Page:America's Highways 1776–1976.djvu/477

 A modified version of the Gore bill was passed by the Senate on May 25, 1955, providing $7.75 billion for the Interstate System program, spread over the 5 fiscal years 1957–61, with the Federal share of costs to be 90 percent. Numerous other significant provisions were included in the bill with respect to the Interstate program. There were no provisions for the revenue required.

In the House of Representatives consideration was given to the Administration bill, the Senate-passed bill, and a bill proposed by Representative George H. Fallon. For the Interstate System, Fallon’s bill offered $24 billion over the 12 years 1957–68, a 90-percent Federal share of costs, and apportionment among the States in the ratio of the estimated cost of completing the System in each State to the total cost of completion in all the States. The bill proposed increases in Federal motor-fuel and rubber taxes to provide needed revenue.

A modified Fallon bill came before the House in the last days of the session but was defeated. The Administration bill also was defeated. With adjournment of the 1st session of the 84th Congress, the Gore bill, passed by the Senate, remained alive but dormant for the rest of 1955.

The failure of Congress to enact legislation came as a shock to many. There had been almost universal testimony supporting an expanded highway program. One major difficulty, perhaps, was the diversity of proposals, each vigorously supported or opposed. Questions of toll financing, credit financing, and current-revenue financing were hotly argued. Almost every highway beneficiary group expressed willingness to pay its fair share of the cost—according to its own method of calculation. Some groups objected to any tax increases. There was one further possible reason why legislation was not enacted in 1955. The public, still relatively uninformed on the issues, had yet to raise a concerted voice.

Congress returned to the problem early in 1956. User groups seemed more amenable to compromise; the public was better informed, aroused, and strong for action. The Federal corporation and the bond financing plan were dead issues, and the Administration endorsed the pay-as-you-go principle.

In this receptive atmosphere the House Roads Subcommittee and the House Ways and Means Committee separately undertook to develop the program features and the finance provisions for Federal-aid highway legislation. Many provisions of the 1955 bills were adopted. A joint committee bill was approved by the House on April 27, 1956.

Shortly thereafter the Senate Public Works Committee replaced the program features of the House bill with a modified version of the 1955 Gore bill; and the Senate Finance Committee modified the House bill’s finance provisions. The revised bill was approved by the Senate, with some amendments, on May 29.

Senate-House conferees developed a compromise bill on June 25 and on the next day both the Senate and the House approved it by overwhelming votes. On June 29, 1956, President Eisenhower signed the bill into law.

This portion of I-91 near Fairlee, Vt., is located on independent alinements to preserve the natural terrain characteristics and the beauty of the area. 471