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Proven innovations promoted through EDC facilitate greater efficiency at the State, Local and Tribal levels, saving time, money, and resources to ensure our infrastructure is built better, faster, and smarter. Improving transportation performance by advancing innovation through partnerships, technology deployment and capacity building. He, therefore, drafted a new bill with the help of data supplied by Frank Turner.
Through a cooperative arrangement with the Ways and Means Committee, Fallon's bill included highway user tax increases with the revenue informally committed to the program. The interstate system would be funded through FY with a federal share of 90 percent. Because of the significance of the interstate system to national defense, Fallon changed the official name to the "National System of Interstate and Defense Highways. By a vote of to , the House defeated the Clay Committee's plan on July 27, That was not a surprise.
What was a surprise was that Fallon's bill, as modified in committee, was defeated also. It lost by an even more lopsided vote of to Most observers blamed the defeat of the Fallon bill on an intense lobbying campaign by trucking, petroleum, and tire interests.
Speaker of the House Sam Rayburn told reporters, "The people who were going to have to pay for these roads put on a propaganda campaign that killed the bill. On Jan. But changes had been occurring that would turn the situation around in One of the important changes was BPR's designation of the remaining 3, km of the interstate system, all of it in urban areas, in September It contained a map of the interstate system as designated in August plus maps of urban areas showing where designated interstate roadway would be located.
A copy of The Yellow Book was provided to each member of Congress as a way of emphasizing the importance of the interstate system to the nation's urban areas. At the same time, the highway interests that had killed the Fallon bill in were reassessing their views and clarifying their concerns. One important change, for example, occurred when trucking industry representatives indicated they were not opposed to all tax increases, only to the tax increases proposed in the Fallon bill, which they thought made them bear an unfair share of the load.
They would agree to a one or two-cent hike in gas taxes and increases in certain other taxes. Other groups that had assumed the Fallon bill would pass and had, therefore, not actively lobbied Congress in support of the bill, increased their efforts in support of legislation in Because the Senate had approved the Gore bill in , the action remained in the House.
Fallon introduced a revised bill, the Federal Highway Act of , on Jan. It provided for a 65,km national system of interstate and defense highways to be built over 13 years. Increased funding would be provided for the other federal-aid highway systems as well. Interstate funds would be apportioned on a cost-to-complete basis; that is, the funds would be distributed in the ratio which each state's estimated cost of completing the system bears to the total cost of completing the system in all states.
The ratio would be determined on the basis of cost estimates prepared by BPR. The Fallon bill would be financed on a pay-as-you-go basis, but the details had not yet been worked out by the House Ways and Means Committee.
However, even before the details were announced, the president endorsed the pay-as-you-go method on Jan. Years later, Eisenhower would recall:. Though I originally preferred a system of self-financing toll highways, and though I endorsed General Clay's recommendations, I grew restless with the quibbling over methods of financing.
I wanted the job done. Hale Boggs of Louisiana, that contained the financing mechanism. The Highway Revenue Act of proposed to increase the gas tax from two to three cents per gallon and to impose a series of other highway user tax changes. Boggs included a provision that credited a revenue from highway user taxes to a Highway Trust Fund to be used for the highway program. The bill was sent to the Senate, which referred the two titles to different committees for consideration.
The Public Works Committee removed the program portion of the House bill and substituted the Gore bill with some changes. Two major changes were that, like the Fallon bill, the new version established a year program for completing the interstate system and the version adopted the funding level and the matching ratio approved by the House. A key difference with the House bill was the method of apportioning interstate funds; the Gore bill would apportion two-thirds of the funds based on population, one-sixth on land area, and one-sixth on roadway distance.
Byrd's Committee on Finance largely accepted the Boggs bill as the financing mechanism for the interstate system and the federal-aid highway program. Byrd responded to a concern expressed by the secretary of the treasury that funding levels might exceed revenue by inserting what has since become known as the Byrd Amendment. It provided that if the secretary of the treasury determines that the balance in the Highway Trust Fund will not be enough to meet required highway expenditures, the secretary of commerce is to reduce the apportionments to each of the states on a pro rata basis to eliminate this estimated deficiency.
The House and Senate versions now went to a House-Senate conference to resolve the differences. The conference was difficult as participants attempted to preserve as much of their own bill as possible. On June 25, the conferees completed their work. The Federal-Aid Highway Act of that emerged from the House-Senate conference committee included features of the Gore and Fallon bills, as well as compromises on other provisions from both. BPR officials in celebrate the 50th anniversary of the Federal Aid Road Act of , which launched the federal-aid highway program.
