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United States Department of the InteriorNational Park Service

Lincoln Highway

Lincoln HighwaySpecial Resource Study / Environmental Assessment

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1. Dodge Street circa 1930 (Nebraska)Dodge Street in Omaha attracted the Lincoln Highway in 1913 and numerous highway improvement projects such as this1930s-era road widening and grade separation.

2. Lisbon (Ohio)The early Lincoln Highway was the 'Main Street of America' bringing a sense of identity and connectivity to the small down-towns it passed through. Towns like Lisbon, Ohio, readily changed the name of their main street to 'Lincoln Way.'

3. Hotel Joliet (Illinois)Widely advertised by motor guides and postcards, the Hotel Joliet benefited from its central location relative to four majortrunk routes that came to intersect in Joliet, Illinois; the Lincoln Highway (U.S. 30), U.S. 66, U.S. 52 and U.S. 6.

4. Wooster Motel (Ohio)The Wooster Motel was one of many Lincoln Highway cabin courts that emerged on the new, lucrative commercial strip atthe edge of town. This was a considerably less formal setting catering to a growing number of road-weary middle class travel-ers looking to avoid the pomp, social scrutiny and expense of better apportioned hotels downtown.

5. Lincoln Highway Bridge (Iowa / Illinois)Built in 1891, the Fulton and Lyons Bridge across the Mississippi River was one of the more significant pieces of infrastructureinherited by the Lincoln Highway.

6. Toll Gate Rock (Wyoming)Westward Lincoln Highway motorists charted their progress using familiar landmarks, such as Toll Gate Rock along the GreenRiver in Wyoming.

7. Turtle Creek (Pennsylvania)The importance of clearly visible highway markings and all-weather paving are apparent in this c. 1920 view of the LincolnHighway near Turtle Creek, Pennsylvania.

8. Ferry Building (California)In the early days, both ends of the early Lincoln Highway were supported by ferries. The Weehawken Ferry carried LincolnHighway travelers across the Hudson River from 42nd Street in New York City, and the San Francisco Bay ferries broughtLincoln Highway travelers to the Ferry Building at the foot of Market Street for the last leg of the westbound trip to the PacificOcean.

Cover Illustrations Key

Lincoln Highway

Special Resource StudyEnvironmental Assessment

National Park ServiceU.S. Department of the Interior

May 2004

EXECUTIVE SUMMARY

In December of 2000, Congress directed the National Park Service (NPS) to evaluate the significance ofthe Lincoln Highway and develop alternatives for preserving, interpreting, and using its remaining fea-tures (Public Law 106-563, shown in this study as Appendix A). In response, the NPS Midwest Regional

Office assembled an interdisciplinary team and began this Special Resource Study (SRS). Throughout thecourse of this project, the public was kept informed through mailings, newsletters, a website, and a seriesof public meetings across the country.

This Special Resource Study assesses whether a resource should be added to the national park system. Theprocess for making this determination involves four steps:

Determining if the resource(s) is/are nationally significant; Assessing the suitability of the resource(s) for inclusion; Establishing that its inclusion would be feasible, and Determining if there is a need for NPS management.

NPS Management Policies 2001 (Section 1.3.1) states that a resource will be considered nationally signifi-cant if, after study by NPS professionals in consultation with subject matter experts, scholars, and scien-tists, the resource meets the following criteria:

It is an outstanding example of a particular type of resource, It possesses exceptional value or quality in illustrating or interpreting the natural or cultural themesof our nation s heritage (this criterion is evaluated by applying the national historic landmarks (NHL)process),

It offers superlative opportunities for public enjoyment or for scientific study, and It retains a high degree of integrity as a true, accurate, and relatively unspoiled example of aresource.

This study concluded that the Lincoln Highway s significance is reflected in three of these four criteria. It isan outstanding example of a particular type of resource; it possesses exceptional value or quality in illus-trating or interpreting the natural or cultural themes of our nation s heritage; and it offers superlativeopportunities for public enjoyment or for scientific study. However, because a variety of road and roadsideresources contribute to the significance of the Lincoln Highway, it would be important for a wide crosssection of those resources to be present throughout the corridor, nationally, at a density that wouldapproximate the highway s appearance during its period of significance in order for the entire highway toretain integrity. Unfortunately, there are large stretches of this corridor that retain only one or two fea-tures to remind today s travelers of the history of the road. Along many stretches, there are no such fea-tures.

As a whole, the Lincoln Highway does not retain a high degree of integrity as a true, accurate, and rela-tively unspoiled example of a resource. Because of this, the study team concluded that the highway doesnot meet all of the significance criteria for inclusion in the national park system. Therefore, neither analy-sis of the suitability and feasibility of managing the Lincoln Highway as a unit of the system nor an assess-ment of whether or not direct NPS management would be necessary is included in this study.

Four management alternatives that do not involve inclusion in the National Park System are described inthis study. As required by the National Environmental Policy Act (NEPA), one of these alternatives involvesno new action.

Under the first alternative, the preferred alternative, either a new nonprofit organization would be estab-lished or an existing organization would be enhanced in order to coordinate a program to commemo-rate, preserve, and interpret the Lincoln Highway. The National Park Service would offer financial andtechnical support to this organization. The program would include comprehensive planning, certified

Lincoln Highway Special Resource Study and Environmental Assessment iii

interpretive sites (or CISs ), uniform signs, an information clearinghouse, and the development of a web-site offering personalized travel itineraries. A matching grant program prioritizing preservation effortswould also be part of the program.

In addition to providing financial and technical support, the role of the National Park Service in the pro-gram would involve encouraging the inclusion of Lincoln Highway resources in existing federal programsthat influence the preservation and interpretation of historic roads. This alternative is also the environmen-tally-preferred alternative.

Under the second alternative, a series of discovery hubs and certified interpretive sites that would intro-duce visitors to the Lincoln Highway would be developed by encouraging state-based programming andlocal interpretive efforts. The National Park Service would provide a set amount of matching funds perstate for the establishment of hubs to be located in an existing highway resource. Certified interpretivesites would be identified throughout each state. Personalized travel itineraries would be available to thegeneral public through a website. This alternative would have an impact at state hubs (a minimum of onehub in each Lincoln Highway state), at CISs and, potentially, along the entire route due to personalizeditineraries.

Under the third alternative, a collection of locally initiated coalitions would be developed. These coalitionswould consist of multiple segments of the Lincoln Highway and associated resources. Although therewould be at least one coalition per region, together, the coalitions would make up one national heritagecorridor. Within each segment of the corridor, local groups (such as businesses, nonprofit organizations, orunits of local government) would take actions to protect, preserve, and promote the role that segmentplayed in the national Lincoln Highway story. Each segment would pursue an action agenda developed aspart of the national management plan for the heritage highway as a whole.

Existing means of protecting historic roads are discussed in this document to provide some context for theproposed management alternatives. The largest federal investment in protecting historic roads for publicenjoyment to date comes for the U.S. Department of Transportation (U.S. DOT). The U.S. DOT, togetherwith the state departments of transportation for each of the fourteen Lincoln Highway states, managestwo programs that have provided some funding to preserve resources of the highway the NationalScenic Byway Program and the Transportation Enhancements program. Lincoln Highway resources havebenefited from $6.5 million of funding from these programs over the past ten years. The new manage-ment alternatives described above would range in cost from $6.6 to $9.3 million over ten years, for atotal of $12.4 to $15 million over ten years when this DOT funding is taken into account.

The Environmental Assessment for this study was based on assumptions of projects that could reasonablybe expected to be implemented under each alternative. Because this study considers the best ways, on aprogrammatic, conceptual level, to commemorate, preserve, and interpret the Lincoln Highway nation-wide, it does not propose specific actions at any given site. Until specific sites are selected and the param-eters of projects are known, it is not possible to meaningfully analyze the impacts associated with theproject. When impacts vary significantly at individual sites, they were not considered in this environmentalassessment; rather, they were dismissed from further analysis due to the programmatic nature of thisstudy.

vi Lincoln Highway Special Resource Study and Environmental Assessment

Executive Summary iii

Chapter One: Introduction and Study Process 1

Chapter Two: History of the Lincoln Highway 3Resource Description 5

New York 5New Jersey 6Pennsylvania 7West Virginia 9Ohio 10Indiana 11Illinois 12Iowa 13Nebraska 15Colorado 16Wyoming 17Utah 19Nevada 20California 23

Chapter Three: Current Context of Lincoln Highway 25Elements of the Corridor 25Ownership and Land Use 25Existing Impacts and Threats 26Interest and Support 26Potential for Public Enjoyment 27

Chapter Four: Evaluation of National Significance 29Criteria for National Significance 29Lincoln Highway Period of Significance 29Evaluation of Lincoln Highway Using Significance Criteria 30

Outstanding Example 30Exceptional Value or Quality 31Opportunities for Public Enjoyment 36Integrity as a True, Accurate, and Relatively Unspoiled Example 36

Chapter Five: Management Alternatives 39Existing Means of Protecting Historic Roads for Public Enjoyment 39

Historic Roads and the National Park Service 39Historic Roads and Other Federal Agencies and Programs 41Historic Roads and State Government Programs 43Historic Roads in Local Government and Nonprofit Programs 44

Management Alternatives Considered and Analyzed 45Alternative 1: National Lincoln Highway Program (preferred alternative) 45Alternative 2: Lincoln Highway Touring and Discovery 46Alternative 3: Lincoln Highway Heritage Corridor 47Alternative 4: No New Federal Action (no-action alternative) 48

Cost and Benefit Analyses 49Benefits 49Costs 50Cost/Benefit Ratios 51

Environmentally Preferred Alternative 51Management Alternatives Considered but Eliminated from Further Study 53

National Park Unit, the Lincoln Highway National Historic Site 53Lincoln Highway National Historic Highway 54

Lincoln Highway Special Resource Study and Environmental Assessment v

Contents

Chapter Six: Environmental Assessment 55Purpose 55Need 55Public Involvement, Issues, and Impact Topics 56

Summary of Issues Raised 56Issues Considered But Dismissed 56Impact Topics 58

Afffected Environment 58Historic and Archeological Properties 58Wetlands and Floodplains 59Ecologically Critical Areas, Wild and Scenic Rivers, and Other Unique Natural Resources 59Air Quality 60Visitor Experience; Public Health and Safety 61Socially or Economically-Disadvantaged Populations 61

Environmental Consequences 61Methodology 61Consequences Common to Multiple Alternatives 62Alternative 1: National Lincoln Highway Program (preferred alternative) 63Alternative 2: Lincoln Highway Touring and Discovery 66Alternative 3: Lincoln Highway Heritage Corridor 67Alternative 4: No New Federal Action (no-action alternative) 69

Summary of Impacts 71

Appendixes 73Appendix A: Legislation 73Appendix B: Federal Lands and the Lincoln Highway 74Appendix C: Lincoln Highway Resources in the National Register of Historic Places 75Appendix D: Summary of Reconnaissance Survey Results 78Appendix E: Detailed Explanation of Cost/Benefit Analysis 126Appendix F: Summary of Public Involvement 129Appendix G: List of Study Team Members 131

MapsLincoln Highway Route 1, 3. 25. 29, 39, 55New York - New Jersey 5Pennsylvania 7West Virginia 9Ohio 10Central Ohio 10Indiana 11Illinois 12Iowa 13Nebraska 15Colorado 16Wyoming 17Utah 19Nevada 21California 22

vi Lincoln Highway Special Resource Study and Environmental Assessment

In December of 2000, Congressdirected the National Park Service(NPS) to evaluate the significance

of the Lincoln Highway and developalternatives for preserving, interpreting,and using its remaining features (PublicLaw 106-563, shown in this study asAppendix A).

Established in 1913 as the idea of busi-nessmen in the automobile industry,the Lincoln Highway was one ofAmerica's first transcontinental auto-mobile roads. The highway, whichbegan in New York City and ended inSan Francisco, played an importantrole in the development of the automo-bile's influence on the way of life in20th century America.

In response to Public Law 106-563, theNational Park Service's MidwestRegional Office assembled an interdis-ciplinary team and began a specialresource study (SRS). The NationalPark Service uses special resourcestudies to assess whether a resourceshould be added to the national parksystem or whether another manage-ment option is more appropriate. TheSRS process involves five steps, typical-ly carried out by an NPS study team.The five steps are as follows:1. Determine if the resource(s) is/are

nationally significant. National sig-

nificance for cultural resources isevaluated by applying the NationalHistoric Landmarks process.

2. Assess the suitability of the resource(s)

for inclusion in the national park sys-

tem. An area is considered suitable ifit represents a resource type that isnot already adequately representedin the system or is not comparablyrepresented and protected for publicenjoyment by other federal agencies;tribal, state, or local government; orthe private sector.

3. Establish that its inclusion is feasible.

Feasibility evaluations involve con-sidering factors such as size and con-figuration, current and potentialimpacts on the resource, and cost ofadministration.

4. Determine if there is a need for NPS

management.

5. Develop a range of potential manage-

ment alternatives.

A year before this study was author-ized, the National Park Service con-ducted a preliminary study of theLincoln Highway. This earlier study,directed by Congress in July 1999,resulted in two documents, theNational Lincoln Highway Historic and

Cultural Resource Guide and the

National Lincoln Highway Route

Viewer1. The Resource Guide describes

Lincoln Highway Special Resource Study and Environmental Assessment 1

1These documents are available through the NPS website for this study - www.nps.gov/mwro/lincolnhigh-way or through www.iup.edu/geography/faculty/patrick.

Top: Jean Bonnet Tavern inBedford County, Pennsylvania.Built in 1767 and given new lifewith the arrival of LincolnHighway traffic in the early 20thcentury

Above: A Model A on a 1920 bricksection of the Lincoln Highway inElkhorn, Nebraska.

Chapter OneIntroduction and Study Process

2 Lincoln Highway Special Resource Study and Environmental Assessment

in detail the history and historical geog-raphy of the highway on a nationalscale and state by state. This guide alsolists existing important LincolnHighway properties, including those inthe National Register of HistoricPlaces, along with contacts for eachstate. The National Lincoln Highway

Route Viewer contains mapping data ona set of CD-ROMS. These two docu-ments were developed collaborativelyby the National Park Service, IndianaUniversity of Pennsylvania, the LincolnHighway Association, and the StateHistoric Preservation Offices for eachstate along the highway. The informa-tion collected during the HistoricAmerican Buildings Survey/HistoricAmerican Engineering Record(HABS/HAER) study of the LincolnHighway in Pennsylvania in summer1999 contributed to this work as well.These documents provided valuablebackground to the special resourcestudy team throughout the studyprocess.

A reconnaissance-level field survey wasconducted in the summer of 2002 aspart of this Special Resource Study. Thatsurvey identified 1,500 properties thatcontribute to the significance of theLincoln Highway. The survey resultsare detailed in this Appendix D of thisdocument. This reconnaissance surveyhelped the study team develop five pre-

liminary management alternatives inthe fall of 2002. Those managementalternatives were summarized in anewsletter distributed in the winter of2002/2003 and presented at 14 publicmeetings held across the country at300-500 mile intervals along the high-way. Local community organizations —chapters of the Lincoln HighwayAssociation, State Historic PreservationOffices, local historical societies, cham-bers of commerce, and tourism promo-tion agencies — reserved spaces forthese meetings and announced themlocally. Altogether, these meetings wereattended by 600 people. A total of 900comments about the preliminary alter-natives were received at the meetingsand by mail, fax, and a dedicated e-mailsite.

The study team then revised the fivepreliminary alternatives, taking thecomments into consideration. Publiccomments and a decision-makingmodel called "Choosing byAdvantages" (CBA) led the team todevelop the four alternatives describedin this draft. The CBA process isdescribed in chapter five, which alsocontains cost estimates for the alterna-tives. Finally, the environmentalimpacts of each alternative wereassessed; those impacts are describedin chapter six.

Established in 1913, the LincolnHighway was one of America'sfirst transcontinental automobile

roads. Beginning at Times Square inNew York City and ending at the Palaceof the Legion of Honor in SanFrancisco, the Lincoln Highway playedan important role in the developmentof the automobile's influence on theway of life in 20th century America.The Lincoln Highway began as the ideaof Carl Fisher, the founder of the Prest-O-Lite company, which made head-lights for gasoline-powered automo-biles.

Fisher launched the idea of the LincolnHighway as a way to make Americaaccessible to the growing number ofautomobile owners. With the help ofother visionary leaders in the earlyautomotive industry, chiefly Henry Joyof Packard Motor Car Company andFrank Sieberling of Goodyear Tire andRubber Company, Fisher formed theLincoln Highway Association (LHA) in1913 with the goal of building a contin-uous improved road across the coun-try. Fisher initially called his idea the"Coast to Coast Rock Highway", but atthe urging of Henry Joy, the name ofthe road was later changed to theLincoln Highway in honor of PresidentAbraham Lincoln.

The motivations of the men whoformed the LHA were varied and

included the sense that the nation des-perately needed better roads, the desireto build an appropriate memorial to thefallen President, and the desire to growtheir automotive businesses. The for-mation of the LHA inaugurated a part-nership between the auto productsindustry and road development inAmerica. The innovative marketingcampaign conducted by the LHA suc-cessfully created a cultural identity forthe highway unmatched by any otherroad of that era.

Americans readily viewed the LincolnHighway as the modern equivalent ofthe Oregon Trail or the transcontinen-tal railroad, facilitating long distancetravel and exploration at one's ownpace. The Lincoln Highway representsthe American landscape in transitionbetween the dominance of the railroadand the emergence of the automobileas the predominant method of traveland transportation.

The importance politicians placed onthe road's location illustrates the pres-tige associated with this premieretranscontinental highway. At its incep-tion, the LHA had to decide whetherthe highway's location was going to bedetermined by the lay of the land andpre-existing settlement patterns, or bypoliticians, all the while realizing thatpublic road projects could not beundertaken without political support.


Chapter TwoHistory of the Lincoln Highway

Top: The 1930 Lancaster-YorkIntercounty Bridge over theSusquehanna River.

Above: A detail of the IdealSection Memorial in Dyer, Indiana.

The Lincoln Highway's short-livedColorado Loop is an early representa-tive example of the two frequentlyopposing paradigms that have shapedthe evolution of American highways:politics and geography.

On the very day the LHA was formedin Detroit, July 1, 1913, Carl Fisher ledan entourage out of Indianapolis toreconnoiter a route to the PacificCoast. The entourage headed westthrough southern Illinois, Missouri,Kansas, and Colorado, crossing theRocky Mountains via Berthoud Passbefore following the Grand RiverValley into Utah and crossing southcentral Nevada to Bishop, California.The Hoosier Motor Club and theIndiana Automobile ManufacturersAssociation sponsored this expedition.

Carl Fisher insisted that the route takenwas not necessarily going to be theroute of his proposed coast-to-coastLincoln Highway, but the states, towns,and politicians along the way workedto put their best road forward just incase. Nevada spent $25,000 in roadimprovements in preparation for theHoosiers. The people of Price, Utah,showed their enthusiasm by taking aholiday to construct a road through thecanyon east of town. Colorado rebuilt60 miles of road through BerthoudPass and rushed the completion of 30new concrete bridges along the route.

The delegation was wooed, wined, anddined along the entire route, being theguests of honor at banquets, lunch-eons, and celebrations every day, andon more than one occasion they weresupplied with free gasoline. High-rank-ing officials - including the governorsof Illinois, Kansas, Colorado, Utah,Nevada, and California - turned out tostump for their states.

For the Hoosiers and the nascent LHA,the 34-day good roads tour was a stun-ning success. All 19 vehicles completedthe trip, and the western governorsagreed to meet in Colorado Springs,

Colorado, on August 26 to hear theLHA's verdict as to the location of thehighway. After being two of the greatestpolitical supporters of the HoosierTour, Colorado Governor E. M.Ammons and Kansas GovernorHodges were understandably disap-pointed when they discovered thatColorado and Kansas would be theonly two states of those represented atthe meeting that would not be on themap of the Lincoln Highway.

Geography won, or so it seemed, inpreselecting a route that would followin the footsteps of the pioneers alongNebraska's Platte River Valley and overthe Rockies via the open plateaus andbasins of Wyoming. The LHA's"Proclamation of the Route of theLincoln Highway" listing the townsthrough which the highway would passwas issued only a few weeks after thisexpedition was completed. Thatproclamation route did includeColorado, but as a deviation via anoptional loop rather than as part of thehighway's main, more direct route.

The period of significance for theLincoln Highway begins in 1913, theyear the LHA was formed, and con-cludes in 1956, with the passage of theFederal Aid Highway Act. Nationallysignificant events during those yearsinclude the first Army TranscontinentalMotor Convoy in the summer of 1919and the official marking of the route in1928, when Boy Scout troops acrossthe country placed 3,000 concretemarkers bearing the Lincoln Highwaylogo (an "L" in a rectangular graphicemblazoned in red, white, and blue), abronze medallion of President Lincoln,and a blue directional arrow along thelength of the highway.

The Lincoln Highway, although not theonly transcontinental route across thenation during the early part of the 20thcentury, was the best known. Othernamed highways contemporaneous tothe Lincoln also achieved transconti-nental status - the Theodore Roosevelt


International Highway (Portland, ME,to Portland, OR), the Yellowstone Trail(Plymouth Rock, MA, to Puget Sound,WA), the Pikes Peak Ocean-to-OceanHighway (New York, NY, to LosAngeles, CA) and the National OldTrails Road (Baltimore, MD, to LosAngeles, CA).

When the American Association ofState Highway Officials (AASHO) andthe U.S. Bureau of Public Roads under-took the task of identifying and mark-ing a national system of interstate high-ways in 1925 and 1926, the goal of theroad system changed from simplycrossing the continent to facilitatingtravel via integrated major roadsthroughout the nation. At that time, thenamed routes often overlapped andwere poorly routed. AASHO and theBureau of Public Roads aimed tochange this by creating a nationwidegrid of numbered routes. These routeswere nine major east-west transconti-nental trunk routes - U.S. Highways 2,20, 30, 40, 50, 60, 70, 80, and 90. TheLincoln Highway became part of thenew numbering system as U.S. 30 formost of its route.

However, for 30 more years much ofU.S. 30 retained its popular identity asthe Lincoln Highway. It wasn't until1956, with the passage of the FederalAid Highway Act and the developmentof the modern interstate system thatthe identity of the Lincoln Highwaydeclined significantly. For this reason,1956 marks the end of the LincolnHighway's period of significance.

RESOURCE DESCRIPTION

The Lincoln Highway stretches acrossthe United States from Times Square inNew York City to the Palace of theLegion of Honor in San Francisco. TheLincoln Highway began as a miscella-neous collection of downtown streets,country lanes, and old trails markedwith the highway's logo. Today, the cor-ridor of the Lincoln Highway approxi-mates sections of the present day U.S.

and state highway system: U.S. 1, 30, 40,50, and Interstate 80 traversing NewYork, New Jersey, Pennsylvania, WestVirginia, Ohio, Indiana, Illinois, Iowa,Nebraska, Wyoming, Utah, Nevada,and California. Early in its history, theLincoln Highway was also routedthrough the northeastern corner ofColorado before bypassing that state infavor of a more direct route fromNebraska into Wyoming.

The following state-by-state descrip-tions of the Lincoln Highway werederived from The Lincoln Highway

Resource Guide developed for theNational Park Service, NationalRegister of Historic Places by Dr. KevinPatrick and Robert Wilson of IndianaUniversity of Pennsylvania (August2002).

New York

Of all the states the Lincoln Highwaypassed through, New York has thesmallest segment. Starting at TimesSquare, the Lincoln Highway extendedwest along 42nd Street for barely a mileto the New Jersey-bound WeehawkenFerry across the Hudson River. TheTimes Square terminus was purely cer-emonial. Before the LHA even deter-mined what states the great road wouldgo through, it knew that America's pre-mier metropolis would anchor its east-ern end. In 1913 not even the railroadswere truly transcontinental; they brokeat Chicago or Saint Louis or New


Orleans. For something as ambitious asthe first cross-country automobileroad, there needed to be a noteworthybeginning. Times Square, aptly nick-named "The Crossroads of the World,"seemed appropriate.

Rising from a triangular lot bounded byBroadway, Seventh, and 42nd Street,the Times Building was the monumen-tal eastern anchor to the LincolnHighway. Although very few long-dis-tance Lincoln Highway travelers actu-ally started their journey at TimesSquare, no other corner in the countrywould have carried as much symbolismas its ceremonial starting point. TimesSquare was generally thought of as thebeginning, rather than the end, of theLincoln Highway; the Pacific Ocean,the final destination.

New Jersey

The alignment of the Lincoln Highwayin New Jersey was in part the productof geography beyond New Jersey. TheAppalachian Mountains were the firstbarrier confronted by the LincolnHighway west of New York City. Wherethe LHA decided to cross them woulddetermine its general route in the adja-cent states. River valleys throughupstate New York formed a popularlowland route west with reliableaccommodations in cities like Albany,Syracuse, and Buffalo. This was theroute taken by Emily Post in 1915 forher book By Motor to the Golden Gate,

but rejected by the LHA in favor of ashorter road through the mountains ofPennsylvania. That meant it first had tocross New Jersey.

Lincoln Highway travelers took theWeehawken Ferry across the HudsonRiver into New Jersey. The WeehawkenFerry was part of the new CentralRailroad's extensive waterfront railyard that sprawled along the Jerseyshore of the river, hemmed in by thehigh cliffs of the Palisades. West fromthe ferry, the Lincoln Highway fol-lowed the twisting curves of Pershing

Road to the top of the palisades andinto the densely settled neighborhoodsof what is now Union City. Avoidingthe congested and commercialBergenline Avenue, the LincolnHighway was routed south into JerseyCity along Hudson Boulevard. HudsonBoulevard was inspired by the "CityBeautiful" Movement, which promotedthe improvement of urban centers withsuch elements as broad, landscapedcarriageways, parks, and lighting. Sincerenamed John F. Kennedy Boulevard,Hudson Boulevard, typical of "CityBeautiful" parkways, was designed forpleasure but soon usurped by thedemands of the automobile. It wasexactly the kind of road the LincolnHighway and its recreational driverssought for the pleasurable drivingexperience it offered.

The Lincoln Highway predates JerseyCity's commercial center aroundJournal Square, which emerged as theJersey City equivalent of Times Squarein the 1920s. Turning west off BergenHill, the Lincoln Highway crossed theMeadowlands to Newark over the onlyHudson County road that still carriesthat name today. The Lincoln Highwaypassed through Newark's "FourCorners," at Broad and Market streets,at the time said to be the "third busiesttraffic center in the United States." By1924, the Lincoln Highway had beenrerouted around Four Corners viaJackson and Lafayette streets.

Between Elizabeth and Trenton, theLincoln Highway was laid out throughNew Brunswick and Princeton along aroad that had been in use since the17th century. The original NativeAmerican footpath leading into the for-est from the Dutch settlements near theHudson River was blazed with treemarkings. The path followed the highground at the edge of the Piedmontbetween Elizabethtown and the Falls ofthe Delaware. By the early 18th centu-ry, it was known as the Upper Road.After 1717, the Upper Road wasimproved as a major "King's Highway."


It became part of the intercolonial postroad and one of the most heavily trav-eled stagecoach routes in the Americancolonies.

The importance of the Kings Highwaywas due to its alignment across the"waist" of New Jersey betweenPhiladelphia and New York, the firstand second largest cities on the conti-nent. Positioned along the Fall Lineedge of Piedmont, it also crossedstreams above their wider, swampy-banked tidal reaches, linking sites withindustrial water power potential. TheKing's Highway was still New Jersey'smost heavily traveled trans-state roadwhen the Lincoln Highway arrived in1913. While the location of the LincolnHighway had yet to be stabilized inUtah, New Jersey was paving its sec-tion with concrete. By 1922, the entireroute was surfaced as city streets,either in concrete, or in concrete witha bituminous macadam surface.

Before the decade was over, NewJersey would go from improving theLincoln Highway to replacing it with anew alignment that became U.S.Highway 1. The new alignment wouldinclude innovative engineering designslike Elizabeth's Bayway Circle, the firstcloverleaf interchange, built outsideWoodbridge in 1928, and the PulaskiSkyway, part of a four-lane expresswayconstructed in 1932 from the HollandTunnel and across the Meadowlands,which functioned as a bypass aroundthe downtown areas of Jersey City andNewark.

The LHA's 1913 Proclamation Routelisted Camden as the next LincolnHighway town beyond Trenton. Soonafterward, Camden was dropped fromthe Lincoln Highway before the routewas fully recognized, and despiteextensive review of historic maps, itslocation is still unclear today. The routechosen crossed the Delaware Riverover Trenton's Calhoun Street Bridge, atoll-taking, multiple span through trussbuilt in 1884. By 1924, however, the

Lincoln Highway was rerouted alongWarren Street to the Lower Trenton"Free" Bridge. The Lower TrentonBridge was replaced in 1929 by the cur-rent through truss span, commonlyknown as the "Trenton Makes" Bridge.This nickname is taken from the largeneon sign that hangs from the bridge'strusses to call attention to the strengthof the manufacturing industry in thatcity - "Trenton Makes, the WorldTakes."

Pennsylvania

The geography of the AppalachianMountains was the overriding charac-teristic determining the location of theLincoln Highway in Pennsylvania.There were three major trans-

Appalachian transportation corridorsbetween the large cities of the Atlanticseaboard and the Midwest, but the oneacross southern Pennsylvania was byfar the closest fit to a direct line drawnbetween New York City and SanFrancisco. Once decided, theAppalachian crossing fixed the routefor the entire eastern United States,predetermining the highway's coursefrom New York to Philadelphia andfrom Pittsburgh to metropolitanChicago.

Between Philadelphia and Pittsburgh,the Lincoln Highway followed a his-toric assemblage of overland routes.These routes had been laid out towardthe Appalachians and then across themwith the westward moving frontier. Byincluding Camden, NJ in the 1913Proclamation Route, the LHA officials


This Bedford, Pennsylvania, CoffeePot, an example of whimsical road-side architecture served, appropri-ately, as a coffee shop for decadesafter it’s opening in the late 1920s.By 2003, this building was at risk ofdestruction. The PennsylvaniaLincoln Highway HeritageCorridor successfully worked withother historic preservation groupsto save the Coffee Pot by moving it125 yards to the Bedford CountyFairgrounds, where it will berestored.

implied that the Lincoln Highwaywould enter Pennsylvania atPhiladelphia over the Market StreetFerry on the Delaware River. Avoidingthis ferry probably was one of the rea-sons that the Lincoln HighwayAssociation soon opted for DelawareRiver crossing at Trenton via theCalhoun Street Bridge and then theLower Trenton "Free" Bridge after1920.

In addition, a Lincoln Highway routingthrough Pennsylvania's lower BucksCounty would position the LincolnHighway to take advantage ofPhiladelphia's new NortheastBoulevard. Like Hudson Boulevard inNew Jersey, Philadelphia's Boulevard(renamed after Teddy Roosevelt in the1920s) was a "City Beautiful"-inspiredthoroughfare that would soon be trans-formed into a major traffic arterial. Athird of the Boulevard was alreadycomplete by 1913. By 1921, it was fin-ished to the Bucks County line. TheLincoln Highway alignment betweenTrenton and Philadelphia via RooseveltBoulevard made all other competingroads obsolete. This alignment wasattributed to the emergence of an"automobile row" of showrooms,garages, and filling stations along NorthBroad Street. This route was marked aspart of U.S. 1 after 1925. FromPhiladelphia west to Wyoming, most ofthe Lincoln Highway was concurrentwith U.S. 30, which extended fromAtlantic City, NJ, to Astoria, OR.

Between Philadelphia and Lancaster,the Lincoln Highway followed theLancaster Pike. When Lancaster Pikewas completed in 1795 as one ofAmerica's first toll roads, it connectedthe largest city on the continent withthe largest inland city in America. Thecrushed stone macadam surface thatwas state-of-the-art in the early 19thcentury would still be coveringLancaster Pike in the early 20th centu-ry, and the tolls would stand until sixyears after its absorption by theLincoln Highway.

In the days of the Conestoga wagon,Lancaster Pike was part of a trans-Appalachian emigrant trail known asthe Pennsylvania Road, which rivaledthe more famous National Road. ThePennsylvania Road, which had becomea turnpike from Philadelphia toPittsburgh by 1818, angled northwestfrom Lancaster to Harrisburg, thensouthwest to Chambersburg beforeturning west to cross the mountains.Over time, a more direct line of turn-pikes was constructed betweenLancaster and Chambersburg via Yorkand Gettysburg. It was this shorteralignment that captured the LincolnHighway in 1913, supported by theadded historic attraction of Gettysburg.

Originally, the Lincoln Highwaycrossed the Susquehanna River over amile-long through truss shared by thetrains of a Pennsylvania Railroadbranch line. The Lancaster-YorkIntercounty Bridge that replaced it in1930 held the record as the longestreinforced concrete arch bridge in theworld. West of Gettysburg, the LincolnHighway crossed South Mountain, themodest northern extension of the BlueRidge, and into the Cumberland Valley.

Westbound motorists were confrontedwith their first stiff climb at TuscaroraMountain west of Fort Loudon. TheLincoln Highway west from FortLoudon passes throughMcConnellsburg, Bedford, Ligonier,and Greensburg to Pittsburgh. Thisroute began as a French and IndianWar military trace road completed in1758. It was later rebuilt as thePennsylvania Road and improved asthe Pittsburgh-Philadelphia Turnpike(actually five separate end-to-endpikes) by 1818. It was this road thatbecame part of the Lincoln Highway in1913.

East of Pittsburgh the Lincoln Highwaycrossed the Turtle Creek Valley overthe massive George WestinghouseBridge, the world's largest reinforced


The steep ridges of theAppalachian Highlands presenteda challenge to the fragile automo-biles of early Lincoln Highwaytravelers, creating a unique oppor-tunity to entrepreneurs who set upridgetop, one-stop service centersfor motorists struggling to crossthe mountains. The most famousof these ridgetop one-stops was theSS Grandview, opened as a ship-shaped hotel perched atopAllegheny Ridge in 1932. Thisimportant roadside resource nolonger stands, having succumbedto a fire in November 2001.

concrete arch span. Although its 1931opening came after the dissolution ofthe Lincoln Highway Association, itwas still praised in the LHA's officialhistory (published in 1935) as epito-mizing the progressive spirit of theLincoln Highway; "Until this bridgewas constructed, Turtle Creek present-ed the most crowded bottle neck onthe Lincoln Highway . . . The new routesaves its users $1,500,000 a year. Thiswork is directly attributable to John S.Fisher, Lincoln Highway State Consuland Governor of Pennsylvania duringthe period of construction."

Like Broad Street in Philadelphia, theLincoln Highway in Pittsburgh encour-aged the development of an automobilerow along Baum Boulevard. It alsogained access to the Golden Triangledowntown via the "City Beautiful"-inspired Grant (later Bigelow)Boulevard. After Boulevard of theAllies was opened in 1920 as a secondthoroughfare extending eastward fromdowntown, the LHA signed it as part ofa less congested alternate route.

West from Pittsburgh, the originalLincoln Highway passed through 25miles of crowded railroad suburbs andriver towns along the north bank of theOhio River to Beaver and then swunginland along the Tuscarawas Road (uni-versally decried as the worst stretch ofLincoln Highway in the state) to thestate border at East Liverpool, Ohio.This unsatisfactory routing stimulatedthe LHA consuls in Pennsylvania topush for a brand new road to be builtas the Lincoln Highway south of theriver. Completed by 1927, the newLincoln Highway carried the U.S. 30shield west from Pittsburgh throughCrafton, Imperial, and Clinton to thestate line. The realignment requiredthat West Virginia be added as the 14thand final Lincoln Highway state.

