In lieu of an abstract, here is a brief excerpt of the content:

193 Notes CHAPTER 1: REBUILDING AMERICA: EXPRESS HIGHWAYS AND VISIONS OF REFORM, 1890–1941 1. “The Magic City of Progress,” The American City 54 (July, 1939): 41; New York Times, April 6, May 17, 19, 1939. 2. U.S. Department of Commerce, BPR Highway Statistics: Summary to 1955 (Washington, DC: U.S. Government Printing Office, 1957), 18–19, 25, 28; James J. Flink, The Car Culture (Cambridge, MA: MIT Press, 1975), 18, 142, 147, 152–154; Robert S. Lynd and Helen M. Lynd, Middletown: A Study in American Culture (New York: Harcourt, Brace, 1929), 258–259; U.S. Department of Commerce, Bureau of the Census, Thirteenth Census of the United States, 1910, Vol. 8 (Washington, DC: U.S. Government Printing Office, 1913), 45; U.S. Department of Commerce; Bureau of the Census, Biennial Census of Manufactures, 1925 (Washington, DC: U.S. Government Printing Office, 1928), 24. 3. Flink, The Car Culture, 32–33, 35–36, 38; C.W. Atterbury, “The Commercial Car as a Necessity,” Harper’s Weekly 51 (December 28, 1907), 1925, as quoted in ibid., 40; Glen E. Holt, “The Changing Perception of Urban Pathology: An Essay on the Development of Mass Transit in the United States,” in Kenneth T. Jackson and Stanley K. Schultz, eds., Cities in American History (New York: Alfred A. Knopf, 1972), 329–330, 332, 337; Henry James Carman, The Street Surface Railway Franchises of New York City (Columbia University Studies in History, Economics and Public Law, Vol. 88: New York, 1919), 29–30, as quoted in ibid., 329. See also Flink, “Mass Automobility : An Urban Reform That Backfired,” paper presented at the Missouri Valley History Conference, Omaha, Nebraska, March 6, 1975, 3–4. 4. Flink, The Car Culture, 150; John C. Burnham, “The Gasoline Tax and the Automobile Revolution,” Mississippi Valley Historical Review 98 (December 1961): 435, 442, 447–448, 456; BPR, Highway Statistics: Summary to 1955, 12–13; National Highway Users Conference, Dedication of Special Highway Revenues to Highway Purposes: An Analysis of the Desirability of Protecting Highway Revenues through Amendments to State Constitutions (Washington, DC: National Highway Users Conference, 1941), 5. For additional evidence of road user support for the principle of gasoline taxation, see National Highway Users 194 Notes to Pages 4–5 Conference (NHUC), Highway Taxation, Finance and Administration: An Outline of Policies (Washington, DC: National Highway Users Conference, 1938), 7–9. 5. BPR, Highway Statistics: Summary to 1955, 62–63, 68, 78; Flink, The Car Culture , 141; John B. Rae, The Road and the Car in American Life (Cambridge, MA: MIT Press, 1971), 68, 71–72, 79–83; U.S. Congress House Committee on Roads, Toll Roads and Free Roads, House Document No. 272, 76th Congress, 1st Session, 1939, 93, 95, 97, 104, 107–108, 110–111, 114, 197 (cited hereafter as Toll Roads and Free Roads); Henry A. Wallace, Secretary of Agriculture, to the President, February 13, 1939, OF 129, Franklin D. Roosevelt Library, Hyde Park, New York; Spencer Miller, Jr., “History of the Modern Highway in the United States,” in Jean Labatut and William J. Lane, eds., Highways in Our National Life: A Symposium (Princeton: Princeton University Press, 1950), 109–110; Richard O. Davies, The Age of Asphalt: The Automobile, the Freeway, and the Condition of Metropolitan America (Philadelphia: Lippincott, 1975), 3. In Toll Roads and Free Roads, Thomas H. MacDonald projected a 26,700-mile expressway network, while the 1939 Report of the bureau called for a system no greater than 30,000 miles. One of MacDonald’s deputies, Harold E. Hilts, calculated 29,330.7 miles; another, Herbert S. Fairbank, advertised a 28,000-mile system. Compare Toll Roads and Free Roads, 108; Report of the Chief of the Bureau of Public Roads, 1939, in Record Group 46, Senate, Records of the Committee on Post Offices and Post Roads, Doc. 132, 1940, National Archives, Washington, DC (cited hereafter as Senate, Records of the Committee on Post Offices and Post Roads); Fairbank, “Interregional Highways Indicated by State-Wide Highway Planning Surveys,” Roads and Streets 83 January, 1940): 37; Hilts, “Planning the Interregional System,” Public Roads 22 (June, 1941): 94. For summaries of significant road-building plans and preliminary expressway development, see Roy Lubove, Twentieth Century Pittsburgh: Government, Business, and Environmental Change (New York: Wiley, 1969), 103–105; “A Prescription for Saving Downtown Cincinnati,” National Real Estate Journal 41 (March, 1941): 16–18; Committee on Elevated Highways, American Road Builders’ Association, “Report of Committee on Elevated Highways,” Proceedings of the Thirty-sixth Annual Convention of the...

Share