This act authorized the building of highways throughout the nation, which would be the biggest public works project in the nation's history.
Popularly known as the National Interstate and Defense Highways Act of 1956, the Federal-Aid Highway Act of 1956 established an interstate highway system in the United States.
The movement behind the construction of a transcontinental superhighway started in the 1930s when President Franklin D. Roosevelt expressed interest in the construction of a network of toll superhighways that would provide more jobs for people in need of work during the Great Depression. The resulting legislation was the Federal-Aid Highway Act of 1938, which directed the chief of the Bureau of Public Roads [BPR] to study the feasibility of a six-route toll network.
With America on the verge of joining the war in Europe, the time for a massive highway program had not arrived. At the end of the war, however, the Federal-Aid Highway Act of 1944 funded highway improvements and established major new ground by authorizing and designating, in Section 7, the construction of 40,000 miles of a "National System of Interstate Highways."
When President Dwight D. Eisenhower took office in January 1953, the states had only completed 6,500 miles of the system improvements. Eisenhower had first realized the value of good highways in 1919, when he participated in the U.S. Army's first transcontinental motor convoy from Washington, DC, to San Francisco. Again, during World War II, Eisenhower saw the German advantage that resulted from their autobahn highway network, and he also noted the enhanced mobility of the Allies, on those same highways, when they fought their way into Germany. These experiences significantly shaped Eisenhower's views on highways and their role in national defense. During his State of the Union Address on January 7, 1954, Eisenhower made it clear that he was ready to turn his attention to the nation's highway problems. He considered it important to "protect the vital interest of every citizen in a safe and adequate highway system."
Between 1954 and 1956, there were several failed attempts to pass a national highway bill through Congress. The main controversy over the highway construction was the apportionment of the funding between the federal government and the states. Undaunted, the President renewed his call for a "modern, interstate highway system” in his 1956 State of the Union Address.
Within a few months, after considerable debate and amendment in Congress, the Federal-Aid Highway Act of 1956 emerged from the House-Senate conference committee. In the act, the interstate system was expanded to 41,000 miles. To construct the network, $25 billion was authorized for fiscal years 1957 through 1969. Eisenhower signed the bill into law on June 29th.
Because of the 1956 law, and the subsequent Highway Act of 1958, the pattern of community development in America was fundamentally altered and was henceforth based on the automobile. In urban areas, massive superhighways cut through neighborhoods and destroyed housing, much of it in poorer sections of the city. Elsewhere, the new superhighways followed established railroad routes and so bypassed many small towns and rural merchants. While the construction and routing of the national transportation network evolved in response to community and environmental concerns, the increased mobility Americans enjoyed as a result of the interstate highway system spurred substantial growth in interstate commerce and suburbanization over the next decades.
“Done.”
Telegraph message announcing the completion of the transcontinental railroad, May 10, 1869
The question of "internal improvements" was constantly before Congress in the 19th century: Should Congress assist in improving the country’s transportation system? One such improvement was the dream of constructing a railroad that would cross the entire country. In the 1850s Congress commissioned several topographical surveys across the West to determine the best route for a railroad, but private corporations were reluctant to undertake the task without Federal assistance. In 1862 Congress passed the Pacific Railroad Acts which designated the 32nd parallel as the initial transcontinental route and gave huge grants of lands for rights-of-way.
The legislation authorized two railroad companies, the Union Pacific and the Central Pacific, to construct the lines. Beginning in 1863, the Union Pacific, employing more than 8,000 Irish, German, and Italian immigrants, built west from Omaha, Nebraska; the Central Pacific, whose workforce included over 10,000 Chinese laborers, built eastward from Sacramento, California. Each company faced unprecedented construction problems—mountains, severe weather, and the hostility of Native Americans. On May 10, 1869, in a ceremony at Promontory, Utah, the last rails were laid and the last spike driven. Congress eventually authorized 4 transcontinental railroads and granted 174 million acres of public lands for rights-of-way.