West Virginia

The rerouting of the Lincoln Highwayinto West Virginia was an unintentional

byproduct of the bad roads inPennsylvania. Traditionally, there werethree main roads west from Pittsburgh,and the road to East Liverpool, OH, viaChester, WV, was not among them.Pre-Lincoln Highway travelers eitherwent southwest toward Wheeling,picking up the National Road inWashington, PA; went west on theSteubenville Pike to Steubenville, OH,by way of Weirton, WV; or went north-west down the Ohio River and upBeaver Valley to Cleveland by way ofSalem or Youngstown, OH.

The overland travelers who wanted togo to East Liverpool from Pittsburghfollowed the Cleveland road to Beaver,then struck west over poorly main-tained local routes. This was essentiallythe route followed by the originalLincoln Highway, which opted for thehigher and drier Tuscarawas Roadrather than the Midland Road alongthe Ohio River.

The LHA's dissatisfaction with theroute west from Pittsburgh was appar-ent in 1923 when they established anofficial detour away from theTuscarawas Road and East Liverpool.The greatest stumbling block to secur-ing and improving a more direct routeto East Liverpool was that none of thecountry lanes meandering across thefarmland between the Ohio River andSteubenville Pike was part of thePennsylvania state highway system;therefore, they were ineligible for state


funds. LHA consuls eventually weresuccessful in getting a route designatedand then constructed as a state highwayby 1927. The new road angled north-west from Steubenville Pike at Imperial,passing through Clinton, and crossing5 miles of the West Virginia Panhandle,then crossing the Ohio River into EastLiverpool.

The Lincoln Highway originallycrossed the Ohio River from FirstStreet, over what was known as boththe Chester Bridge and the LincolnHighway Bridge. Built in 1897, the 705-foot suspension bridge was demolishedin 1970.

Ohio

As a cross-state transportation corri-dor, Ohio's Lincoln Highway route waspioneered by the Pittsburgh, FortWayne and Chicago Railroad (con-trolled by the Pennsylvania Railroad) inthe 1850s. Connecting Canton,Massillon, Wooster, Mansfield,Crestline, Bucyrus, Upper Sandusky,Lima, and Fort Wayne, this line stimu-lated the urban-industrial growth thatbolstered civic and economic growth inthese towns by the time they werejoined again by the Lincoln Highway.Before the railroad and after theLincoln Highway era, the main routesof travel across Ohio were along theNational Road/Interstate 70 corridor tothe south and the Lake Shore/OhioTurnpike/I-90 corridor to the north.

The easternmost section of the LincolnHighway between East Liverpool andLisbon, is historically more associatedwith travel between the Ohio River andLake Erie than with east-west move-

ment. On the other side of the state, theLincoln Highway followed theBucyrus-Fort Wayne Road laid out in1835 along an ancient Lake Erie beachridge to facilitate the settling of westernOhio and northern Indiana. In 1912,much of the future route of the LincolnHighway was designated as "MainMarket Route Three," part of a farm-to-market state road network linkingcounty seats before the rise and domi-nance of long-distance motor high-ways.

The location of the Lincoln Highway'sAppalachian crossing to the east andthe LHA's desire to run the road nearChicago farther west determined thegeneral path of the route across Ohioand Indiana. The resultant route fol-lowed the best roads available betweenPittsburgh and Chicago. When moredirect roads were built or improved,the Lincoln was apt to be rerouted tofollow them. Fully 60 percent of theoriginal Lincoln Highway in Ohio wasabandoned in subsequent reroutings.This does not include subsequentbypasses that marginalized dozens ofroadway remnants across both states.The Lincoln Highway legacy is thuscharacterized by a braided stream ofroadways rightfully claiming to have


This map details themultiple generationsof Lincoln Highwayin central Ohio.

been a part of America's first transcontinental highway at one timeor another.

One of the most controversial rerout-ings of the Lincoln Highway camewhen the association dropped 70 milesof roadway between Galion and Limavia Marion and Kenton in favor of anunfinished route to the north. Thisoccurred a mere three weeks afterthese towns celebrated their inclusionon the Proclamation Route ofSeptember 1913. An unsuccessfulpetition asking the LincolnHighway Association to reverse thererouting was supported by thenSenator Warren Harding, whichultimately led to the building ofthe Harding Highway along theroute abandoned by the LincolnHighway.

The LHA's effort to secure a moredirect route through north centralOhio was thwarted for years. Thisforced the association to "temporarily"locate the Lincoln Highway over aseries of poorly maintained sectionroads from Galion through Bucyrus,Upper Sandusky, Forest, Dunkirk, andAda, adding 5 railroad grade crossings,29 turns, and 3 miles to the originalroute. Additional reroutings andimprovements had ironed out the roadby 1924, removing Galion, Nevada,Forest, Dunkirk, Ada, and Lima fromthe list of Lincoln Highway towns infavor of what was defined as theLincoln's longest straight sectionbetween Upper Sandusky and Cairo.

Ohioans were proud of their LincolnHighway, and worked tirelessly underthe leadership of LHA state consulsJohn and Frank Hopley to improve andpromote the route. A final route adjust-ment took place when Boy Scoutsplaced concrete markers along theentire route of the Lincoln Highway in1928. Ashland was bypassed when themore direct alignment betweenWooster and Mansfield was added.

Soon after the 1925 marking of theLincoln Highway as part of U.S. 30, thenewer Bucyrus-Upper Sandusky routeachieved parity with the original align-ment through Marion and Kenton. Theformer was designated U.S. 30N, andthe latter U.S. 30S. This lasted until1973, when the northern routeacquired the U.S. 30 shield and thesouthern route was redesignated OhioState Route 309.

Indiana

Fort Wayne, IN, is the largest LincolnHighway town between Pittsburgh andChicago. Historically, it attracted anytransportation route passing betweenthese two larger cities. This was thecase in the 1850s when thePennsylvania's Pittsburgh, Fort Wayneand Chicago Railroad was constructed,and it was the same some 55 years laterwith the routing of the LincolnHighway. From Canton, OH, to FortWayne, the various Lincoln Highwayalignments never strayed too far fromthe railroad's well-established trans-portation lifeline.

Beyond Fort Wayne, however, the rail-road tracks struck northwest towardChicago along a direct 145-mile right-of-way, where an incomplete networkof lanes existed along the section lines.By contrast, the Lincoln Highwayinherited an old emigrant road anglednorthwest along a different radiant tothe upper Kankakee Valley, where itjoined the Sauk Trail coming westwardfrom Detroit bound for the Illinois


prairie. With the urban-industrialgrowth of Elkhart, South Bend, and thecities around the toe of Lake Michigan,the old trace was upgraded into north-ern Indiana's most important wagonroad, and likewise adopted by theLincoln Highway in 1913 (and nowmarked as U.S. 33 and IN 2).

The highway's circuitous routingthrough northern Indiana brought itinto the transportation corridor of theNorthern, or Lake Shore, Railroadroutes. This was the main line of travelbetween New York City and Chicagovia Albany, Buffalo, and Cleveland. Itshould be noted that Ligonier, Elkhart,South Bend, and LaPorte were NewYork Central Railroad towns. Motoristsfollowing the northern route westwould have joined the LincolnHighway at Ligonier from what waslocally known as the Chicago-ToledoPike or, later, the Blazed Trail.

The Lincoln Highway was designatedas one of the first three highways to beimproved after the Indiana StateHighway Department was formed in1917. Work accelerated in the moreurban counties first, with concretebeing poured along sections in Elkhart,Saint Joseph, and Lake counties by1920 and in Allen County in 1923. By1924, only the two mostrural sections of LincolnHighway between FortWayne and Ligonier andbetween LaPorte andValparaiso were still sur-faced in macadam. Thesewere the two stretches span-ning the gulf between theNew York Central-dominat-ed Northern Route and themore direct PennsylvaniaRoute.

A reliable road had been constructedalong the Pennsylvania Railroad in timeto receive the concrete posts of theLincoln Highway's final marking in1928. The rerouted road connectedFort Wayne and Valparaiso through

Columbia City, Warsaw, and Plymouth,shaving 20 miles from the originalLincoln Highway. This latter route,which took the U.S. 30 shield as well asthe Lincoln name, was bypassed itselfby the construction of a four-lanereplacement highway after World WarII.

The LHA refined the art of buildingobject lesson roads with its "seedlingmile" program. In 1920 LHA VicePresident Austin Bemment startedworking on the ultimate seedling mile,a short stretch of road constructed tothe highest standards as a demonstra-tion project. A 1.33-mile section ofsemirural road east of Dyer, IN, wasselected to be upgraded into a four-lane concrete highway bordered bypedestrian walkways and lit with elec-tric lights. Opened in 1923, the "IdealSection" incorporated many innovativehighway features, even though thedesign speed was a mere 35 miles perhour for cars and 10 mph for trucks.The LHA encouraged other states toadopt the construction features of the"Ideal Section" to improve the roadbednationwide. The "Ideal Section" borethe traffic of U.S. 30 until 1997, when itwas ripped out as part of a road-widen-ing project. Two stone monuments areall that remain of the "Ideal Section."

Illinois

Although the pull of Chicago directedthe general course of the LincolnHighway west from Pittsburgh, theLHA had no intention of actually run-ning the route through the congested


city streets of that sprawling prairiemetropolis. Their vision of America'sfirst transcontinental road was peggedto the scale of the nation, favoringlong-distance travelers over local traf-fic. For Chicago, close was goodenough. The Lincoln Highway loopedaround the city thirty miles distant,passing through Chicago Heights,Joliet, Plainfield, Aurora, and Genevabefore striking west again.Recognizing that Chicago would be anorigin or destination for many,the LHA established officialLincoln Highway feeders thatbranched from the main high-way at three different locations.Chicago-bound motoristscould leave the LincolnHighway at Dyer, IN, and passthrough Hammond and SouthChicago to Michigan Avenue orturn north on the Dixie Highway inChicago Heights. Westbound motoristsfrom Chicago were advised to followthe Lincoln Highway signs alongRoosevelt Road to pick up thetranscontinental road in Geneva.

The most important route-fixer deter-mining the trajectory of the LincolnHighway west from Chicago was theRocky Mountain crossing. After CarlFisher's 1913 expedition across Kansasand Colorado ruled out the possibilityof crossing the Rockies over BerthoudPass in Colorado, the only logicalchoice was through southernWyoming's Great Divide Basin. Thiswould mean a route up Nebraska's sto-ried Platte River Valley by way ofOmaha. Even with that, the route fromChicago to Omaha was not clear-cut,causing LHA President Henry Joy totake ten trips across Iowa in five yearsto conclude that as many as 50 possibleroutes existed, none significantly moreadvantageous than the others.

The route eventually chosen was awell-used road that Iowans alreadyreferred to as the TranscontinentalRoute. The most direct road to it fromChicago was straight across northern

Illinois through DeKalb, Rochelle,Dixon, Sterling, and Morrison to aMississippi River crossing at Fulton.This was the route of the Chicago andNorthwestern Railroad, the LincolnHighway's near constant companion allthe way to Omaha.

With the passing of the FederalHighway Act in 1921, Illinois designat-ed the Lincoln Highway as part of itsinterstate system and moved rapidly to

improve it. By 1924, 138 miles of the165 miles of the Lincoln Highway inIllinois had been paved in concrete;only 3 miles were left in macadam.Realignments throughout the 1920sstraightened the road east of Auroraand west of Geneva. Then in 1937, tenyears after the LHA was disbanded, 90miles of Lincoln Highway were side-stepped when a new road was built forU.S. 30 across open farmland fromAurora straight west to the Rock River.

Iowa

The westbound Lincoln Highway trav-eler's first glimpse of Iowa was fromthe crest of the Fulton and LyonsBridge high above the MississippiRiver. The bridge was infamous for theright-angle turn on its westernapproach. This turn was not much of aconcern for wagons in 1891 when thebridge was completed, but it was decid-ed hazard for the cars and trucks thatinherited it as part of the nation's firsttranscontinental highway. A new can-tilevered span was constructed justdownstream in the 1930s, but the fourmassive through trusses of the oldLincoln Highway Bridge stood untilbeing demolished in 1975.


From the vast matrix of section roadsthat grid Iowa's rolling countryside,two rival trans-state routes thatemerged during the early 20th centurycarried the bulk of long-distance trafficbetween Illinois and Nebraska. TheLincoln Highway favored the generalpath of what was already known as theTranscontinental Route, because it hadbeen followed by a number of well-publicized cross-country auto trips.This included the very first crossing,which was taken by H. Nelson Jacksonand Sewell Croker in 1903. FromClinton west, the original LincolnHighway ran through DeWitt, MountVernon, Marion, Cedar Rapids, BellePlaine, Tama, Marshalltown, Ames,Jefferson, Carroll, Denison, and Loganto the Missouri River at Council Bluffs.

Iowa's Lincoln Highway was slow inbeing improved. Road construction,even for interstate routes, was a refer-endum issue voted on at the countylevel. At the time, agricultural countiestended to favor farm-to-market roads,which spread the highway dollars morethinly across many roads, rather thanlong-distance roads, which concentrat-ed the funds on fewer high qualityhighways. These "peacock alleys" werethought of as benefiting primarilywealthy, urbane auto tourists. In com-parison to Illinois, which had 95 per-cent of its Lincoln Highway paved by1924, Iowa's 362 miles of transconti-nental road were still overwhelminglygraded dirt and gravel. The LHA rec-ommended that drivers not waste theirtime trying to navigate these roads dur-ing wet weather, but to wait until theydried out. Clinton and Greene were theonly Iowa counties with substantialmileage in concrete in the early 1920s.

Although Iowa lagged in road con-struction, the state was at the forefrontin small bridge construction. Evenbefore 1920, graceful reinforced con-crete arch bridges were beginning toreplace the ancient wooden spans onIowa's main roads. Such bridges were

an Iowa specialty. Examples of this typestill carry traffic at Chelsea, CedarRapids, and over the North Raccoonwest of Jefferson. The wing walls oftwo small concrete bridges east ofGrand Junction are embossed with theLincoln Highway logo. The mostfamous span is the Tama Bridge, built in1915 to incorporate the words"Lincoln Highway" in both railings.During the 1910s and 1920s, the IowaState Highway Department also used aconcrete through-arch designed byJames Barney Marsh. A number ofthese majestic Marsh rainbow archesgraced the Lincoln Highway, althoughonly one now remains, spanningBeaver Creek west of Ogden.

Even with the limited all-weather roadconstruction, Iowa designated a statehighway system in 1919, which includ-ed the Lincoln Highway. The LincolnHighway Association continued toreroute sections of the road, searchingfor the most direct alignment. In west-ern Iowa, the Harrison Countystairsteps, a series of 11 right-angle sec-tion line curves, were cut through witha straight road by 1924. East of CedarRapids, the Mount Vernon shortcutwas also opened in the early 1920s,much to the vocal consternation of thetown of Marion, which was droppedfrom the route as a result.

Numerous other reroutings took theLincoln Highway on different sets oftown streets or rural section roadsthroughout the state. Most of theremaining right-angle turns weresmoothed out by the 1930s, includingthe 10 miles of circuitous routing toavoid the Bohemian Hills of Bentonand Tama counties. This was bypassedwith a new road in 1936 that also side-stepped the former Lincoln Highwaytowns of Belle Plaine, Chelsea, andTama. Another major reroutingoccurred with the 1930 opening of theAbraham Lincoln Memorial Bridgeover the Missouri River, which provid-ed a direct route between MissouriValley, IA, and Blair, NE, lopping off


The 1913 Eureka Bridge is a multi-ple span, closed spandrel rein-forced concrete arch bridge overthe North Raccoon River west ofJefferson, Iowa, Greene County.

the southern Lincoln Highwayloop through Council Bluffsand Omaha.

Nebraska

Rejection of the Kansas-Colorado route meant the LincolnHighway would follow in the paths ofthe westward pioneers who followedNebraska's legendary Platte RiverValley, crossing the lower-elevationRocky Mountains through Wyoming.This was the route of the Oregon-California Trail during the mass over-land migration of the 1840s and 1850s,and it was used by the Pony Express forthe 19 months it ran in 1860 and 1861before the advent of the telegraph. Thepath of the Lincoln Highway, however,did not follow these traces, whichstayed mostly south of the river.Instead, the Lincoln Highway keptclose to the Union Pacific Railroad onthe north bank. Established as the firsttranscontinental railroad in 1869, theUnion Pacific infused life into manyPlatte River Valley towns, such asFremont, Columbus, Grand Island,Kearney, and North Platte. Thesetowns were also connected by theunimproved section line roads thatwould become the Lincoln Highway.

The original Lincoln Highway routecrossed the Missouri River into Omahaon the old Douglas Street Bridge anddropped into the Platte River Valleywest of Elkhorn. The highway wasrouted through the broad river bottomsfor nearly 400 miles, following sectionline roads nearest to the railroad tracks.The Union Pacific had been built paral-lel to the Platte River, which flowed atan angle to the rectangular townshipand range survey system that boundedthe Lincoln Highway. As a result, theLincoln Highway in Nebraska wascharacterized by right angle turns andrailroad grade crossings.

The original Lincoln Highway split at

Big Springs in Nebraska's westernPanhandle. The main highway turnednorth to climb out of the South PlatteValley, then west along LodgepoleCreek to Wyoming. The Colorado loopfollowed the South Platte River south-west to Julesburg, CO, then on toDenver before returning to the mainLincoln Highway in Cheyenne, WY.

The first series of Lincoln Highwayreroutings involved straightening theright angle-turning "stairsteps" by relo-cating the Lincoln Highway from sec-tion roads to new alignments along therailroad. Where it had the availableland, the Union Pacific Railroad wasmore than willing to help. By 1924, theUnion Pacific had provided a 50-footstrip of its own right-of-way for a paral-leling Lincoln Highway in seven differ-ent counties. The railroad was lessthreatened by the Lincoln Highway'spotential as a competitor than it was bythe potentially catastrophic trainwrecks that could result from the high-way's many grade crossings. Therealignments eliminated grade cross-ings while shortening the route.

In 1917, the highway in Dawson andLincoln counties was relocated to theedge of the Union Pacific right-of-way,bypassing miles of stairsteps. Thisincluded the Gothenburg stairstep onthe south side of the Platte River, whichwas eliminated with the opening of theNorth Platte River Bridge, cutting 18miles from the Lincoln Highwaybetween Gothenburg and North Platte.

In 1920, the state of Nebraska tookover the entire Lincoln Highway andcontinued to improve the route.Because of its length, sparse traffic, andscattered population centers, Lincoln


Highway road construc-tion was largely limitedto grading and gravelinguntil the 1930s. A 70-mile stretch of gravelingwas completed onNebraska's LincolnHighway in 1920, com-pared to only 5 miles ofconcrete and 5 miles ofbrick. The concrete sec-tion was stimulated bythe Lincoln HighwayAssociation's construc-tion of a "seedling mile" west ofFremont in the previous year.

By the end of 1924, only 84 miles ofNebraska Lincoln Highway was stillclassified as "good dirt," most of itbetween Columbus and Kearney. Incomparison, 330 miles were gravel-sur-faced, which was state policy as gravelwas cheap and locally abundant. Only28 miles had any type of hard surfac-ing, 18 miles in brick and 10 milespaved in concrete. By 1928 all of thestairstep routing had been eliminated.There were very few sections of theLincoln Highway where the motoristscould not hear Union Pacific trainwhistles, and along most sections thetrains could be seen.

The last major rerouting of the LincolnHighway in Nebraska occurred withthe opening of the Abraham LincolnMemorial Bridge in 1930, which alsowas known as the Blair Bridge. Thisnew Missouri River crossing made amore direct link between Fremont, NE,and Missouri Valley, IA, bypassingCouncil Bluffs and Omaha. The newroute not only captured the U.S. 30shield; it also became the generallyaccepted route of the Lincoln Highway,the signs of which were relocated fromOmaha to Blair.

Colorado

Colorado was once a Lincoln Highwaystate, and for a brief period Denver was

the second largest western city on thehighway. As was explained in the intro-duction to this chapter, Colorado wasat first excluded and then included inthe Lincoln Highway's route. While notincluding his state on the main, mostdirect route of the highway, the LHAagreed to accept a "dogleg" to Denverin exchange for Governor Ammons'spromise to build the dogleg to the stan-dards of the main Lincoln Highway.Therefore, the Proclamation Route ofthe Lincoln Highway that wasannounced a few weeks later includeda bifurcation at Big Springs, NE, thatwas routed along the South Platte Rivervalley through Julesburg, Sterling, andFort Morgan to Denver, then returningnorth through Longmont, Loveland,and Fort Collins to rejoin the mainLincoln Highway at Cheyenne, WY.

To Henry Joy, directness of route waseverything. No LHA official regrettedthe temporary lapse of conviction asso-ciated with including the Coloradoloop more than Joy. The organizationfeared that critics would point to suchdeviations and say, "Here you wereswayed; at this point you deviated fromyour announced purpose." Afterwards,the LHA was besieged with petitions tobend the route one way or another, butpossibly because of their Coloradoexperience, the association officialswere more resilient than ever, eventurning down a request from PresidentWoodrow Wilson to run the LincolnHighway through Washington D.C.


Only the circuitous droop of theColorado Loop vexed the organization,and then not for long.

In January 1916 the LHA distributed areport that included a quantitativemethod for determining route efficien-cy by calculating the percentage inwhich a road wandered from a straightline drawn between two terminalpoints. Route corrections over the pre-vious three years had shaved 184 milesfrom the transcontinen-tal highway, making it85 percent efficient.The Colorado Loopwas not a factor in thecalculations becausethe association had qui-etly dropped it the yearbefore as if it had neverexisted.

The people of Colorado, however, hadnot forgotten their section of theLincoln Highway, which continued tobe well marked. In addition, a largebillboard was erected at the split at BigSprings, NE, to encourage westboundmotorists to take the Lincoln Highwaythrough Denver. The LHA counteredwith its own adjacent billboard depict-ing the Lincoln Highway's "true" routewest through Wyoming. Driving thepoint further, the second edition of The

Complete Official Road Guide of the

Lincoln Highway cautioned westboundmotorists to take the "right hand road"at Big Springs, warning that, "numer-ous markers have been placed here tomislead the tourist." The 1924 editionof the LHA guide flatly states thatregardless of the deliberately mislead-ing red, white, and blue markers, "theLincoln Highway does not enterColorado."

Today, Colorado's Lincoln Highway issometimes vaguely discernable becauseof the absence of the same kind ofLHA literature that was generated forthe route in other states after 1915.Until new information is unearthed,some of the route can only be assumedby linking the seven Colorado towns of

the original Proclamation Route(Julesburg, Sterling, Fort Morgan,Denver, Longmont, Loveland, FortCollins) with the main roads thatwould have been available in 1913. The1916 Complete Official Guide to theLincoln Highway offers more clues bysuggesting that eastbound motoristswanting to detour to Denver atCheyenne can return to the LincolnHighway via "Fort Lupton, Greeley,Fort Morgan, Sterling, and Julesburg."

Wyoming

Like the cities of New York, SanFrancisco, metropolitan Chicago, andthe Appalachian crossing, the LincolnHighway's Rocky Mountain crossing inWyoming helped to pin down the rout-ing of America's first transcontinentalhighway. According to the official histo-ry of the Lincoln Highway, the threetrans-Rocky Mountain routes consid-ered were Raton Pass on the Colorado-New Mexico border, the "Great SouthPass" through Wyoming's ShermanMountains, and the "Old EmigrantTrail" along the North Platte andSweetwater rivers. The routes are con-fusing for several reasons. Jim Bridgeropened the Overland Trail acrosssouthern Wyoming in 1862, and thiswas the route followed by the UnionPacific Railroad in 1869. As in neigh-boring Nebraska, the Lincoln Highwayfollowed the route laid out by the rail-road.

The road from Nebraska to Cheyennewas fairly well established in time forthe Lincoln Highway, but the roadbeyond Sherman Summit was practi-cally nonexistent even after the LHAdesignated it to be part of America's


grand cross-country boulevard. Earlymotorists essentially followed the routeof the Union Pacific Railroad, in placesmaking their way over well-trackedtrails; in other places they would strikeoff over open country, directed moreby the location of ranch gates in fencedrangeland than by any red, white, andblue blazes. Motorists wandered over abraided path of possible routes that inparts of Wyoming were not channeledinto a single built roadway until the1920s.

Sections of the original LincolnHighway in the Sherman Mountainsand west of Rawlins used the gradedUnion Pacific right-of-way constructedin 1868 and then abandoned for animproved alignment around 1900.Although narrow and bumpy, the right-of-way had moderate grades and wasdurably constructed of gravel crushedfrom Sherman granite, which was alsoused in early Wyoming road buildingprojects. West of Cheyenne, theLincoln Highway ascends theGangplank, a low-grade route from theHigh Plains to the top of ShermanSummit discovered by Union Pacificsurveyors in 1866. The original LincolnHighway passed close to the UnionPacific's Ames Monument thendropped south to Tie Siding beforeturning north to Laramie.

Around 1919, the road was reroutedover Sherman Summit and downTelephone Canyon. In 1959 the LincolnMonument, a massive bust of AbrahamLincoln, was constructed at the road'shighest point (8,835 feet) on ShermanSummit, and the monument wasmoved to a nearby Interstate 80 reststop in 1968.

The Lincoln Highway followed theUnion Pacific Railroad in a broad,northward arc across the Laramie Plainfrom Laramie, through Bosler, RockRiver, and Medicine Bow before turn-ing west again to Rawlins. In someplaces along this stretch, the LincolnHighway braided stream corridor

includes no less than four generationsof roadway. Along much of its length,the original 1913 trace is barely dis-cernable.

The second generation LincolnHighway constructed between 1920and 1923 was actually the first genera-tion automobile road built by the stateof Wyoming. Even the LHA concededthat the traffic warranted only a 24-footwide gravel road but nonetheless insist-ed on referring to it as a "boulevard."The LHA contributed $20,000 from theWillys-Overland Fund to construct theLincoln Highway through Carbon andSweetwater counties, which included anumber of concrete culverts andbridges. The first hard-surfaced roadwas constructed around 1931 as thethird generation Lincoln Highway, andthe wider U.S. 30 alignment was com-pleted during the 1940s.

From Rawlins through Wamsutter toRock Springs, the Lincoln Highwaywas relocated and constructed as a 24-foot wide gravel road between 1920and 1924. This section crosses theGreat Divide Basin with its Red Desert.The Continental Divide runs along therim of the basin, so Lincoln Highwaymotorists crossed the divide twice.

One of the Lincoln Highway's mostsignificant monuments stood on thebarren knoll at the Continental Divideuntil its relocation to the Interstate 80rest stop at Sherman Summit in 2001.This is the Henry B. Joy Monument,which was erected to honor the presi-dent of the LHA and the PackardMotor Company. Joy wanted to beburied at this location. His wife, Helen,ensured that he was not, but she hadthe monument erected in 1938. It wassurrounded by a fence with fourLincoln Highway markers.

West of Green River, WY, the originalLincoln Highway followed theOverland Trail through TelephoneCanyon until 1924, when a new roadwas opened through the Green River


The Abraham LincolnMemorial at the ShermanHill Summit in Wyoming

Valley. This second genera-tion highway passed the footof Tollgate Rock and ranalong the base of the spec-tacular Green RiverPalisades before crossing thelongest Lincoln Highwayspan in Wyoming, the 286-foot long Green RiverBridge.

Farther west, near MossAgate Knoll, the originalLincoln Highway hooked upwith the Oregon-CaliforniaEmigrant Trail, which angledsouthwest from South Passto Fort Bridger. A moredirect alignment was constructedthrough Little America in the 1940s. AtGranger Junction, the road split. After1925, traffic bound for the PacificNorthwest followed U.S. 30N (laterU.S. 30) to Kemmerer and then wentinto Idaho's Snake River Valley.California-bound traffic followed U.S.30S, the modern Lincoln Highwayreplacement, to its reunion with the1913 Lincoln Highway east of Lyman,then through Fort Bridger, Evanston,and into Utah.

Utah

Sixty-six years after Brigham Younglooked out over the Salt Lake Valleyand declared, "This is the place," theLincoln Highway followed the route ofthe Mormons over the WasatchMountains and into Utah. From theWyoming border, the route passedthrough Echo Canyon to Main Forks(a.k.a. Echo Fork) on the Weber River.The Union Pacific Railroad rebuilt partof this route during the early 1920swhen the old road was buried beneaththe heavy fill required by the doubletracking of the line.

The Proclamation Route of the LincolnHighway, influenced by the wishes ofUtah Governor Spry, turned north-westward through Echo and WeberCanyon to Ogden. From there the route

turned south to Salt Lake City. In 1849,Parley P. Pratt blasted the Golden PassRoad through what was then BigKanyon. Decades later, the UnionPacific Railroad drove a line down thesame narrow canyon, crisscrossing theold wagon road.

With the Lincoln Highway, early guide-books warned motorists to be carefulof the ten grade crossings that existedwithin the canyon walls. As this was a36-mile deviation, the LHA amendedthe route in 1915 to drop this leg,reverting to its first choice alignment,which was south from Main Forksalong the Weber River Valley andthrough Silver Creek Canyon to theWasatch Mountain summit, then alongthe west slope through Parleys Canyon.

After the Ogden leg of the LincolnHighway was dropped, the highwayentered Salt Lake City on 21st StreetSouth (now 2100 South) to State Street,where it turned south, then west againon 33rd Street South (now 3300South). By 1924, the Lincoln Highwaywest from Salt Lake City had alreadybeen rebuilt as the first piece of con-crete pavement on the LincolnHighway in Utah. The hard surfaceextended through the copper smeltingtowns of Magna and Garfield, near theshores of the Great Salt Lake.


After rounding the northern tip of theOquirrh Mountains, the LincolnHighway struck west to Timpie nearthe eastern edge of the Great Salt LakeDesert. The original Lincoln Highwaycircled around the south end of theGreat Salt Lake Desert through theremote settlements of Fish Springs andCallao to Ibapah, 6 miles east of theNevada line.

In 1919, the LHA made substantialimprovements to the route between theGreat Salt Lake and Ibapah. Carl Fisherdonated $25,000 to open a road overthe Onaqui Mountains at Johnson Pass.This allowed the Lincoln Highway tobe redirected over an improved gravelroad through Tooele and Rush Valley,leading to the abandonment of theSkull Valley route. After passing overthe newly renamed Fisher Pass in theOnaquis, the Lincoln Highway recon-nected with the old route at Orr'sRanch.

The success of the Fisher Passimprovement was tempered by the fias-co of what became known as the"Goodyear Cutoff" farther west. FrankSeiberling, president of both the LHAand the Goodyear Tire and RubberCompany, committed $100,000 to builda 40-mile shortcut across the southerntip of the Great Salt Lake Desert fromCounty Well - west of Orr's Ranch - toGold Hill. With this financial commit-ment, the Utah State HighwayDepartment agreed to use its ownequipment and funds to finish theroad. When the state withdrew supportafter only seven miles of grading andgravel, the LHA's most acrimoniousrelationship was initiated.

The Utah state government, realizingthat at least $100,000 more would berequired to finish the Goodyear Cutoff,had reevaluated its long-term highwayplan and terminated the project.Officials in the LHA were understand-ably annoyed because of the large sumof money that already had been invest-ed in Utah and Nevada; this investment

would be negated because nearly 600miles of Lincoln Highway between SaltLake City and Reno depended on thecompletion of the Goodyear Cutoff.Utah instead began to construct theWendover Road across the widest partof the Great Salt Lake Desert west fromTimpie to Wendover, UT, on theNevada line. This would keep southernCalifornia-bound motorists in Utahlonger by forcing them to take theArrowhead Trail south from Salt LakeCity rather than the Lincoln Highwayto Ely, NV, and the Midland Trailacross Nevada to California.

To ensure the success of its plan, thestate of Utah refused to designate thedesert section of the Lincoln Highwayas part of its 7 percent interstate high-way system, denying the route anyfunds available through the FederalHighway Act of 1921. At an extremecost, the Wendover Road was complet-ed over 40 miles of salt flats in 1927. Itwas part of the Victory Highway (U.S.40), a late-arriving transcontinentalhighway that continued on to SanFrancisco via the Humboldt Valley innorthern Nevada. With this being theonly federal highway west from SaltLake City, the LHA was forced to swal-low its pride and accept it as the routeof the Lincoln Highway, even though itmeant waiting until 1930 before a con-necting road was built betweenWendover and the original LincolnHighway north of Ely.

After the Wendover Road was complet-ed, few motorists made the deviationsouth to Ely to cross central Nevada viathe Lincoln Highway, opting instead tocontinue on the shorter VictoryHighway to Reno, where it rejoined theLincoln Highway. The GoodyearCutoff was absorbed by the U.S. Army'sDugway Proving Ground in 1942.

Nevada

On a modern road map of Nevada, thebold line marking Interstate 80 appearsto have an obvious routing along the


This section of Lincoln Highwayacross the Bonneville Salt Flats ofnorthern Utah represents one ofthe few road battles lost by theLHA. The association had toaccept this route after the state ofUtah refused to recognize itsmore favored desert crossing far-ther south, known as theGoodyear Cutoff.

Humboldt River between Salt LakeCity and Reno. By comparison, the thinline of U.S. 50, the route of the LincolnHighway, seems remote and tentative,hardly the expected impression of whatwas once the country's premiertranscontinental highway. With nointerstate access through centralNevada, modern traffic to or fromCalifornia is carried far to the north orsouth of the Lincoln Highway, whichmay have resulted in its recent designa-tion as the "Loneliest Road in America.The Lincoln Highway was clearly thebest trunk road in Nevada until the endof the 1920s, but its ultimate destinywas largely determined by the physicalgeography and historical events ofneighboring Utah. From 1913 to 1919,the Lincoln Highway Association fixedthe main motor route between SaltLake City and San Francisco throughcentral Nevada. The expansive GreatSalt Lake Desert blocked the way westfrom Salt Lake City, and there were fewfunds available to build a road acrossthe barren salt flats. Such a road wouldrequire heavy grading to raise it abovethe level of the spring floods. TheLincoln Highway was therefore routedaround the south end of the desert toEly.

The direct link between Salt Lake Cityand Ely started to fade after 1919. Thiswas when the State of Utah reneged onits contract to complete the LincolnHighway's Goodyear Cutoff across 20miles of salt flats at the southern tip ofthe Great Salt Lake Desert in favor ofthe 40-mile long Wendover Roadthrough the heart of the desert farthernorth. This road was designated part of

the Victory Highway, a lesser-knowntranscontinental motor road that alsostretched between New York and SanFrancisco. The Lincoln HighwayAssociation fought the decision, anddid its best to mark and maintain itsroute through western Utah, but itbecame clear that the under-fundedLincoln Highway would never be ableto attract the traffic drawn to the com-pleted Wendover Road.

In 1927, the LHA abandoned its routefor the Wendover Road with the assur-ance that Nevada would build an 80-mile connecting road south fromWendover to join the old route of theLincoln Highway north of Ely. This 80-mile gap in the now more circuitousLincoln Highway was not spanneduntil 1930. By then, the more directVictory Highway (U.S. 40) throughnorthern Nevada's Humboldt RiverValley had been improved enough tocapture most of the traffic travelingacross the Great Basin.

Before the Lincoln Highway, theHumboldt River Valley was the pre-ferred overland route across Nevadaused by the California Trail and the firsttranscontinental railroad. Followingthe river from Wells to Humboldt Sink,the Victory Highway had lower gradesand crossed fewer mountain rangesthan the Lincoln Highway.

