The interregional highways would follow existing roads wherever possible (thereby preserving the investment in earlier stages of improvement). Part II, "A Master Plan for Free Highway Development," recommended a 43,000-kilometer (km) nontoll interregional highway network. Some routes could be self-supporting as toll roads, but most highways in a national toll network would not. Part I of the report asserted that the amount of transcontinental traffic was insufficient to support a network of toll superhighways. The resultant two-part report, Toll Roads and Free Roads, was based on the statewide highway planning surveys and analysis. The Federal-Aid Highway Act of 1938 directed the chief of the Bureau of Public Roads (BPR) to study the feasibility of a six route toll network. Congress, too, decided to explore the concept. He thought three east-west and three north south routes would be sufficient. Roosevelt repeatedly expressed interest in construction of a network of toll superhighways as a way of providing more jobs for people out of work. ![]() It even reached the White House, where President Franklin D. 22, 1955 By the late 1930s, the pressure for construction of transcontinental superhighways was building. Without them, we would be a mere alliance of many separate parts." "Together, the united forces of our communication and transportation systems are dynamic elements in the very name we bear - United States. (This statistic is from traffic counts in 1994.) An average of 196,425 vehicles per day roll over this section of the Capital Beltway, shown in the mid-1960s.
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