Within the large cities, the routes should be depressed or elevated, with the former preferable. More than two lanes of traffic would be provided where traffic exceeds 2,000 vehicles per day, while access would be limited where entering vehicles would harm the freedom of movement of the main stream of traffic. The interregional highways would follow existing roads wherever possible (thereby preserving the investment in earlier stages of improvement). Part II, "A Master Plan for Free Highway Development," recommended a 43,000-kilometer (km) nontoll interregional highway network. Some routes could be self-supporting as toll roads, but most highways in a national toll network would not. Part I of the report asserted that the amount of transcontinental traffic was insufficient to support a network of toll superhighways. The resultant two-part report, Toll Roads and Free Roads, was based on the statewide highway planning surveys and analysis. The Federal-Aid Highway Act of 1938 directed the chief of the Bureau of Public Roads (BPR) to study the feasibility of a six route toll network. Congress, too, decided to explore the concept. He thought three east-west and three north south routes would be sufficient. Roosevelt repeatedly expressed interest in construction of a network of toll superhighways as a way of providing more jobs for people out of work. It even reached the White House, where President Franklin D. 22, 1955 By the late 1930s, the pressure for construction of transcontinental superhighways was building. Without them, we would be a mere alliance of many separate parts." "Together, the united forces of our communication and transportation systems are dynamic elements in the very name we bear - United States. (This statistic is from traffic counts in 1994.) An average of 196,425 vehicles per day roll over this section of the Capital Beltway, shown in the mid-1960s.
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