The Lincoln Highway’s route throughcentral Nevada crossed five ranges withelevations greater than 7,000 feet andincluded grades as steep as 18 percent.It essentially followed the trails andwagon roads opened along the line ofthe old Pony Express/Overland StageRoute to serve metal mining and smelt-ing towns such as Ely, Eureka, andAustin. These towns lie in north-southvalleys that are separated by parallelridges. The towns are connected byrailroad branch lines northward to themain line railroads in the HumboldtValley. Running transverse to the alter-nating basins and ranges, the roadinherited by the Lincoln Highway was


established as the only east-west trans-portation link through central Nevada.

During the early years, there was muchoptimism over road improve-ments initiated by the LHA inNevada. As a large state with asmall population (a mere 80,000people in 1920), there was verylittle Nevada could do to improvethe route. Its section of theLincoln Highway was thereforethe recipient of substantial sumsof LHA money. General MotorsCorporation and Willys-OverlandCompany were the financialbackers behind $115,000 of LHAdonations to improve six sections- a total of 120 miles - of LincolnHighway between Ely and Reno.Most of the projects were gradingand graveling undertaken in 1919,the same year as Utah's ill-fatedGoodyear Cutoff. The roads acrossFrenchman's Flat and Fallon Flats wereconstructed, as was a section west fromthe Eureka-White Pine county line toDevil's Gate.

Much of the road between Ely andEureka was completely relocatednorthward during the early 1920s tofollow the current alignment of U.S. 50.As a result, an array of lonely placeslisted in the 1915 and 1916 Complete

and Official Road Guide of the Lincoln

Highway were absent from the 1924edition, including Reipetown,Kimberly, White Pine Summit, and Six-Mile House. In 1924 and 1925, 50 milesof new road was constructed overCarroll Summit between Austin andEastgate, resulting in the rerouting ofthe Lincoln Highway away from the oldOverland Trail through New Pass and asaving of 15 miles. Ironically, a hard-surface highway improvement projectin the 1930s relocated the LincolnHighway back to the original route.

The westward Victory Highwayrejoined the original Lincoln Highwayat Fernley, and both ran concurrentlythrough Reno and into California via

Donner Pass through the SierraNevada. At Reno, the LincolnHighway's Pioneer Branch turnedsouth down Virginia Street to

Steamboat Springs and Carson City. Atthe Nevada state capitol, the highwayturned west on King Street to climb thetortuous King Canyon Grade to LakeTahoe before crossing the SierraNevada. This alternate trans-SierraLincoln Highway route was contrary tothe association's prime directive offinding the best, most direct path toSan Francisco. It was part of the origi-nal Proclamation Route and neverexplained more than as a way "forthose tourists desiring to see LakeTahoe." The LHA did consider scenicand historic attractions in its routing ofthe Lincoln Highway, but the PioneerBranch was the only significant bifurca-tion established essentially as a scenicbyway.

In 1921, the Fallon Cutoff opened overa new gravel road from Carson Cityeast to Lahontan Dam, where it con-nected with an old trail that continuedto the Lincoln Highway 9 miles west ofFallon. This road replaced the sectionof the Pioneer Branch that ran throughthe Washoe Valley between Reno andCarson City, and it actually made thePioneer Branch the shorter of the tworoutes to Sacramento. West of Carson


City, the steep, twisting King CanyonGrade over the Carson Range'sSpooner Summit was eventually aban-doned for an alignment farther south,accessed via Stewart.

California

There were only two good passes fromcentral Nevada over the Sierra Nevadato San Francisco, and the LincolnHighway used both. The main routewas over the 7,239-foot high DonnerPass, which had been pioneered by theCalifornia-bound Stephens party in1844, but which was named for thetragic Donner party, who were trappedin the mountains over the winter of1846-1847. West of Donner Pass, theroute passed from the Yuba River tothe Bear River Valley via Emigrant Gap,then largely followed the interfluveabove and between the steep walls ofadjacent valleys, as was typical fortrans-Sierra emigrant roads.

To tap into lucrative freight traffic, theroute was made passable in 1864 as theDutch Flat and Donner Lake wagonroad. It also served the constructioncamps building the Central PacificRailroad (later renamed the SouthernPacific) through the mountains. Therail line was opened in 1868, and a yearlater it became part of the nation's firsttranscontinental railroad.The wagon road was neglected untilresurrected as California State Highway37 in 1909. Four years later it becamepart of the Lincoln Highway. The roadalso was marked as the trans-Sierraroute for the Victory Highway and,after 1925, as U.S. 40. In 1964 Interstate80 was opened through Donner Pass asthe Lincoln Highway's moderntranscontinental successor.

The original Lincoln Highway alsoincluded the Pioneer Branch, whichsplit from the main Lincoln Highway atReno and extended south down theWashoe Valley to Carson City. ThePioneer Branch crossed the CarsonRange over Spooner Summit, wrapped

around the south end of Lake Tahoe,then breached the Sierra Nevada viathe 7,382-foot Johnson (Echo) Pass.Once on the west slope, the road fol-lowed the American River's South Forkto Pacific House, then on to Placerville,reaching Folsom at the eastern edge ofthe Sacramento Valley.

This trans-Sierra route was opened in1848 by a party of Mormons headedeast to Salt Lake City soon after goldwas discovered at Sutter's mill. ElDorado, Sacramento, and Yolo coun-ties constructed a public road in thelate 1850s. In the 1860s a series of pri-vate turnpikes perfected what wouldbecome the route of the PioneerBranch in 1913 and U.S. 50 after 1925.The Lincoln Highway Associationestablished the branch as an alternativescenic byway for tourists who wantedto visit Lake Tahoe. After 1921, howev-er, when the Fallon Cutoff opened adirect road between Fallon and CarsonCity, the Pioneer Branch became theshorter of the two Lincoln Highwayroutes to Sacramento, and it was just aslikely to be traveled as the other route.Boy Scouts erected memorial concreteposts along both routes during the finalmarking of the Lincoln Highway in1928.

The LHA's grand boulevard throughthe Sierra Nevada was a narrow gravel-surfaced road that was left to be buriedunder heavy snowfall each winter. TheTahoe Tavern on the shores of LakeTahoe presented an annual trophy tothe first California car to make it to theresort each spring. The demands of agrowing skiing industry stimulatedwinter maintenance of the PioneerBranch in the 1920s.

Significant improvements were made tothe Lincoln Highway's northernTruckee route during the 1920s. In1926 a shorter road carved out of theTruckee Canyon replaced the DogValley Road from Verdi, NV, toTruckee, NV. Farther west, the oldDutch Flat and Donner Lake Wagon


Road had been abandoned for a newalignment over Donner Pass, thecrowning achievement being the rain-bow arch Donner Summit Bridge,which was completed in 1926.

Early California-bound LincolnHighway motorists were all but fin-ished with their journey after reachingSacramento. This was the location ofSutter's Fort, where the westboundwagon trains were broken up. DuringLincoln Highway's period of signifi-cance, this was where the Truckeeroute and the Pioneer Branch rejoined,the former entering the city fromAuburn on 15th Street, the latterapproaching from Placerville on MStreet. It was smooth driving fromSacramento to the coast; the entireroute already had been paved with con-crete or concrete surfaced with bitumi-nous macadam by 1924.

A different sort of barrier determinedthe original route of the LincolnHighway between Sacramento and SanFrancisco. In the middle of the CentralValley, the south-flowing SacramentoRiver meets the north-flowing SanJoaquin in California's Inland Delta, amammoth tidal marsh crisscrossed bywaterways and drainage ditches. Fromhere, the water of the Central Valleydrains west to San Francisco Bay. Toavoid this morass and the upper reach-es of the bay, the Lincoln Highway fol-lowed Stockton Boulevard south fromSacramento through Galt andWoodbridge to the inland port ofStockton, staying well to the east of theDelta. Around 1920, the highway wasrerouted away from the LowerSacramento Road through Woodbridgeto a new alignment passing throughLodi and entering Stockton onCherokee Lane.

From Stockton, the Lincoln Highwayswung south and west to Banta, takinga bead on Altamont Pass and DublinCanyon as the way to cross the CoastRanges, the final mountain barrier tothe Pacific Ocean. The tightly twisted

Altamont Pass Road was bypassed withthe straighter alignment of U.S. 50 in1938. On the bay side of the moun-tains, the Lincoln Highway enteredHayward on A Street, then turnednorth on Foothill Boulevard toOakland. After turning onto HighStreet, the Lincoln Highway followed14th Street to 24th Street to 12th and13th streets to Broadway in downtownOakland. The ferry slips to SanFrancisco were at the foot of Broadway,currently the site of Jack LondonSquare.

In 1927, the Lincoln Highway wasrerouted to the north and west of theDelta. This was the route of the VictoryHighway (U.S. 40), avoided by the orig-inal Lincoln because of an unbridgedarm of San Francisco Bay that requireda ferry crossing at Benecia. In 1927,however, the Carquinez Strait Bridgeopened at Vallejo, creating a moredirect link between Sacramento andOakland. The only obvious deviationswere between Davis and Dixon, wherethe road followed the right-angle sec-tion lines until being replaced by afour-lane highway in the late 1940s.South of Carquinez Strait, the LincolnHighway was marked along San PabloBoulevard to University Avenue inBerkeley and then onto BerkeleyMarina.

Interestingly, a Lincoln Highway jour-ney leaving from either terminal city,New York or San Francisco, began witha ferry crossing. The opening of theOakland Bay Bridge in 1939 made theferry crossing obsolete, but, until thattime the highway came ashore at theFerry Building, then coursed upMarket Street and west over Post andGeary streets to 36th Street. After turn-ing north for a block, the LincolnHighway entered Lincoln Park and itswestern terminus at the Hall of thePalace of Legion of Honor, overlookingthe Pacific Ocean.


Chapter ThreeCurrent Context of the Lincoln Highway

ELEMENTS OF THE CORRIDORThe routes of the LincolnHighway add up to approximately

5,000 miles in length. Properties thatcontribute to the historic significanceof the Lincoln Highway include theroad itself, the views and vistas,bridges, markers to help travelers findtheir way, and numerous buildings thatserved travelers during the period ofsignificance (1913-1956).

Of a potential 5,000 miles, the recon-naissance survey conducted as part ofthis project identified about 400 dis-contiguous miles of road and bridgesthat retain integrity. The survey alsorevealed about 300 markers and about1,000 buildings that retain integrity andcontribute to the significance of theLincoln Highway. These resources arescattered throughout the length of thehighway's corridor, in each of the 14states, including 122 counties and 22major cities. Appendix D contains asummary of the reconnaissance surveyresults.

OWNERSHIP AND LAND USE

Although the roads of the LincolnHighway corridor are almost entirely inpublic ownership (state, county, and insome cases in the West, federal), build-ings contributing to the significance ofthe road are almost entirely privatelyowned.

The road segments surveyed as part ofthis study for their intact integrity are,with a few possible exceptions, allunder public ownership, either as stateor county roads. The few exceptionsare no longer easily drivable "remnant"roads that do not appear to be main-tained. It is unclear who actually ownsthese remnants, but none of the identi-fied remnant roads contains "no tres-passing" signs or is fenced off. Becauseof this, it seems likely that these roadsare still on public land.

East of Wyoming, the viewshed alongidentified segments of the road is most-ly in private ownership. There areexpansive sections of land in the West,however, in which the LincolnHighway crosses land managed by theU.S. Forest Service (USFS), the Bureauof Land Management (BLM), theBureau of Reclamation, and theDepartment of Defense. Together,these segments add up to perhaps 400miles (see Appendix B). Notably, theroad itself across the federal lands istypically not owned or maintained bythe federal government, although thesurrounding area is.

Of the identified buildings, nearly allappear to be both in private ownershipand in commercial use. There are a fewexceptions - some buildings that are inmunicipal ownership. The NPS teamthat conducted this study tried to send


Above: An example of an automo-bile showroom located withinPittsburgh’s Lincoln Highway auto-mobile row.

Top: Lincoln Highway monumentsflanking the entrance to ClinkBoulevard in Crestline, Ohio.


letters to the owners of the 1,000 iden-tified buildings but was unable to reachabout 40 percent of these owners,either because the buildings appearabandoned (8 percent) or becauseaddresses for them were unavailable.2About 8 percent of the ownersreturned the postcards included in themailing to request more information.

The ownership of the 300 concreteLincoln Highway markers identified aspart of this project is unclear. Whileownership of the markers may general-ly follow the pattern of ownership forother resources - those along road seg-ments would be publicly-owned, thosein front of buildings would be private-ly-owned -- further historical researchmight also reveal that, at the time ofinstallation, these markers were "gifts"to the municipality or county.

EXISTING IMPACTS AND THREATS

Because the same qualities that lendhistoric roads integrity, such as narrowalignments and older, less smooth sur-faces, can pose safety concerns withthe speed demands of today's drivers,maintaining those qualities can be chal-lenging. The same demand for conven-ient, efficient travel that led to thebuilding of the Lincoln Highway hascontributed to its destruction. Of theroughly 5000 miles that compriseroutes of the Lincoln Highway, the sur-vey identified less than ten percent ofroadway retaining integrity.

Fortunately, even while 90 percent orso of the road itself has been signifi-cantly altered, there are about 1000buildings contributing to its signifi-

cance that remain. Six percent of theseproperties appear to be abandoned orneglected. Without further attention, itis likely that these buildings will ceaseto retain integrity. 49 of the 1471 sur-veyed resources (road segments,bridges, markers, buildings) are indi-vidually listed on the National Registerof Historic Places3, providing themsome attention if there is a federally-funded project potentially threateningthem.

INTEREST AND SUPPORT

During the scoping period for thisproject (winter 2002), overwhelmingpublic support was expressed for thepreservation of Lincoln Highwayresources. State road departmentsexpressed both support of the projectand concern about their ability tomaintain safety and efficiency stan-dards for historic roads. A few respon-dents specifically expressed their sup-port for a national park along theLincoln Highway.

Approximately 600 people attendedpublic meetings for this study inFebruary and March 2003. A total of900 comments were received at thesemeetings and through the mail. Thefeedback received during this commentperiod expressing support for thepreservation and interpretation of theLincoln Highway reflected the samegeneral response that was received dur-ing the scoping period - overwhelmingpublic support tempered by some con-cern from public roads departments(see Appendix F).

2The study team's method for locating addresses of surveyed properties was as follows: The survey teamrecorded addresses of buildings as they surveyed them. Where street numbers were not visible on thebuilding, the team recorded the placement as best they could (for example, "at the corner of…") In thesecases, attempts were made to locate mailing addresses using business directories (e.g. the yellow pages).Where exact street numbers could still not be located, a mailing was sent to the best address available(e.g. an identified intersection). While that attempt was successful in some cases, roughly 100 letters werereturned.

3In total, 128 resources surveyed are on the National Register, either individually or within the boundariesof a listed historic district (see Appendix C).


POTENTIAL FOR PUBLIC ENJOYMENT

It is difficult to predict how many peo-ple could be expected to travel alongthe Lincoln Highway and visit historicresources with a more comprehensiveand coordinated national program ofpreservation and interpretation. Noreliable mechanism is in place to recordvisitation to the two established long-distance travel promotion programs forthe Lincoln Highway - the LincolnHighway Heritage Corridor ofPennsylvania, and the Lincoln HighwayScenic Byway Program of Illinois.

One indicator of interest in the high-way might be the level of interest in thesubject matter generally - classic cars,roadside attractions, and historic roads.

Old Cars Weekly, a magazine for classiccar enthusiasts, has 70,000 subscribers,which indicates that there is a greatdeal of interest in this subject matter.However, Roadside, a magazine forroadside attraction enthusiasts, haltedpublication in 2001 because of anunsustainably low level of interest. Anew magazine for fans of historicroads, American Road, expects to near-ly double the number of issues it printsin the first year of production, from5,500 to 10,000.4 Another indicator ofinterest might be visitation counts forindividual museums dedicated to his-toric roads. For example, at thePowerhouse Museum along Route 66in Kingman, AZ, which is dedicated totelling the story of that historic road,4,800 visitors signed the guest bookfrom July through September 20035.

4Data gathered in personal communication between magazine publishers and Ruth Heikkinen, LincolnHighway Study Coordinator, January 2004.

5“Visitors.” Route 66 News, Fall 2003, page 3.


CRITERIA FOR NATIONALSIGNIFICANCEAccording to NPS Management

Policies 2001, Section 1.3.1, to be con-sidered nationally significant, aresource must, after study by NPS pro-fessionals in consultation with subjectmatter experts, scholars, and scientists,meet the following criteria:

• It is an outstanding example of a particular type of resource.

• It possesses exceptional value orquality in illustrating or interpretingthe natural or cultural themes of ournation's heritage.

• It offers superlative opportunities forpublic enjoyment, or for scientificstudy.

• It retains a high degree of integrity asa true, accurate, and relativelyunspoiled example of a resource.

In addition to meeting these four crite-ria, it is important that a period of sig-nificance for historic properties beestablished. A period of significance isthe length of time when a property wasassociated with important events, activ-ities, or persons, or attained the charac-teristics which qualify it for listing inthe National Register of HistoricPlaces.

LINCOLN HIGHWAY PERIOD OF SIGNIFICANCE

For the purposes of this study, thestudy team defined the historic periodof significance for the Lincoln Highwayas 1913 to 1956. This period encom-passes the following events:

• the highway's inception as an earlytranscontinental automobile road atthe behest of the Lincoln HighwayAssociation, founded in 1913

• the highway's rise to national promi-nence through the LHA's influentialpromotional and political acumenduring the 1920s

• the retention of the highway's nation-al cultural identity and importance fora considerable time beyond the disso-lution of the LHA

• the highway's gradual and regionallyvaried decline as a nationally impor-tant representative of early namedhighways that were eventuallysupplanted by the modern interstate highway system.

Several episodes in the complex evolu-tion of what was to become the inter-state highway network played out fromthe 1920s through the 1940s. However,the modern interstate highway system'sfunding and construction was fore-stalled by events surrounding WorldWar II and then the Korean War.Construction was dramatically has-

Top: Dunkle’s Gulf gas sta-tion in Bedford, Pennsylvania.

Above: Hotel Yancy in GrandIsland, Nebraska-a flagshiphotel along the LincolnHighway built in the 1920s.

Chapter FourEvaluation of National Significance


tened nationwide by the funding provi-sions included in the Federal AidHighway Act of 1956, which PresidentEisenhower signed on June 29, 1956.6Secretary of Commerce Sinclair Weeksimmediately announced the allocationof $1.1 billion to the states for only thefirst year of what he called "the greatestpublic works program in the history ofthe world."7 By August 1956, threeclaims to the construction of the "first"interstate highway had been staked,two by Missouri and one by Kansas,each dependent on a slightly differentdefinition of "first."8 Thus, the provi-sions of the 1956 Act, its appropriatedfunding level, and the immediate con-struction of highway projects under itsauspices together signal a radical turn-ing point in the historical developmentof American highway building and alogical termination for the LincolnHighway's period of historic and cul-tural significance.

In addition, because of its transconti-nental nature and its complex evolutionin the states through which it passes,what was historically known andunderstood as the Lincoln Highway isnot easily or neatly defined. The high-way developed differently and at differ-ent times in different areas of the coun-try because of a variety of contributingfactors. Therefore, the LincolnHighway's applicable period of nation-al significance fully encompasses thisfluid historical development andreflects the highway's entire transconti-

nental range and important associatedcultural resources.

EVALUATION OF LINCOLN HIGHWAY USING SIGNIFICANCECRITERIA

Outstanding ExampleThe Lincoln Highway is an outstand-ing example of a particular type ofresource. Cultural resources that couldbe considered of the same type as theLincoln Highway are other earlytranscontinental named highways inthe United States, such as the followingLincoln Highway contemporaries: TheTheodore Roosevelt InternationalHighway, the Yellowstone Trail, thePike's Peak Ocean-to-Ocean Highway,and the National Old Trails Road.9 Allthese early named roads emerged dur-ing the "Good Roads" movement in thenation, which originated in the 1890sboth to help bicyclists maneuver quick-ly around cities and to provide ruralroads to help farmers bring produce tomarket.

The Theodore Roosevelt InternationalHighway, which extended fromPortland, ME, to Portland, OR, wasbegun in 1919 by a group of GoodRoads boosters based in Duluth,Minnesota, as a memorial to PresidentTheodore Roosevelt. Although it alsorepresented a memorial to a popularpresident, this highway, perhapsbecause of its northern route andCanadian segments, did not retain a

7Weingroff, Richard F., "Federal-Aid Highway Act of 1956: Creating the Interstate System." Summer1996, Federal Highway Administration website at <www.fhwa.dot.gov>.

8Weingroff, Richard F, "Three States Claim First Interstate Highway." Summer 1996, Federal HighwayAdministration website at<(www.fhwa.dot.gov>.

9Route 66, perhaps the best-known historic road in the United States, is not described here because itneither a contemporary of the Lincoln Highway nor a transcontinental route. For a discussion of thehistoric context of that road, see the introduction to chapter 5, where the NPS program to preserve andinterpret Route 66 is described.

6President Eisenhower acknowledged the influence of his personal experience as a young soldier in the 1919 U.S. Army transcontinental convoy along the Lincoln Highway in his support for building asound national network of interstate highways through the 1956 legislation, a key accomplishment ofhis administration. This convoy is explained in more detail later in this chapter.


strong identity beyond the Good Roadsera. Today it consists of portions of U.S.Highways 2, 11, and 12, among oth-ers.10

The Yellowstone Trail, which extendedfrom Plymouth Rock, MA to PugetSound, WA, was established in 1912 bya group of businessmen and GoodRoads boosters in Ipswich, SD. Unlikethe Lincoln Highway, however, thishighway originated as a regional touristroute from Minneapolis to the north-ern (automotive) entrance ofYellowstone National Park and grew toreach the coasts. Under the federalnumbering system of the late 1920s, theYellowstone Trail became parts of U.S.Highways 10, 12, and 20.11

Similarly, the Pike's Peak Ocean-to-Ocean Highway (New York, NY to LosAngeles, CA) originated in the firstdecades of the 20th century as a seriesof regional or tourist routes. In the Eastit was known as the RooseveltHighway, in the Midwest, both as theWhite Way and as the Detroit-Lincoln-Denver (DLD) Highway. Segments far-ther west were known as the Pike'sPeak Highway. Today much of the routeis U.S. Highways 6 and 34. With itsbeginnings as a series of regional ortourist routes, the Pikes Peak/RooseveltHighway did not retain a strong identi-ty as a single transcontinental high-way.12

Another early transcontinental high-way, the National Old Trails Road,would extend from Baltimore, MD toLos Angeles, CA. The highway's boost-ers derived the name from the high-way's proximity and routing along 19th

century transportation routes such asthe National Road, the Santa Fe Trail,and the Oregon Trail. Today, theNational Old Trails Road is largely U.S.40 and Interstate 70. In some states,U.S. 40 retains a strong identificationwith the early 19th century routes suchas the National Road.13

Since federal funding for road develop-ment during the Good Roads move-ment was minimal, anyone who wanteda road built had to encourage area resi-dents to lobby their local officials forassistance. It was critical to gain publicname recognition for roads. Of the fourpreviously cited transcontinental high-ways of the period, the LincolnHighway was both the most publicizedand the best known; as such, it repre-sents the most successful private roadscampaign initiated during the GoodRoads movement.

Exceptional Value or QualityThe Lincoln Highway possessesexceptional value or quality in illus-trating or interpreting the natural orcultural themes of our nation's her-itage. The criterion of possessingexceptional or quality is evaluated byapplying the national historic land-marks (NHL) process as defined by theNPS Management Policies 2001 for eval-uating the significance of culturalresources. National historic landmarksare significant properties with excep-tional value in representing or illustrat-ing an important theme in the historyof the nation. They must meet at leastone of the following NHL criteria:1. association with events that have

made a significant contribution to,are identified with, or outstandingly

10Skidmore, Max. 1999. "From Portland to Portland: the Theodore Roosevelt International Highway,"Society for Commercial Archeology Journal, vol. 17 no. 1, pp 14-21.

11Bedeau, Mike, 1996. "The Yellowstone Trail: A Good Road from Plymouth Rock to Puget Sound,"Society for Commercial Archeology Journal, vol. 14, no. 1 pp. 33-36.

12Ahlgren, Carol, 1977. "Dry, Long, and Dusty: The Detroit-Lincoln-Denver (DLD) Highway in Nebraska," Society for Commercial Archeology Journal, vol. 15 no. 2; and Weingroff, Richard, 1996.

"When Highways Had Names, " Society for Commercial Archeology Journal, vol. 14 no. 1.13Weingroff, Richard, "the National Old Trails Road Part 1: The Quest for a National Road." Federal

Highway Administration website at <www.fhwa.dot.gov> and Raitz, Karl, 1996. "The U.S. 40 Roadside,"The National Road, edited by Karl Raitz. John Hopkins University Press.


represent the broad national pat-terns of United States history andfrom which an understanding andappreciation of those patterns maybe gained

2. association with lives of personsnationally significant in the historyof the United States

3. representation of some great idea orideal of the American people

4. embodiment of distinguishing char-acteristics of an architectural typespecimen exceptionally valuable forthe study of a period, style, ormethod of construction or that rep-resent a significant, distinctive, andexceptional entity whose compo-nents may lack individual distinction

5. composition of integral parts of theenvironment that are not sufficientlysignificant by reasons of historicalassociation or artistic merit to war-rant individual recognition, butwhich collectively compose an entityof exceptional historic or artistic sig-nificance or outstandingly commem-orate or illustrate a way of life or cul-ture

6. yielding, or being likely to yield,information of major scientificimportance by revealing new cul-tures or by shedding light on periodsof occupation over large areas of theUnited States - such sites are thosethat have yielded or may reasonablybe expected to yield data affectingtheories, concepts and ideas to amajor degree

The national significance of theLincoln Highway is reflected in two ofthe above criteria, numbers 1 and 5. Inthe following text, the LincolnHighway's significance is placed incontext of the larger multifacetedAmerican past with the use of the NPSthematic view of history presented inHistory in the National Park Service:

Themes and Concepts (1994). Theseeight themes are as follows:

I. Peopling PlacesII. Creating Social Institutions and

Movements

III. Expressing Cultural ValuesIV. Shaping the Political LandscapeV. Developing the American

EconomyVI. Expanding Science and

TechnologyVII. Transforming the Environment,

andVIII. Changing Role of the United

States in the World Economy

The significance of the LincolnHighway is best understood when con-sidered in light of Developing theAmerican Economy (NPS historicaltheme V) and Transforming theEnvironment (theme VII).

NHL Criterion 1: Association withEvents. The Lincoln Highway is asso-ciated with events that have made a sig-nificant contribution to are identifiedwith or outstandingly represent thebroad national patterns of UnitedStates history and from which anunderstanding and appreciation ofthose patterns may be gained.

The Lincoln Highway represents themost successful private roads campaigninitiated during the Good Roads move-ment. As mentioned earlier, this move-ment was launched both to help farm-ers bring produce to market and tohelp bicyclists move quickly aroundcities. However, soon after its initiation,spurred on by the development of theautomobile, the Good Roads move-ment adopted a more ambitious goal -to facilitate long-distance travel bymotor vehicle. The automobile manu-facturers and businessmen who formedthe LHA saw the economic potentialand benefit of improved roads. TheLHA was active from the establishmentof the route in 1913 through 1928. In1926, the Lincoln Highway was includ-ed in the new federal numbering sys-tem as U.S. 30 for much of its route,leading the LHA to end its active pro-motion of the road two years later, in1928.


Between 1913 and 1928, the privateindividuals at the helm of the LHAworked to promote, improve, and markthe Lincoln Highway across the coun-try. The building of the LincolnHighway was accompanied by a pro-motion campaign so successful that theroad's popular identity would outlastthe organization that built it by at leastthirty years.14 Perhaps more signifi-cantly, the efforts of the LHA wereinstrumental in developing the auto-mobile's influence on the way of life in20th century America.

The Lincoln Highway played a key rolein developing the American economyin the area of transportation (NPS his-torical theme V). The historical evolu-tion of the national economy hasdepended on the extension and inte-gration of transportation infrastructureinto new territories. The LincolnHighway represents both the extensionof a transcontinental auto road west-ward and one of the early contribu-tions to an integrated grid of nationalhighways.

The LHA's plans to build the highwaywere reflective of other road-buildingefforts of the time. The associationoriginally wanted to raise private fundsto build the entire route, but its mem-bers soon realized that building"seedling miles" — short stretches ofpavement designed to encourage oth-ers to build more stretches like it —and encouraging public support forcompleting the road was a more practi-cal tactic. The LHA borrowed the ideaof seedling miles from the Bureau ofPublic Roads, where the same idea wascalled "object lesson roads." Completepublic financing of highway buildingon a federal level was decades away atthe time the LHA was formed. Thetechniques that the automobile indus-trialists at its helm adopted are instruc-

tive to understanding the developmentof highway engineering, policy, andfinancing in America.

The Lincoln Highway provides numer-ous examples not only of the evolutionof highways, but also of the evolutionof automobile-related commerce. Overthe course of the Lincoln Highway,scores of commercial establishmentswere built to serve travelers. In addi-tion, existing pre-automobile business-es refocused their establishments toserve travelers on the Lincoln Highway.These auto service, food, and lodgingestablishments, which emerged to servethis new group of travelers, havebecome permanent features in ourAmerican landscape.

The towns potentially on the highwaywere keenly aware of the role theLincoln Highway would play in devel-oping the American economy. As soonas the idea of a cross-country LincolnHighway was publicized, towns andstates petitioned the LHA and compet-ed with each other to be located alongthe route. State and local governmentsimproved existing roads and promisedfuture funding of improvements as away to sway the alignment of theLincoln Highway in their favor. Oncethe official route was established in1913, towns celebrated their inclusionwith bonfires, parades, speeches andcelebrations and, with the encourage-ment of the LHA, renamed their mainstreets "Lincoln Way." The arrival ofthe Lincoln Highway, with its percep-tion of progress, prosperity, modernity,and connectivity, was a definitivemoment in the identity of many small,isolated towns across the country. TheLincoln Highway became representa-tive of an American infrastructure intransition between the dominance ofthe railroad and the emergence of anational, auto-based transportationsystem.

14Patrick, Kevin J., Learning from the Lincoln Highway: Idendity, Place, and a Pennsylvania Landscape.Doctoral dissertation from the University of North Carolina. UMI Dissertation Services.

An example of a seedling mile inGrand Island, Nebraska. A portionof this road was demolished in2000 when a new intersection wasbuilt, although some of the historicresource remains.


In the first decades of the 20th century,the emerging auto industry was not theonly group pursuing good roads.Following World War I, the U.S. mili-tary was interested in the quality andavailability of decent roads to mobilizetroops across the nation. In 1919 theU.S. Army set off on a transcontinentaljourney to test the efficiency of theAmerican road system in the interest ofnational defense. From Washington,DC, to San Francisco, CA, the convoytraveled along the Lincoln Highwayfrom mid-Pennsylvania to California -most of their trip. The convoy, accom-panied by promoters of the LincolnHighway and meeting many along theway, brought an enormous amount ofattention to the need for good roads,particularly a transcontinental routesuch as the Lincoln Highway. The mes-sage all along their challenging routewas, if local and state governments andorganizations did not make an effort atroad improvement, then the LincolnHighway would be rerouted and passthem by.

A young officer, Dwight D.Eisenhower, was a member of the con-voy and a witness to the meager roadsystem available across the UnitedStates at this time. Eisenhower nodoubt kept this experience in his mindwhen he signed the Federal AidHighway Act as President of the UnitedStates in 1956, an act which, as men-tioned previously, finally provided thefederal funding necessary to fullyimplement a system of nationalroads.15

The LHA's goal for the highway was toconnect American communities byestablishing and promoting animproved, toll-free transcontinentalroad. In doing this, the LincolnHighway played a key role in trans-forming both the natural and the builtenvironment (NPS historical themeVII). Today, it is easy to get lost tryingto follow this historic road across thecountry as its path varies from roughunpaved roads to high speed inter-states. Ironically, this fact is actually atestament to the success of the LincolnHighway. Transportation officials overthe past 75 years have built on a centralidea of the original Lincoln Highwaypromoters — that good roads couldplay a pivotal role in economic devel-opment — and applied it to developinga vast network of roads across theUnited States. Today, road building isso prevalent that all other methods ofground transportation are subordinate,both in terms of usage and public fund-ing, to vehicular traffic.16

The ability to shape nature through theprocess of road construction was limit-ed in the early days of the LincolnHighway; however, that ability becamemore and more pronounced as the suc-cess of early roads encouraged the con-tinual advancements in road engineer-ing.17 Moreover, the ease of travelingin one's own car to remote corners ofthe country gave Americans the abilityto look at nature differently, to experi-ence it in new ways, and ultimately toalter the natural processes in manyareas. Finally, the Lincoln Highwaycontributed to the evolution of the

15 More information about this transcontinental convoy is available in Pete Davies, American Road: The Story of an Epic Transcontinental Journey at the Dawn of the Motor Age. New York, 2002: Henry Holtand Company.

16 About 5 percent of Americans use public transportation to commute to work; about 85 percent drive to work. Over the past decade, rail and transit funding has averaged 20 percent of total government expenditure - local, state, and federal - and highway funding has averaged 60 percent. Source: U.S. Bureau ofTransportation Statistics, National Transportation Statistics 2001 and Government Transportation Financial Statistics 2001.

17 The study team thanks Bruce Seely, Chair, Department of Social Sciences at Michigan Technological University, for this observation. Mr. Seely adds "Compared to the post-1945 construction patterns, when machinery allowed road builders to completely alter the shape of nature, the impact on nature ofroads built in the 1920s and 1930s seems sedate and constrained." (letter dated July 21, 2003).


American landscape from a series ofurban centers and rural communities toa radiating landscape of development.This pattern of development, growingout from the cities to create suburbancommunities wherever there wereroads, was an outgrowth of the popu-larity of the highways like the LincolnHighway.

To credit the Lincoln Highway with thesystemic changes to the environmentbrought on both by the expansive net-work of roads and by the proliferationof automobiles of the 20th centurywould be an overstatement. TheLincoln Highway, symbolic of theGood Roads movement, was only oneof many factors contributing to thesechanges. Nevertheless, the LincolnHighway's significance reflects the his-torical theme of transforming both thenatural and built environments throughhighway planning, promotion, design,and construction.

NHL Criterion 5: Exceptional as aCollective Whole. The LincolnHighway includes sites that are com-posed of integral parts of the environ-ment that are exceptional as a collec-tive whole but not necessarily as indi-vidual components.

The Lincoln Highway corridor encom-passes numerous buildings and struc-tures that could be cited individuallyfor their historical significance. Thehistorical significance of the highway,however, is better understood whenconsidered as a collective whole, or assegments of concentrated resources.The Lincoln Highway is a complex cor-ridor that consists of original and sub-sequent routes and includes roadwaysconstructed at different times from1913 to 1956. During this time, theroad's promoters were continuallyworking to improve the route; thus,they abandoned some of the earliersections. Today the highway may belikened to a braided stream with asmany as four "generations" of roadoffering different paths through the

same area. Within the corridor arenumerous examples of roadside com-mercial architecture that evolvedthroughout the period of significance.

The Lincoln Highway linked town andcountry, city and suburb. Its design ele-ments and associated roadside land-scape reflect both automobile age capi-talism and government perceptions ofpublic roads. The appearance of theLincoln Highway landscape is largelydefined by the changing image ofmodernity and its influence on archi-tecture and highway design.

