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oi me umwu allies will haVe to pay for this [program, through taxes, aboutj $38 billion as the Federal Ooviernas
ment’s share and $13 billiop the States’ share. This program does not include, of course,I the many miles of state and county
roads and city streets whlchj will be built during the period Without
any so-called Federal “sjld"an estimated additional $52 j billion worth across the Natloii The Highway Act of 1956 plj up to present-day traffic er erlng standards the 40,000 of the National System of state-Hlghways—through routes which were designated, 10 ypars ago (except for 2,300 miles which were designated In 1955 arp in the vicinity of large citles)j.
The basic Interstate system links 209 of the 232 cities In j the United States having a population of 50,000 or more. Under! the 1956 bill, Federal taxes will provide 90 per cent of the funds to make these roads adequate to handle the traffic expected to travel them as far In the future as 1974. State taxes will provide the other 10 per cent. Less than
a quarter of the mileage In I the system meets modem traffic standards, according to Federal road engineers.
In contrast to the 90-10 split on the financing of these major roads, the Federal-State sh» /(will be 50-50 on other the Federal aid program.
Because the National Sysjt of Highways, for lack of the tremendous amounts of money! required, remained largely a blueprint for many years, few highway users realized there was any special status for certain roads. In our area, for example, few of us knew they were plans on j the
shelf to build superhighways along the general routes of D8.
11 in the Valley, UJS. 60 wesjt of
U.S. 250 east of
and State route 55 Lexington; Staunton east of Strasburg.
!
70.7%