Third. In case of an atomic attack on our key cities, the road net must permit quick evacuation of target areas, mobilization of defense forces, and maintenance of every essential economic function. But the present system in critical areas would be the breeder of a deadly congestion within hours of an attack.
Fourth. Our gross national product, about $357 billion in 1954, is estimated to reach over $500 billion in 1965 when our population will exceed 180 million and, according to other estimates, will travel in 81 million vehicles 814 billion vehicle-miles that year. Unless the present rate of highway improvement and development is increased existing traffic jams only faintly foreshadow those of 10 years hence.
To correct these deficiencies is an obligation of government at every level. The highway system is a public enterprise. As the owner and operator, the various levels of government have a responsibility for management that promotes the economy of the Nation and properly serves the individual user. In the case of the Federal Government, moreover, expenditures on a highway program are a return to the highway user of the taxes which he pays in connection with his use of the highways.
Congress has recognized the national interest in the principal roads by authorizing two Federal-aid systems, selected cooperatively by the States, local units, and the Bureau of Public Roads.
The Federal-aid primary system as of July 1, 1954, consisted of 234,407 miles, connecting all the principal cities, county seats, ports, manufacturing areas, and other traffic generating centers.
In 1944 the Congress approved the Federal-aid secondary system, which on July 1, 1954, totaled 482,972 miles, referred to as farm-to-market roads-important feeders linking farms, factories, distribution outlets, and smaller communities with the primary system. Because some sections of the primary system, from the viewpoint of national interest, are more important than others, the Congress in 1944 authorized the selection of a special network, not to exceed 40,000 miles in length, which would connect by routes, as direct as practicable, the principal metropolitan areas, cities, and industrial centers, serve the national defense, and connect with routes of continental importance in the Dominion of Canada and the Republic of Mexico.
This national system of interstate highways, although it embraces only 1.2 percent of total road mileage, joins 42 State capital cities and 90 percent of all cities over 50,000 population. It carries more than a seventh of all traffic, a fifth of the rural traffic, serves 65 percent of the urban and 45 percent of the rural population. Approximately 37,600 miles have been designated to date. This system and its mileage are presently included within the Federal-aid primary system.
In addition to these systems, the Federal Government has the principal, and in many cases the sole, responsibility for roads that cross or provide access to federally owned land-more than one-fifth the Nation’s area.
Of all these, the interstate system must be given top priority in construction planning. But at the current rate of development, the interstate network would not reach even a reasonable level of extent and efficiency in half a century. State highway departments cannot effectively meet the need. Adequate right-of-way to assure control of access, grade separation structures, relocation and realinement of