The Lincoln Highway landscape is arepresentative example of automobileculture and popular vernacular stylesas applied to the road and roadside ofone of America's first transcontinentalhighways. Of particular importance areroadway remnants, structures, andmarkers, along with roadside commer-cial architecture in use during theLincoln Highway's period of signifi-cance (1913-1956) and especially dur-ing its heyday before the road wasnumbered by the American Associationof State Highway Officials (1914-1928).Roadway elements depicting changesin highway design and engineeringstandards are represented by the devel-opment and evolution of the nation'spremier long-distance highway.

The Lincoln Highway's expansive his-tory began at a time when automobilesinherited a pre-modern road networkand continued through the construc-tion of limited access bypasses. TheLincoln Highway contains specificexamples of noteworthy highway andbridge designs, as well as landscapeensembles that illustrate changes inhighway and bridge design left near toeach other as a result of route succes-sion and the construction of multiplebypasses of different ages.

The Lincoln Highway's commercialroadside buildings represent a transi-tion in the architecture of automobile-oriented retailing from early 20th cen-


tury vernacular styles through numer-ous periods of modern roadside archi-tecture, including: Early Auto, ArtDeco, Streamlined Moderne, Modern,and Exaggerated Modern styles. TheLincoln Highway's commercial road-side is a testament to the economicimpact the highway had on the com-munities it passed through.Commercial roadside businesses mostdirectly linked to the influences of theLincoln Highway are gas, food, andlodging establishments from the periodof significance (1913-1956).

The Lincoln Highway also containsauto-oriented commercial landscapedistricts such as urban "automobilerows" that resulted from an agglomera-tion of auto show rooms, gas stations,garages, hotels, and roadside restau-rants along the main thoroughfareleading into the central business dis-trict. North Broad Street inPhiladelphia and Farnam Street inOmaha are two noteworthy examples.Other districts resulting from the influ-ence of the Lincoln Highway are com-mercial strips of motels, gas stations,and restaurants at the edge of numer-ous small towns, and "one-stop"tourist centers containing gas, food,and lodging accommodations as part ofa single operation. When taken collec-tively, these resources tell the story ofthe Lincoln Highway and its effect onthe American landscape.

Opportunities for PublicEnjoyment.The Lincoln Highway offers superla-tive opportunities for public enjoy-ment or for scientific study. TheLincoln Highway routes and associatedresources offer countless opportunitiesfor public enjoyment and for under-standing the significance of this roadfrom coast to coast. Collectively, theroadway and historic resources withinthe Lincoln Highway corridor couldgive the public the opportunities toexperience travel along the route remi-niscent of the adventures enjoyed byprevious generations of Americans.

Individually, many of the adjacent his-toric resources are accessible or couldbe made accessible for public under-standing and enjoyment.

Today there is no nationally coordinat-ed effort to provide for public enjoy-ment of the Lincoln Highway and itsassociated historic resources. However,the current Lincoln HighwayAssociation, a reincarnation of theorganization that founded the road, is anational organization with roughly1,000 members that works to preserve,interpret, improve access to, and pro-mote the road to enthusiasts and thegeneral public. At present this organi-zation does not have the capacity toprovide for the public enjoyment of theroad and its related resources consis-tently on a national basis, but it doesprovide a forum for coordinating localefforts. A few regional efforts exist toprovide for the public enjoyment of theLincoln Highway. These efforts, whichare limited geographically, include theLincoln Highway Heritage Corridor inwestern Pennsylvania and the LincolnHighway Scenic Byways in Ohio andIllinois. Preservation and interpretationefforts such as these are discussed inmore detail near the beginning of chap-ter 5 of this study.

Integrity as a True, Accurate, andRelatively Unspoiled ExampleThe Lincoln Highway in its entiretydoes not retain a high degree ofintegrity as a true, accurate, and rel-atively unspoiled example of aresource. The passages above demon-strate that the Lincoln Highway pos-sesses exceptional significance in illus-trating or interpreting the heritage ofthe United States with respect to threeof the four criteria for national signifi-cance. The fourth criterion for nationalsignificance requires that the resourcealso retains "a high degree of integrityas a true, accurate, and relativelyunspoiled example of a resource." Awealth of individual resources in theLincoln Highway corridor do retainintegrity, as demonstrated by the find-


ings of the reconnaissance survey con-ducted as part of this project. 1,500resources were identified that con-tribute to the highway's significance;however, the Lincoln Highway as awhole does not retain the necessaryhigh degree of integrity.

Appendix C lists the 49 incoln Highwayresources that are already individuallylisted in the National Register ofHistoric Places. In addition, at least 40of the surveyed resources have beendetermined eligible for listing by StateHistoric Preservation Offices.

Because a variety of road and roadsideresources contribute to the significanceof the Lincoln Highway, it would beimportant for a wide cross section ofthose resources to be present through-out the corridor nationally at a densitythat would approximate the highway'sappearance during its period of signifi-cance in order for the entire highway toretain integrity. However, there arelarge stretches of this corridor thatretain only one or two features toremind today's travelers of the historyof the road. Along many stretches,there are no such features. The recon-naissance survey identified less thanten percent of the road and its associat-ed landscape as retaining integrity.As mentioned previously, a wealth ofindividual resources retain integritythroughout the Lincoln Highway's5,000 miles. In some places, theseresources are grouped so close togeth-er that the district in which they arelocated may be eligible for designationas a historic district. The National Park

Service would welcome nominationsfor both national register and nationalhistoric landmark listings of significantLincoln Highway resources. However,since the entire corridor does notretain a high level of integrity, theLincoln Highway does not meet thenecessary criteria for national signifi-cance to warrant its inclusion in thenational park system.

In summary, the Lincoln Highway's sig-nificance is reflected in three of thefour necessary criteria -it is an out-standing example of a particular typeof resource; it possesses exceptionalvalue or quality in illustrating or inter-preting the natural or cultural themesof our nation's heritage; and it offerssuperlative opportunities for publicenjoyment or for scientific study.However, as a whole, it does not retaina high degree of integrity as a true,accurate, and relatively unspoiledexample of a resource.

Because the Lincoln Highway does notmeet all the significance criteria forinclusion in the national park system,neither analysis of the suitability andfeasibility of managing the LincolnHighway as a unit of the system nor anassessment of whether or not directNPS management would be necessaryis included in this study. The possibilityof including a small part of the highwayin the national park system was consid-ered during this project, but that possi-bility was eliminated from furtherstudy. This decision is described inmore detail in chapter 5.


This chapter describes existingmeans of protecting historicroads for public enjoyment and

presents a range of viable managementalternatives for the Lincoln Highway.

EXISTING MEANS OF PROTECTINGHISTORIC ROADS FOR PUBLIC ENJOYMENT

Historic Roads and the National Park Service

Representation within the nationalpark system is one method of protect-ing historic roads. A number of historicroads are currently included in thenational park system. These roads fallinto two groups: parkways, includingthe George Washington MemorialParkway (in Virginia), the Blue RidgeParkway (in North Carolina andVirginia), the Natchez Trace Parkway(in Mississippi, Alabama, andTennessee) and the John D. RockefellerJr. Memorial Parkway (in Wyoming)and roads that figure prominently inthe visitor experience at other nationalparks, such as Skyline Drive inShenandoah National Park (inVirginia), Going-to-the-Sun Road inGlacier National Park (in Montana),Trail Ridge Road in Rocky MountainNational Park (in Colorado) and theRock Creek and Potomac Parkway inRock Creek Park (in Washington,

D.C.). Since the national park parkwayswere all built as units of the nationalpark system, development adjacent tothe road was limited in favor of pre-serving aesthetic, natural, and culturalvalues. The type of roadside commer-cial development typical of the LincolnHighway is absent from the landscapeof these roads. Like the parkways,roads that figure prominently in thevisitor experience at national parkswere built for scenic, aesthetic reasonsand cannot be said to reflect the sameset of historic themes as the LincolnHighway.

Historic roads that cross the bound-aries of national parks are also worthmentioning in this discussion becauseof the high preservation standardafforded them by their inclusion withinthe boundary of a unit of the nationalpark system. The National Road, builtin the early 19th century, crosses FortNecessity National Battlefield inPennsylvania. The Fort Necessity stafftells the story of the National Road aspart of its interpretation program. TheNational Road was the subject of anNPS special resource study publishedin January 1994. Although the term"National Road" is sometimes appliedto what is today known as transconti-nental U.S. 40 (which, in the heyday ofthe Lincoln Highway was referred to asthe National Old Trails Road), the 1994

Top: The Lincoln Motor Court inBedford, Pennsylvania, an earlyauto cabin court.

Above: The Red Bat’s Nest, anearly auto roadside restaurant indomestic vernacular style in FultonCounty, Pennsylvania.

Chapter FiveManagement Alternatives


18In 1924, Austin Bement, vice-president and secretary of the Lincoln Highway Association, boasted that "Instead of 60 days or more now being required to drive from the Atlantic to the Pacific, the ordinary, unhurried progress of a pleasure party can make the trip on the Lincoln Highway in the summer months in less than a month. Twenty days is an easy drive for anyone." A Complete Official Guide of theLincoln Highway, fifth edition. The Lincoln Highway Association., 1924, p. 87.

special resource study included onlythe 600 miles of the original NationalRoad from Cumberland, MD, toVandalia, IL. That study determinedthat those 600 miles were suitable foraddition to the national park system aseither a national historic trail or anational heritage area and that twoshorter stretches of the National Roadalso would have been feasible to man-age. Today, however, no stretch of theNational Road is, by itself, a part of thenational park system.

The Lincoln Highway crosses or comeswithin a few blocks of the boundariesof 13 units and affiliated areas of thesystem. However, because the LincolnHighway is not related to the purposeand significance of any of these parks,it is not part of the interpretation pro-gram at any of those units or areas (seeAppendix B).

The National Park Service does pro-vide assistance to the preservation ofother historic roads without managingthe resources. The grant and technicalassistance program for Route 66 is oneexample of this. Although Route 66 isnot a unit of the national park system,the National Park Service has manageda grant and technical assistance pro-gram to support other organizations inpreserving and interpreting that roadsince 2001. Route 66 and the LincolnHighway share in common great scale,diversity of landscape, and evolution ofroadside commercial development, buteach road played a different role inAmerican history. The period of signifi-cance for Route 66 is 1933 to 1970. Incomparison, the LHA's successful mar-keting campaign began in 1913 andultimately led to the building of atranscontinental highway easily pass-able by automobiles in all weather bythe mid-1920s.18 Like the National

Road, Route 66 was the subject of anNPS special resource study in the1990s. The Route 66 study, publishedin July 1995, did not analyze the road'ssuitability or feasibility for inclusion inthe national park system, but it did findthe road to be nationally significant.

Another means of bringing attention tohistoric roads is by listing them in theNational Register of Historic Places ordesignating them as national historiclandmarks. Both of these are federalprograms administered by the NationalPark Service. Eight segments of theLincoln Highway are currently listed inthe National Register - the King'sHighway Historic District in NewJersey (between Lawrenceville andKingston), six segments of the LincolnHighway in Greene County, Iowa and asegment near Elkhorn, Nebraska (justwest of Omaha -see Appendix C).

Listing, or eligibility for listing, in theNational Register triggers the need forcompliance with §106 of the NationalHistoric Preservation Act whenever thefederal government or another organi-zation funded or licensed by the federalgovernment proposes an undertakinginvolving those sections of the highway.Although §106 does not require thatthese sections of the highway be pro-tected, it does require that the federalagency undertaking the project consid-er the historic significance of the affect-ed property in project planning andthat the Advisory Council on HistoricPreservation be afforded an opportuni-ty to comment on the effect of theundertaking being proposed.Designation as a national historic land-mark and National Register listing, oreligibility for listing, also triggers §4(f)of the U.S. Department ofTransportation Act, which requires theFederal Highway Administration to dis-


approve of any project that requiresland from a historic site unless there isno "feasible and prudent" alternativeand "all possible planning" is under-taken to minimize harm. Section 4(f)applies if a historic bridge or highway isproposed to be demolished or if its his-toric integrity would be adverselyaffected by the project. As is the casewith §106, the State HistoricPreservation Officer is consulted inthese cases. National Register listing oreligibility or designation of LincolnHighway resources as national historiclandmarks would make them eligiblefor federal historic preservation fund-ing when funding is available.

The Historic American BuildingsSurvey/ Historic American EngineeringRecord/ Historic American LandscapeSurvey (HABS/HAER/HALS), a pro-gram managed by the National ParkService, documents important archi-tectural, engineering, and industrialsites throughout the United States andits territories. HABS/HAER/HALSdocumentation, consisting of measureddrawings, large-format photographs,and written history, adds to the cre-ation of an archive of American archi-tecture and engineering. To ensure thatsuch evidence is not lost to future gen-erations, the HABS/HAER/HALS col-lections are archived at the Library ofCongress, where they are made avail-able to the public. HABS/HAER/HALSdocumentation does not save the phys-ical elements of properties, but it nev-ertheless plays a leading role in whatthe program refers to as "preservationthrough documentation."

To summarize this section, althoughthere are a number of historic roads inthe national park system, none is of thesame type of resource in terms of scaleand historic function as the LincolnHighway. Although the LincolnHighway passes through or lies near 13different units and affiliated areas of

the national park system, the highway isnot related to the purpose and signifi-cance of any of these parks and is notpart of their interpretation program. Inaddition to the technical assistance andgrant program for Route 66, three pro-grams of the National Park Service, theNational Register of Historic Places,the National Historic LandmarkProgram, and the HABS/HAER/HALSprogram contribute to the preservationof historic roads in varied ways, butthose programs do not contributedirectly to the preservation and inter-pretation of the Lincoln Highway.

Historic Roads and Other FederalAgencies and Programs

Federal Highway AdministrationTwo programs managed by the FederalHighway Administration (FHwA) ben-efit the preservation and interpretationof historic roads. One, the NationalScenic Byways Program, was estab-lished under the Intermodal SurfaceTransportation Efficiency Act of 1991(ISTEA) and reauthorized in 1998under the Transportation Equity Actfor the 21st Century (TEA-21). In 1995,the FHwA published an interim policyfor this program, outlining the criteriait would use to designate a road as•National Scenic Byway" or as an "All-American Road."19 To receive eitherdesignation, a nominated road musthave at least one of six intrinsic quali-ties: scenic, natural, historic, cultural,archeological, or recreational. Therequirements for historical designationdo not specify qualifying historicalthemes; rather, they state that theseroads must be "of such historic signifi-cance that they educate the viewer andstir an appreciation of the past."

As of 2002, 53 National Scenic Bywaysand 9 All-American Roads have beendesignated. The U.S. Secretary ofTransportation designates roads andbyways on the basis of nominations

19 This policy was published in volume 60, number 96 of the Federal Register on May 18, 1995, pages 26759-26762.


from either states or federal land man-agement agencies. States look to grass-roots groups to submit nominations. In2000, grassroots advocates of theLincoln Highway in Illinois submitted asuccessful nomination for one route ofthe highway in that state as a nationalscenic byway. More recently (2003), thesame occurred in Ohio. For 10 miles inIowa, the Lincoln Highway sharesalignment with the Loess HillsNational Scenic Byway. Likewise, for 15miles in Nevada, the Lincoln Highwayshares an alignment with Lake Tahoe'sEastshore Drive, another national sce-nic byway. However, neither the Iowaroad nor the Nevada road includes thepreservation and interpretation of theLincoln Highway the focus of thebyway.

The complex process of gaining desig-nation as a long-distance national sce-nic byway involves the coordination ofmultiple partners in multiple jurisdic-tions. Since state scenic byway agenciesneed to submit nominations for federalbyway status to the FHwA, garneringnational scenic byway status for theentire contiguous Lincoln Highwaywould require all 14 states it crosses tosubmit nominations,20 with the possi-ble exception of Colorado. In 1993,the Iowa Lincoln Highway Associationnominated the highway in that state asa state scenic byway, but the statedetermined that the Lincoln Highwaydid not meet the requirement for thisdesignation. The state of Iowa recog-nizes that its scenic byway require-ments are unlikely to be met for his-toric roads and is conducting researchto develop a program to benefit historicroads. The Iowa experience is an indi-cation of the difficulties entailed indesignating a multistate road as anational scenic byway. Although such adesignation would be difficult, it wouldnot be impossible. In June 2002, the

entire length of the National Roadcrossing six states - Maryland, WestVirginia, Pennsylvania, Ohio, Indiana,and Illinois - was designated an "All-American Road."

TEA-21 also supports historic roadpreservation through transportationenhancement funding. Among otheractivities, enhancement funding isavailable for historic highway programs;the historic preservation, rehabilitation,and operation of historic transporta-tion structures; and the establishmentof transportation museums. Projects tocommemorate, preserve, and interpretfeatures of the Lincoln Highway are eli-gible for enhancement funding (seeAppendix E for a list of LincolnHighway projects that have receivedenhancement and byway funding todate).

U.S. Forest Service and Bureau ofLand ManagementIn the West, several segments of theLincoln Highway cross land managedby the U.S. Forest Service (USFS), theBureau of Land Management (BLM),the Bureau of Reclamation, and theDepartment of Defense (see AppendixB). Together, these segments add up toapproximately 400 miles, the longestcontinuous segment for which the fed-eral government has maintenanceresponsibilities. The length at the FishSprings National Wildlife Refuge inUtah is shorter than 20 miles. Both theBLM and the USFS manage scenicbyway programs. The BLM has aninternal process for designating theroads as BLM Scenic Byways throughits resource management plans; howev-er, one of the six criteria for designa-tion is that "all local, state, and federalagencies with jurisdiction over roadsegments of the proposed byway mustagree to the byway designation andagree to cooperate with the BLM in

20Colorado's route of the Lincoln Highway was officially bypassed in 1914 by an alternate route througheastern Wyoming. If this bypass or a later generation was selected for National Scenic Byway status, then there could be only 13 states involved and still maintain a continuous national byway.


joint development and management ofthe byway." The remaining five criteriafor nomination as a BLM Scenic Bywayare that the road must posses the fol-lowing attributes (a) important attrac-tions on a state or national basis(including historic attractions), (b) aroad on an existing route where BLMis a principal landholder, (c) a routewith legal access, (d) a road safe for thetype of vehicle prescribed for the pro-posed designation, and (e) the manage-ment of the road and its resourceswithin the byway corridor must be con-sistent with affected agencies' land useplans.21 No section of the LincolnHighway on BLM land is currently des-ignated as a scenic byway.

The USFS also has an internal processfor designating scenic byways, but toprovide better access to funding formaintaining the intrinsic qualities ofthose roads, the agency prefers to part-ner with the state or national scenicbyway program to nominate and desig-nate roads in national forests. Roughlyhalf of the national scenic byways inthe United States cross the boundariesof national forests. The rights-of-wayfor improved roads that cross theseforests are typically the responsibilitiesof counties or states. This is the casefor all of the miles of the LincolnHighway that cross national forests.Therefore, maintaining byways thatcross USFS land is not a federalresponsibility, but maintaining the con-text for the roads - their landscapes - is.Designation under any of these federalscenic byway programs has as its ulti-mate goal the promotion of motortourism. Providing for the preservationof historic features of the corridors,together with increasing public aware-ness through signs and offering inter-pretation and education, is a way toachieve this goal, but preservation isnot specifically required by theFHwA's Scenic Byway program. The

extent to which national scenic bywaydesignation facilitates the preservationof a road and its resources depends onthe how the requisite corridor manage-ment plan required for that designationis written and implemented. Corridormanagement plans are developed inde-pendently by each organization thatnominates a road for scenic byway des-ignation, and their preservationrequirements vary.

In summary, federal programs outsideof the National Park Service that pre-serve and interpret historic roads arethe FHwA's National Scenic Bywayand Transportation Enhancement pro-grams and the land management pro-grams of the BLM and USFS when his-toric roads cross the boundaries oftheir lands.

Historic Roads and StateGovernment Programs

In addition to the national scenicbyways program, most states (includingthe 14 states crossed by the LincolnHighway) have state scenic byway pro-grams. These programs vary somewhatfrom state to state, but they generallyare modeled after the federal program.Both Ohio and Illinois have designatedthe Lincoln Highway as a state scenicbyway (these byways are also designat-ed nationally, as discussed previously).The required grassroots-level nomina-tions have not been submitted in mostof the 14 Lincoln Highway states. InPennsylvania, the portion of theLincoln Highway from Adams toWestmoreland counties has been desig-nated as a "Heritage Corridor." Thisdesignation provides limited fundingfor staff and the prestige of being partof the Pennsylvania state heritage parksystem. The purpose of this heritagecorridor is to promote local economicdevelopment through tourism bytelling the Lincoln Highway story along

21BLM Handbook 8357-1, "Byways," dated 12/17/93.


the 200-mile route. Designating theLincoln Highway a "HeritageCorridor" has not been not copied inany other of the 14 states. Indiana hasdesignated its length of the NationalRoad a "Heritage Corridor," but thisdesignation has not been applied toIndiana's length of the LincolnHighway. In Indiana, that designationalone does not provide funding, but theNational Road in Indiana does benefitfinancially from its designation as aNational Scenic Byway.

Ohio, Illinois, and Pennsylvania standout as the only states with governmen-tal programs in place to preserve andinterpret their sections of the LincolnHighway. Other states have programs inplace to preserve other historic roads.In New York and New Jersey, forexample, improvements to thePalisades Interstate Parkway, a 42-milestretch of road along the Hudson Riverbuilt between 1947 and 1961 (listed inits entirety as a national historic land-mark), are supervised by the PalisadesInterstate Park Commission to ensurethat historic integrity is not compro-mised. In addition, because most of theLincoln Highway, like many otherroads, was laid out over previous roadsand trails, in a number of cases it ispreserved not as the Lincoln Highwaybut rather under its previous or subse-quent name. This occurs in New Jersey,where Kings Highway (later known asthe Lincoln Highway) is listed in theNational Register of Historic Placesand in Nebraska, where the Platte RiverScenic Trails Byway, part of whichshares an alignment with the LincolnHighway, is a Nebraska scenic byway.Most of the Lincoln Highway inNevada is a Nevada scenic byway, but,again, under another name, "TheLoneliest Road". Finally, for 10 miles ineastern Colorado (between Julesburgand Ovid), the Lincoln Highway sharesan alignment with the South PlatteRiver Trail, a Colorado scenic byway.

In summary, in 9 of the 14 LincolnHighway states, there is a federal or

state designation that includes at leastone section of the Lincoln Highway(but not always under that name) andaffords that section some level of pro-tection and/or recognition. Those eightstates are, from east to west, NewJersey, Pennsylvania, Ohio, Illinois,Iowa, Nebraska, Colorado, Utah, andNevada.

Historic Roads in LocalGovernment and NonprofitPrograms

Local Government InitiativesAs it crosses the country, the LincolnHighway passes through the center ofnumerous small towns. In some cases,this routing brought motorists to exist-ing businesses, in other cases, townsgrew up around the highway. Eitherway, there is potential to take advantageof programs to preserve and revitalizedowntown areas and bring attention tothe role the Lincoln Highway played inthe development of these towns. Manycities and towns along the highwayhave procedures in place to designatehistorically significant areas as localhistoric districts. For example, the cityof South Bend, IN, has designated alocal historic district in a neighborhoodthat is crossed by the Lincoln Highway.This designation carries with it devel-opment restrictions to ensure that his-toric integrity is maintained.

Nonprofit OrganizationInitiativesThe American Society of CivilEngineers (ASCE), a nonprofit profes-sional organization for the promotionand advancement of civil engineering,maintains a "Historic Civil EngineeringLandmark Program," which recognizeshistorically significant local, national,and international civil engineeringprojects, structures, and sites. Bronzeplaques are placed to mark propertiesthat are designated by this program.The Lincoln Highway is not on thesociety's list of landmarks. Althoughthe National Road is on this list, alongwith nine other historic roads, none of

Resident painting Lincoln Highwaysign on telephone pole in Clarks,Nebraska.


the historic transcontinental roadscited in chapter four of this study is onthe ASCE's list of landmarks.

The new LHA (mentioned earlier inthis study) is a national nonprofitorganization dedicated to the interpre-tation and preservation of the highway,building on the cultural identity of theoriginal LHA, which disbanded in1927. Launched in 1992, the new LHAboth hosts an annual meeting throughits various state chapters and publishesa quarterly journal, The LincolnHighway Forum. LHA state chaptershave sponsored numerous projects topreserve and interpret the LincolnHighway, including "pole painting" -marking the route by painting tele-phone poles along it with the red,white, and blue "L" symbol of the high-way.

Within its rural heritage program theNational Trust for HistoricPreservation has a National Task Forcefor Historic Roads. The Task Force'spurpose is "to promote the recognitionof historic roads in the United Statesand to advocate the protection of theintegrity of design, purpose, and use inthe manner that is both historicallyappropriate and responsive to modernsafety needs." Two other programs ofthe trust housed within the rural her-itage program offer solutions that couldbe employed to preserving and inter-pret the Lincoln Highway, the "MainStreet Program" and the "HeritageTourism Promotion Program," but atthis point historic roads are not a spe-cific focus of either of these programs.The "Main Street Program" supportsdowntown revitalization. Main StreetGalion (OH) is centered on HardingWay, the name given to the Lincoln

Highway through Galion. Livermore,CA also has a "Main Street Program,"but the boundaries of its redevelop-ment district miss the LincolnHighway's route through Livermore bya few blocks.

To summarize this section, some localgovernments, mostly in small towns,have made impressive efforts to pre-serve and publicize their sections of theLincoln Highway. However, there is noconcerted effort to link these local pro-grams so as to tell the national story ofthis long-distance road, but the nation-al LHA offers a forum for voluntarycollaboration among its members, whorepresent every state along the highway.

MANAGEMENT ALTERNATIVESCONSIDERED AND ANALYZED

The objective of each alternativedescribed below is to commemorate,preserve, and interpret the significanceof the Lincoln Highway22. For adescription of the process used todevelop and analyze these alternatives,see Chapter 6 and Appendix F (whichcontains a summary of the publicinvolvement in the study). Note thatnone of these alternatives proposesthat the Lincoln Highway be includedin the national park system (see the"Management Alternatives Consideredbut Eliminated from Further Study,"below).

Alternative 1: National LincolnHighway Program (preferredalternative).

Concept: Under this alternative,either a new nonprofit organizationwould be established or the capabilitiesof an existing organization would be

22The Congressional act directing this study (included as Appendix A) stated that this study was also toinclude options for using remaining segments of the highway. All of these alternatives provide for contin-ued use of the Lincoln Highway. When preservation of an historic segment of a road is determined to beincompatible with its continued use, solutions to this dilemma are typically made on a case-by-case basisamong relevant parties, including the State Historic Preservation Office. This would continue to be thecase under any of the management alternatives. Because these alternatives do not vary with respect tothe extent to which the highway would continue to be used, this factor was not included in the objectivestatement for the management alternatives.


enhanced in order to coordinate a pro-gram that would commemorate, pre-serve, and interpret the LincolnHighway. The National Park Servicewould provide financial and technicalsupport for this organization. The pro-gram would include comprehensiveplanning, certified interpretive sites(CISs), uniform signs, an informationclearinghouse, and the development ofa website offering personalized travelitineraries. A matching grant programto prioritize preservation efforts wouldalso be part of the program. In additionto providing financial and technicalsupport, the National Park Servicewould encourage the inclusion ofLincoln Highway resources in existingfederal programs that influence preser-vation and interpretation of historicroads. This alternative would have animpact on all significant LincolnHighway resources.

Leading Agency or Organization:A national nonprofit organizationwould take the lead, working with thefollowing entities:

• the National Park Service• State Departments of Transportation

(SDOTS)• State Historic Preservation Offices

(SHPOs), Tribal Historic PreservationOffices (THPOs), FederalPreservation Officers (FPOs) and cer-tified local governments (CLGs)

• other partners, especially organiza-tions that promote the appreciationand preservation of local history androadside architecture

How the Program Would BeImplemented:The leading organization would takethe following steps to implement thisalternative, working with others asindicated.• Develop a management plan, includ-

ing a comprehensive interpretivestrategy.

• Establish criteria for certified inter-pretive sites along the Lincoln

Highway, where the story of theLincoln Highway will be interpreted.Preferably, these interpretive sites willbe established in or at historicresources that contribute to the sig-nificance of the Lincoln Highway, butthat is not a requirement for certifica-tion (NPO, working with all thegroups mentioned above).

• Design a template for interpretiveinformation to be used at certifiedinterpretive sites (NPO, working withall the groups mentioned above).

• Establish a matching grants programfor preservation, planning, interpreta-tion, and education, with a priority onpreservation efforts (NPO)

• Coordinate commemoration, preser-vation, and interpretation efforts(NPO).

• Create a clearinghouse of relatedinformation (maps, survey data,brochures) (NPO).

• Implement a unified system of signs(NPO with SDOTS).

• Create and manage a website fromwhich individual itineraries can becreated (NPO).

•Facilitate technical assistance inpreservation and interpretation (NPOand NPS).

•Promote the inclusion of LincolnHighway resources in existing federalprograms that encourage the com-memoration, preservation, and inter-pretation of historic resources (suchas national scenic byways, listing in oreligibility for listing in the NationalRegister of Historic Places, andnational historic landmarks programs)through outreach efforts and technicalassistance (NPS).

Alternative 2: Lincoln HighwayTouring and Discovery

Concept: Under this alternative, aseries of discovery hubs (definedbelow) and certified interpretive sites(CISs) would be developed to intro-duce visitors to the Lincoln Highway.State based programming and localinterpretive efforts would be encour-aged. The National Park Service would


provide a set amount of matchingfunds per state for the establishment ofat least one hub in each LincolnHighway state to be established in anexisting highway resource. Additionalcertified interpretive sites would beidentified throughout each state.Personal travel itineraries would beavailable to the general public througha website. This alternative would havean impact at state hubs (a minimum ofone hub in each Lincoln Highwaystate), at CISs, and potentially along theentire route through personal itiner-aries.

Leading Agency or Organization:The National Park Service would bethe leading agency, working with vari-ous partners in each state, as follows:

• State Historic Preservation Offices(SHPOs), Tribal Historic PreservationOffices (THPOs), FederalPreservation Officers (FPOs) and cer-tified local governments (CLGs)

• businesses, tourism offices, chambersof commerce, historical societies

How the Program Would BeImplemented: The leading agency would take the fol-lowing steps to implement this alterna-tive, working with others as indicated.

• Provide national coordination anddevelop criteria for Lincoln Highwayhubs, locations to be selected by stateand local partners. Ideally, these hubswould be established in a historicfacility contributing to the signifi-cance of the Lincoln Highway. Thebudget estimated for this alternativeassumes that the hubs would beroughly the size of a LincolnHighway-era gas station - about 2,000square feet (NPS).

• Provide a set amount of matchingfunds to grantees for the establish-ment of at least one hub in each statein existing facilities or the productionof interpretative panels for nationalstory at each hub. No new construc-tion would be funded (NPS).

• Design a template for interpretivepanels for state and local stories to beused at hubs and at certified sites(NPS).

• Create and manage a website fromwhich individual itineraries can becreated (NPS).

Alternative 3: Lincoln HighwayHeritage Corridor

Concept: Under this alternative, a col-lection of locally initiated coalitionsconsisting of multiple geographicallydefined segments of the LincolnHighway and associated resourceswould be developed, with a minimumof one per NPS region. (LincolnHighway states in the Northeast Regionare New York, New Jersey,Pennsylvania, and West Virginia; in theMidwest Region are the LincolnHighway states of Ohio, Indiana,Illinois, Iowa, and Nebraska; in theIntermountain Region, Wyoming andUtah, and in the Pacific West Region,Nevada and California.) Together, thecoalition would make up one nationalheritage corridor. Within each segment,local groups (businesses, nonprofitorganizations, units of local govern-ment) would take actions to protect,preserve, and promote the role thatsegment played in the national LincolnHighway story. Each segment wouldpursue an action agenda developed aspart of the national management planfor the heritage highway as a whole.

Like a national heritage area (NHA),this corridor would be a place desig-nated by Congress where natural, cul-tural, historic, and scenic resourceswould combine to form a cohesive,nationally distinctive landscape arisingfrom patterns of human activity andshaped by geography. A designation byCongress is required to make an area anational heritage area. They typicallyare authorized for a ten-year period,and federal financial assistance of up to$1 million per year is typically author-ized.


Congressional designation wouldauthorize the Secretary of the Interiorto provide technical assistance; howev-er, the effort would be directed by alocal management entity. This entitywould develop a comprehensive planfor the heritage corridor with strategiesfor resource protection and interpreta-tion. It also would develop a methodol-ogy for including various public andprivate partners in its implementation.No such management entity existstoday to work on the Lincoln Highwayat a national scale, but there are a num-ber of potential organizations that maybe interested in pursuing this opportu-nity. Congress specifies the managingentity of national heritage areas in leg-islation. This alternative would have animpact within identified segments ofthe Lincoln Highway.

Leading Agency or Organization:Leadership under this alternativewould consist of a coalition of state,local, and/or regional organizations,including the following:

• State Historic Preservation Offices(SHPOs), Tribal Historic PreservationOffices (THPOs), FederalPreservation Officers (FPOs) and cer-tified local governments (CLGs)working with the National ParkService.

How the Program Would BeImplemented:The coalition would first identify theboundaries of segments in each NPSregion that would compose the nation-al heritage highway, building on exist-ing efforts wherever possible. This stepwould be necessary before congresion-al designation was sought.

As would be done to create a nationalheritage area, the coalition woulddevelop a management plan as one ofits first actions after congressional des-ignation. Because that plan would bedeveloped by the coalition, it is notpossible to know precisely which pro-gram elements would be included in

the plan. However, it is reasonable toassume that at a minimum, the follow-ing activities would be involved:

•Provide a unified system of signs forthe national heritage highway (man-agement entity appointed by the coali-tion, working with state departmentsof transportation).

•Provide grants. The National ParkService would recommend that thesegrants be explicitly for preservationprojects (management entity appoint-ed by the coalition, with 50 percentmatched funding from the NationalPark Service for the first ten years).

Alternative 4: No New FederalAction (no-action alternative)

Concept: In this alternative, no newfederal action would be taken. Themanaging entity would work withinexisting programs (for example, theNational Scenic Byway and NationalRegister of Historic Places programs)to preserve and interpret the LincolnHighway. This no-action alternativetoday primarily would have an impactin the locales and states with active sce-nic byway programs and historicpreservation programs, but eventuallyit could result in nationwide impacts.

Agencies That Would BeInvolved: The Federal Highway Administration(FHwA) and the National Park Service(NPS).

How the Program Would BeImplemented:The agencies would take the followingactions to implement this alternative:

• Consider segments of the LincolnHighway for designation as nationalscenic byways as nominations arereceived (FHwA, working withSDOTs).

• As time and funding permits, contin-ue to support grassroots groups innominating segments of the LincolnHighway as national scenic byways(NPS and the FHwA, working with


SDOTs).• As time and funding permits, contin-

ue supporting transportationenhancements in the LincolnHighway corridor.

• As time and funding permits, contin-ue to support the nomination of sig-nificant Lincoln Highway propertiesto the National Register of HistoricPlaces (NPS, working with SHPOs,THPOs, FPOs, and CLGs).