Printable Version
| Building the Transcontinental Railroad | Next | |
| Digital History ID 3147 |
Before the transcontinental railroad was completed, travel overland by stagecoach cost $1,000, took five or six months, and involved crossing rugged mountains and arid desert. The alternatives were to travel by sea around the tip of South America, a distance of 18,000 miles; or to cross the Isthmus of Panama, then travel north by ship to California. Each route took months and was dangerous and expensive. The transcontinental railroad would make it possible to complete the trip in five days at a cost of $150 for a first-class sleeper.
The first spikes were driven in 1863, in the midst of the Civil War. Two companies competed to lay as much track as possible. The Central Pacific built east from Sacramento, Calif., while the Union Pacific built west from Omaha, Neb. The government gave the companies rights of way of 200 feet on each side of the track and financial aid of $16,000 to $48,000 for each mile of track laid.
At first, the Union Pacific, which had flat terrain, raced ahead. The Central Pacific had to run train track through the Sierra Nevada Mountains. Working three shifts around the clock, Chinese immigrants hand drilled holes into which they packed black powder and later nitroglycerine. The progress in the tunnels through the mountains was agonizingly slow, an average of a foot a day.
Stung by the Union Pacific's record of eight miles of track laid in a single day, the Central Pacific concocted a plan to lay 10 miles in a day. Eight Irish tracklayers put down 3,520 rails, while other workers laid 25,800 ties and drove 28,160 spikes in a single day. On May 10, 1869, at Promontory Summit, Utah, a golden spike was hammered into the final tie.
The transcontinental railroad was built in six years almost entirely by hand. Workers drove spikes into mountains, filled the holes with black powder, and blasted through the rock inch by inch. Handcarts moved the drift from cuts to fills. Bridges, including one 700 feet long and 126 feet in the air, had to be constructed to ford streams. Thousands of workers, including Irish and German immigrants, former Union and Confederate soldiers, freed slaves, and especially Chinese immigrants played a part in the construction. Chinese laborers first went to work for the Central Pacific as it began crossing California's Sierra Nevada Mountains in 1865. At one point, 8,000 of the 10,000 men toiling for the Central Pacific were Chinese. At one point, Chinese workers were lowered in hand-woven reed baskets to drill blasting holes in the rock. They placed explosives in each hole, lit the fuses, and were, hopefully, pulled up before the powder was detonated. Explosions, freezing temperatures, and avalanches in the High Sierras killed hundreds. When Chinese workers struck for higher pay, a Central Pacific executive withheld their food supplies until they agreed to go back to work.
An English-Chinese phrase book from 1867 translated the following phrases into Chinese:
Can you get me a good boy? He wants $8 a month? He ought to be satisfied with $6.... Come at 7 every morning. Go home at 8 every night. Light the fire. Sweep the rooms. Wash the clothes. Wash the windows. Sweep the stairs. Trim the lamps. I want to cut his wages.
Many of the railroad's builders viewed the Plains Indians as obstacles to be removed. General William Tecumseh Sherman wrote in 1867: "The more we can kill this year, the less will have to be killed the next year, for the more I see of these Indians the more convinced I am that they all have to be killed or be maintained as a species of paupers."
Construction of the railroad provided many opportunities for financial chicanery, corruption, graft, and bribery. The greatest financial scandal of the 19th century grew out of the railroad's construction. The president of the Union Pacific helped found a construction company, called Credit Mobilier, which allowed investors, including several members of Congress, to grant lucrative construction contracts to themselves, while nearly bankrupting the railroad.
The railroad had profound effects on American life. New phrases entered the American vocabulary such as "time's up," "time's a wasting," and "the train is leaving the station." It also led to the division of the nation into four standard time zones. In addition, the railroads founded many of the towns on the Great Plains on land grants they were awarded by the federal government, and then sold the land to settlers.
The completion of the transcontinental railroad changed the nation. Western agricultural products, coal, and minerals could move freely to the east coast. Just as the Civil War united North and South, the transcontinental railroad united East and West. Passengers and freight could reach the west coast in a matter of days instead of months at one-tenth the cost. Settlers rushed into what was previously considered a desert wasteland. The 1890 Census would declare that the American frontier had disappeared. The railroad was a major cause.
Equally important, the success of the transcontinental railroad encouraged an American faith that with money, determination, and organization anything can be accomplished. The construction of railroad demonstrated the effectiveness of complex military-like organization and assembly-line processes.
Copyright 2021 Digital History