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.The episodes in part II look at various schemes for highway organizationsboth when the idea of an interstate system was relatively new as well as whenit began to grow to completion in the ensuing decades.Although highwayswere almost exclusively controlled by federal traffic engineers, some design-ers considered the highway to be within their purview.Federal highway agen-cies and a broader cast of practitioners, including Warren Manning, BentonMacKaye, Norman Bel Geddes, Egmont Arens, Lady Bird Johnson, LawrenceHalprin, William Whyte, and the automated highway research teams of the1960s and 1970s, are among the players included in the discussion.Interstate Highway Ask Vice-President Al Goreabout telecommunication andBarraged with road-building proposals during the rst-quarter of thehe thinks of highways.Dur-twentieth century, the federal government, in association with stateing a recent interview at hisgovernments, assumed new responsibilities for highway planning.Fed-office in the West Wing oferal involvement in road-building efforts at the turn of the century pri-the White House, Gore re-marily addressed road improvement in areas beyond the paved streets ofcalled that when he was athe city.Early government agencies cooperated with states and organ- boy in Carthage, Tennessee,his family couldn t get intoizations like the American Automobile Association and the Americantheir new car and drive toAssociation of State Highway Of cials (AASHO).In 1914, they evenNashville a fifty-mile tripdeputized the AASHO as an of cial consultant to federal road agen-with any speed, because thecies.2 In fact, the AASHO established a practice of writing the legisla-road was just two lanes alltion to be presented in Congress and years later would be among thethe way.He also recalled amost in uential groups in legislating the interstate network.3 scene from the 1950s: Iwatched my father presideBy the 1910s, as automobile registration continued to rise, manyover the creation of the inter-of these private groups, who together formed the good roads move-state highway system as thement, assembled at various congresses to organize themselves and thechairman of a subcommitteestate of cials who represented them.This partnership among federalof the Senate Public Works|Differential Highways 80Committee.I remember sit- and state of cials as well as automobile interests would be critical toting in the room when theyhighway development in the coming years.4voted to make the signs greenTwo highway acts, the Federal Aid Highway Acts of 1916 andon the interstate system. He1921 marked the beginning of a recurring pattern in which neutral,recalls, in sum, that an asser-apolitical technical expertise was the galvanizing force for highwaytive government helped openlegislation.5 The acts also established protocols for nancing and co-the country to travel andcommerce.1 operation among federal and state governments in planning a nationalhighway system.In 1919, after two earlier reorganizations, the Bureau of PublicRoads (BPR) took over from the Department of Agriculture and ad-ministered federal highway efforts during the critical planning stagesof the interstate system.Thomas H.MacDonald served as bureauchief for the whole of this important period.The BPR became a clear-ing house for technical information, allowing the government tomaintain authority with limited nancial responsibility.Still, the road-ways were often built according to con icting standards and were of-ten neither internally coherent or coordinated between counties andstates.For instance, roads often did not meet across state lines.In ad-dition, because there were no standards concerning access to frontage,these roads were already becoming lined with commerce.6Meanwhile, in the 1920s, automobile manufacture had grown tobe a major United States industry, and the National Highway UsersConference representing truckers, farmers, fuel companies, and auto-mobile manufacturers had become a powerful lobby.7 Still, even afteranother Federal Highway Act in 1921, the government did not legis-late any of the many proposals for a national highway system.8Toll Roads and Free Roads (1939) and Interregional Highways (1944)were landmark reports which provided the basic blueprint for Federalhighway building in the next decades, and have often been referencedas a seminal documents in the development of the interstate system.9The Federal Aid Highway Act of 1944 did not result in any inter-state highway construction, however, it did initiate the process of ne-gotiating routes for the system.By 1947, the federal-state partnershiphad designated the routes for 37,000 miles of the possible 40,000-milenetwork, and though that network included 2,900 miles of urbanroutes, congressional studies related to defense recommended addi-tional urban mileage [ Pobierz całość w formacie PDF ]