COST AND BENEFIT ANALYSES

Benefits

The Lincoln Highway Study Team useda decision-making method called"Choosing by Advantages" to develop alist of objectives that the ideal manage-ment system for the highway shouldmeet. In developing the objectives, theteam considered both the requirementsof the enabling legislation and publicfeedback on preliminary alternativesthat had been received. The prelimi-nary alternatives had been described ina January 2003 newsletter and dis-cussed at public meetings that wereconducted in March and April 2003.The management objectives for theLincoln Highway were as follows:

1. Commemorate and interpret thenational significance of both theLincoln Highway and its related

resources.2. Provide for a diversity of Lincoln

Highway experiences.3. Preserve significant Lincoln

Highway resources.4. Continue to identify and evaluate

significant Lincoln Highwayresources.

5. Provide for private sector efforts tocommemorate, preserve, and inter-pret Lincoln Highway resources.

6. Provide for state and local govern-ment efforts to commemorate, pre-serve, and interpret LincolnHighway resources.

7.Provide for national coordinationefforts to commemorate, preserve,and interpret the Lincoln Highway.

Before assessing the alternatives againstthe management objectives, the teamrevised the preliminary alternatives onthe basis of public comments receivedas a result of the January 2003 newslet-ter. At that point, the alternatives werescored on the degree to which eachalternative would meet the objectives.This process enabled the team tounderstand better the specific benefitsof each alternative and resulted in thecreation of a preliminary preferredalternative built from the some of thebest parts of each alternative. Then thecosts of the alternatives were analyzedand the potential environmentalimpacts of each alternative were identi-fied. Finally, the alternatives were revis-ited given cost and environmental fac-tors, resulting in the current preferredalternative.


Costs

The estimated costs of each alternativeare summarized below. These estimatestake into account staffing costs(salaries, benefits, and overhead),equipment costs, and funds to be dis-tributed as grants. The methodologyfor these estimates involved breakingeach alternative down into individualprogram elements and researching thelikely cost of each element. The esti-mates are based on experience withsuccessful implementation of similarprograms. The costs were estimatedover ten years, with future costs dis-counted for fair comparison acrossalternatives (see Appendix E fordetails).

Because the current federal expendi-tures under Alternative 4, the no-action alternative, would continue ifany alternative was implemented, the

chart below shows both the NPS costof each alternative alone and the totalamount of federal funding that wouldsupport the commemoration, preserva-tion, and interpretation of the LincolnHighway. (Appendix E details currentfederal expenditures towards theseends, funded by U.S. DOT). Althoughthese U.S. DOT-funded projects serveto commemorate, preserve, and inter-pret Lincoln Highway resources, theywere not conceived as a collectiveeffort wards this goal. Rather, eachproject had its own independent goal(improving tourism, downtown revital-ization, etc). Because there is no con-certed effort at this time to focus theseU.S. DOT funds on the LincolnHighway specifically, the no-actionalternative was not considered a viablemanagement alternative for the purpos-es of this study, but rather a baselinefrom which to compare the other alter-natives.

Alternative 1(Preferred)

Alternative 2Alternative 3

Alternative 4 (NoAction)

$9.3 million

$6.6 million$8.6 million$0

$15.1 million

$12.3 million $14.3 million$ 5.8 million

$5.8 million

$5.8 million$5.8 million$5.8 million

Total Cost of LincolnHighway Commemoration,Preservation, andInterpretation (cost of alternative plus cost of nonew federal action)

Cost to U.S. DOT (nonew federal actionalternative costs)

Costs to NPS

Costs of Alternatives (over 10 years)


Cost/ Benefit Ratios

The advantage points assigned to eachalternative represent the benefits ofeach action alternative in meeting thepreviously stated objectives. Thesepoints, along with the cost/benefit

ratio, are described in the chart below.Because Alternative 4, the “no newfederal action” alternative, was notconsidered a viable management alter-native for this study, neither the bene-fits nor the costs of that alternative areincluded in this chart.

Alternative 1 (Preferred)Alternative 2Alternative 3

$9.3 million$6.6 million$8.6 million

$22,400$19,600$22.900

415335375

Cost per Unitof Benefit

BenefitTen-year Cost to NPS of LincolnHighway Commemoration,Preservation, and Interpretation

Cost/Benefit Ratios

ENVIRONMENTALLY PREFERRED ALTERNATIVE

The environmentally preferred alterna-tive is the one that will best promotethe national environmental policyexpressed in the NationalEnvironmental Policy Act (NEPA) sec-tion 101 (b)). The policy expressed inthe act includes alternatives that fulfillthe goals listed in the chart on the fol-lowing page.

NPS Management Policies 2001 andDirector's Order 12 ask that an envi-ronmental assessment identify theenvironmentally preferred alternative.Expressed simply, the environmentallypreferred alternative is " . . . the alter-native that causes the least damage tothe biological and physical environ-ment; it also means the alternativewhich best protects, preserves, andenhances historic, cultural and naturalresources". The National Park Servicemay consider the no-action alternative

as the environmentally preferred alter-native.

Alternatives 1 and 3 best address thegoals of NEPA. These two alternativesinclude the best means to preserve theLincoln Highway both as a finiteresource and as an element ofAmerican history and culture. As such,they would preserve portions of theresource and history in trust for futuregenerations and would help attain awide range of beneficial uses withoutdegrading the quality of life. In addi-tion, the preservation of a valuableresource would not come at theexpense of the resources itself or be inconflict with the population or its stan-dards of living. These alternativeswould not fully address the sixth goal,which concerns the reuse and recyclingof depletable resources. However, bothAlternatives 1 and 3 would stronglyencourage adaptive reuse of structures,and in doing so, they would benefitenergy conservation.23 Moreover, nei-

23As is discussed in chapter 6, "Environmental Consequences," most building materials have considerable"embodied energy," meaning that it takes considerable energy to produce them. The more materials that are reused in a building, the less embodied energy the building would have.


ther of these alternatives wouldexpend much in terms of nonrenew-able resources and neither would usean unreasonable amount of recyclableresources; thus, neither alternativewould be wasteful of such resources.

Alternative 2 would address most ofthe goals of NEPA but would not be assuccessful at achieving those goals aswould Alternatives 1 and 3. The alter-native is not as focused on preservingthe Lincoln Highway as a resource asare Alternatives 1 and 3; rather, it ismore focused on the interpretive cen-ters (hubs) and interpreting theLincoln Highway story. Alternative 2would involve some "tradeoffs" - con-centrating preservation efforts onreusing a limited number of LincolnHighway resources as new interpretivecenters rather than less extensive reha-bilitation of more historic structures, asin the other alternatives.

To some degree, Alternative 4 wouldaddress the NEPA goals, but it would

be much less successful in meetingthose goals than the other alternatives.Without a focused approach to theLincoln Highway, there would be morepossibility of losing parts of theresource, and efforts to interpret theresource for the benefit of succeedinggenerations would be scattered.Without a single national focus, otherrelated resources could be lost orwould not be interpreted for the bene-fit of all Americans.

Alternatives 1 and 3 are nearly equal intheir ability to meet the national goals.Alternative 1 is environmentally prefer-able because its beneficial effects onoverall preservation and interpretationof the Lincoln Highway would slightlyoutweigh the relatively minor adverseimpacts it might have on economicdevelopment factors. Alternative 3might result in fewer adverse impactson economic development, but itwould not be quite as successful in pre-serving and interpreting the resource.

Fulfill the responsibilities of each generation as trustee of the environmentfor succeeding generations.

Ensure for all Americans safe, healthful, productive, and aesthetically andculturally pleasing surroundings.

Attain the widest range of beneficial uses of the environment withoutdegradation, risk of health or safety, or other undesirable and unintendedconsequences.

Preserve important historic, cultural, and natural aspects of our nationalheritage and maintain, wherever possible, an environment that supportsdiversity and variety of individual choice.

Achieve a balance between population and resource use that will permithigh standards of living and wide sharing of life’s amenities.

Enhance the quality of renewable resources and approach the maximumattainable recycling of depletable resources.

Total Scores

F-2

F-2

F-2

F-2

F-2

S-1

11

S-1

F-2

S-1

S-1

S-1

S-1

7

F-2

F-2

F-2

F-2

F-2

S-1

11

S-1

S-1

S-1

S-1

S-1

S-1

6

Alternatives

1 2 3 4

Note: S means that the alternative would meet the goal somewhat; F means that the alternative would meet the goal fully.The number 1 was assigned to the S scores and the number 2 was assigned to the F scores to arrive at a total score foreach alternative, as shown.

National Environmental Policy Act (NEPA) Goals (taken from section 101 (b) of the act)


MANAGEMENT ALTERNATIVESCONSIDERED BUT ELIMINATEDFROM FURTHER STUDY

National Park Unit, the LincolnHighway National Historic Site

Concept: One possible alternativeconsidered would have involved havingthe National Park Service oversee asmall part of the Lincoln Highway andadjacent land. A section of the highwaywith high integrity, along with accom-panying auto-related resources, wouldhave been chosen for preservation orrehabilitation and used to interpret thenational story of the highway. (NPSpolicies for the treatment of culturalresources are discussed in Management

Policies 2001, section 5.3.5, in whichNPS definitions of preservation, reha-bilitation, restoration, and reconstruc-tion are explained.) A centralized visi-tor center would have connected tosatellite sites at other historic resourcesacross the country.

This suggested national historic site (aunit of the national park system) wouldhave been the center for coordinating aLincoln Highway grants program; andthe NHS staff would have providedtechnical assistance to LincolnHighway groups throughout the coun-try, serving as a clearinghouse forinformation, interpretation, and maps.Such a unit of the national park systemwould have had to meet the criteria foraddition to the system that was dis-cussed in the introduction to this study(national significance, suitability, feasi-bility, and the need for direct NPSmanagement).

The level of resource survey and publicengagement conducted for this studywas not sufficient to identify the bestsite in the 5,000-mile Lincoln Highwaycorridor for such a national historicsite. Comprehensive, intensive-levelsurvey documentation would havebeen necessary to responsibly evaluatea single representative portion to deter-mine if it could effectively interpret the

nationwide story of the highway's his-toric and cultural importance. It alsowould have been necessary to ascertainnot only the level of public support forLincoln Highway commemoration,preservation, and interpretation inconcept, but also the degree to whichsupportive partnerships among neces-sary local agencies and organizationscould be expected to develop for sucha unit.

Although no location for a LincolnHighway National Historic Site wasproposed as part of this study, thestudy team did develop criteria fordetermining the best location thatwould allow for effective interpretationof the Lincoln Highway, should thisalternative be pursued further. Such asite should possess the following:

• a very high concentration of identi-fied significant Lincoln Highwayresources

• a diversity of Lincoln Highwayresources, that is, a nexus of roadbedand roadside resources

• a lack of existing adequate preserva-tion or interpretation (this wouldaddress the suitability requirementsdiscussed in Chapter 1)

• sufficient partnership commitment tothe park

In addition, such a site also would haveto meet the following preferred criteria:

• a central location along the length ofthe highway (considering either thegeographic center or the populationdensity center)

• strong local public support• an easily accessible location

Reasons This Alternative WasEliminated from Further Study:Resources are recommended for addi-tion to the national park system only ifthey are nationally significant, suitable,and feasible and if there is a need fordirect NPS management. As was dis-cussed above, more work would havebeen necessary to identify the best


location for a potential LincolnHighway National Historic Site andconduct these analyses. Other thandeveloping the criteria for potentiallocations listed above, this alternativewas not considered further.

In deliberating the value of selecting asingle representative site that couldinterpret the nationwide story of theLincoln Highway, the study team notedthe connectivity of the highwaybetween diverse communities, states,and regions at a national scale. Thischaracter is an essential part of thehighway's historic development and iskey to generating support for its preser-vation today. Selecting a single segmentwith the use of the above criteria mightbe possible, but this approach wouldrun counter to the inherent transconti-nental character of this historic road.The national story of the LincolnHighway was played out in hundreds ofcommunities across the nation.

Lincoln Highway NationalHistoric Highway

Concept: In this alternative a new pro-gram would have been created withinthe U.S. Department of Transportation(U.S. DOT) to designate, preserve, and

interpret historic roads and highwaysthat are nationally significant. TheLincoln Highway would have been des-ignated as the first national historichighway. This alternative not onlywould have affected all LincolnHighway resources, it also potentiallycould have affected other historicroads.

Reasons This Alternative WasEliminated from Further Study:During the public comment period onpreliminary alternatives, considerableconcern was expressed about this alter-native, and there was very little supportfor it. There was concern about a lackof focus on historic preservation in themission of the U.S. Department ofTransportation, along with the percep-tion that the Department ofTransportation has little institutionalexperience in that field. Commentswere not received from the U.S. DOTabout this alternative, but a number ofState Departments of Transportationcommented they felt that furtherrequirements to preserve historic roadsnot only were unnecessary but alsocould be harmful to the overall missionof these agencies to maintain safe andefficient transportation corridors.


The National Park Service hasundertaken this special resourcestudy of the Lincoln Highway in

response to the requirements of PublicLaw (PL) 106-563. Special ResourceStudies are designed to evaluate naturaland cultural resources within a selectedstudy area. The evaluation determinesif an area is nationally significant andwhether it meets suitability and feasibil-ity criteria for addition to the nationalpark system. In accordance with thislegislative direction, the National ParkService has provided a range of man-agement alternatives (options) for thelong-term preservation of the LincolnHighway.

The National Park Service, through theSecretary of the Interior, forwards thestudy and any recommendations toCongress.

PURPOSE

The purpose of this Lincoln HighwaySpecial Resource Study is to evaluatethe Lincoln Highway for possible des-ignation as a unit of the national parksystem and to determine what meas-ures should be taken to commemorate,preserve, and interpret the LincolnHighway. This environmental assess-ment (EA) analyzes management alter-natives and their direct, indirect, andcumulative effects on the human envi-

ronment, per the requirements of theNational Environmental Policy Act(NEPA) (42 U.S.C. §4379, et seq.),NEPA regulations (40 CFR 1500-1508),and NPS policies (NPS 2001). NEPA isconsidered an umbrella law. NEPAanalyses include other legislativerequirements such as the consultationrequirements of section 106 of theNational Historic Preservation Act andsection 7 of the Endangered SpeciesAct, as well as others.

NEED

As the findings of Public Law 106-563acknowledge, although some parts ofthe Lincoln Highway have disappearedor have been realigned, many historicqualities of the road are still evident.However, as time passes, that remain-ing integrity is at risk of being lost. Thesame qualities that lend historic roadsintegrity, such as narrow alignmentsand older, less smooth surfaces canpose safety concerns with the speeddemands of today's drivers. Main-taining these historic qualities can bechallenging. The demand for conven-ient, efficient travel that led to thebuilding of the Lincoln Highway alsohas contributed to its destruction. Ofthe roughly 5,000 miles that composeroutes of the Lincoln Highway, the sur-vey identified less than ten percent ofthe road and its associated landscape

Chapter SixEnvironmental Assessment

Top: The Lincoln Garage,Fallsington, Pennsylvania.

Above: Barn Painting on theLincoln Highway in ColumbianaCounty, Ohio.


that retain integrity. Fortunately, eventhough about 90 percent of the roaditself has been significantly altered,there are about 1,000 buildings con-tributing to its significance that remain.Six percent of these properties appearto be abandoned or neglected. Withoutfurther attention, it is likely that thesebuildings will cease to retain integrity.

Public Law 106-563 cites the interestby organized groups and state govern-ments in the preservation of featuresassociated with the Lincoln Highway,the route's history, and its role inAmerican popular culture as compris-ing a need to evaluate preservationoptions for the highway.

PUBLIC INVOLVEMENT, ISSUES,AND IMPACT TOPICS

At the beginning of this study, the pub-lic was invited to provide input onissues that the study team should con-sider. Appendix F describes publicinvolvement in this study in detail. Thischapter summarizes the issues - obsta-cles to commemorating, preserving,and interpreting the Lincoln Highway -that were raised both by the public andduring internal team discussions.

Summary of Issues Raised

• As Americans who lived through thepromotion and building phases of theLincoln Highway age, an understand-ing of the significant role the highwayplayed in history among the broaderpublic is fading.

• Preserving the integrity of the LincolnHighway requires preserving not onlythe historic buildings that served trav-elers along the road but also the roaditself and its associated landscape.

• Since Lincoln Highway resourceswere intentionally built close to amain road that is narrow by today'sstandards, many of them have beendestroyed over the years to createrights-of-way for wider roads. In thisway, the Lincoln Highway and otherhistoric roads face unique threats

from continued development andincreased traffic demands.

• Preserving and interpreting elementsof the Lincoln Highway could beexpected to attract more automobiletravelers to the roadway, because alarge source of interest in the roadcomes from automobile enthusiasts.Vehicle emissions from a substantialincrease in traffic involving olderclassic or vintage automobiles withoutcurrent emission control technologyand still using leaded gasoline coulddegrade air quality.

• It is a challenge to both preserve thehistoric integrity of the LincolnHighway and keep the road and itsbridges safe for today's cars andspeeds. One of the solutions that hasbeen used to address this challenge --constructing bypasses - could ulti-mately result in threats to the naturalenvironment, other historicresources, and the quality of life inneighborhoods.

Issues Considered But Dismissed

This study considers the best ways tocommemorate, preserve, and interpretthe Lincoln Highway nationwide (on aprogrammatic, conceptual level). Thestudy does not propose specific actionsat any specific site. For example, eachalternative proposes some preservationand adaptive reuse of structures, butunder any of the alternatives moreplanning would be necessary to deter-mine which specific structures shouldbe preserved and how that should beaccomplished. The selected structuresmight be located in an area with sacredsites, abundant archeological evidence,and poor air quality, and the proposedpreservation method might significant-ly affect each of these features of theaffected environment.

At the other extreme, the structurescould be located in an area with noneof these features, and preservationcould be implemented in a way thatwould not affect any of them. Until aspecific site is selected and the parame-


ters of a project are known, it is notpossible to meaningfully analyze theimpacts associated with a project.When the effects of actions would varysignificantly on the basis of site, thoseactions were considered in this envi-ronmental assessment but dismissed

from further analysis because of theprogrammatic nature of this study.

The last issue above, regarding the con-struction of bypasses, is an example ofan action that, because it would requiresite-specific information, was dismissed

Impact Topics


from further analysis. The study teamwas aware that bypass construction is astrategy that has been used to preserveat least one historic section of theLincoln Highway, and it could be replicated at other areas along thehighway.24 The team also recognizedthat the environmental consequencesof this activity could be major andshould be evaluated before such anactivity was undertaken to determinewhether better alternatives exist.However, it is impossible to predict atthis study stage where bypasses mightbe built. Without that location informa-tion, it is impossible to determine thelikely environmental consequences,which could range from negligible tomajor.

With federal funding available throughtransportation enhancements to sup-port the preservation of historic roads,it is likely that a community consider-ing building a bypass for the purpose ofsaving a section of historic LincolnHighway would look to that source offunding. Since federal funding triggersthe need for compliance with NEPA,section 106 of the National HistoricPreservation Act, and other federallaws, environmental impacts would beevaluated at that point.

NEPA requires that if environmentalimpacts are determined to be likely, arange of alternative means of preserv-ing the Lincoln Highway need to beconsidered. For example, if high trafficvolume threatens the integrity of thehighway, one alternative might be toconstruct a bypass; another might be toreduce traffic volume by expandingpublic transportation. It should benoted that using 100 percent local orstate funding to build a bypass wouldobviate the need for the developmentof alternatives and for environmentalimpact analysis, since NEPA require-ments apply only to federal or federally

funded activities. However, the cost ofroad construction, together with theavailability of federal transportationenhancement funding, makes it unlike-ly that this would happen without fed-eral funding. Therefore, it is highlyunlikely that environmental impactswould not be evaluated at the projectstage, where critical parameters likelocation, timing, and the affected envi-ronment would be known.

Impact Topics

The chart on the previous page dis-cusses impact topics considered in thisenvironmental assessment. These top-ics address both relevant issues andmandatory topics that must beaddressed according to NEPA regula-tions.

AFFECTED ENVIRONMENT

This section presents the componentsof the existing environment that wouldbe affected by the alternatives if imple-mented. The relevant components ofthe environment were determined bythe impact topics in the previous chart.

Historic and ArcheologicalProperties

The reconnaissance survey conductedas part of this project found about1,500 resources that contribute to thesignificance of the highway. About1,000 of the identified resources arebuildings (mostly garages or food andlodging establishments); the rest aresections of the road and associatedlandscape and objects such as routemarkers and memorials. A total of 128of the identified resources are listed onthe National Register of HistoricPlaces, either individually or within theboundaries of historic districts, butnone is a national historic landmark.National historic landmarks have been

24In Elkhorn, NE, a bypass road designed to preserve a national register-listed section of original road is inthe final stages of planning.


recognized by the secretary of the inte-rior as possessing national significance;they also are recognized for theirexceptional value in representing orillustrating an important theme in thehistory of the nation. National historiclandmarks are automatically includedin the National Register of HistoricPlaces, yet the majority of NationalRegister-listed properties are signifi-cant within local or statewide contexts.

Since the Lincoln Highway was mostlybuilt over existing transportation corri-dors, it is likely that prehistoric and his-toric archeological evidence could befound in the areas through which thehighway passes. However, more site-by-site research would have to be con-ducted to determine the precise loca-tions of this evidence relative to theLincoln Highway corridor. The scopeof the reconnaissance survey conduct-ed as part of this project did notinclude assessing the presence ofarcheological evidence.

Wetlands and Floodplains

According to the U.S. Fish and WildlifeService's National Wetlands Inventory(NWI), which is developed mostly withthe use of aerial photography withsome ground-truthing, 30 percent ofthe counties in the Lincoln Highwaycorridor do not contain wetlands. Inanother 10 percent of the counties, theonly wetlands appear from the NWImaps to be located more than 1 milefrom the area of the Lincoln Highwaycorridor. In the remaining 60 percentof the counties in the Lincoln Highwaycorridor, there are wetlands eitherclose to or in direct contact with thehighway.

The U.S. Federal EmergencyManagement Agency (FEMA) main-tains maps with locations of floodinsurance zones - a good indicator offloodplain areas. However, that infor-mation is kept at such a small, commu-nity-level scale that analyzing it for aresource of this size would be exceed-

ingly time-consuming and cost-prohib-itive. Given the geographic history ofthe highway - across most of the coun-try, the Lincoln Highway was routedalong existing trails that had been fol-lowed by Native Americans who, bynecessity, traveled close to watersources - this impact analysis assumesthat there are floodplains in theLincoln Highway corridor. For exam-ple, this is the case with the LincolnHighway across Nebraska, where it fol-lows the Platte River, and Colorado,where it follows the South Platte River.As is the case with all of the impactsanalyzed in this environmental assess-ment, as projects are implementedunder any of these alternatives, theproject managers will need to revisitthis analysis.

Ecologically Critical Areas, Wildand Scenic Rivers, and OtherUnique Natural Resources

There are nine national natural land-marks (NNLs) within a few miles ofthe Lincoln Highway corridor, as fol-lows:1. Tinicum Wildlife Preserve

(Philadelphia County, Pennsylvania)2. Wissahickon Valley (Philadelphia

County, Pennsylvania)3. Hoosier Prairie (Lake County,

Indiana)4. Loess Hills (Harrison County, Iowa)5. Bone Cabin Fossil Area (Albany

County, Wyoming)6. Como Bluff (Albany and Carbon

counties, Wyoming)7. Emerald Bay ( El Dorado County,

Wyoming)8. American River Bluffs and Phoenix

Park Vernal Pools (SacramentoCounty, California)

9. Consumnes River RiparianWoodlands (Sacramento County,California)

All these NNLS are managed as partsof both federal and state park systems,with the exception of parts of theLoess Hills, Bone Cabin Fossil Area,parts of Como Bluff, and the


Consumnes River Riparian Woodlands,which are privately owned.

The Lincoln Highway also comes with-in 1 mile of four wild and scenic rivers,as follows:

1. Little Beaver Creek (in ColumbianaCounty, Ohio)

2. Cache La Poudre (in LarimerCounty, Colorado)

3. American River (Lower) (inSacramento County, California)

4. American River (North Fork) (inSierra and Nevada counties,California)

There may be other unique naturalresources in the Lincoln Highway cor-ridor that are not recorded on nationalscale databases. As projects are under-taken under any of these alternatives,this impact topic will need to be revisited.

Air Quality

Fifty-six of the 122 counties in theLincoln Highway corridor report to theU.S. Environmental ProtectionAgency's (EPA) Air Quality Index. Thisindex includes information on the lev-els of major air pollutants that cancause adverse health effects within afew hours or days of breathing pollutedair. These 56 counties include bothcities with a population of 350,000 ormore, which are required to report tothis index, and many smaller commu-nities that report voluntarily. The airquality in the counties that do notreport could not be determined for thisassessment.

Of the 56 counties that do report tothis national index, 6 had air qualitymeasured at the level EPA labels as"orange" for more than 10 percent ofthe year. An orange air quality ratingmeans that the air is unhealthy for sen-sitive groups (children, the elderly, andthose who are physically active out-doors). These six counties are New

York, NY; Allegheny, PA; Franklin, PA;Hancock, WV; and Sacramento and ElDorado, CA. In Hancock County, WV,the air quality during the worst daysrose to the next level, "red," the level atwhich the air is considered unhealthyfor everyone and seriously unhealthyfor the more sensitive groups. The restof the reporting counties had, on aver-age, healthier air quality, but it is worthnoting that in 32 counties at least oneday of the year rose to the red level.The two primary pollutants contribut-ing to these high pollution levels wereozone and fine particulate matter.Emissions from motor vehicles are onesource of these pollutants. Othersources include power and industrialplants.

Visitor Experience; Public Healthand Safety

The Lincoln Highway's 5,000 milescomprise a wide variety of road typesranging from one-lane dirt roads tofour-lane divided freeways. Narrowdirt, gravel, brick, or concrete roads areoften considered unsafe because ofuneven paving conditions, narrowwidth, or sharp turns; however, theseroads often maintain much of the char-acter and integrity of the historicLincoln Highway.

There are no consistent standards forpreserving historic roads whileaddressing safety concerns for modernvehicles and speeds. Often local engi-neers are restrained by the policies andprocedures of state laws meant to pro-vide for safety; and they can be limitedby funding or liability issues. Creativedesign solutions allowing for preserva-tion and safety are needed. Withoutsuch solutions, as populations continueto grow and a greater strain is put onthe more than 3 million miles of roadsin America, it is likely that historicroads like the Lincoln Highway willlose their integrity, which in turn willdecrease the experience of historicroads enthusiasts.


At the state level, according to highwaystatistics on fatalities collected in 2001by the U.S. Department ofTransportation, rural areas have aslightly higher number of accidentsleading to fatalities. However, thesenumbers are compiled from all inter-state highways, other freeways, princi-pal arterials, minor arterials, major col-lectors, minor collectors and localroads, not just the roads that make upthe Lincoln Highway. Figures about thesafety of the Lincoln Highway are diffi-cult to find on a county and city leveland will need to be assessed case bycase. Because there is great variabilitywithin smaller areas of counties andcities, the health and safety conditionsalong the narrow strips of land thatmake up the Lincoln Highway corridorwould have to be examined moreclosely in the planning stages ofspecific projects.

Socially or EconomicallyDisadvantaged Populations

The figures in the following assessmentare taken from 2000 and 2001 data(U.S. Census and Bureau of EconomicStatistics) for the counties and citiescrossed by the Lincoln Highway as awhole. Because there is great variabilitywithin smaller areas of counties andcities, the socioeconomic conditionswithin the narrow strips of land thatcompose the Lincoln Highway corridorwould have to be examined moreclosely in the planning stages of specif-ic projects.

The Lincoln Highway's 5,000 milescross through 122 counties and 22major cities. Half of these counties aredensely populated (more than 100 peo-ple per square mile) and one-third ofthem are very densely populated (morethan 250 people per square mile).However, the highway also crossesthrough a few sparsely populated areas- 16 of the 122 counties have fewerthan 10 people per square mile.

On average, per capita income in theLincoln Highway corridor is slightlyless than the U.S. average per capitaincome (95 percent of the average).However, there is wide disparity inincome levels along the highway. Thehighest per capita income can be foundin the terminus city, San Francisco,where per capita income is 190 percentof the U.S. average. The lowest percapita income is in Juab County, UT,where per capita income is only 52 per-cent of the U.S. average.

The population of 75 percent of thecounties in the Lincoln Highway corri-dor is 10 percent or fewer minorities.However, 19 of the 122 counties rangefrom 30-50 percent minority. All ofthese more diverse counties are locatedat the east or west ends of the highway(in New York, New Jersey,Pennsylvania, and California) exceptfor Allen and Saint Joseph counties inIndiana (home to Fort Wayne andSouth Bend) and Lake County inIllinois (in the Chicago suburbs). Forcomparison, the United States popula-tion as a whole is approximately 25percent minority.

ENVIRONMENTAL CONSEQUENCES

This section describes the probableconsequences, or impacts, of eachalternative on selected environmentalresources. This analysis provides thebasis for comparing the effects of thealternatives. The intensity, duration,and cumulative effects have beenassessed. Since the alternativesdescribed in this special resource studyare presented in a general "brush-stroke" manner, the analysis of envi-ronmental consequences also must begeneral. Thus, the ideas presented inthis document are conceptual.

Methodology

The National Park Service based thisanalysis on the existing impacts of sim-


ilar actions on a smaller scale. Wheresuch examples were not readily avail-able, the professional judgment of theinterdisciplinary study team was reliedon.

Context. Impacts, either beneficial oradverse, are discussed in terms of theeffect on the resource or impact topicthroughout the entire Lincoln Highwaycorridor. The National Park Servicecan make only reasonable projectionsof the context (where, how, when) ofeach activity under the alternatives andthe impacts associated with those con-text. Likewise, it is possible to makeonly reasonable projections of theduration (short-term or long-term)nature of the impacts.

Timing. It is impossible to predictwhen any alternative would be adopt-ed. Therefore, it is impossible to pre-dict the timing of any impacts resultingfrom any of the five alternatives, andthe specific timing of impacts is notaddressed in this document. The tim-ing of impacts would need to beaddressed during future planningprocesses.

Intensity. For the purposes of thisanalysis, the intensity or severity of theimpact is defined as follows:

Negligible: The effect would be bare-ly perceptible and not measurable orwould be confined to a small area.

Minor: The effect would be percepti-ble and measurable, but it would belocalized.

Moderate: The effect would be clear-ly detectable and could have apprecia-ble effect.

Major: The action would have a sub-stantial, highly noticeable influence.

Direct and Indirect Effects.

Direct effects are those that would becaused by the action and would occurat the same time and place. Indirecteffects are those that would be causedby the action but would occur later intime or would be farther removed indistance, but they must be reasonablyforeseeable. Indirect effects mayinclude changes in ecological processesthat would result in a change to theenvironment.

Consequences Common toMultiple Alternatives

With any of the alternatives, the trendin certain areas toward increaseddevelopment and increased traffic willcontinue. As a result of both of thesetrends, threats to historic resources willcontinue in these areas. Also with anyof these alternatives, preservation proj-ects could be targeted at areas thatseem at the most risk of developmentand traffic pressure. Therefore, eachalternative has the same potential topreserve the Lincoln Highway in theface of development and trafficdemands. Likewise, the potential envi-ronmental consequences associatedwith development and traffic would bethe same for each alternative.

The greater traffic demands are, thegreater is the threat to the integrity ofhistoric roads like the LincolnHighway. Therefore, it is useful toreview project projections to under-stand where the Lincoln Highway ismost threatened. For the past 20 years,the Texas Transportation Institute haskept data on U.S. roadway congestionin the Roadway Congestion Index(RCI). This index tracks traffic data forthe following ten metropolitan areasnear the Lincoln Highway corridor:

1. New York City and NortheasternNew Jersey

2. Philadelphia, Pennsylvania


3. Pittsburgh, Pennsylvania4. Cleveland, Ohio5. Chicago, Illinois, and Northwestern

Indiana6. Boulder, Colorado7. Denver, Colorado8. Salt Lake City, Utah9. Sacramento, California10. San Francisco-Oakland,

California

The RCI is the measure of vehicle trav-el density during peak periods, an RCIgreater than 1.0 has been determinedundesirable by the U.S. Department ofTransportation. In 1982, the SanFrancisco-Oakland area had an RCIgreater than 1.0. By 2000, most of thosecities surveyed along the LincolnHighway had an RCI of more than 1.0.The San Francisco-Oakland area is stillthe highest RCI at 1.45. Salt Lake City,UT, Omaha, NE, and Pittsburgh, PA areall less than 1.0. Pittsburgh, PA is wellbelow the national average for largecities (1.12) at only 0.77.

In addition to traffic growth, popula-tion growth is another good indicatorof the threat that might be faced by theresources in the Lincoln Highway cor-ridor. According to the U.S. CensusBureau, 4 of the 14 Lincoln Highwaystates are on the top-ten list of project-ed fastest growing states over the next20 years - Colorado, Wyoming,Nevada, and California. Although thisstatistic seems to suggest that threatsfrom development could be quite high,it is likely that the population will notgrow evenly across these states.Therefore, the degree to whichresources in the Lincoln Highway cor-ridor would be threatened by popula-tion growth is unclear.

To determine the best way to avoid theadverse environmental consequencesassociated with development and traf-fic, population projections for the com-munities in the narrow stretch of landthat makes up the Lincoln Highwaycorridor would need to be obtained inthe planning stages of specific projects.

Alternative 1: National LincolnHighway Program(preferred alternative)

Historic and ArcheologicalProperties. The beneficial conse-quences on historic and archeologicalproperties from Alternative 1 would bemoderate. This alternative would resultin attention being brought to the his-toric properties contributing to theLincoln Highway and provide someseed funding for their commemoration,preservation, and interpretation.

The adverse consequences on historicand archeological properties fromAlternative 1 would be negligible. Sincethis alternative would raise publicawareness of the historic significanceof the Lincoln Highway, it is likely thatincreased visitation and tourism devel-opment would result, causing someadverse impacts on historic and arche-ological properties. The level ofadverse impacts would vary consider-ably, depending on the type and levelof tourism encouraged and the facilitiesthat would be developed to serve thesetourists. However, at this programmaticstage of planning, it is reasonable toassume that, nationwide, this alterna-tive would result in negligible adverseimpacts on historic and archeologicalproperties.

Further site-specific planning of feder-ally funded projects would be neces-sary to identify the specific level ofimpacts and to propose mitigation ifnecessary. To the extent that increasedattention would attract privately fund-ed tourism development with little orno federal involvement, the assessmentof impacts on these resources typicallywould not be required.

Wetlands and Floodplains. Thebeneficial consequences on wetlandsand floodplains from Alternative 1would be negligible. If adaptive reuseof Lincoln Highway buildings wouldavert the need for new construction in


the 82 counties that have wetlands,these wetlands could be protected fromdevelopment. The same protectionfrom development pressure would betrue for floodplains. This consequenceis rated as negligible in that where awetland is of considerable size (morethan 1/10 of an acre), a U.S. ArmyCorps of Engineers permit is requiredfor disturbing that wetland. Since therequirement for a permit applies to pri-vate activities as well as governmentalactivities, the likelihood that wetlandswould be disturbed without mitigationactivities is slight. Likewise, develop-ment in a floodplain would be discour-aged through economic disincentivessuch as flood insurance requirementsor mitigation requirements.

No adverse consequences on wetlandsand floodplains from Alternative 1 areforeseen.

