I-66 HIGHWAY GROUP WILL PUSH FOR DESIGN STUDY

ST. LOUIS - Proponents of a proposed interstate highway that would span the United States have agreed to make an all-out push in Congress next year to win approval of funding for a design and build study.

Participants in I-66 Project, Inc., an organization formed in 1990 to promote construction of an east-west interstate highway that would be located somewhere between Interstates 70 and 40, held their second national meeting in St. Louis Wednesday to lay the groundwork for next year's push.

The group also agreed that a second priority next year will be to get legislation passed that will specify exactly where the route of the interstate would run if it were built. At the present time, the only route-specific language included in any highway bills related to I-66 is through most of Kentucky and a part of West Virginia.

Walt Wildman, executive director of the Cape Girardeau RCGA which initiated the I-66 concept, and co-director of I-66 Project, Inc., stressed the importance Wednesday of having a specific route so the next feasibility study can focus on a certain area.

Joseph W. Guyton of Kansas City, who is with the Howard Needles Tammen and Bergendoff engineering firm, reported on the status of a preliminary feasibility study that has been under way for about a year and will be completed next month.

Guyton said his company's study included an area that runs up to 3,000 miles in length and has a width of up to 350 miles. In his report to the group Wednesday, Guyton outlined four different general routes that depended on the technology that would be used and the type of highway. In this area, his routes ranged from running through the Cape Girardeau area, to as far north as between St. Louis and Kansas City, and as far south as running across northern Arkansas.

In the new federal highway bill that was approved by Congress in 1993, I-66 was listed as one of 21 high priority routes.

Wildman told the group this is encouraging news, but maintained supporters of I-66 needed to build a stronger grassroots organization and target an all-out push next April.

"Basically we have a solid grassroots corridor group going, but we need to build on that and make some decisions so we are ready next year," said Wildman. "We have a lot of work to do. The feasibility study that is being finished will tell us the kind of highway we are dealing with."

The current study will be presented to a steering committee, representing state highway departments in 11 states along the route. Dan Mayhew, representing the Missouri Highway and Transportation Dept., said the committee plans to get together in January to review the final report before it is submitted to Congress.

Wednesday's meeting was attended by about 30 supporters of I-66, and representation came from five states and more than a dozen cities.

During the business session of the meeting, members approved an organizational structure calling for a board of directors that will include up to 25 members from different areas along the route. An executive committee will be chosen from that group to oversee day-to-day operations.

The group also approved a budget for next year of $250,000, which would be raised from 11 regional groups along the route that will be represented on the board.

The route will likely run from Norfolk, Va. to somewhere in California, though at this point Wildman said they have been unable to develop a core of support in that state. He stressed that would be a priority of the executive committee.

Lonnie Haefner of St. Louis, a consultant who drafted the first economic impact study of I-66 for the group several years ago, agreed that the time had come to seek route specific legislation. He also pointed out that the chances of getting funding for construction of the interstate will be enhanced by the $350 billion economic return that is projected from a completed I-66.

Ernie Beussink, who is secretary\treasurer of I-66 Project, Inc., reported that the organization had nearly $2,500 in its bank account, but had a debt of around $30,000 to the RCGA for expenses it had covered.

Several of those in attendance agreed that fundraising will be enhanced by organizing a strong board of directors to oversee both fundraising and communications.

Wildman said interest in I-66 was high. "I have a whole list of people all over the country who are excited about this project, but could not be here today," said Wildman. He noted that chamber and city officials from some smaller towns along the proposed route had called to express their support, but indicated they did not have available funds to cover costs of the trip to St. Louis for the meeting.

In his update on the feasibility study, Guyton said his firm was attempting to provide a "broad brush technical analysis" of types of highways that could be constructed, along with some potential corridors to match those highways. But Guyton stressed the time to look at specific routes would come later.

Guyton said he was reviewing four possible alternatives, offering a wide range of technology. Guyton said it is likely that some of the technological possibilities might not be feasible when the highway is constructed, so it could be necessary to build the highways with that future technology in mind.

The first option being studied is a highway much like today's interstates, that would be four lanes and be constructed for extra heavy trucks. It could be adapted to meet future developments for intelligent vehicle highway systems. He estimated the cost would be about $18 billion.

A second option, which would include a railroad running along the right of way of the first option, would cost about $32 billion but provide upgraded conventional rail using "tilt train technology." The rail would be built to handle passenger trains going up to 135 mph and freight trains up to 90 mph.

The third option is a super highway, which would have up to eight lanes and initially be capable of handling vehicles at 65 mph. However, using instruments, vehicles could be drive up to 150 mph on the highways. This option, which would cost about $53 billion, includes separate truck and car lanes and is capable of handling longer and heavier than normal trucks.

He noted that some of the technology for this option has not yet been completely developed.

A final option is a very high speed fixed guideway that would provide high speed rail with magnetic levitation technology. Passenger trains could run up to 300 mph using this method, which would cost between $50 billion and $75 billion.

Guyton said he anticipates the most logical option will be building the superhighway and truckway, as outlined in his third option.

Haefner warned that in discussing new technology, it is important to keep in mind it would have to be phased in over a number of years.

"You just can't go from zero to Buck Rodgers in the first 15 years," said Haefner.