billion. Investigations to date on a portion of the 3,500 miles proposed have disclosed that at least 240 miles, costing $200 million, would not be financially feasible.
In summary, 5,242 miles of toll roads in operation, under construction, financed, or authorized, either parallel or coincide with the interstate system in 23 States. This mileage does not include those proposed projects found not to be feasible. Additional proposals in these States and in 5 more States, excluding projects found economically unfavorable, bring the total of present and potential toll routes coinciding with the interstate system to 8,527 miles.
Thus, it seems clear that while toll financing on a sound financial basis can meet the needs of a limited portion of the system, it cannot support the cost for the system as a whole. It is obvious, of course, that existing toll roads must be protected in their appeal to traffic.
However, our Committee feels strongly that the Federal Government should not enter into toll-road construction nor provide funds for deficit financing of otherwise non-self-supporting projects. It feels equally strongly that this is a question to be resolved by State governments. Since the national interest is an adequate highway system, sound toll projects which fit into the system are worthy of consideration by the States, as discussed later in the report.
The Committee believes that major structures such as bridges and tunnels should be financed from tolls to the extent feasible financially. It would leave this determination to the judgments of the States as approved by the Federal Highway Corporation. It does not recommend credit being given for the cost of such structures financed by separate toll charges as compared with lesser structures considered and financed as integral parts of the highway.
About half of the States have provided for meeting their interstate system needs through construction of expressways and freeways of design standards equaling or exceeding those of the toll-financed roads, without imposition of tolls, paying for the facilities from current revenues or bond issues of the State amortized principally from gasoline taxes and license fees. The amount of progress made by this method is about the same as through tolls.
However, neither State nor toll-road financing separately or jointly will suffice to finance the interstate system as it should be constructed, and therefore the requisite funds must be found elsewhere.
ADDITIONAL URBAN FEEDER ROUTES NEEDED
Further to render the interstate system fully effective, it must be tied in much more closely with existing roads in congested areas. This will require provision for the major feeder and distribution routes which at present are not included within any of the Federal-aid systems. Since complete data were not available from the Bureau of Public Roads on this particular point from the current needs study, the Committee arranged for special examination of this feature in several representative metropolitan communities, including a review of cost estimates involved. The examination disclosed that a desirable improvement program for the interstate network should include certain of these urban arterials. Accordingly, the Committee in its appraisal of needs has included $4 billion as an amount to be assigned for this work over a 10-year period. This is intended to provide only