Energy and Natural ResourceRequirements and ConservationPotential. The beneficial conse-quences on energy requirements andconservation potential from Alternative1 would be minor. Through preserva-tion grants, national register listing, andthe attention that interpretation andcommemoration would bring, this pro-gram could be expected to advance theadaptive reuse of historic resources inthe Lincoln Highway corridor. Since atleast 8 percent of the buildings identi-fied in the survey that accompaniedthis project appeared to be abandoned,this program would be presented withabundant opportunities to returnunderused historic resources to pro-ductive use. Generally, reuse is a morenatural resource- and energy-efficientway to develop than new construc-tion.25

Because a diversity of resources con-tribute to the Lincoln Highway's signif-icance (roadway, bridges, motels, gasstations, etc), this alternative could beexpected to encourage and support thereuse not only of individual structures,but also of historic districts. Historicdistricts tend to have more concentrat-ed commercial and residential centers.For people who live in these districts,commuting to work and shop takes lessenergy than would commuting to workand shop from newer residential areasto newer office parks and retail centers,which typically are more spread out.One of the causes of sprawl is a lack ofinvestment in existing cities and towns.By providing an alternative, this pro-gram could, in the long run, help toalleviate some of the tendency towardssprawl development.

It is likely that this program wouldencourage more motor touring, espe-cially by older vehicles, which typicallyare less fuel-efficient than newer cars.However, no overall adverse impact ofthis alternative on energy use and natu-ral resource requirements is foreseenbecause the likelihood that motor tour-ing would increase with this program,as opposed to being diverted fromother places, is unclear.

Ecologically Critical Areas, Wildand Scenic Rivers, or OtherUnique Natural Resources. Thebeneficial effects on ecologically criti-cal area, wild and scenic rivers, andother unique natural resources fromAlternative 1 would be negligible. Mostof the national natural landmarks andall of the wild and scenic rivers aremanaged to maintain their uniquequalities by, for example, inclusion in apark system; therefore, protectivemeasures are already in place to ensure

25Most building materials have considerable "embodied energy," meaning it takes considerable energy toproduce them. The more materials that are reused in a building, the less embodied energy the buildingwould have. Of course, it is important to ensure that current energy codes are met in adaptively reusingolder buildings so that the benefits in saving embodied energy and natural resources are not overshad-owed by inefficient use of energy by building occupants.


that these qualities will be retained tothe extent possible. However, the land-scape surrounding Wild and ScenicRivers often is privately owned. If pri-vately funded development infringedon the privately owned viewsheds,there would be no protection (on a fed-eral level) from disturbance.

The focus of this alternative on heritagetourism and preservation makes it lesslikely that non-federally funded devel-opment would occur in unique settingsin the Lincoln Highway corridor.Therefore; this alternative could resultin a beneficial effect impact on thesesettings. The use of federal funds fordevelopment would trigger the needfor NEPA analysis, in which case theimpacts would be revisited and, if nec-essary, mitigated.

No adverse effects on ecologically criti-cal areas, wild and scenic rivers, andother unique natural resources fromAlternative 1 are foreseen.

Air Quality. The beneficial effects onair quality from Alternative 1 would bepotentially minor. In areas where theprimary source of air pollutants isautomobiles, the benefits to energyconsumption from less vehicle traffic(as noted above under "EnergyConservation" impacts) would alsotranslate into improved air quality.

The adverse consequences on air quali-ty from Alternative 1 would be negligi-ble. The consequences associated withmotor touring, especially from oldervehicles without up-to-date emissionscontrol equipment from diesel-pow-ered buses (an activity that probablywould be promoted by this program)has been evaluated to assess whether ornot this activity would cause concernfor air quality. Both of the key air pollu-tants in the Lincoln Highway corridor,ozone and fine particulate matter, arerelated to vehicle emissions.

The likelihood that motor touringwould cause concern for air quality

depends on the specific geographicarea for the tour (not all LincolnHighway counties experience periodsof unhealthy air quality), the time ofyear (in summer, the intense sun tendsto amplify unhealthy ozone levels), andthe number and types of vehiclesinvolved. Even under the worst condi-tions, the adverse effects of air pollu-tion from motor touring would beshort-lived.In Michigan, the Woodward DreamCruise attracts 30,000 classic cars everysummer to Detroit, a city where goodair quality days occur less than half ofthe year. Data from air quality monitorsin the area near the location of thecruise do not show an appreciable dif-ference in air quality on the days it isheld. From this, we can assume thatclassic car touring along the LincolnHighway that could result from thisalternative would be unlikely to com-promise the air quality at a level thatwould be of concern for any but themost sensitive people (that is, peoplewith heart and lung diseases, the elder-ly, and children) for the short durationof the tour. Therefore, this conse-quence would be negligible.

Visitor Experience. The beneficialeffects on the visitor experience fromAlternative 1 would be moderate.Attention to historic road resourcescould increase from this alternative -not only attention to the LincolnHighway but to all historic roads. Thiscould lead to the development ofnationwide standards for preservationand safety on historic roads and toimproved quality of the experience forhistoric roads enthusiasts. The alterna-tive also would lead to opportunitiesfor improving the understanding of theearly days of the automobile inAmerica.

The adverse impacts on the visitorexperience from Alternative 1 would benegligible. Increased tourism mightattract development that would not beconsistent with the character-definingfeatures of the highway, detracting


from the experience of the historicroad. However, because the programdesign under this alternative would befocused on preservation, the tendencyfor incompatible tourist activities todetract from the character-definingfeatures of the highway would be lesslikely than under Alternative 3.

Socially or EconomicallyDisadvantaged Populations. The beneficial effects on disadvantagedpopulations from Alternative 1 wouldbe minor. The actions of this alterna-tive could bring attention to the his-toric importance of the towns andareas along the Lincoln Highway, lever-aging funding to improve living condi-tions, keeping and attracting tourismand heritage-focused business invest-ment, and raising property values

The adverse impacts on disadvantagedpopulations from Alternative 1 alsowould be minor. Emphasizing the his-toric significance of Lincoln Highwayresources could pose regulatory barri-ers on particular types of developmentand also could result in public pressure.If developers chose to build in otherareas to avoid these barriers, sociallyand economically disadvantaged popu-lations living in these areas might bedenied the economic benefits of busi-ness investment.

Alternative 2: Lincoln HighwayTouring and Discovery

Historic and ArcheologicalProperties. The beneficial effects onhistoric and archeological propertiesfrom Alternative 2 would be minor.The actions of this alternative wouldbring attention to some of the historicproperties (those that are hubs andCISs) contributing to the LincolnHighway and provide some seed fund-ing for their commemoration, preserva-tion, interpretation. The benefits thatcould accrue from the avoidanceand/or redirection of inappropriatedevelopment would be limited to hubsand, to a lesser extent, to CISs; there-

fore, this benefit is rated lower thanthat of Alternative 1.

The adverse consequences on historicand archeological properties fromAlternative 2 would be negligible forthe same reasons mentioned forAlternative 1.

Wetlands and Floodplains. Nobeneficial effects on wetlands andfloodplains would result fromAlternative 2. The beneficial effectsmentioned for Alternative 1 would notoccur under this alternative becausethe focus of Alternative 2 would be onthe adaptive reuse of individual build-ings as Lincoln Highway hubs. Thepotential to avoid development in wet-lands and floodplains that would resultfrom the adaptive reuse of 14-28 indi-vidual buildings (depending on therange of state matches) as hubs wouldnot result in measurable benefits towetlands or floodplains.

No adverse impacts on wetlands andfloodplains would occur fromAlternative 2.

Energy and Natural ResourceRequirements and ConservationPotential. The beneficial effects onenergy requirements and conservationpotential from Alternative 2 would benegligible. Through hub development,this alternative could be expected toadvance the adaptive reuse of somehistoric resources in the LincolnHighway corridor. As was mentionedpreviously, reuse is generally a moreenergy-efficient way to develop thannew construction, but this conse-quence would be negligible because thenumber of buildings for which theNational Park Service would directlysupport rehabilitation probably wouldrange from 14 to 28, depending on statematches.

There would be no adverse impacts onenergy requirements and conservationpotential from Alternative 2.


Ecologically Critical Areas, Wildand Scenic Rivers, or OtherUnique Natural Resources. Therewould be no beneficial effects on eco-logically critical areas, wild and scenicrivers, or other unique naturalresources from Alternative 2.

There would be no adverse Impacts onecologically critical areas, wild and sce-nic rivers, or other unique naturalresources from Alternative 2.

Air Quality. No beneficial effects onair quality would result fromAlternative 2.

The adverse impacts on air qualityfrom Alternative 2 would be negligible.Rehabilitation work on hubs mighttemporarily result in emissions fromconstruction equipment, but becauseof the relatively small size and shortduration of these rehabilitation proj-ects, the effects from the emissionswould be negligible.

Visitor Experience. The beneficialeffects on the visitor experience fromAlternative 2 would be minor Much ofthe experience sought by historic roadsenthusiasts involves an authentic driv-ing experience. Because this alternativewould focus only on preserving road-side architecture, it is unlikely that thehistoric qualities of the road itselfwould be protected. Although the hubsand, to a lesser extent, the interpretivesites, would offer a destination for visi-tors, the "road trip" experience wouldnot be supported.

There would be no adverse impacts onthe visitor experience from Alternative 2.

Socially or EconomicallyDisadvantaged Populations. Thebeneficial effects on disadvantagedpopulations from Alternative 2 wouldbe moderate. If hubs were located inthe more disadvantaged areas of thestates, then more business opportuni-

ties in tourism could be concentratedthere.

The adverse impacts on disadvantagedpopulations from Alternative 2 wouldvary, depending on the populationdensity of the area. In places with ahigh population density, the adverseconsequences could be moderatebecause developing hubs to attractautomobile tourists would necessitateadded parking. In already densely pop-ulated areas, residents would have tocompete for parking with tourists. Inless crowded areas, this effect would beonly minor. Such effects would not beof concern in undeveloped areas, butthese areas would be less likely to beselected as hubs, given the distancefrom population centers.

Alternative 3: Lincoln HighwayHeritage Corridor

Historic and ArcheologicalProperties. Alternative 3 would resultin major beneficial effects on historicand archeological properties. Theactions of this alternative would bringattention to the historic propertiescontributing to the Lincoln Highwayand provide some seed funding fortheir commemoration, preservation,and interpretation

The adverse impacts on historic andarcheological properties fromAlternative 3 would be negligible forthe same reasons as those described forAlternative 1.

Wetlands and Floodplains. Thebeneficial effects on wetlands andfloodplains from Alternative 3 wouldbe negligible. If the adaptive reuse ofbuildings in the Lincoln Highway cor-ridor averted the need for new con-struction in the 82 counties that havewetlands, those wetlands could be pro-tected from development. The sameprotection from development pressurewould be true for floodplains. Thisconsequence would be minor because


when a wetland is of considerable size(more than 1/10 acre), a U.S. ArmyCorps of Engineers permit is requiredfor disturbing that wetland. Since thispermit requirement applies to privateactivities as well as governmental activi-ties, the likelihood that wetlands wouldbe disturbed without mitigation isslight. Likewise, development in afloodplain would be discouragedthrough economic disincentives suchas flood insurance requirements ormitigation requirements.

Alternative 3 would not result in anyadverse impacts on wetlands andfloodplains.

Energy and Natural ResourceRequirements and ConservationPotential. Alternative 3 would resultin moderate beneficial consequenceson energy requirements and conserva-tion potential. The coalition woulddecide which activities to undertake,and the degree to which those activitieswould conserve or use energy couldvary considerably. This moderate ratingwas arrived at with the assumption thatthe activities would be similar to thosethat would be undertaken inAlternative 1.

Alternative 3 would not result in anyadverse impacts on energy require-ments and conservation potential. Thisrating was arrived at under the assump-tion that the activities of this alternativewould be similar to those undertakenin Alternative 1.

Ecologically Critical Areas, Wildand Scenic Rivers, or OtherUnique Natural Resources. Thebeneficial effects from Alternative 3 onecologically critical areas, wild and sce-nic rivers, and other unique naturalresources would be negligible. Most ofthe national natural landmarks and allof the wild and scenic rivers are man-aged to maintain their unique qualitiesby, for example, inclusion in a park sys-tem; therefore, protective measures are

already in place to ensure that thesequalities are retained to the extent pos-sible.

The landscape surrounding wild andscenic rivers often is privately owned. Ifprivately funded development infringeson the privately owned viewsheds,there would be no protection (on a fed-eral level) from disturbance. The focusof this alternative on heritage tourismand preservation would make it lesslikely that non-federally funded devel-opment would occur in unique settingsin the Lincoln Highway corridor. Theuse of federal funds for developmentwould trigger the need for NEPAanalysis, in which case the impactswould be revisited and, if necessary,mitigated.

Alternative 3 would not result in anyadverse effects on ecologically criticalareas, wild and scenic rivers, and otherunique natural resources.

Air Quality. The beneficial effects onair quality from Alternative 3 would beminor.. As in Alternative 1, in areaswhere the primary source of air pollu-tants is automobiles, the benefits toenergy consumption from less vehicletraffic would also translate intoimproved air quality.

The adverse impacts from Alternative 3on air quality would be negligible forsame reasons described for Alternative 1.

Visitor Experience. Alternative 3would result in moderate beneficialeffects on the visitor experience: Thisalternative could bring increased atten-tion to historic road resources (notonly of the Lincoln Highway, but alsoof all historic roads), potentially lead-ing to the development of nationwidestandards for the preservation of his-toric roads and safety on them. Theactions of this alternative also couldimprove the quality of the visitor expe-rience for historic roads enthusiasts,


and it would lead to opportunities forimproving the understanding of theearly days of the automobile inAmerica.

The adverse impacts on the visitorexperience from Alternative 3 would beminor. It might encourage more trafficcongestion in areas of the highway,which would adversely impact thequality of the experience for historicroads enthusiasts. This alternative alsowould increase tourism substantially.Its emphasis on tourism might attractdevelopment that would be inconsis-tent with the character-defining fea-tures of the highway, detracting fromthe experience of the historic road.This impact is rated higher than that ofAlternative 1 because it would be morelikely to emphasize economic develop-ment.

Socially or EconomicallyDisadvantaged Populations.Alternative 3 would result in minorbeneficial effects on disadvantagedpopulations. It could bring attention tothe historic importance of the LincolnHighway towns and areas, leveragingfunding to improve their living condi-tions, keeping and attracting morebusiness investment, and raising prop-erty values.

The adverse impacts on disadvantagedpopulations from Alternative 3 wouldbe negligible, similar to the effectsdescribed for Alternative 1. However,while still overall an adverse impact, itseffect might be slightly less because thecoalition management focus that is typ-ical for heritage areas could cause morediverse interests to find and encourageeconomic development compatiblewith historic preservation.

Alternative 4: No New FederalAction

Historic and ArcheologicalProperties. The beneficial effects onhistoric and archeological propertiesfrom Alternative 4 would be minor.

The alternative could bring some atten-tion to the historic properties that con-tribute to the Lincoln Highway throughnational register, national historic land-mark and national scenic byways pro-grams as funding and time permits forlisting and inclusion of LincolnHighway resources in these programs.Transportation enhancement fundingwould continue to support the com-memoration, preservation, and inter-pretation of Lincoln Highwayresources to the extent that these fundswere requested and became available.

The adverse impacts on historic andarcheological properties fromAlternative 4 would be moderate.Without directed attention, it is likelythat historic properties contributing tothe Lincoln Highway would loseintegrity. Of the 1,000 buildings sur-veyed as part of this study, 8 percentappeared abandoned. Only 8 percentof the owners of the buildingsresponded to a mailing asking abouttheir interest in this project.

Wetlands and Floodplains. Thebeneficial effects on wetlands andfloodplains from Alternative 4 wouldbe moderate. In an area dense withwetlands and floodplains, moderniza-tion of an already developed roadwayto serve traffic needs would avert thedestruction of undisturbed land for thispurpose. Thus, an adverse conse-quence from a cultural resource per-spective could be a beneficial conse-quence from the perspective of pre-serving wetlands and floodplains.

The adverse impacts on wetlands andfloodplains from Alternative 4 wouldbe negligible. Without an incentive toadaptively reuse buildings in theLincoln Highway corridor, it is possiblethat developers serving the needs ofgrowing areas would favor previouslyundisturbed land, potentially wetlandsand floodplains. This impact is ratedminor for two reasons: (a) Prohibitivecost would makes it unlikely that devel-opers would preserve existing build-


ings associated with the LincolnHighway; however, it is possible thatthey might choose to build on alreadydisturbed land by demolishing theseexisting buildings (note that this wouldbe a strong adverse impact for culturalresources). (b) When a wetland is ofconsiderable size (more than 1/10acre), a U.S. Army Corps of Engineerspermit is required for disturbing thatwetland. Since this permit requirementapplies to private activities as well asgovernmental activities, the likelihoodthat wetlands would be disturbed with-out mitigation activities is slight.Likewise, development in a floodplainwould be discouraged through eco-nomic disincentives such as floodinsurance requirements or mitigationrequirements.

Energy and Natural ResourceRequirements and ConservationPotential. There would be no benefi-cial effects on energy requirements andconservation potential from Alternative 4.

The adverse impacts on energyrequirements and conservation poten-tial from Alternative 4 would be minor.Without new strong incentive to returnhistoric resources to productive use,the tendency toward new developmentto encourage economic growth wouldcontinue. Compared to the concentrat-ed nature of historic areas and thepotential for reusing structures, newconstruction would be energy inten-sive.

Ecologically Critical Areas, Wildand Scenic Rivers, or OtherUnique Natural Resources. Therewould be no beneficial effects on eco-logically critical areas, wild and scenicrivers, or other unique naturalresources from Alternative 4.

Alternative 4 would not result in anyadverse Impacts on ecologically criticalareas, wild and scenic rivers, or otherunique natural resources.

Air Quality. There would be no bene-ficial effects on air quality fromAlternative 4.

Alternative 4 would not result in anyadverse impacts on air quality.

Visitor Experience. There would beno beneficial effects on the visitorexperience from Alternative 4.Alternative 4 would result in moderateadverse impacts on the visitor experi-ence. Some scattered preservation andinterpretation would continue underthis alternative, but the effort wouldnot make a substantial enough impacton the Lincoln Highway as a whole toallow for a meaningful visitor experi-ence on a national or regional scale oreven on a statewide scale (with the pos-sible exception of statewide scenicbyways).

Socially or EconomicallyDisadvantaged Populations.There would be no beneficial effects ondisadvantaged populations fromAlternative 4.

Alternative 4 would not result in anyadverse impacts on disadvantaged pop-ulations.


Minor beneficialimpacts. Could bringattention to historicproperties (limited tohubs and CISs)No foreseen adverseimpacts.

No foreseen benefi-cial or adverseimpacts.

Negligible beneficialimpacts due to reuseof historic building,limited to hubs. Noforseen adverseimpacts

Same as Alternative One



Minor beneficialimpacts. Inclusion inexisting programsand funding throughtransportationenhancements aidspreservation.Moderate adverseimpacts. Withoutdirected attention, itis likely more LincolnHighway resourceswill lose integrity.

Moderate beneficialimpacts.Modernization ofalready developedroadway to serve traffic needs avoidsthe destruction ofundisturbed land,potentially wetlandsand floodplains, forthe same purpose. Negliglible adverseimpacts. Withoutincentive to reuse historic buildings,development willtend to favor undis-turbed land.

No foreseen benefi-cial impacts. Minor adverseimpacts. Withoutstrong incentive toreuse historic build-ings and districts, thetendency toward newdevelopment, (whichis, compared toreuse, relatively ener-gy and resourceintensive) will contin-ue.

Alternative 1National Lincoln

Highway Program(preferred)

Alternative 2Lincoln Highway

Touring andDiscovery

Alternative 3National Heritage

Highway

Alternative 4No New Federal

ActionImpactTopic

His

tori

c an

d

Arc

heo

log

ical

Pro

per

ties

Ener

gy

and

N

atu

ral R

eso

urc

e R

equ

iirem

ents

an

d C

on

serv

atio

n P

ote

nti

alModerate beneficialimpacts. Could bringneeded attention tohistoric properties.No foreseen adverseimpacts.

Negligible beneficialimpacts. Adaptivereuse may avoidsome wetland/flood-plain development.No foreseen adverseimpacts.

Minor beneficialimpacts. Underusedhistoric buildings anddistricts could bereturned to produc-tive use.No foreseen adverseimpacts.

Summary of Impacts

Wet

lan

ds

and

Fl

oo

dp

lain

s

72

Eco

log

ical

ly C

riti

cal

Are

as,W

ild a

nd

Sce

nic

Riv

ers,

or

oth

er u

niq

ue

nat

ura

l res

ou

rces

Lincoln Highway Special Resource Study and Environmental Assessment


No foreseen benefi-cial or adverseimpacts to air quality.Negligible, short-termadverse impacts dueto emissions fromconstruction equip-ment as hubs arerenovated

Minor beneficialimpacts. More huband CIS destinations,but no focus onpreservation of theroad itself or the driv-ing experience. Noforeseen adverseimpacts.

Moderate beneficialimpacts to hub areas(if they were locatedin disadvantagedareas). Negligible tomoderate adverseimpacts from parkingscarcity in hub areas(intensity of impactdepends on popula-tion density of area).



Monderate beneficialimpact. Improve qual-ity of experience forroad enthusiasts andcultural appreciation.Minor adverseimpacts. Tourismemphasis of thisalternative would bestronger than alter-native 1 and so maybe more likely toattract inapporpriatedevelopment.

Minor beneficialimpacts. Attractingtourism and heritage-focus investment.Negligible adverseimpacts. Adverseimpacts may beslightly less thanalternative 1 due todiversity of interestsinvolved in coalition.



No foreseen benefi-cial impacts.Moderate adverseimpacts. While somescattered interpreta-tion would continue,no concerted nation-al effort would beundertaken and thetelling of the LincolnHighway story as anational story wouldsuffer.


Alternative 1National Lincoln

Highway Program(preferred)

Alternative 2Lincoln Highway

Touring andDiscovery

Alternative 3National Heritage

Highway

Alternative 4No New Federal

ActionImpactTopic

Vis

ito

r Ex

per

ien

ce

Negligible beneficialimpacts. Focus onheritage tourismmakes inappropriatedevelopment lesslikely. No foreseenadverse impacts.

Potentially minorbeneficial impacts.Could reduce pollu-tion from motor vehi-cles due to reuse ofhistoric districtsreplacing sprawldevelopment.Negligible adverseimpacts. Short dura-tion of high levels ofpollution emittedfrom older vehiclestouring couldadversely affect verysensitive people.

Moderate beneficialimpact. Improvequality of experiencefor road enthusiastsand cultural appreciation.Negligible adverseimpact. Increasedtourism may attractinappropriate devel-opment.

Minor beneficialimpacts. Attractingtourism and heritage-focus invest-ment. Minor adverseimpacts.Preservation focuscould stifle sometypes of develop-ment.

Summary of Impacts continuedA

ir Q

ual

ity

Soci

ally

or

Eco

no

mic

ally

-D

isad

van

tag

ed P

op

ula

tio

ns

73

Appendixes

Appendix A: Legislation

74

NoneNoneNPS: Gettysburg National Battlefield. NPS: Flight 93 National Memorial (new park, Lincoln Highway

is being considered for the northern boundary of thepark).

NoneNPS: First Ladies National Historic Site (located a few blocks off

of the Lincoln Highway in Canton).

NoneNone

None

NoneNone

BLM: owns small (about 1 mile square) parcels of land in acheckerboard-like pattern across the length of the LincolnHighway.

BLM: owns most of the land crossed by two routes (two gener-ations) of the Lincoln Highway west of Salt Lake City.

FWS: Fish Springs National Wildlife Service.DOD: Dugway Proving Ground (not open to public).USFS: Lincoln Highway intersects the southeastern corner of

Wasatch National Forest. BLM: owns nearly all of the land crossed by the Lincoln

Highway east of Fallon. Owns a small amount of land ina checkerboard pattern west of Fallon.

BOR: owns a small amount of land west of Fallon in a checker-board pattern.

USFS: About 20 miles of the Lincoln Highway crosses throughthe Humboldt-Toiyabe National Forest - 10 miles east ofShelbourne and 10 miles east and west of Austin.

NPS: Ft. Mason (in San Francisco - the Lincoln Highway forms aborder with Van Ness Street).

NPS: Golden Gate National Recreation Area (in San Francisco -the Lincoln Highway comes within a block to the south).

NPS: San Francisco Maritime National Historical Park (theLincoln Highway comes within a block).

USFS: The Lincoln Highway crosses through sections of theTahoe National Forest and the Eldorado National Foreston two routes (two generations), both south- and north-west of Lake Tahoe to Sacramento.

NoneNone Rivers of Steel National Heritage Area (Lincoln

Highway crosses near Pittsburgh). Path of Progress National Heritage Area

(includes 9 counties in Southwestern PA). Schuykill River Valley National Heritage Area

(Lincoln Highway crosses in Philadelphia area). Delaware and Lehigh National Heritage

Corridor (Lincoln Highway crosses inPhiladelphia area).

None Ohio and Erie Canal National Heritage

Corridor (Lincoln Highway crosses nearMassillon and Canton).

None Illinois and Michigan Canal National Heritage

Corridor (Lincoln Highway crosses near Joliet). America s Agricultural Heritage Partnership

National Heritage Area (in Northeastern IA). None Cache La Poudre National Heritage Area (cov-

ers floodplain of the Cache La Poudre river,includes Ft. Collins).

None

None

None

None

NYNJPA

WVOH

INIL

IA

NECO

WY

UT

NV

CA

StateFederally-Owned Lands with Boundaries Crossingor Close to the Lincoln Highway(NPS, BLM, BOR, FWS, USFS, and DOD )

NPS Affiliated Areas and Heritage Areaswith Boundaries Crossing or Close to theLincoln Highway

Appendix B: Federal Lands and the Lincoln HighwayFederal Lands and the Lincoln Highway

Appendix C

Name City State National Register ListingTower Bridge Sacramento/W. Sacramento CA IndividualHotel Stockton Stockton CA IndividualTracy Inn Tracy CA IndividualOakland Hotel Oakland CA IndividualPatagonia (auto showroom) Denver CO DistrictThe Granite Building Denver CO DistrictBrown Palace Hotel Denver CO IndividualLincoln Hotel Lowden IA IndividualMount Vernon Visitor Center (gas station) Mt. Vernon IA DistrictLincoln Highway Marker Mt. Vernon IA District10th Ave Brick Remnant Lisbon IA DistrictMount Vernon Railroad Viaduct Lisbon IA DistrictFirst Ave Bridge Cedar Rapids IA IndividualSankot Motor Company Belle Plaine IA IndividualTama Lincoln Highway Bridge Tama IA IndividualMiddle Branch Little Beaver Bridge Ogden IA IndividualLions Club Bridge Interpretive Site east of Grand Junction IA DistrictLincoln Statue Jefferson IA IndividualLincoln Highway Marker Jefferson IA IndividualLincoln Highway Marker Jefferson IA IndividualEureka Bridge 3 miles west of Jefferson IA IndividualLincoln Highway Marker north of Scranton IA DistrictMoss Corner Lincoln Property Markers 2 miles north of Scranton IA District

Beaver Creek Lincoln Highway Landscape east of Grand Junction IA DistrictWest Beaver Creek Remnant east of Grand Junction IA IndividualWest Greene County Lincoln Highway Landscape Jefferson IA IndividualTheiss Building (auto showroom) Aurora IL DistrictAuto Showroom Aurora IL DistrictCoats Building (auto showroom) Aurora IL DistrictHotel Aurora Aurora IL IndividualNachusa House Dixon IL IndividualThe Ultimate Body Shop (garage) Elkhart IN DistrictGrand Trunk Western Railroad Viaduct South Bend IN DistrictBowman Run Culvert South Bend IN DistrictBlackstone Hotel Omaha NE IndividualSaddle Creek Underpass Omaha NE IndividualElkhorn Brick Section Elkhorn NE IndividualErnst Chevrolet Columbus NE DistrictThe Evans Hotel Columbus NE DistrictDuster's Brew Pub Columbus NE DistrictColumbus Loup River Bridge Columbus NE IndividualYancy Hotel Grand Island NE IndividualHeritage Bank (Gloe Brothers Gas Station) Wood River NE IndividualPhelps Hotel Big Springs NE IndividualLodgepole Opera House Lodgepole NE IndividualWheat Growers Hotel Kimball NE IndividualHolland Tunnel Jersey City NJ IndividualSeated Lincoln Statue Newark NJ IndividualMerchants and Drovers Tavern Rahway NJ IndividualEdison Memorial Tower Menlo Park NJ IndividualWalts Union Line Garage Kingston NJ DistrictKingston Remnant D&R Canal Bridge Kingston NJ District

Lincoln Highway Resources in the National Register of Historic Places

Kingston Remnant Millstone River Bridge Kingston NJ DistrictKingston Remnant Kingston NJ DistrictBrook Creek Bridge Princeton NJ DistrictLincoln Highway Marker Princeton NJ DistrictPrinceton Battlefield Monument Princeton NJ DistrictStony Brook Bridge Princeton NJ DistrictTavern by Stony Brook Princeton NJ DistrictShipetaukin Pony Truss Bridge NE of Lawrenceville NJ DistrictShipetaukin Masonry Arch Bridge NE of Lawrenceville NJ DistrictRiverside Hotel Reno NV IndividualCandler Hotel New York NY IndividualKnickerbocker Hotel New York NY IndividualLincoln Highway Marker East Liverpool OH DistrictDayco Office Supplies (auto showroom) East Liverpool OH DistrictHarding Hotel Marion OH IndividualDivine Lorraine Hotel Philadelphia PA IndividualPackard Motor Corporation Building Philadelphia PA IndividualMarket Street Bridge Philadelphia PA DistrictWayne Hotel Wayne PA DistrictIcabods News/Frolic (Williams Deluxe Cabin Court) West Whiteland PA IndividualBall and Ball Antique Hardware (Exton Hotel) Exton PA IndividualHotel and Famous Restaurant Coatesville PA DistrictSoldiers and Sailors Monument Lancaster PA IndividualLincoln Highway Marker Columbia PA DistrictCrouse's Body and Paint Shop/Used Cars Columbia PA DistrictColumbia-Wrightsville Bridge Columbia/Wrightsville PA IndividualCodorus Hotel York PA DistrictErnies Texas Lunch Gettysburg PA DistrictGetty's Tavern Gettysburg PA DistrictGarage Gettysburg PA District26th Pennsylvania Emergency Infantry Battalion Memorial Gettysburg PA DistrictGettysburg Battlefield Gettysburg PA DistrictGas Station in Fayetteville Fayetteville PA DistrictLincoln Highway Marker Chambersburg PA DistrictChambersburg and Bedford Turnpike Road Company Toll House West of St. Thomas PA IndividualLincoln Highway Marker McConnellsburg PA DistrictFulton House McConnellsburg PA IndividualDefibaugh Tavern Bedford PA IndividualFrazer Tavern Bedford PA DistrictFritz Electric (garage) Bedford PA DistrictGarage Bedford PA DistrictAnderson House Bedford PA DistrictGolden Eagle Inn Bedford PA DistrictBedford Garage Bedford PA DistrictHotel Pennsylvania Bedford PA DistrictUnion Hotel Bedford PA DistrictLaurel Sport Shop (garage) Bedford PA DistrictDunkles Gulf Bedford PA DistrictFort Bedford Inn Bedford PA DistrictJean Bonnet Tavern Schellsburg PA DistrictLincoln Highway Garage Schellsburg PA DistrictMay Brothers Garage West of Schellsburg PA DistrictForbes Road Marker West of Schellsburg PA DistrictPied Piper Schellsburg PA District

Allegheny Mountains Lincoln Highway Landscape Stoystown PA DistrictHite House Stoystown PA IndividualCompass Inn Laughlintown PA IndividualLH Marker Ligonier PA DistrictLigonier Diamond Ligonier PA DistrictLincoln Highway Garage and House Greensburg PA DistrictGreensburg Transmission Greensburg PA DistrictRoad Kings Greensburg PA DistrictMoore Tire Service Greensburg PA DistrictGeorge Westinghouse Memorial Bridge East Pittsburgh PA IndividualWilliam Penn Hotel Pittsburgh PA IndividualModern Café Pittsburgh PA DistrictFat Eddie's Bar and Grill Ambridge PA DistrictBridgewater-Rochester Bridge Rochester/Bridgewater PA DistrictBridge Street Inn Bridgewater PA DistrictHotel Beaver PA DistrictSoldiers and Sailors Monument Beaver PA DistrictLincoln Square Gettysburg PA DistrictPlank Garage Gettysburg PA DistrictLincoln Highway Marker Stoufferstown PA DistrictWW I Memorial Chambersburg PA DistrictThe Virginian Hotel Medicine Bow WY Individual

NOTE: In the last column "individual" means listed individually in the National Register of Historic Places. "District" means that the resource is located within the boundaries of an historic district listed in the National Register.

