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The Interstates and the Cities: The U.S. Department of Transportation and the Freeway Revolt, 1966–1973

Part of: JPH 30th Anniversary Most Cited

Published online by Cambridge University Press:  27 April 2009

Raymond A. Mohl
Raymond A. Mohl
Affiliation:
University of Alabama at Birmingham
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When construction began on the urban expressways of the new Interstate Highway System in the late 1950s, homes, businesses, schools, and churches began to fall before bulldozers and wrecking crews. Entire neighborhoods, as well as parks, historic districts, and environmentally sensitive areas, were slated for demolition to make way for new expressways. Highway builders leveled central city areas where few people had cars so that automobile owners from other places could drive to and through the city on the big, new roads. As one analyst of postwar America put it: “The desire of the car owner to take his car wherever he went no matter what the social cost drove the Interstate Highway System, with all the force and lethal effect of a dagger, into the heart of the American city.” In response, citizen activists in many cities challenged the routing decisions made by state and federal highway engineers. This Freeway Revolt found its first expression in San Francisco in the late 1950s, and eventually spread across urban America. By the late 1960s, freeway fighters began to win a few battles, as some urban expressways were postponed, cancelled, or shift ed to alternative route corridors.

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Articles
Information
Journal of Policy History , Volume 20 , Issue 2 , April 2008 , pp. 193 - 226
Copyright
Copyright © The Pennsylvania State University, University Park, PA. 2008

References

Notes

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40. Greenwood interview with Mertz, pp. 77–79, at p. 79; Marty Loken, “Braman Tells of Battling Roadbuilders,” Seattle Times, 26 November 1970; “Highway Expediency Stirs Braman's Wrath,” Seattle Post-Intelligencer, 23 October 1970; “fhwa Chief Rips Proposal to ‘Rob’ Highway Trust Fund,” Transport Topics (7 June 1971): 7; Albert R. Karr, “The Highway Lobby Aims to Prove There Is No Highway Lobby,” Wall Street Journal, 17 February 1972; Seely, “Francis C. Turner,” 10; David E. Rosenbaum, “Lobbyists Powerful in Road Fund Battle,” New York Times, 24 October 1972.

41. Sugrue, Thomas J., “All Politics Is Local: The Persistence of Localism in Twentieth-Century America,” in The Democratic Experiment: New Directions in American Political History, ed. Jacobs, Meg, Novak, William J., and Zelizer, Julian E. (Princeton, 2003), 301–326, at p. 302Google Scholar. For “complex federalism” as it applied to highway policy in one state, see Fein, Michael R., Paving the Way: New York Road Building and the American State, 1880–1956 (Lawrence, Kans., 2008)Google Scholar. See also Califano, Presidential Nation, 24–29; Altshuler, Alan A. and Curry, Robert W., “The Changing Environment of Urban Development Policy—Shared Power or Shared Impotence?” Urban Law Annual 10 (1975), 3–41Google Scholar; Heclo, Hugh, “The Sixties' False Dawn: Awakenings, Movements, and Postmodern Policymaking,” Journal of Policy History 8, no. 1 (1996): 34–63Google Scholar; Milkis, Sidney M., “Remaking Government Institutions in the 1970s: Participatory Democracy and the Triumph of Administrative Politics,” Journal of Policy History 10, no. 1 (1998): 51–74Google Scholar; Rose, “Reframing American Highway Politics.”