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.The episodes in part II look at various schemes for highway organizationsboth when the idea of an interstate system was relatively new as well as whenit began to grow to completion in the ensuing decades.Although highwayswere almost exclusively controlled by federal traffic engineers, some design-ers considered the highway to be within their purview.Federal highway agen-cies and a broader cast of practitioners, including Warren Manning, BentonMacKaye, Norman Bel Geddes, Egmont Arens, Lady Bird Johnson, LawrenceHalprin, William Whyte, and the automated highway research teams of the1960s and 1970s, are among the players included in the discussion.Interstate Highway Ask Vice-President Al Goreabout telecommunication andBarraged with road-building proposals during the rst-quarter of thehe thinks of highways.Dur-twentieth century, the federal government, in association with stateing a recent interview at hisgovernments, assumed new responsibilities for highway planning.Fed-office in the West Wing oferal involvement in road-building efforts at the turn of the century pri-the White House, Gore re-marily addressed road improvement in areas beyond the paved streets ofcalled that when he was athe city.Early government agencies cooperated with states and organ- boy in Carthage, Tennessee,his family couldn t get intoizations like the American Automobile Association and the Americantheir new car and drive toAssociation of State Highway Of cials (AASHO).In 1914, they evenNashville a fifty-mile tripdeputized the AASHO as an of cial consultant to federal road agen-with any speed, because thecies.2 In fact, the AASHO established a practice of writing the legisla-road was just two lanes alltion to be presented in Congress and years later would be among thethe way.He also recalled amost in uential groups in legislating the interstate network.3 scene from the 1950s: Iwatched my father presideBy the 1910s, as automobile registration continued to rise, manyover the creation of the inter-of these private groups, who together formed the good roads move-state highway system as thement, assembled at various congresses to organize themselves and thechairman of a subcommitteestate of cials who represented them.This partnership among federalof the Senate Public Works|Differential Highways 80Committee.I remember sit- and state of cials as well as automobile interests would be critical toting in the room when theyhighway development in the coming years.4voted to make the signs greenTwo highway acts, the Federal Aid Highway Acts of 1916 andon the interstate system. He1921 marked the beginning of a recurring pattern in which neutral,recalls, in sum, that an asser-apolitical technical expertise was the galvanizing force for highwaytive government helped openlegislation.5 The acts also established protocols for nancing and co-the country to travel andcommerce.1 operation among federal and state governments in planning a nationalhighway system.In 1919, after two earlier reorganizations, the Bureau of PublicRoads (BPR) took over from the Department of Agriculture and ad-ministered federal highway efforts during the critical planning stagesof the interstate system.Thomas H.MacDonald served as bureauchief for the whole of this important period.The BPR became a clear-ing house for technical information, allowing the government tomaintain authority with limited nancial responsibility.Still, the road-ways were often built according to con icting standards and were of-ten neither internally coherent or coordinated between counties andstates.For instance, roads often did not meet across state lines.In ad-dition, because there were no standards concerning access to frontage,these roads were already becoming lined with commerce.6Meanwhile, in the 1920s, automobile manufacture had grown tobe a major United States industry, and the National Highway UsersConference representing truckers, farmers, fuel companies, and auto-mobile manufacturers had become a powerful lobby.7 Still, even afteranother Federal Highway Act in 1921, the government did not legis-late any of the many proposals for a national highway system.8Toll Roads and Free Roads (1939) and Interregional Highways (1944)were landmark reports which provided the basic blueprint for Federalhighway building in the next decades, and have often been referencedas a seminal documents in the development of the interstate system.9The Federal Aid Highway Act of 1944 did not result in any inter-state highway construction, however, it did initiate the process of ne-gotiating routes for the system.By 1947, the federal-state partnershiphad designated the routes for 37,000 miles of the possible 40,000-milenetwork, and though that network included 2,900 miles of urbanroutes, congressional studies related to defense recommended addi-tional urban mileage [ Pobierz całość w formacie PDF ]