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D F G H J K

Name of Surveyed Resource Address City State Circa Resource Type

Summit Tires 742 San Pablo Blvd. Albany CA 1950 GAS - MODERN

Steve's Auto Center 744 San Pablo Blvd Albany CA 1950 GAS - MODERN

Union Pacific Bridge Altamont CA 1925BRIDGE - PLATE GIRDER

Southern Pacific Railroad Underpass Applegate CA 1930 BRIDGE - BEAM

Auburn Promenade Hotel 853 Lincoln Way Auburn CA 1925LODGING - EARLY AUTO

Tahoe Club 902 High Street Auburn CA 1909LODGING - EARLY AUTO

Avantgarden 1085 High Street Auburn CA 1930 GAS - EARLY AUTO

Living Elements 923 Lincoln Way Auburn CA 1928AUTO SHOWROOM - EARLY AUTO

Goodyear 984 Lincoln Way Auburn CA 1940 GAS - EARLY AUTO

Hilda's Pastries 1050 Lincoln Way Auburn CA 1950 GAS - MODERN

LH Marker 1225 Lincoln Way Auburn CA 1928 OBJECT - MARKER

Custom Tops 101 Nevada Street Auburn CA 1945 GAS - MODERN

Auburn Ravine Railroad Bridge Auburn CA 1910/1959BRIDGE - PLATE GIRDER

Horath Garage 11126 Ophir Road Auburn CA 1930 GAS - EARLY AUTO

Gilman Auto 1197 San Pablo Blvd. Berkeley CA 1935 GAS - MODERN

Big Bend Yuba River Bridge Big Bend CA 1935 BRIDGE - OTHER

LH Marker Big Bend CA 1928 OBJECT - MARKER

Economy Garage 8436 Auburn Boulevard Citrus Heights CA 1925 GAS - EARLY AUTO

Oliver's Foothills Gas Lake Arthur Road Clipper Gap CA 1930 GAS - EARLY AUTO

Colfax Garage Canyon Way Colfax CA 1930 GAS - MODERNE

Boat Storage Hwy 29 Collins CA GAS - EARLY AUTO

The Dead Fish 10950 San Pablo Crockett CA 1940 FOOD - EARLY AUTO

LH Marker Davis CA 1928 OBJECT - MARKER

LH Marker Davis CA 1928 OBJECT - MARKERSouthern Pacific Railroad Subway Davis CA 1917

BRIDGE - PLATE GIRDER

Russell Blvd between Arthur Street and Pedrick Road Davis CA

ROAD - LANDSCAPE VISTA

Studio Video and Fotos 110 Porter Street Dixon CA 1955GAS - EXAGGERATED MODERN

Donner Summit Rainbow Bridge Donner Summit CA 1926 BRIDGE - ARCH

Hirschdale Road Remnant East of Hirschdale CA 1925/1926 ROAD

Lincoln Highway Reconnaissance Survey Results (summer 2002)

Appendix D Summary of Reconnaissance Survey Results

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D F G H J K

Santa Fe Railroad Bridge east of Pinole CA 1939 BRIDGE - BEAM

Cary House Main Street El Dorado CA 1857/1900 LODGING - PRE-AUTO

Weber Creek Bridge El Dorado County CA 1914 BRIDGE - ARCH

Echo Summit Grade/Remnant El Dorado County CAROAD - LANDSCAPE VISTA

Nelson Road Remnant Fairfield CA 1927 ROAD

LH Marker Fairfield CA 1928 OBJECT - MARKER

Fairfield Suspended Sign Fairfield CA 1930OBJECT - ALL OTHERS

Joe's Buffet 834 Texas Street Fairfield CA 1949 FOOD - MODERN

Graphic Auto Body 1451 West Texas Street Fairfield CA 1945 GAS - EARLY AUTO

LH Marker 2849 Rockville Rd. Fairfield CA 1928 OBJECT - MARKER

Iwama Market 2437 Rockville Road Fairfield CA 1910 FOOD - EARLY AUTO

Rockville Inn 4163 Suisun Valley Road Fairfield CA 1925 FOOD - EARLY AUTO

Thompson's Corner Saloon 2147 Cordelia Road Fairfield CA 1890LODGING/FOOD - PRE-AUTO

Power Plant Bridge Folsom CA 1916 BRIDGE - BEAM

American River Bridge Folsom CA 1917 BRIDGE - ARCH

Golden Bros. Garage 232 South Lincoln Way Galt CA 1940 GAS - EARLY AUTO

Southern Pacific Subway Galt CA 1910 BRIDGE - BEAMSouthern Pacific Railroad Underpass Heatherglen CA 1927 BRIDGE - ARCH

Kyburz Lodge 13672 Highway 50 Kyburz CA 1918GAS/FOOD/LODGING - EARLY AUTO

Summit Garage 10605 Altamont Pass Road Livermore CA 1935 GAS - EARLY AUTOAltamont Pass Union Pacific Railroad Trestle Alameda Livermore CA 1925


R & M Enterprises 1412 Portola Avenue Livermore CA 1935 GAS - EARLY AUTO

Grafco Minimart 1309 Portola Avenue Livermore CA 1940 GAS - MODERN

Duarte Garage Portola and L Streets Livermore CA 1915 GAS - EARLY AUTO


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D F G H J KMossdale Southern Pacific Railroad Mossdale CA 1920


San Joaquin River Bridge Mossdale CA 1926 BRIDGE - TRUSS

Earl's Radiator 4381 Hwy 29 Napa Junction CA 1945 GAS - MODERNSouthern Pacific Railroad Underpass Newcastle CA 1910 BRIDGE - OTHERR&R Foreign and Domestic Sales 565 Taylor Road Newcastle CA 1930 GAS - EARLY AUTO

Canopy gas 1133 Taylor Road Newcastle CA 1935 GAS - EARLY AUTO

El Camino Motel 986 El Camino Avenue North Sacramento CA 194=55 LODGING - MODERN

Che Bella Trina 700 Darina Street North Sacramento CA 1925AUTO SHOWROOM - EARLY AUTO

Gas station Hawthorn and Del Paso North Sacramento CA 1950 GAS - MODERN

Original Auto Parts 1309 Del Paso Boulevard North Sacramento CA 1925AUTO SHOWROOM - EARLY AUTO

Bud's Custom Upholstery 1201 Del Paso Boulevard North Sacramento CA 1955AUTO SHOWROOM - MODERN

Wong's Auto 2801 Foothill Blvd. Oakland CA GAS - EARLY AUTO

S & K Auto Service 2701 Foot Hill Boulevard Oakland CA 1955GAS - EXAGGERATED MODERN

Barbacoa 19th and Foothill Blvd. Oakland CA 1935 GAS - MODERNE

Quality Auto Service and Body 1200 East 12th Street Oakland CA 1930 GAS - EARLY AUTO

Hotel Oakland 270 13th Street Oakland CA 1910LODGING/FOOD - EARLY AUTO

Sweetheart Company 317 9th Street Oakland CA 1925 GAS - EARLY AUTO

Oakland Metro 201 Broadway Oakland CA 1930 GAS - EARLY AUTO

Tailpipes Smog Test Station 9292 Greenback Lane Orangevale CA 1950 GAS - MODERN

LH Marker 6702 Chestnut Orangeville CA 1928 OBJECT - MARKER

Pacific House Old US 50 Pacific CA 1930GAS/FOOD/LODGING - EARLY AUTO

Square Deal Garage 2500 San Pablo Avenue Pinole CA 1925 GAS - EARLY AUTO

The Gables Motel 855 San Pablo Pinole CA 1940s LODGING - MODERN

Donner Summit Remnant Placer County CA 1912ROAD - LANDSCAPE VISTA

Baxter-Gold Run Segment Placer County CA 1913ROAD - LANDSCAPE VISTA

LH Marker Placerville CA 1928 OBJECT - MARKER

LH Marker Placerville CA 1928 OBJECT - MARKER

LH MarkerTortilla Flat Restaurant, 564 Main St. Placerville CA 1928 OBJECT - MARKER

Pine Lodge Club Pony Express Trail Pollock Pines CA 1930LODGING/FOOD - EARLY AUTO

Olson Rentals (gas) Pollock Pines CA 1920 GAS - EARLY AUTO

Rainbow Yuba River Bridge Rainbow CA 1935 BRIDGE - OTHER


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D F G H J K

S & T Service 10793 San Pablo Boulevard Richmond CA 1945 GAS - MODERN

Roadshow Limited Douglas and Vernon Roseville CA 1945 GAS - MODERN

Auto Resale Service 415 Riverside Avenue Roseville CA 1950AUTO SHOWROOM - MODERN

LH Marker 4300 Engle Rd. Sacramento CA 1928 OBJECT - MARKER

Bob's Supply 410 North 16th Street Sacramento CA 1920 GAS - EARLY AUTO

Jim & Denny's 12th and Terminal Sacramento CA 1950 FOOD - MODERN

Congress Hotel 906 12th Street Sacramento CA 1945 LODGING - MODERN

Ridgeway Hotel 912-914 12th Street Sacramento CA 1900LODGING - EARLY AUTO

LH MarkerTowe Auto Museum, 2200 Front St. Sacramento CA 1928 OBJECT - MARKER

Capitol Park Hotel L Street Sacramento CA 1915LODGING - EARLY AUTO

Budget Motel 904 West Capitol Avenue Sacramento CA 1959EXAGGERATED MODERN

Dude Motel West Capitol Avenue Sacramento CA 1940LODGING - EARLY AUTO

Fremont Motel West Capitol Avenue Sacramento CA 1955EXAGGERATED MODERN

Tower BridgeSacramento/West Sacramento CA 1934 BRIDGE - TRUSS

Ferry Building San Francisco CA 1898OTHERS - EARLY AUTO

California Statehood Monument San Francisco CA 1890

OBJECT - ALL OTHERS

Sheraton Palace Hotel Market & New Montgomery San Francisco CA 1907LODGING/FOOD - EARLY AUTO

Graystone Hotel 66 Geary Street San Francisco CA 1900LODGING - EARLY AUTO

Westin St. Francis Hotel 335 Powell Street San Francisco CA1904/1907/1913

LODGING/FOOD - EARLY AUTO

Handlery Union Square Hotel 347 - 357 Geary Street San Francisco CA 1900LODGING - EARLY AUTO

Union Square Plaza Hotel 432 Geary Street San Francisco CA 1900LODGING - EARLY AUTO


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Warwick Hotel 490 Geary Avenue San Francisco CA 1913LODGING - EARLY AUTO

Shannon Court Hotel 550 Geary Street San Francisco CA 1930 LODGING - MODERNE

Post Street Automotive 2360 Post Street San Francisco CA 1930 GAS - EARLY AUTO

U.W.M.G. Honda Post Street San Francisco CA 1920 GAS - EARLY AUTO

Monza Motors 880 Post Street San Francisco CA 1920 GAS - EARLY AUTO

Garage 865 Post Street San Francisco CA 1920 GAS - EARLY AUTO

Unique Cleaners and Laundry 820 Post Street San Francisco CA 1920 GAS - EARLY AUTO

Will's Auto Service 766 Post Street San Francisco CA 1920 GAS - EARLY AUTO

Hotel Berestord Arms 701 Post Street San Francisco CA 1915LODGING - EARLY AUTO

Public Parking Garage 571 Post Street San Francisco CA 1910 GAS - EARLY AUTO

Kensington Park Hotel 450 Post Street San Francisco CA 1920LODGING - EARLY AUTO

Handa Auto Repair 2941 Geary Street San Francisco CA 1925 GAS - EARLY AUTO

Toyota Service Spruce and Geary San Francisco CA 1925 GAS - EARLY AUTO

Melrose Motors 4818 Geary Street San Francisco CA 1927 GAS - EARLY AUTO

Foreign Auto Sales 6027 Geary Street San Francisco CA 1925 GAS - EARLY AUTO

Gas station 891 North Point San Francisco CA 1955 GAS - MODERNJiffy Lube and Columbus Auto Body 2020 Van Ness San Francisco CA 1915 GAS - EARLY AUTO

Medical Arts Building 2000 Van Ness San Francisco CA 1920LODGING - EARLY AUTO

LH Marker San Francisco CA 1928 OBJECT - MARKER

LH Marker San Francisco CA 1928 OBJECT - MARKER

Palace of Legion of Honor San Francisco CA 1923OTHERS - EARLY AUTO

Laser Video at Geary 6033 Geary Street San Francisco CA 1925 GAS - EARLY AUTO

Rainbow Lodge Hampshire Rocks Road Soda Springs CA 1915GAS/FOOD/LODGING - EARLY AUTO

Swiss Village Motel 1008 Pioneer Trail South Lake Tahoe CA 1930LODGING - EARLY AUTO

Carquinez Bridge South of Vallejo CA 1927/1958 BRIDGE - TRUSS

Stockton Hotel 100 East Weber Avenue Stockton CA 1920LODGING - EARLY AUTO

German Auto Service 600 North El Dorado Street Stockton CA 1925AUTO SHOWROOM - EARLY AUTO

Mike Buckenham and Son Porsche, Audi, BMW 1241 North El Dorado Street Stockton CA 1920

AUTO SHOWROOM - EARLY AUTO

Connell Tire Service 2211 North Wilson Way Stockton CA 1940SHOWROOM - MODERNE

El Camino Tires 340 North Wilson Way Stockton CA 1940AUTO SHOWROOM - MODERNE

Hotel Lido 310 Wilson Way Stockton CA 1920LODGING - EARLY AUTO


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Hotel Terry Main Street Stockton CA 1920LODGING/FOOD - EARLY AUTO

Strawberry Lodge 17510 U.S. 50 Strawberry CA 1930LODGING/FOOD - EARLY AUTO

Tracy Auto Parts 203 11th Street Tracy CA 1930AUTO SHOWROOM - EARLY AUTO

Biondi Bros. Furniture 3 East 11th Street Tracy CA 1930AUTO SHOWROOM - EARLY AUTO

Tracy Inn 20 - 24 West 11th Street Tracy CA 1915LODGING - EARLY AUTO

Old Stone Garage 10600 Bridge Street Truckee CA 1909 GAS - EARLY AUTO

Truckee Hotel Donner Pass and Bridge Street Truckee CA 1865LODGING/FOOD - PRE-AUTO

Hotel Rex Donner Pass Road Truckee CA 1918LODGING - EARLY AUTO

Sierra Tavern Donner Pass Road Truckee CA 1925LODGING/FOOD - EARLY AUTO

Gas station Donner Pass and Donner Trail Truckee CA 1945 GAS - MODERN

Sunset Inn II 11732 Donner Pass Road Truckee CA 1940LODGING - EARLY AUTO

LH Marker 13569 Donner Pass Road Truckee CA 1928 OBJECT - MARKER

LH Marker 100 Ute Dr. Truckee CA 1928 OBJECT - MARKER

LH Marker 1012 Tamarack Dr. Truckee CA 1928 OBJECT - MARKER

Richards Motel Donner Pass Road Truckee CA 1940LODGING - EARLY AUTO

LH Marker Vacaville CA 1928 OBJECT - MARKER

LH Marker Vacaville CA 1928 OBJECT - MARKER

Ulatis Creek Bridge Vacaville CA 1911 BRIDGE - ARCHFred & Sons Foreign and Domestic Auto Repair 1925 Broadway Vallejo CA 1940 GAS - EARLY AUTO

West Coast Auto Repair 1696 Broadway Vallejo CA 1955GAS - EXAGGERATED MODERN

Bill Pendergast's Auto Center 850 Broadway Vallejo CA 1945 GAS - EARLY AUTO

LH Marker Cedar Ave. Vallejo CA 1928 OBJECT - MARKER

Broadway Motel 441 Broadway Vallejo CA 1935LODGING - EARLY AUTO

Mac's Auto Top Shop 129 Broadway Vallejo CA 1936 GAS - EARLY AUTOLe Bonte's Gas Station (former name) Paoli Road/Old US 40 Weimer CA 1930

GAS/FOOD - EARLY AUTO

Jameson Canyon Road West of Cordelia CA 1927ROAD - LANDSCAPE VISTA

Kingvale Yuba River Bridge West of Kingvale CA 1935 BRIDGE - OTHER

Donner Monument west of Truckee CAOBJECT - ALL OTHERS

Welcome Grove Lodge Motel 600 West Capitol Avenue West Sacramento CA 1955 LODGING - MODERN

Silvey's Motel 1030 West Capitol Avenue West Sacramento CA 1950 LODGING - MODERN

Siesta Inn 1731 West Capitol Avenue West Sacramento CA 1945 LODGING - MODERN


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El Tejana Motel 1821 West Capitol Avenue West Sacramento CA 1945 LODGING - MODERN

South Main Canal Bridge Woodbridge CA 1926 BRIDGE - BEAMColorado and Southern Railroad Bridge

4 miles north of Wellington CO 1935


Dutch Mill Cottage Court 11937 Colfax Avenue Aurora CO 1935LODGING - EARLY AUTO

One Stop (currently closed) Aurora CO 1935GAS/FOOD/LODGING - EARLY AUTO

Little Thompson Valley Pioneer Museum 224 Mountain Ave Berthoud CO 1893 GAS - EARLY AUTO

Cabin court Edison & Elm Brush CO 1935LODGING - EARLY AUTO

Garageneed better address (returned) --511 West Edison Street Brush CO 1925 GAS - EARLY AUTO

Cabin court (signed "coin shop") Brush (West of) CO 1930

LODGING - EARLY AUTO

Sinclair gas station 224 2nd Avenue Crook CO 1920 GAS - EARLY AUTO

The Washout Crook CO 1920 GAS - EARLY AUTO

Garage Crook CO 1925 GAS - EARLY AUTO

Harmony Ditch No. 1 Bridge Crook (West of) CO 1925 BRIDGE - BEAM

Patagonia 1431 15th Street Denver CO 1900AUTO SHOWROOM - EARLY AUTO

The Granite Building 1228 15th Street Denver CO 1880LODGING/FOOD - PRE-AUTO

Brown Palace Hotel 321 17th Street Denver CO 1892LODGING/FOOD - PRE-AUTO

Newhouse Hotel 1470 Grant Street Denver CO 1910LODGING - EARLY AUTO

Pete's Kitchen 1962 East Colfax Denver CO 1925 GAS - EARLY AUTO

Hotel Vine and Colfax Denver CO 1900LODGING - EARLY AUTO

Northern Hotel 172 North College Fort Collins CO 1936 LODGING - MODERNE

Mountain Empire Hotelneed better address (returned) --249-261 South College Fort Collins CO 1905


Trout's Garage Emerson and Marietta Hillrose CO 1915 GAS - EARLY AUTO

Gas station Cedar and First Julesburg CO 1920 GAS - EARLY AUTO

Old Ford garage 110 East First Street Julesburg CO 1915AUTO SHOWROOM - EARLY AUTO

Circle Motel 200 West Baseline Road LaFayette CO 1935LODGING - EARLY AUTO

Santagos II 100 North Public Rd LaFayette CO 1925 GAS - EARLY AUTO

Ralph's Castle 1300 Main Street Longmont CO 1930 GAS - EARLY AUTO

China Panda Café 301 South Main Street Longmont CO 1880 LODGING - PRE-AUTO

MC Motors Main and Ken Pratt Blvd Longmont CO 1935 GAS - EARLY AUTO

Colotex Electric 320 North Lincoln Avenue Loveland CO 1925AUTO SHOWROOM - EARLY AUTO

Honda Doctor 123 Lincoln Avenue Loveland CO 1935 GAS - EARLY AUTO


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Cabin court Lincoln Avenue Loveland CO 1935LODGING - EARLY AUTO

Garage Colorado Ave and Pratt Street Merino CO 1920 GAS - EARLY AUTO

Cottage gas station 205 Platte Street Merino CO 1930 GAS - EARLY AUTO

Weld-Larimer Remnant North of Wellington CO 1914ROAD - LANDSCAPE VISTA

Canopy gas station 32361 US 138 Proctor CO 1925 GAS - EARLY AUTO

Culvert South of Merino CO 1935 BRIDGE - OTHER

Gas station 3rd and Cedar Sterling CO 1925 GAS - EARLY AUTO

J. Hilderman Showroom 4th between Oak and Poplar Sterling CO 1925AUTO SHOWROOM - EARLY AUTO

Bill's Motor Co. c/o William Pospicil 402 Main Street Sterling CO 1930


Colonial Motel 527 E. Lincoln Way Ames IA 1938 LODGING - MODERN

Ames Motor Lodge 318 E. Lincoln Way Ames IA 1950 LODGING - MODERN

LH Marker Lincoln Hwy and Beech Ave Ames IA 1928 OBJECT - MARKER

Willow Creek Bridge Arion (Northeast of) IA 1920 BRIDGE - TRUSS

Sparks Garage Third and Doran Beaver IA 1912 GAS - EARLY AUTOMiddle Branch Little Beaver Bridge Beaver (Northeast of) IA 1920 BRIDGE - BEAM

Little Beaver Creek Bridge Beaver (Northwest of) IA 1950 BRIDGE - OTHER

F. L. Sankot Garage 807 13th Street Belle Plaine IA 1920 GAS - EARLY AUTO

Lincoln Cafe 1214 8th Avenue Belle Plaine IA 1920 FOOD - EARLY AUTO

Graham Hotel 718 13th Street Belle Plaine IA 1910LODGING - EARLY AUTO

Lodging 13th Street & 7th Avenue Belle Plaine IA 1900LODGING - EARLY AUTO

George Preston Gas Station 4th and 13th Belle Plaine IA 1920GAS/LODGING - EARLY AUTO

LH Marker 4th and 13th (at Preston's) Belle Plaine IA 1928 OBJECT - MARKER

Canopy gas stationUS 30, 1/4 mile west of 14th Ave

Belle Plaine (Northeast of) IA 1930 GAS - EARLY AUTO

Corner Property Marker IA 67 and Lincoln Hwy Boone IA 1925OBJECT - ALL OTHERS

LH Marker 6th and Story Boone IA 1928 OBJECT - MARKER

Kruck Plumbing 734 Seventh Street Boone IA 1930 GAS - EARLY AUTO

Boone Monument Co. 801 West 3rd Street Boone IA 1920 GAS - EARLY AUTO

Westside Pub 92 W Mamie Eisenhower Ave Boone IA 1925 GAS - EARLY AUTO

LH MarkerState and W. Mamie Eisenhower Boone IA 1928 OBJECT - MARKER

Motel Mamie Eisenhower and Story St Boone IA 1950 LODGING - MODERN

Cottage Gas Station R Street and IA 17 Boone (East of) IA 1920 GAS - EARLY AUTO


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Marsh Rainbow Arch Bridge Boone (North of) IA 1915 BRIDGE - ARCH

LH Marker 2nd and Clinton Calamus IA 1928 OBJECT - MARKER

Calamus Creek Bridge Calamus (West of) IA 1935 BRIDGE - TRUSS

LH Marker Main and US 30 Carroll IA 1928 OBJECT - MARKER

Wittrock Motor Company 218 West 6th Street, Box 396 Carroll IA 1931SHOWROOM - EARLY AUTO

John's Lock and Key 1602 1st Avenue Cedar Rapids IA 1935 GAS - EARLY AUTO

Light House Restaurant 6905 Mt. Vernon Road Cedar Rapids IA 1930 FOOD - EARLY AUTO

Motel 4558 Mount Vernon Cedar Rapids IA 1940 LODGING - MODERN

Gul's Garageneed better address (returned) 1502 Mount Vernon Road Cedar Rapids IA 1940 GAS - MODERN

Johnson Two-Way Radio 1432 Mount Vernon Road Cedar Rapids IA 1930 GAS - EARLY AUTO

First Avenue Bridge Cedar Rapids IA 1920/1965 BRIDGE - ARCH

LH Marker 3975 Johnson Street NW Cedar Rapids IA 1928 OBJECT - MARKER

Twin Towersneed better address (returned) 4030 Johnson Avenue NW Cedar Rapids IA 1930

GAS/FOOD/LODGING - EARLY AUTO

Ced-Rel Supper Club and Motel 11909 16th Avenue SW Cedar Rapids IA 1946

LODGING/FOOD - MODERN

DX Garage 102 Short Street Chelsea IA 1920 GAS - EARLY AUTO

Tony's Place Garage Irish Street and Station Street Chelsea IA 1920 GAS - EARLY AUTO

LH Marker Irish Street and Station Street Chelsea IA 1928 OBJECT - MARKER

Canopy gas station Irish Street and Station Street Chelsea IA 1920 GAS - EARLY AUTO

Otter Creek Bridge Chelsea IA 1928 BRIDGE - OTHER

Oster's Drive-In Restaurant Between 1st and 2nd on US 30 Clarence IA 1920 GAS - EARLY AUTO

Earl's Service 2000 North 2nd Street Clinton IA 1955GAS - EXAGGERATED MODERN

LH Marker 6th and 2nd Avenue Clinton IA 1928 OBJECT - MARKER

Lafayette Hotel 6th Avenue South & 2nd AvenueClinton IA 1914LODGING/FOOD - EARLY AUTO

Bartel's Garage 118 4th Street Clinton IA 1920 GAS - EARLY AUTO

W. F. Coan LH Memorial US 67 and US 30 Clinton IAOBJECT - ALL OTHERS

Clinton Co. Garageneed better address (returned) --1100 11th Avenue Clinton IA 1945 GAS - MODERN

Crossroads Cycle Main Street and Fourth Street Colo IA 1935 GAS - EARLY AUTO

LH Marker at Nilands Corner Colo IA 1928 OBJECT - MARKER

Niland's Corner US 65 and US 30 Colo IA 1923GAS/FOOD/LODGING - EARLY AUTO

Railroad viaduct brick remnant Council Bluffs IA 1915 ROAD

Petro Stop 313 11th Street De Witt IA 1920 GAS - EARLY AUTO


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Kirby Water Conditioning 723 10th Street De Witt IA 1940 GAS - EARLY AUTO

West Wind Motel 1221 11th Street De Witt IA 1950 LODGING - MODERN

Dalton Auto Center P.O. Box 400 Denison IA 1940AUTO SHOWROOM - EARLY AUTO

Garage 1600 block of 4th avenue Denison IA 1925 GAS - EARLY AUTO

Motel 1500 Block 4th Avenue Denison IA 1930LODGING - EARLY AUTO

The Glass Station 1303 4th Avenue South Denison IA 1955 GAS - MODERN

LH Markers 4th and 12th Denison IA 1928 OBJECT - MARKER

Carlyle Memorials 1204 4th Avenue South Denison IA 1940AUTO SHOWROOM - EARLY AUTO

Ho Hum MotelHighway 30, 1916 4th Avenue S Denison IA 1930


Motel/Apartments 4th Avenue between 8th & 9th Denison IA 1945 LODGING - MODERN

Park Motel 803 4th Avenue South Denison IA 1940/1960LODGING - EARLY AUTO

LH Marker Park Motel, 803 4th Avenue S Denison IA 1928 OBJECT - MARKER

LH Marker 6th and Iowa Dunlap IA 1928 OBJECT - MARKER

Mill Creek Bridge Dunlap (Southwest of) IA ? BRIDGE - OTHER

Yankee Bridge East of Wheatland IA 1930 BRIDGE - BEAM

Canopy gas station 402 E. Main Street Grand Junction IA 1915GAS/FOOD/LODGING - EARLY AUTO

Coop, Johnston's Corner 315 Main Street Grand Junction IA 1930 GAS - EARLY AUTO

LH Marker at City Hall, 11th and Main Grand Junction IA 1928 OBJECT - MARKER

Hardware Store 206 E. Main Street Grand Junction IA 1920 GAS - EARLY AUTO

Canopy gas station Main and Eighth Grand Junction IA 1925 GAS - EARLY AUTO

Star Motel Complex Old 30 and 8th Grand Junction IA 1920GAS/FOOD/LODGING - MODERN

Lions Club Bridge Interpretive Site Lions Club Park Grand Junction (East of) IA SITE

Canopy gas stationNorth Cedar and West Lincoln Way Jefferson IA 1925 GAS - EARLY AUTO

Lincoln StatueGreene County Courthouse Lawn Jefferson IA 1918

OBJECT - ALL OTHERS

LH Marker Wilson and Lincoln Way Jefferson IA 1928 OBJECT - MARKER

Firestone 300 West Lincoln Way Jefferson IA 1945 GAS - MODERN

LH Markereast of Maple along Lincoln Way Jefferson IA 1928 OBJECT - MARKER

Abandoned motel 4 miles west of Jefferson Jefferson IA 1938 LODGING - MODERN

Eureka Bridge Jefferson (West of) IA 1913 BRIDGE - ARCH

LH Marker US 30 and IA 200 Keystone (South of) IA 1928 OBJECT - MARKER

LeGrand Motel 500 Block Main Street Le Grand IA 1935 LODGING - MODERN


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Canopy Gas Station 504 East Main Street Lisbon IA 1920 GAS - EARLY AUTO

LH Marker 414 East Main Street Lisbon IA 1928 OBJECT - MARKER

Al Allsip Bricklayer 139 East Main Street Lisbon IA 1920 GAS - EARLY AUTO

D&D Bodyshop 133 E. Main Street Lisbon IA 1920 GAS - EARLY AUTO

10th Avenue Brick Remnant Lisbon IA 1920 ROAD

Mt. Vernon RR Viaduct Lisbon IA 1910 BRIDGE - TRUSS

Hog Creek Remnant Logan IA 1913 ROAD

Concrete bridge Logan (Southwest of) IA 1930 BRIDGE - OTHER

Roadside Park Logan (Southwest of) IA 1930 SITE

Store/restaurant 33353 Highway 183 Loveland IA 1900 FOOD - EARLY AUTO

New Horizon, Inc. Main and Grant Streets Lowden IA 1920 GAS - EARLY AUTO

Lincoln Hotel 408 Main Street, P.O. Box 222 Lowden IA 1915LODGING - EARLY AUTO

Big Creek Lincoln Highway Segment Marion IA


Civil War Statue Marion City Park Marion IA 1914OBJECT - ALL OTHERS

Stone's Cafe 507 South 3rd Street Marshalltown IA 1880 FOOD - PRE-AUTO

LH Marker 1707 W. Lincoln Way Marshalltown IA 1928 OBJECT - MARKER

Tallcorn Towers 134 East Main Street Marshalltown IA 1910LODGING/FOOD - EARLY AUTO

Shady Oaks 2310 Shady Oaks Road Marshalltown IA 1924LODGING - EARLY AUTO

Sunnyside Motel 2219 Highway 30 Missouri Valley IA 1930 LODGING - MODERN

Hillside Motel 975 Sunnyside Avenue Missouri Valley IA 1940 LODGING - MODERN

LH Marker US 30 bet. 6th and 7th Missouri Valley IA 1928 OBJECT - MARKER

Garage 6th Street south of US 30 Missouri Valley IA 1915 GAS - EARLY AUTO

LH Marker US 30 at IA Welcome Center Missouri Valley (East of) IA 1928 OBJECT - MARKER

Joan's Crafts East Lincoln Hwy and Franklin Street Montour IA 1925 GAS - EARLY AUTO

Canopy gas station S. Main and E. Lincoln Montour IA 1925 GAS - EARLY AUTO

Mount Vernon Visitor Center 311 1 St W Mt. Vernon IA 1910 GAS - EARLY AUTO

LH Marker 4th and 1st Mt. Vernon IA 1928 OBJECT - MARKER

LH Marker Abbey Creek School Mt. Vernon (West of) IA 1928 OBJECT - MARKER

LH Marker At Harrington Park Nevada IA 1928 OBJECT - MARKERStory County Can and Bottle Redemption (auto showroom) 1420 L Avenue Nevada IA 1925


Motel West Lincoln Highway & 1st Nevada IA 1930 LODGING - MODERN


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LH Marker W. Lincoln Hwy west of 1st Nevada IA 1928 OBJECT - MARKER

C&NW Railroad Viaduct Nevada (East of) IA 1920BRIDGE - PLATE GIRDER

LH Marker 401 Walnut Street Ogden IA 1928 OBJECT - MARKER

Kerr McGee Walnut and First Streets Ogden IA 1945 GAS - MODERN

Ogden Auto Service 201 Walnut Street Ogden IA 1925AUTO SHOWROOM - EARLY AUTO

Standard Walnut and Sixth Streets Ogden IA 1940 GAS - MODERN

Scranton Machine Shop 1013 Main Street Scranton IA 1925 GAS - EARLY AUTO

Gas station IA 25 and Jefferson Scranton IA 1925 GAS - EARLY AUTO

Mid States Energy Station Scranton (East of) IA 1950 GAS - EARLY AUTO

LH Marker US 30 and IA 25 Scranton (North of) IA 1928 OBJECT - MARKERMoss Corner Lincoln Property Markers Scranton (North of) IA 1926/2002

OBJECT - ALL OTHERS

Gas Station Main and US 30 Stanwood IA 1920 GAS - EARLY AUTO

J&R Auto Repair 206 East Highway 30 Stanwood IA 1950 GAS - MODERN

LH Marker at the City Rose Garden State Center IA 1928 OBJECT - MARKER

Home Oil Co. Second Ave and Fourth Street State Center IA 1925 GAS - EARLY AUTO

Tama Lincoln Highway Bridge Tama IA 1915 BRIDGE - BEAM

Gas Station 609 E. 5th Street Tama IA 1920 GAS - EARLY AUTO

King's Tower Cafe 1701 East 5th Street #30 Tama (East of) IA 1931GAS/FOOD/LODGING - EARLY AUTO

Gas station US 30 and Main Vail IA 1925 GAS - EARLY AUTOYoungville Highway History Association (Youngville Café) 301 1st Street Vinton IA 1940


Garage US 30 at Eagle Westside IA 1930 GAS - EARLY AUTO

LH Marker US 30Westside (one mile west of) IA 1928 OBJECT - MARKER

Wapsipinicon River Bridge Wheatland IA 1930 BRIDGE - BEAMWapsipinicon River Branch Bridge Wheatland (East of) IA 1930 BRIDGE - BEAM

Woodbine Brick Segment Woodbine IA 1921 ROAD

Canopy gas stationNE Corner of 6th and Lincoln Way Woodbine IA 1925 GAS - EARLY AUTO

Canopy gas stationNW Corner of 5th and Lincoln Way Woodbine IA 1925 GAS - EARLY AUTO

LH Marker Lincoln Way and 3rd Woodbine IA 1928 OBJECT - MARKER

Big Creek Bridge IA 1930 BRIDGE - TRUSSIowa River Valley Lincoln Highway IA


Select Used Cars need better address (returned) --First and Hicks Streets Ashton IL 1920 GAS - EARLY AUTO


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Gas Stationneed better address (returned) --907 First Street Ashton IL 1945 GAS - MODERN

Sunshine Motel 1174 Route 30 Aurora IL 1950LODGING - EARLY AUTO

Council Court Motel 1016 Route 30 Aurora IL 1950LODGING - EARLY AUTO

Phillips Park Remnant Aurora IL 1913 ROAD

Los Dos Hermanos Hill Avenue at Phillips Park Aurora IL 1925 GAS - EARLY AUTO

Swony's Drive In 737 Hill Avenue Aurora IL 1955EXAGGERATED MODERN

Service Perez 441 Hill Avenue Aurora IL 1945 GAS - MODERN

Escalantes Auto Repair 301 Hill Avenue Aurora IL 1945 GAS - MODERN

LH Marker 22 Smith Street Aurora IL 1928 OBJECT - MARKER

Theiss Building 7428 South LaSalle Street Aurora IL 1910AUTO SHOWROOM - EARLY AUTO

Auto showroom 70 LaSalle Aurora IL 1920AUTO SHOWROOM - EARLY AUTO

Coats Building 56 LaSalle Street Aurora IL 1925AUTO SHOWROOM - EARLY AUTO

Aurora Hotel 2 North Stolp Ave Aurora IL 1917LODGING - EARLY AUTO

Leland Hotel/Fox Island Place 7 South Stolp Ave Aurora IL 1928LODGING/FOOD - EARLY AUTO

Galena Hotel 116 W. Galena Aurora IL 1880 LODGING - PRE-AUTO

John's Service 650 Lake Street Aurora IL 1950 GAS - MODERN

L&N Railroad Viaduct Chicago Heights IL 1930BRIDGE - PLATE GIRDER

Arche Memorial Fountain Chicago Heights IL 1916OBJECT - ALL OTHERS

Automechanical Service Lincoln Hwy and Prairie Avenue Chicago Heights IL 1930s GAS - MODERN

Garage 817 E. Lincoln Highway De Kalb IL 1940 GAS - EARLY AUTO

Napa Auto Parts 607 East Lincoln Highway De Kalb IL 1930AUTO SHOWROOM - EARLY AUTO

Dixon Arch Dixon IL/1965/1985

OBJECT - ALL OTHERS

Nachusa House 215 S. Galena Ave Dixon IL1853/1867/1915 LODGING - PRE-AUTO

Lincoln Great Speech Marker Lee County Courthouse Dixon IL 1908OBJECT - ALL OTHERS

Blackhawk War Lincoln Statue Fort Dixon Site Dixon IL 1939OBJECT - ALL OTHERS

Frankfort Remnant Frankfort IL 1913 ROAD

Abe Lincoln Motel 10841 West Lincoln Way Frankfort IL 1955 LODGING - MODERN

Valley View Motel US 30 east of Wolf Road Frankfort IL 1955EXAGGERATED MODERN

LH Marker LHA National Headquarters Franklin Grove IL 1928 OBJECT - MARKER

Franklin Creek Remnant Franklin Grove IL 1913 ROAD

Franklin Creek Bridge Franklin Grove IL 1954 BRIDGE - BEAM


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Wendell Repair Service 1218 4th Street Fulton IL 1920 GAS - EARLY AUTO

Closed gas station SE corner of 4th and 12th Fulton IL 1945 GAS - MODERNBurlington Northern Railroad Bridge Fulton (east of) IL 1920


CNW Railroad Bridge 600 S. First Street Geneva IL 1910BRIDGE - PLATE GIRDER

Architectural Resources 427 West State Street Geneva IL 1925 GAS - EARLY AUTO

Pure Oil 502 State Street Geneva IL 1925 GAS - EARLY AUTO

Pure Oil 502 State Street Geneva IL 1955GAS - EXAGGERATED MODERN

Lucenta Tire 1531 East Cass Street Joliet IL 1950 GAS - MODERN

Riverside Auto 1419 E. Cass Street Joliet IL 1920 GAS - EARLY AUTO

Jonkavich's Auto Body 1313 E. Cass Joliet IL 1920s GAS - EARLY AUTO

Fleet Specialty Painting 809 East Cass Street Joliet IL 1925 GAS - EARLY AUTO

Muncie 801 E. Cass Street Joliet IL 1925 GAS - EARLY AUTO

Cass Street Bridge Joliet IL 1920 BRIDGE - OTHER

Hotel Pine and Western Joliet IL 1920LODGING - EARLY AUTO

Taylor Welding 221 Center Street Joliet IL 1940s GAS - MODERN

Bertino's Auto Service 900 Plainfield Road Joliet IL 1950 GAS - MODERNAdelman Heating & Air Conditioning 1399 Plainfield Road Joliet IL 1930 GAS - EARLY AUTO

