Page:America's Highways 1776–1976.djvu/531

 Guatemala constructed this 300-foot bridge over the Tamazulapa River as its first project on the Inter-American Highway.

At the same time, Public Roads was also working with the military on the transisthmus highway, also known as the Boyd-Roosevelt Highway. Work on this project began in 1940, but due to heavy rains and other problems, work did not proceed rapidly. With the Japanese attack on Pearl Harbor, work began on a 20-hour day basis, and by April 1942, a battalion of field artillery was able to move from the Pacific side of the isthmus to the Atlantic side in 3 hours in contrast to the previous 24 hours required by other modes.

Meanwhile, because of the possibility of attacks on the sea routes to Panama, Congress, on December 26, 1941, authorized expenditure of $20 million for construction (55 Stat 196). One-third of the construction cost was to be contributed by the Central American countries and Panama. This established the pattern for ⅔–⅓ matching formula which, in general, has been followed ever since. However, Panama, desiring that the road there be built in its entirety with a concrete surface, agreed to contribute the total difference between what would otherwise have been its matching share and the amount necessary to complete the road at the higher cost of the concrete.

First priority in speeding up the construction of missing sections was assigned to completion of the work in Costa Rica. Recognizing the difficulties and cost of construction in the rugged Costa Rica mountain country, Congress appropriated an additional amount of $12 million without matching requirements (55 Stat 540). As a result of military studies and events in early 1942, the Secretary of War, on June 6, 1942, authorized the Army Corps of Engineers to initiate necessary surveys and preconstruction work to complete the highway to military needs. Soon after, the Secretary authorized construction to proceed with military funds. The work by the Corps was to be undertaken in cooperation with Public Roads and the respective countries. To complete the project in the shortest possible time, standards were drastically reduced.

In late September 1943, because of changing priorities, the Army Chief of Engineers received orders to begin demobilization of their activities on the highway.

Prior to the commencement of the War Department project, the local governments and Public Roads had completed 696 miles of all-weather road through the Central American Republics south of Mexico. This left 864 miles to be constructed or completed. Of this, approximately 460 miles was to be new construction and 404 miles was to be widening and improving already existing dry-weather roads. When the U.S. Army project was terminated in 1943, about 58 percent of the project was completed at a cost of approximately $36 million, and of the total 864 miles, approximately 600 miles were passable. Work continued on projects in the respective countries until 1951 when appropriations were expended.

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