INTERSTATE HIGHWAYS LINK AREA

WALKING ALONG JUST-COMPLETED HIGHWAY: Persons arriving late for the dedication of Interstate-55 in August 1972 had to walk as far as one and a half miles along the just-completed highway near Perryville. These unidentified women carry an umbrella to shade themselves from the sun. (SOUTHEAST MISSOURIAN)

CELEBRATING THE COMPLETION OF INTERSTATE-55: Above, Gov. Warren Hearnes cuts the ribbon opening Interstate-55 Aug. 30, 1972. Helping him are Rep. Vernon Bruckerhoff, R-St. Marys, Chief Missouri Highway Engineer Robert N. Hunter; Highway Commissioner A.C. Riley; Highway Commission Chairman Jack Stapleton; and Highway Commissioner William R. Logan. At left, construction is under way on Interstate-55. (SOUTHEAST MISSOURIAN)

Al Spradling Jr. remembers well the start of the interstate highway system in the United States. It was in the late 1950s and Spradling, as a member of the Missouri Senate, was handling priority legislation to construct toll roads in the state.

People were concerned about improving routes between Memphis and St. Louis and from St. Louis to Kansas City. Toll roads appeared to be the most practical solution at the time.

"Everybody was talking about toll roads. It appeared to be the only way to get four-lane highways," said Spradling. His bill, supported by then Gov. Jim Blair, called for toll roads in Missouri running from Southeast Missouri to Kansas City, running through Jefferson City; and one from the Arkansas line to St. Louis.

But the Eisenhower administration proposed the idea of a national interstate highway system, which Blair heard about while attending a conference. "When that came along, Gov. Blair got hold of me and said to stop everything, and said `we might have a solution to this ... the interstate idea called a screeching halt to the toll roads."

Spradling said interstate highways were not only seen as a way of increasing speed between cities, but equally important was the safety factor.

"We in the Bootheel were really fascinated about the idea of an interstate to St. Louis," said Spradling. "There were a tremendous number of deaths on the highway between Cape and St. Louis; one of the great bottlenecks was at Old Appleton. There were so many deaths in that area and so many accidents. In slick weather, that was a death trap - between Perryville and Fruitland we just had death traps."

The priority for interstate development in Missouri was for I-70 between St. Louis and Kansas City because much of the right of way had been purchased and part of the old road was already four lane. But to build I-55, nearly all of the right of way had to be acquired and only rarely was existing highway used.

The contract for the first section of I-55 pavement was awarded on April 21, 1961, and Gov. John Dalton dedicated the first section of the highway that was opened on Sept. 8, 1963. That opened a 15-and-a-half-mile stretch from Fruitland to Scott City. On July 12, 1972, the final gap of concrete was poured on I-55 between Scott City and St. Louis, just north of the Route FF overpass east of Fruitland.

The final pour of pavement ended 11 years and three months of construction between St. Louis and Scott City.

For several years, motorists had to battle old Highway 61 when going to St. Louis, finding a welcome relief in Festus where I-55 had been completed. On Nov. 18, 1971, a 34-mile stretch from Brewer to Festus was open, leaving just 29 miles to complete before having a direct link to St. Louis.

After the final pour in July of 1972, plans were made for a dedication and ribbon cutting near Perryville. The full highway from St. Louis to Cape Girardeau was open at a huge ceremony on Aug. 30. More than 1,500 people turned out for the dedication and cars parked over a mile in each direction.

The crush of people and cars was so heavy that Gov. Warren Hearnes had to be brought to the speaker's platform by helicopter. Hearnes, who was winding up eight years as governor, said the highway would link urban and rural areas and increase understanding between the areas.

"Our traditional urban-rural divisions stand as an obstacle in the path of greatness," Hearnes told the crowd. He suggested the highway would help stimulate cooperation.

"We must stand together and work together, recognizing each other's needs and desires, if we are to make Missouri the kind of state it should be," Hearnes said.

But the political celebrity of the day was Sen. Thomas Eagleton, who only weeks before had been dumped by George McGovern as his vice presidential running mate. This was Eagleton's first appearance in the area after the incident and he was warmly greeted by the crowd.

Both Eagleton and Highway Commission Chairman Jack Stapleton, a resident of Stanberry in northwest Missouri, praised Hearnes for his efforts toward completion of I-55. Stapleton said Hearnes had funds for the construction of I-35 and I-29 in northwest Missouri shifted toward Southeast Missouri so the highway could be completed faster.

Eagleton said Hearnes would be remembered for many things as governor, "but he will be especially remembered for his work in developing the transportation system of Missouri."

Spradling was another dignitary participating in the ceremonies. "That was one of the greatest celebrations you would ever want to see. Dignitaries came from all over because everyone was anxious to get it open," recalled the former senator.

Another significant event that was a forerunner to the interstate highways in Missouri, was state takeover of the old farm-to-market roads from counties. Most of the roads were gravel and the state took over many of the roads and paved them. Roads taken over under this program became state routes identified by letters.

"Cape County was fortunate because we had good road districts and maintained the roads well," said Spradling. "But in some of the adjoining counties, it was just terrible."

In Cape County, the late Dennis Scivally and George Penzel oversaw work of the Cape Special Road District.

"George Penzel and Dennis Scivally were pioneers in bringing farm to market roads up to date. They were models for the whole state," said Spradling.

Development of Cape Rock Drive was a project of Cape Special Road District, and was turned into a scenic, hard surfaced road. "Cape Rock Drive was your Sunday afternoon drive in the late 1940s," noted Spradling.

The lifelong Cape resident also remembers watching the construction of Highway 61 between Cape and Jackson in the late 1920s and early 30s. "When I was a kid I remember the building of that road because R.B. Potashnick had teams of mules out there. That's why it is so hilly now; they didn't blast much and just followed the contour," said Spradling.

"They worked seven days a week. On a Sunday drive we would go watch the mules work."

Overall, Spradling believes Cape County has been a pioneer in building and maintaining quality roads. "Outside of St. Louis and Kansas City, Cape really led the rest of the state in the development of our highway system," he observed.