From left to right: former Director of Administration James C. Williams, and Chief Engineer Francis C. The interstate system was expanded, but only by 1, km to 66, km. During the first three years, the funds would be apportioned as provided for in the Gore bill mileage, land area, and population.
In succeeding years, apportionments would be made on the cost-to-complete basis provided for in the Fallon bill. The added 1, km were excluded from the estimate.
The federal share of project costs would be 90 percent. The act called for uniform interstate design standards to accommodate traffic forecast for modified in later legislation to traffic forecast in 20 years. BPR would work with AASHO to develop minimum standards that would ensure uniformity of design, full control of access, and elimination of highway and railroad-highway grade crossings.
Two lane segments, as well as at-grade intersections, were permitted on lightly traveled segments. However, legislation passed in required all parts of the interstate highway system to be at least four lanes with no at-grade intersections regardless of traffic volume. Access would be limited to interchanges approved as part of the original design or subsequently approved by the secretary of commerce.
Service stations and other commercial establishments were prohibited from the interstate right-of-way, in contrast to the franchise system used on toll roads. The act prohibited the secretary from apportioning funds to any state permitting excessively large vehicles - those greater in size or weight than the limits specified in the latest AASHO policy or those legally permitted in a state on July 1, , whichever were greater - to use the interstate highways.
In addition, the secretary was directed to conduct a study of highway costs and of how much each class pays toward those costs in relation to the cost attributable to it. Federal-aid funds could be used to advance acquisition of right-of way. During the period to the U.
While 12 National Parks had been created by , there was neither consistent legislative authority nor theory of park administration to manage them. Various legislations to create a national park system began in , but with little success. International Expositions in San Francisco and San Diego opened in which attracted millions of visitors, including members of Congress. With the closure of Europe to tourists war and the publicity associated with the expositions, the "See America First" movement became a patriotic tourist slogan.
Railroad companies heavily promoted the great parks as a method of travel to see both the parks and to get to the expositions. With long distance automobile travel growing, interstate routes through the parks and to the expositions were further promoted. The mounting public pressure affected Congress prompting them to action. In August , The National Park Service Organic Act created the National Park Service NPS , to promote and regulate the use of the Federal areas known as national parks, monuments, and reservations and "to conserve the scenery and the natural and historic objects and the wild life therein and to provide the enjoyment of the same in such manner and by such means as will leave them unimpaired for the enjoyment of future generations.
In recognition of the importance of providing missing links needed for transcontinental highway travel, to aid in State and community development, and to provide access for the conservation and development of natural resources, the Federal Highway Act of provided for a number of changes needed for more effective administration of the Federal-Aid cooperative highway program, and it increased substantially the funds available for forest highways.
Hewes was given responsibility for administration of the Western Regional Office. Once the NPS was created, the need for the U. Army Corps of Engineers had diminished. By the mid 's it became evident that road building by the States and by Federal agencies on public lands needed to be closely correlated. But Stephen T. Mather, Director of the NPS, grew increasingly concerned about adapting park roads to automobiles and contacted Thomas H.
Based on an early design prepared by the NPS in , surveys began in Construction began on the Transmountain Highway in , renamed Going-to-the-Sun Road after completion.
The agreement, signed by Mather and MacDonald established the basis of interagency cooperation for the construction of roads and parkways under the jurisdiction of the NPS. As additional National Parks were established, including those east of the Mississippi, such as the Great Smoky Mountains National Park, the Shenandoah National Park, and the Everglades National Park, the BPR played an important role working with the NPS under the interagency agreement in providing new or improved roads throughout the entire national park system.
In the BPR was assigned the task of locating, designing, and building the Mount Vernon Memorial Parkway, with the objective of having the Parkway completed by , the th anniversary of the birth of George Washington. The parkway was a relatively new concept in design. It was aligned with easy curves to fit the natural contours of the land, provided pleasant scenic vistas, and landscaped so that it became a natural part of the environment.
At the same time, the arterial highway aspect was recognized, and access to the parkway was provided only at long intervals. The parkway remains one of the most scenic drives near our Nation's capital, an outstanding tribute to the engineers and landscape architects of the BPR responsible for its concept and construction. This design concept would soon spread to other facilities.
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