 50th anniversary Past of the “Dwight David Eisenhower System of Interstate and Defense Highways,” often National Interstate System called the greatest public works project in Development – Brief History history. This year’s national celebration recognizes the signing of the Federal-Aid As early as 1803, the federal government Highway Act of 1956, by President showed interest in roadways between Dwight D. Eisenhower. This act created the states (interstate highways) when funding Highway Trust Fund as a dedicated source of funding for the interstate highway was provided for the construction of the system, on a pay-as-you-go basis through National Pike from Cumberland, Maryland the federal gas tax and other motor-vehicle to Wheeling, West Virginia to ease the user fees. movement of the westward-bound pioneers. Today the national interstate system consists of approximately 47,000 miles of From 1916 onward, there was a concerted roadway. While interstate highways effort to create a national road system comprise less than 1 percent of all and to provide the states with financial roadway lane miles in the country, they assistance to enable them to develop their carry over 24 percent of all vehicle traffic, own highway systems. including 41 percent of total truck miles traveled. There are approximately 15,000 interchanges and over 55,000 bridges. 1919 Transcontinental Army Convoy The Nebraska Department of Roads joins Following World War I, the U.S. Army in this commemoration by recognizing the decided to send a convoy across the significance of Interstate 80 to the growth continent from Washington, D.C., to and development of Nebraska. Too often San Francisco. The primary purpose was taken for granted, the interstate system is to test various military vehicles and to responsible for dramatically improving our determine by actual experience the mobility, public safety, quality of life and feasibility of moving an army across the commerce. continent. The convoy, consisting of The 50th anniversary of the interstate 81 motorized Army vehicles, left system provides a tremendous opportunity Washington D.C. on July 7, 1919. The to raise public awareness of this vital personnel numbered approximately 280, transportation network and to address its consisting of enlisted men, officers and future. observers from other branches of the Army. 1 One of the obser- The Highway Act of 1934 gave highway vers was Lieutenant planning a tremendous impetus by 1 Dwight D. Eisen- providing that up to 1 ⁄2 percent of the hower. The convoy state’s apportionment could be used traveled 3,251 miles for surveys, plans and engineering in 62 days, with investigations. With these funds, the many delays due to so-called statewide highway planning Dwight D. Eisenhower the poor road surveys were inaugurated. The factual conditions. After information derived from these compre- experiencing the long and arduous hensive surveys played a most important journey and then witnessing Germany’s part in future highway programs. autobahn system firsthand as Supreme Interest in the interstate system was Allied Commander in World War II, renewed in 1938, when Congress Eisenhower had become convinced of directed the Federal Bureau of Public the need to improve his nation’s road. Roads to perform a feasibility study of a Later he said, “The old (1919) convoy national superhighway network. Although feasibility of a six-route national toll road had started me thinking about good, network was examined, it was not two-lane highways, but Germany had recommended, since the then-existing made me see the wisdom of broader traffic levels would not support its cost. ribbons across the land.” The study resulted in a 1939 Federal Planning and Development of Bureau of Public Roads report advocating the Interstate Highway System the construction of a special 26,000-mile system of direct, interregional highways, Although the interstate highway system with necessary connections through and was not completed nationwide until the around cities that would meet the 1970s, it had been in the planning requirements of the national defense in stages for nearly half a century. In 1922, time of war, as well as the increasing 52 years before the interstate was demands of traffic. However, the United completed in Nebraska, Congress States’ participation in World War II instructed General John J. Pershing, Army interrupted further progress toward a Chief of Staff, to study the need for, and national system of interstate highways. possible routes of, a nationwide system Congress commissioned another study in of express highways. His 1923 report to 1943, authorized to investigate national Congress offered two possible routes. superhighway needs. The 1944 report One was a north-south route running led Congress to authorize the National approximately parallel to the Mississippi System of Interstate Highways as part of River, from the Canadian border to the Federal Aid Highway Act of 1944. New Orleans. The second was an east- This act set forth a 40,000-mile system west highway following the approximate of national interregional highways and route of present-day Interstate 80. the 1947 Act formalized an interstate Although Congress did not proceed at system of 37,800 miles. this time with appropriate funds for further study or construction, Pershing’s By the 1950s, the proposed interstate report sparked interest in the interstate highway system had been laid out and 2 highway system. strict guidelines for road access had been established, but funding was still not Association of State Highway and available. In the 1952 Federal-Aid Transportation Officials; a new cost to Highway Act, small funding provisions complete method for apportioning funds were made including the creation of a among states was established; and the 50/50 matching plan between state and federal government’s share of the project federal governments. Construction and cost was set at 90 percent, reducing progress on the superhighway system state funding to 10 percent. In lagged under this financing and Congress recognition of the importance to the made another attempt to finance the interstate system to the national defense, highway system in 1954. The Federal Aid Congress added the word “defense” to Highway Act of 1954 provided for an the name of the interstate system. increase in the federal share from 50 to 60 percent that would go into effect Title II — the Highway Revenue Act of after all funds from the 1954 Act had 1956 — created the Highway Trust Fund been expended. as a dedicated source of funding for the interstate highway system, on a pay-as- The Federal-Aid Highway Act of 1956 you-go basis through the federal gas tax and other motor-vehicle user fees. After two years, President Eisenhower’s and Congress’s appeals led to the In addition to funding, the 1956 passing of the 1956 Federal-Aid Highway legislation provided that the 41,000-mile Act, which established the layout and highway system be completed within financing formula for a national interstate 13-15 years, bringing the interstate to a highway system. This Act brought simultaneous completion in all states. together a system approach, a design Population centers, known as “control concept, a federal commitment, and a points” were developed, with an financing mechanism and, by so doing, agreement made that the interstate truly changed the face of America. would connect these points. As part of the Act, Title I increased the Subsequent acts of Congress extended system’s proposed length to 41,000 the mileage of the interstate system to miles; nationwide design standards were its present length of approximately developed through the American 47,000 miles. Designers at work in the State Capitol offices, home of the Roads Department until 1967. 3 Role of Key Individuals and Groups President Franklin D. Roosevelt – Throughout the 1930s, President Roosevelt’s New Deal programs continued to fund road construction and employment during the decade of economic depression. President Dwight D. Eisenhower, Senator Albert Gore, Sr., Representatives George Fallon and Thomas Boggs, along with Frank Turner, chief of what is now called the Federal Highway Administration, are commonly seen as the fathers of the interstate system. President Dwight D. Eisenhower – As President, Eisenhower was the driving President Dwight D. Eisenhower force behind the passage of the Federal Aid Highway Act in 1956 which created Horatio Sawyer Earle – In 1901, he the interstate system, and launched the formed a national road building group biggest peacetime construction program whose goal was to advocate federal in the nation’s history. support for construction of a “Capital Connecting Government Highway Frank Turner – In his 43 years with System” that would “connect every state the Bureau of Public Roads (later the capital with each other and the United Federal Highway Administration), Turner States Capital – Washington. A Michigan was the chief architect of the interstate public official, Earle was likely the first highway system. Turner also was the American to put forth a vision for a primary liaison between the BPR and network of interstate highways. congressional committees during the deliberations and passage of the Federal General John J. Pershing – While Army Aid Highway Act of 1956 which estab- Chief of Staff, he conducted a study of lished the interstate system. He was possible routes for a nationwide system integral in establishing the Highway Trust of express highways, and his 1923 report Fund and the current system of federal- to Congress sparked interest in the state highway funding. interstate highway system. Senator Albert Gore, Sr. – Argued in Thomas H. MacDonald – Commissioner the Senate for the interstate system. of Public Roads who, in 1941, was appointed by President Franklin D.
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