Page:America's Highways 1776–1976.djvu/312



While the 1956 Act ushered in a new era in highway transportation with major emphasis on completing the Interstate System, its effect was but little less on the problems of the urban areas. Funds had been available, even if in relatively small amounts, for expenditure only in urban areas since 1944. Many State highway departments had engaged in the urban transportation studies with the cooperation of the cities. But the States were few indeed that had accepted the role they ultimately must in working with the cities to aid in solving their transportation problems. While many States sought the cities’ advice and cooperation in connection with programs in urban areas, their concern generally (and quite naturally) was more with getting the highway through the city in an acceptable manner than in contributing to a solution of the city’s internal transportation problems. For the next decade the problems of the States in carrying on the Federal-aid program in urban areas were far more severe in the areas of organization and administration than in the technical or even financial areas. But if the States were not prepared to work together with the cities, the cities were no better prepared to join with the States in a full, cooperative manner.

Early in 1957, sensing well the problems that would arise, Pyke Johnson, President of the Automotive Safety Foundation, following the role it often played of getting people with common interests together, arranged to meet with the Executive Secretary of the American Association of State Highway Officials, Alfred E. Johnson, and Patrick Healy, Executive Director of the American Municipal Association, in the Office of the Commissioner of Public Roads, C. D. Curtiss. In short order it was agreed that a top-level committee, seven from each association, would be formed to explore the State-city problems and to act as a catalyst in working toward solutions. Confirming their representatives’ action, AASHO named its President, its Executive Secretary, the Director of Planning of the Bureau of Public Roads and four other key chief administrative officers. The AMA named its President and six other top mayors or city engineers to the committee, known as the AMA–AASHO Committee on Highways. Public Roads provided the committee secretary.

The Grand Avenue Overpass makes a graceful split to avoid the Albuquerque Convention Center and, at the same time, provides space for off-street parking.

The gap between the two groups at the first meeting was clearly evident, although a good rapport was established. One incident illustrates the differences. The AMA group asked the AASHO representatives