Page:America's Highways 1776–1976.djvu/534

 The Selegua Canyon in northern Guatemala as it was in 1959 depicts the rough terrain along the Inter-American Highway.

Impressed with the progress being made on the highway and the cooperative attitude of the participating countries, Congress in the early 1950’s authorized expenditures aggregating $64 million in the Public Roads Federal Highway Acts of 1950, 1952, and 1954. Of this total amount, however, there still remained unappropriated at the beginning of the 84th Congress in 1955 the sum of $49.3 million.

The most dramatic progress in financing the highway began after President Eisenhower’s message to Congress in 1955 urging the early completion of the highway. Congress promptly and overwhelmingly passed the legislation requested by the President and proposed that the highway be finished within 3 years. To this end, the Appropriation Act of June 30, 1955 (69 Stat 233) appropriated $25.3 million, a special act of July 1, 1955 (69 Stat 244) appropriated $24 million previously authorized and an additional $25.7 million, and an act of August 4, 1955 (69 Stat 452) appropriated an additional $37.7 million.

Regular appropriations continued during subsequent years, permitting construction to progress in each country with the final gaps of an all-weather road being completed in Guatemala and Costa Rica at about the same time in 1963. The final paving of the highway was not completed until late 1973 when the difficult mountain section was finally surfaced.

Formal dedication of the Inter-American Highway took place in the form of a motorcade from Panama to Mexico City in April 1963. This motorcade of three buses carried the leading officials from practically every country in the Western Hemisphere. Formal dedication ceremonies were held at each border crossing with Presidents of the neighboring countries often attending. Receptions were held at major cities and enthusiastic greetings were given the travelers throughout the trip.

A current road map of the Central American Republics reveals the significant role of the Inter-American Highway in the overall socio-economic and highway transportation development within each Republic. Generally located in the more heavily populated areas of the western or Pacific side of the isthmus, the Inter-American Highway, as a main artery, serves to intensify the development in such areas, provides a base for many feeder roads to virtually isolated communities, and in some instances, opens up riches in the interior and eastern sections of these countries. Initially, the opening of certain sections of an early pioneer road were strongly resisted by many farmers who looked upon the road engineers and the small construction crews as invaders. Soon, however, they recognized the benefits that the highway was bringing to them—a ready access to markets, a means for more frequent visits with relatives in the city, and a virtual end to their isolation. 528