LH Marker International Drive Mooseheart IL 1928 OBJECT - MARKER

LH Marker Lincoln Road and Yager Road Morrison IL 1928 OBJECT - MARKER

LH MarkerBlue Goose Rd and Lincoln Way Morrison IL 1928 OBJECT - MARKER

Forest Inn 20657 Lincoln Road Morrison IL 1934GAS/FOOD - EARLY AUTO

LH Marker 202 Lincoln Way Morrison IL 1928 OBJECT - MARKER

LH Marker Base and Main Morrison IL 1928 OBJECT - MARKER

LH Marker Morris Road and Orange Street Morrison IL 1928 OBJECT - MARKER

Climco Coils Co 222 West Main Street Morrison IL 1930 GAS - EARLY AUTO

Brick House Restaurant Lincoln Highway west of Orange Morrison IL 1820 FOOD - PRE-AUTO

Hillendale Bed and Breakfast 600 Lincoln Way West Morrison IL 1891OTHERS - EARLY AUTO

Log Cabin Court on Lincoln Highway Morrison IL 1920LODGING - EARLY AUTO

LH Marker New Lennox IL 1928 OBJECT - MARKER

Motel US Highway 30 New Lenox IL 1950s LODGING - MODERN

Auto showroom SE corner of Joliet and Dillman Plainfield IL 1945AUTO SHOWROOM - MODERN


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Plainfield Automotive 408 North Division Street Plainfield IL 1945 GAS - MODERN

LH Marker 6th and 4th Streets Rochelle IL 1928 OBJECT - MARKER

Rochelle Beacon Restaurant 444 West State Route 38 Rochelle IL 1945 FOOD - MODERN

Rochelle Welcome Center 500 Lincoln Avenue Rochelle IL 1920 GAS - EARLY AUTO

LH Marker Dillon House Museum Sterling IL 1928 OBJECT - MARKER

LH Marker Dillon House Museum Sterling IL 1928 OBJECT - MARKER

Midway Drive-In Theater Prairieville Road Sterling IL 1950BUILDINGS - ALL OTHERS - MODERN

Civil War Monument Sterling IL 1890OBJECT - ALL OTHERS

Canopy gas station 501 West Fourth Street Sterling IL 1935 GAS - EARLY AUTO

Brent's Upholstery 405 Elm Avenue Sterling IL 1945 GAS - MODERN

Track Road Remnant IL 1913ROAD - LANDSCAPE VISTA

LH MarkerBetween Ashland and Franklin Grove IL 1928 OBJECT - MARKER




Union Pacific (CNW) Railroad Bridge IL 1920


Elkhart River Bridge Benton IN 1930 BRIDGE - ARCH

Hire Ditch Bridge Benton Twp. IN 1930 BRIDGE - OTHER

McBride Photography Center Street East of Main Bourbon IN 1925 GAS - EARLY AUTO

Solon Ditch Bridge Coesse Corners IN ? BRIDGE - OTHER

Eel River Bridge Columbia City IN 1950 BRIDGE - BEAM

J&K Auto Detailing 725 East Business 30 Columbia City IN 1945 GAS - MODERNRawleigh Auto/Dave's Car Care 315 West Van Buren Columbia City IN 1935 GAS - EARLY AUTO

Motel 19431 Lincoln Highway Donaldson IN 1940 LODGING - MODERN

Ideal Section Memorials US 30 west of Dyer Dyer IN 1921OBJECT - ALL OTHERS



Anytime Auto 2620 South Main Street Elkhart IN 1945 GAS - EARLY AUTO

Premier Motors Auto Sales 1419 Indiana Ave Elkhart IN 1930 GAS - EARLY AUTO

The Ultimate Body Shop 726 South Main Street Elkhart IN 1920 GAS - EARLY AUTO

Railroad Viaduct Elkhart IN 1910BRIDGE - PLATE GIRDER


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Midwest Motel 7021 Lincoln Highway East Fort Wayne IN 1955 LODGING - MODERN

Wayne Motel 7001 Lincoln Highway East Fort Wayne IN 1955 LODGING - MODERNJ.J.R. Mobility (auto showroom) 400 block of Washington Street Fort Wayne IN 1925


Harrison Street Bridge Fort Wayne IN 1915/1987 BRIDGE - BEAM

Heldor Spas 1700 Harrison Street Fort Wayne IN 1925 GAS - EARLY AUTO

Kelly Jean Beauty Salonneed better address (returned) --Jacobs and Wells Fort Wayne IN 1925 GAS - EARLY AUTO

Hotel and Garage Van Buren & Berry Fort Wayne INHotel/1920Garage

GAS/FOOD/LODGING - PRE-AUTO

Keystone Realty 843 Goshen Road Fort Wayne IN 1925 GAS - EARLY AUTO

Knotty Pine Motel 1201 Goshen Avenue Fort Wayne IN 1950 LODGING - MODERN

Sharpening Center 1327 Goshen Fort Wayne IN 1950 GAS - MODERN

Neuhaus Creek Bridge Fort Wayne IN 1950 BRIDGE - OTHER

Conrail Railroad Bridge Fort Wayne IN 1920BRIDGE - PLATE GIRDER

Goshen Police Booth Goshen IN 1939BUILDINGS - ALL OTHERS - MODERNE

Elkhart River Bridge Goshen IN 1926 BRIDGE - ARCH

Robbins Ditch Bridge Hamlet IN 1950 BRIDGE - BEAM

Abandoned garage Thompson and Old US 30 Hanna IN 1930 GAS - EARLY AUTOFireworks Stand (temporary use) US 30 and Old US 30 Hanna IN 1945 GAS - MODERN

Antique Mall 500 Lincolnway La Porte IN 1920AUTO SHOWROOM - EARLY AUTO

South Bend Tribune 322 East Lincolnway LaPorte IN 1930 GAS - EARLY AUTO

Auto showroom 321 Lincoln Way LaPorte IN 1924AUTO SHOWROOM - EARLY AUTO

Gilbert Heating 1108 4th Street LaPorte IN 1920 GAS - EARLY AUTO

Radio Museum 800 Lincolnway Street Ligonier IN 1925 GAS - EARLY AUTO

Triangle Park Ligonier IN 1905 SITE

Discount Liquors 905 Lincolnway Street Ligonier IN 1920 GAS - EARLY AUTO

Ligonier Brick Remnant Ligonier, Sparta Twp IN 1913 ROAD

Dan's Auto Sales 4 West 73rd Avenue Merrillville IN 1945 GAS - MODERN

Studebaker Auto Showroom 315 Lincoln Way West Mishawaka IN 1925AUTO SHOWROOM - EARLY AUTO

Sorgen Ditch Bridge Monroe Twp IN 1930 BRIDGE - OTHER

White Ditch Bridge Monroe Twp. IN 1930 BRIDGE - OTHER

Trier Ditch Bridge 60048 Lincoln Highway New Haven IN 1930 BRIDGE - ARCH

Hemmingers Travel Lodge 800 Lincoln Hwy Plymouth IN 1937LODGING - EARLY AUTO


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D&M Automotive 620 East Jefferson Street Plymouth IN 1925AUTO SHOWROOM - EARLY AUTO

Yellow River Bridge Plymouth IN 1930 BRIDGE - ARCH

Subway 500 North Michigan Street Plymouth IN 1955 GAS - MODERN

Bob's Towing 1101 West Jefferson Plymouth IN 1950 GAS - MODERN

Mayflower Tavern Plymouth IN 1920 FOOD - EARLY AUTO

Deep River Bridge Ross Twp IN ? BRIDGE - OTHER

Turkey Creek Culvert Schererville IN 1930 BRIDGE - OTHER

Railroad Bridge Schererville IN 1930BRIDGE - PLATE GIRDER

Grand Trunk Western Railroad Viaduct South Bend IN 1920


Bowman Run Culvert South Bend IN 1930 BRIDGE - OTHER

Big Wheel Restaurant 902 LincolnWay Valparaiso IN 1955EXAGGERATED MODERN

The Academy School of MartialArts 210 East Lincoln Way Valparaiso IN 1930


Wedaman - McDonald Building 119 East Center Warsaw IN 1920AUTO SHOWROOM - EARLY AUTO

LH Marker Funk Park Warsaw IN 1928 OBJECT - MARKER

Tippecanoe Roadside Park Warsaw IN 1930 SITE

Ryan's Service Center East Main and Flynn Westville IN 1930 GAS - EARLY AUTO

Wolf Lake Body Shop US 33 Wolf Lake IN 1940 GAS - EARLY AUTO

Zulu Garage 18449 East Lincoln Hwy Zulu IN 1930 GAS - EARLY AUTO

Whitley County Remnants IN 1928 ROAD





Hamlet Vista IN 1930ROAD - LANDSCAPE VISTA

Canopy gas station 15 Blvd and US 30 Ames NE 1925 GAS - EARLY AUTO

Big Springs Cafe and Garage E 3rd and Chestnut Big Springs NE 1925GAS/LODGING - EARLY AUTO

GarageBetween Chestnut and Pine on 3rd Big Springs NE 1920 GAS - EARLY AUTO

Phelps Hotel 401 Pine Big Springs NE 1885 LODGING - PRE-AUTO

Auto showroom Third and Pine Big Springs NE 1930AUTO SHOWROOM - MODERNE

Texaco US 30 and Main Brady NE 1930GAS/LODGING - EARLY AUTO

Canopy gas station and garage US 30 and Main Brady NE 1920 GAS - EARLY AUTO


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One Stop 219 US 30 Brady NE 1925GAS/FOOD/LODGING - EARLY AUTO

LH Marker 5th and State Brule NE 1928 OBJECT - MARKER

Canopy gas station 4th and State Street Brule NE 1925 GAS - EARLY AUTO

Garage 3rd and State Street Brule NE 1940 GAS - EARLY AUTO

Fraser Welding 107 State Street Brule NE 1925 GAS - EARLY AUTO

Pete's Tire and Auto Center 102 State Street Brule NE 1940 GAS - EARLY AUTO

One Stop US 30 and Olive Brule NE 1950GAS/LODGING - MODERN

Bushnell Tubes Railroad Underpass Bushnell NE 1940 BRIDGE - OTHER

Lincoln Manor 1525 16th Street Central City NE 1880 LODGING - PRE-AUTO

Lennox/Bill's Hobby Shop 412-420 G Street Central City NE 1925AUTO SHOWROOM - EARLY AUTO

D&D Building Supply 422-426 G Street Central City NE 1930 GAS - EARLY AUTO

Mustard's Used Cars 510 G Street Central City NE 1955GAS - EXAGGERATED MODERN

Mustard's Garage 510 G Street Central City NE 1950 GAS - MODERN

Ace Used Cars 701 G Street Central City NE 1940 GAS - MODERN

Ace Body Shop and Used Cars 705 G Street Central City NE 1945 GAS - EARLY AUTO

Wrangler Saloon PO Box 164 Chapman NE 1925 GAS - EARLY AUTO

Property Owner 212 9th Street Chapman NE 1915 GAS - EARLY AUTO

Garage and cabins 1st and Cutler Chappell NE 1940GAS/LODGING - EARLY AUTO

Cabin court On First Street Chappell NE 1940LODGING - EARLY AUTO

Garage Hayward and 1st Chappell NE 1920 GAS - EARLY AUTO

Bruer's Service 811 First Street Chappell NE 1920 GAS - EARLY AUTO

One stop 3rd and Ochs Chappell NE 1940GAS/FOOD/LODGING - EARLY AUTO

Double K Cafe and Motel US 30 Clarks NE 1940LODGING/FOOD - EARLY AUTO

Millard Street Brick Remnant Clarks NE 1913 ROAD

Garage

p gcurrent use -- North Green Street and Millard St Clarks NE 1920 GAS - EARLY AUTO

Former Motel c/o Wanda Temme 103 South George Street Clarks NE 1930


Ernst Chevrolet 2304 13th Street Columbus NE 1930 GAS - EARLY AUTO

The Evans Hotel 13th Street Columbus NE 1913LODGING/FOOD - EARLY AUTO

Duster's Brew Pub 2804 13th Street Columbus NE 1921AUTO SHOWROOM - EARLY AUTO

Mike's Auto Service 1858 33rd Avenue Columbus NE 1940 GAS - MODERN

Geno's 1771 33rd Avenue Columbus NE 1945GAS - EXAGGERATED MODERN


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Wojcik's Towing 771 33rd Avenue Columbus NE 1955GAS - EXAGGERATED MODERN

Loup River Bridge Columbus NE 1930 BRIDGE - TRUSS

Canopy gas station 8th and Newell Cozad NE 1920 GAS - EARLY AUTOHenri Robert Museum Hendee Hotel 218 East 8th Street Cozad NE 1870 LODGING - PRE-AUTO

Motel C & US 30 Cozad NE 1930 LODGING - MODERN

GarageBetween Cedar and Maple on Miller Dix NE 1920 GAS - EARLY AUTO

Gas Station Spruce and Miller Dix NE 1920 GAS - EARLY AUTO

LH Marker Main Street and North Duncan NE 1928 OBJECT - MARKER

LH Marker Main Street and 9th Duncan NE 1928 OBJECT - MARKER

Garageappears abandoned -- US 30 and Main Avenue Duncan NE 1930 GAS - MODERN

Avenue of Trees Duncan NE 1913ROAD - LANDSCAPE VISTA

Overton "L" Bridge east of Overton NE 1920 BRIDGE - BEAM

Elkhorn Brick Section Elkhorn NE 1920ROAD - LANDSCAPE VISTA

Gas Station Mill & Front Elm Creek NE 1930GAS/LODGING - EARLY AUTO

The Legacy Chest First & Main Streets Fremont NE 1930 GAS - EARLY AUTO

Brick remnant Fremont NE 1920 ROAD

Errin Swiss Motel (formerly) US 30 and Broad Street Fremont NE 1945 LODGING - MODERN

Ranch Motel 545 West 23 Street Fremont NE 1940 LODGING - MODERN

Lake Sunset Motel 4205 US 30 Fremont NE 1955 LODGING - MODERN

Jaabarr's Ice Cream 704 US 30 Gibbon NE 1945 GAS - MODERN

Fabricating Shop Kelsey & Highway 30 Gibbon NE 1925 GAS - EARLY AUTO

Goodyear Pick's Repair D Avenue & Highway 30 Gothenburg NE 1950 GAS - MODERN

Grand Island Seedling Mile Grand Island NE 1917 ROAD

Kensinger Service and Supply 1810 East US Highway 30 Grand Island NE 1933 GAS - MODERNE

Shady Bend Shady Bend &US 30 Grand Island NE 1929GAS/FOOD/LODGING - EARLY AUTO

K&L Market 2008 US 30 East Grand Island NE 1930LODGING - EARLY AUTO

Musil Machine and Tool 304 East 2nd Street Grand Island NE 1925 GAS - EARLY AUTO

Gulzow Motor Co 223 East Second Street Grand Island NE 1955GAS - EXAGGERATED MODERN

Bridge Street Auto 204 East 2nd Street Grand Island NE 1950 GAS - MODERN

Yancey Hotel 123 North Locust Street Grand Island NE 1923LODGING - EARLY AUTO

Riley's Auto Sales 2009 West 2nd Street Grand Island NE 1950 GAS - MODERN


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Pine Court Apartments 4870 US 30 Grand Island NE 1940LODGING - EARLY AUTO

Lazy V Motel 2703 East Highway 30Grand Island (1/2 miles east of) NE 1955 LODGING - MODERN

Stan's Auto Sales 1100 25th Street Kearney NE 1928 GAS - EARLY AUTO

Laser Art Design 20 East 25th Street Kearney NE 1935 GAS - EARLY AUTOCentral Auto Electric/United Services Motors 10 East 25th Street Kearney NE 1945 GAS - MODERNE

Logan View Apts. 1818 West 24th Street Kearney NE 1955 LODGING - MODERN

Budget Motel and RV Park 19th Avenue & West 24th Kearney NE 1955 LODGING - MODERN

Rodeo Court 2414 West 24th Street Kearney NE 1945 LODGING - MODERN

Covered Wagon Gift Shop near 1733 ranch site Kearney (2 miles west) NE 1928OTHERS - EARLY AUTO

LW Cartage Company 701 East 3rd Kimball NE 1955GAS - EXAGGERATED MODERN

The Arabian Motel 607 East 3rd Street Kimball NE 1950 LODGING - MODERN

Garage Main Street Kimball NE 1940 GAS - EARLY AUTO

Wheat Growers Hotel 102 South Oak Street Kimball NE 1915LODGING - EARLY AUTO

Washington Street Brick Section Lexington NE 1920 ROAD

Green Valley Motel 311 5th Street Lexington NE 1945 LODGING - MODERN

Cabins Johnson & Pacific Lexington NE 1930LODGING - EARLY AUTO

Panther Den Pit Stop Payne & Sheldon Lodgepole NE 1935 GAS - EARLY AUTO

Al's Barber Shop Sheldon Street Lodgepole NE 1925/1945 GAS - EARLY AUTO

Former Texaco garage Sheldon and McCall Streets Lodgepole NE 1945 GAS - EARLY AUTO

Lodgepole Opera House Oberfelder and Front Street Lodgepole NE 1911 GAS - EARLY AUTO

Lodgepole Cabins Sheldon Street and Newman Lodgepole NE 1930LODGING - EARLY AUTO

Hurst's Lodgepole Motel Sheldon Street and Simmons Lodgepole NE 1932LODGING - EARLY AUTO

Gas Station North Pine and US 30 Maxwell NE 1930 GAS - EARLY AUTO

Garage US 30 bet. Mulberry and Main North Bend NE 1925 GAS - EARLY AUTO

Discount Transmission 1501 East 4th Street North Platte NE 1945 GAS - MODERN

LH Marker at Memorial Park North Platte NE 1928 OBJECT - MARKER

Nebraskaland Pools 315 East 4th Street North Platte NE 1925AUTO SHOWROOM - EARLY AUTO

Hendy Ogier Auto Company, Inc. Bailey and 4th Street North Platte NE 1924


Pawnee Retirement Hotel 221 East 5th Street North Platte NE 1910LODGING - EARLY AUTO

Stan's Shoe Repair and Canvas Repair (gas) 105 East 7th Street North Platte NE 1925 GAS - EARLY AUTO

Motel 10th & Jeffers North Platte NE 1950 LODGING - MODERN


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Ecowater 1119 N. Jeffers North Platte NE 1945 GAS - MODERN

Cedar Lodge 421 Rodeo Road North Platte NE 1955 LODGING - MODERN

Lazy K Motel 1501 East 1st Street Ogalalla NE 1955 LODGING - MODERN

Midwest Motelneed better address (returned) --1st & East G Street Ogallala NE 1950 LODGING - MODERN

Plaza Inn 311 East 1st Street Ogallala NE 1940/1955 LODGING - MODERNE

Hoke's Cafe 302 East 1st Street Ogallala NE 1950 FOOD - MODERN

Oregon Trail Motel 214 East 1st Street Ogallala NE 1925/1950GAS/FOOD/LODGING - EARLY AUTO

Kohl Sales Office 201 West First Street Ogallala NE 1950AUTO SHOWROOM - MODERN

Kohl GM Dealership 202 West First Street Ogallala NE 1930AUTO SHOWROOM - EARLY AUTO

Gas station West F and First Streets Ogallala NE 1940 GAS - MODERN

AP Mufflers and Pipes First & F Streets Ogallala NE 1950 GAS - MODERN

Elms Motel 1st and West G Streets Ogallala NE 1940GAS/LODGING - MODERN

Residence (one stop) 1st & West H Streets Ogallala NE 1935GAS/FOOD/LODGING - EARLY AUTO

Hupmobile Showroom 2523 Farnam Street Omaha NE 1920AUTO SHOWROOM - EARLY AUTO

All Makes Office 2558 Farnam Street Omaha NE 1920AUTO SHOWROOM - EARLY AUTO

Prime Motors 3141 Farnam Street Omaha NE 1920/1930AUTO SHOWROOM - EARLY AUTO

The Blackstone 302 South 36th Street Omaha NE 1920LODGING/FOOD - EARLY AUTO

Colonial Hotel 3804 Farnam Street Omaha NE 1920LODGING - EARLY AUTO

McFosters 302 South 38th Street Omaha NE 1930 GAS - EARLY AUTO

Saddle Creek Interchange Omaha NE 1934 BRIDGE - BEAM

Jensen Garage 4611 Dodge Street Omaha NE 1915 GAS - EARLY AUTO

Garage D Street on US 30 Overton NE 1925 GAS - EARLY AUTO

Canopy gas station Road 144 on US 30 Overton NE 1928 GAS - EARLY AUTO

Garage US 30 1/2 block east of Oak St Paxton NE 1920 GAS - EARLY AUTO

Swede's Garage 117, 121, 123 South Oak Street Paxton NE 1919 GAS - EARLY AUTO

Texaco gas station 950 Chestnut Potter NE1938/1948/1951 GAS - EARLY AUTO

Chesnut Street Memory Station 947 Sherman Potter NE 1935 GAS - EARLY AUTO

Kracl's garage Center & Highway 30 Rogers NE 1925 GAS - EARLY AUTO

Canopy gas station H and US 30 Roscoe NE 1920 GAS - EARLY AUTO

Canopy gas station 1518 B Street Schuyler NE 1925 GAS - EARLY AUTO

B Street Brick Segment Schuyler NE 1923 ROAD


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D F G H J KKopac Bros. Garage / Auto Servicio Los Amigos 221 East 11th Street Schuyler NE 1910 GAS - EARLY AUTO

Reinecke Auto 204 East 11th Street Schuyler NE 1925AUTO SHOWROOM - EARLY AUTO

Public Utilities A Street and East 11th Street Schuyler NE 1925AUTO SHOWROOM - EARLY AUTO

JB Package Liquor 413 East 16th Street Schuyler NE 1930 GAS - MODERNE

Johnnie's Motel 222 West 16th Avenue Schuyler NE 1950 LODGING - MODERN

Ryan's Used Cars Inc. P.O. Box 127 Shelton NE 1935AUTO SHOWROOM - EARLY AUTO

Shelton Brick Remnant Shelton NE 1915 ROAD

L & N Truck Parts Garage PO Box 638 Shelton NE 1930 GAS - EARLY AUTO

Mayfair Service Stationneed better address (returned) --US 30 & Greenwood Road Sidney NE 1947 GAS - EARLY AUTO

Darin's Auto Repair 9th & Illinois Sidney NE 1945 GAS - MODERN

Comm Source Ninth and Illinois Sidney NE 1950AUTO SHOWROOM - MODERN

Stores (former Hotel Sidney) 10th & Illinois Sidney NE 1915LODGING - EARLY AUTO

Sagebrush/Dance Steps Studio 1103-1119 Illinois Street Sidney NE 1930


Havorka Motors 1200 Illinois Sidney NE 1955GAS - EXAGGERATED MODERN

Sidney Amoco 911 13th Avenue Sidney NE 1945 GAS - MODERN

Maddox Motors 1403 Illinois Sidney NE 1935/1955SHOWROOM - EARLY AUTO

Filling Stationappears abandoned -- 16th and Hickory Sidney NE 1920 GAS - EARLY AUTO

El Palomino Motel 2220 Illinois Street Sidney NE 1950 LODGING - MODERN

Delux Motel 2201 Illinois Street Sidney NE 1950 LODGING - MODERN

LH Marker Sidney NE 1928 OBJECT - MARKER

Krafty Paws Chestnut & Highway 30 Silver Creek NE 1920 GAS - EARLY AUTO

Agro Service Inc. 714 Public Road Silver Creek NE 1920 GAS - EARLY AUTO

Garage US 30 and Oak Street Silver Creek NE 1920 GAS - EARLY AUTO

Residence? (Former Motel) On US 30 Sunol NE 1940 LODGING - MODERN

Cottage gas station Maple Street and US 30 Sutherland NE 1910 GAS - EARLY AUTO

Cottage gas station US 30 west of Poplar Sutherland NE 1920 GAS - EARLY AUTO

Highway Bait and Tackle 104 West Highway 275 Valley NE 1920 GAS - EARLY AUTO

Waterloo Gas Mart Washington St and Third St Waterloo NE 1925 GAS - EARLY AUTO

Canopy gas Road 416 and US 30 Willow Island NE 1920GAS/FOOD - EARLY AUTO

Voss Alignment and Repair 614 East 11 Street Wood River NE 1925 GAS - EARLY AUTOHeritage Bank (Gloe Brothers gas station) 609 East 11th Street Wood River NE 1933 GAS - EARLY AUTO


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Garage West and 9th Streets Wood River NE 1920 GAS - EARLY AUTO

Thienel Builders Inc 902 Main Street Wood River NE 1912 GAS - EARLY AUTO

Union Pacific Bridge NE 1920BRIDGE - PLATE GIRDER

Geist's Garage 2011 Lincoln Hwy Edison NJ 1950 GAS - MODERN

Penn RR Viaduct Elizabeth NJ 1910BRIDGE - PLATE GIRDER

Sergio's Used Car Service, Inc 702 Newark Avenue Elizabeth NJ 1945 GAS - MODERN

Civil War Monument Elizabeth NJ 1900OBJECT - ALL OTHERS

Cherry Street Bridge Elizabeth NJ 1920 BRIDGE - TRUSS

Gerometta's Auto Repair 605 Raritan Avenue Highland Park NJ 1955 GAS - MODERN

WW I Memorial Highland Park NJ 1920OBJECT - ALL OTHERS

Park Dental Group 515 Raritan Ave Highland Park NJ 1922 GAS - EARLY AUTO

Bargain Auto & Truck Repair 101 Raritan Avenue Highland Park NJ 1950 GAS - MODERN

Raritan River Bridge Highland Park NJ 1915 BRIDGE - ARCH

Pershing Road Remnant Pershing Road Jersey City NJ 1913 ROAD

Pelegrin Auto Repair 3716 Kennedy Blvd Jersey City NJ 1920 GAS - EARLY AUTO

Ramzi Auto Repair 3575 Kennedy Blvd Jersey City NJ 1930 GAS - EARLY AUTO

Holland Tunnel Jersey City NJ 1927 BRIDGE - OTHER

Liberty Auto Radiator 3218 Kennedy Blvd Jersey City NJ 1925 GAS - EARLY AUTOSeated Lincoln Statue, JE Fraser sculptor Jersey City NJ 1929

OBJECT - ALL OTHERS

Belmont Avenue Jersey City NJ 1890ROAD - LANDSCAPE VISTA

James A. Keady Fountain Jersey City NJ 1915OBJECT - ALL OTHERS

George's Auto Repair 739 Communipaw Ave Jersey City NJ 1920 GAS - EARLY AUTO

Jenson & Mitchell Auto Springs 880 Communipaw Ave Jersey City NJ 1920 GAS - EARLY AUTO

Jenson & Mitchell Garage 881 Communipaw Ave Jersey City NJ 1920 GAS - EARLY AUTOHackensack R Vertical Lift Bridge Jersey City NJ 1952 BRIDGE - OTHERKingston Remnant D&R Canal Bridge Kingston NJ 1920 BRIDGE - OTHERKingston Remnant Millstone Branch Bridge Kingston NJ 1920 BRIDGE - OTHERKingston Remnant Millstone River Bridge Kingston NJ 1798 BRIDGE - ARCH

Kingston Remnant Kingston NJ 1913ROAD - LANDSCAPE VISTA

William Phillips Tavern US 206 and Fackler Road Lawrence Township NJ 1745LODGING/FOOD - PRE-AUTO

Road bridge Lawrence Twp./Trenton NJ 1924 BRIDGE - OTHER


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Capitol Car Wash 1617 Princeton Pike Lawrence Twp./Trenton NJ 1955EXAGGERATED MODERN

CJ's Motor Sales 2200 Princeton Avenue Lawrence Twp./Trenton NJ 1920 GAS - EARLY AUTO

Ed's Auto Electric 1401 St. Georges Avenue Linden NJ 1955 GAS - MODERNSt. George Auto Radiator Repair 804 West Saint Georges Ave Linden NJ 1935 GAS - MODERNE

Hi Tech Collision 716 St. Georges Avenue Linden NJ 1925 GAS - EARLY AUTO

Edison Memorial Monument Menlo Park, Edison Twp NJ 1925OBJECT - ALL OTHERS

Metuchen Inn Metuchen NJ 1875LODGING/FOOD - PRE-AUTO

Delaware Canal Bridge Morrisville NJ 1938 BRIDGE - ARCH

Pennsylvania Railroad Viaduct New Brunswick NJ 1910 BRIDGE - OTHER

Mack Diner New Brunswick NJ 1940 FOOD - MODERNENew Brunswick Memorial Clock New Brunswick NJ 1930

OBJECT - ALL OTHERS

Salzano's 242 Raymond Blvd Newark NJ 1920 GAS - EARLY AUTO

Down Neck Diner Newark NJ 1950 FOOD - MODERN

Seated Lincoln statue Newark NJ 1911OBJECT - ALL OTHERS

Fernando Auto Repair Lafayette between Union and Prospect Newark NJ 1920 GAS - EARLY AUTO

Lincoln Park Towers 33 Lincoln Park Newark NJ 1925 LODGING - MODERNE

Parkhurst Hotel 11 Lincoln Park Newark NJ 1880 LODGING - PRE-AUTO

WW I Memorial Newark NJ 1925OBJECT - ALL OTHERS

Margarita's Deli and Restaurant Newark NJ 1925 FOOD - EARLY AUTOSterling American Diesel & Gas 185 Poiner Newark NJ 1920 GAS - EARLY AUTO

Cartronics 435 Frelinghuysen Newark NJ 1925 GAS - EARLY AUTO

Ebon Square Mini Mart Meeker/Fenwick/Frelinghuysen Newark NJ 1928 GAS - EARLY AUTO

Stankovich Auto Body Route 27 and School Avenue North Brunswick NJ 1940 GAS - MODERNE

Six Mile Run Bridge North Brunswick NJ 1900 BRIDGE - ARCH

Shipetaukin Masonry ArchNortheast of Lawrenceville NJ 1924 BRIDGE - OTHER

Bellevue-Stratford Hotel Broad and Walnut Streets Philadelphia NJ 1913LODGING-EARLY AUTO

Brook Creek Bridge Princeton NJ 1800 BRIDGE - ARCH

LH Marker Nassau Street Princeton NJ 1928 OBJECT - MARKER

Princeton Battle Monument Princeton NJ 1922OBJECT - ALL OTHERS

Stony Brook Bridge Princeton NJ 1792/1945 BRIDGE - ARCH

Gulf Station 264 Nassau Street Princeton NJ 1935 GAS-EARLY AUTO


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Railway River Bridge Rahway NJ 1914 BRIDGE - ARCH

Merchants & Drovers Tavern 1632 St. George Avenue Rahway NJ 1790LODGING/FOOD - PRE-AUTO

Robinson's Branch Bridge Rahway NJ 1900 BRIDGE - ARCH

Walt's Union Line Garage 49 Main Street South Brunswick NJ 1925 GAS - EARLY AUTO

Little Rocky Hill Remnant

,starting two miles east of Kingston South Brunswick NJ 1913 ROAD

South Kearny cloverleaf South Kearny NJ 1938 BRIDGE - OTHERPassaic River Vertical Lift Bridge South Kearny NJ 1941 BRIDGE - OTHERBucky's Body and Fender Shop 1652 Princeton Avenue Trenton NJ 1935 GAS - EARLY AUTO

Reither Brothers Garage 1570 Princeton Avenue Trenton NJ 1925 GAS - EARLY AUTO

Calhoun Medical Center1330 Rev. S. Howard Woodson Jr Way Street Trenton NJ 1930 GAS - EARLY AUTO

Tom's Auto Sales 910 Calhoun Street Trenton NJ 1930 GAS - EARLY AUTO

Gas stationneed better address (returned) --700 Calhoun Street Trenton NJ 1955 GAS - MODERN

Williford Deli need better address (returned) --Pennington and Calhoun Trenton NJ 1920 GAS - EARLY AUTO

Gas station South Warren and West Front Trenton NJ 1920 GAS - EARLY AUTODelaware and Raritan Canal Bridge Trenton NJ 1920 BRIDGE - OTHER

Tabernacle Baptist Church 681 Martin Luther King Blvd Trenton NJ 1915 GAS - EARLY AUTO

Trenton Brakes 1242 MLK Jr. Boulevard Trenton NJ 1925 GAS - EARLY AUTO

Aamco Transmissions 4300 JFK Blvd. Union City NJ 1925 GAS - EARLY AUTO

Kennedy & Assoc Used Cars 4112 JFK Blvd Union City NJ 1920 GAS - EARLY AUTO

King's Tire & Appliance 3800 Kennedy Blvd. Union City NJ 1925 GAS - EARLY AUTO

Towne 2214 JFK Blvd Union City NJ 1925AUTO SHOWROOM - EARLY AUTO

Chico Tire Repair 2109 JFK Blvd Union City NJ 1920 GAS - EARLY AUTO

Park Avenue Hotel 60 48th Street Weehauken NJ 1880 LODGING - PRE-AUTO

Park Avenue Garage 60 48th Street Weehauken NJ 1920 GAS - EARLY AUTO

Calhoun Street Bridge Trenton/Morrisville NJ/PA 1882 BRIDGE - TRUSS

Lower Trenton Free Bridge Trenton/Morrisville NJ/PA 1929 BRIDGE - TRUSS

Austin Garage 3 miles south of McGill Austin NV 1925 GAS - EARLY AUTO

Lincoln Motel Cedar and Main Austin NV 1950 LODGING - MODERN

Lincoln Motel 60 Main Street, P.O. Box 152 Austin NV 1863LODGING/FOOD - PRE-AUTO

LH Marker Carson City NV 1928 OBJECT - MARKER

Fountain Carson City NV 1909OBJECT - ALL OTHERS


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St. Charles Hotel 302-310 South Carson Street Carson City NV 1868 LODGING - PRE-AUTO

Ostermann Grade

,miles through Kings Cnyn to US 50 at Spooner Summit Carson City (beginning) NV 1913

ROAD-LANDSCAPE VISTA

Cave Rock Cave Rock NV ROAD

Union Hotel 75 Main Street Dayton NV 1870 LODGING - PRE-AUTO

Fox Hotelneed better address (returned) --Gate & Main Dayton NV 1890 LODGING - PRE-AUTO

Orr's Garage 1247 E Aultman Street East Ely NV 1946 GAS - MODERN

Pete's Drive In 1155 East Aultman Street East Ely NV 1955EXAGGERATED MODERN

GarageAltman Street and Great Basin Blvd. East Ely NV 1940 GAS - MODERN

Eastgate Ranch Eastgate NV 1890BUILDINGS - ALL OTHERS - PRE-AUTO

Buffalo Creek Bridge Eastgate NV 1935 BRIDGE - OTHER

East Ely Motel Aultman & 11th Ely NV 1945 LODGING - MODERN

Great Basin Inn 701 East Avenue F Ely NV 1940/1955GAS/LODGING - MODERN

Plaza Hotel Aultman & 8th Ely NV 1915LODGING - EARLY AUTO

Collins Court Casino Aultman & 6th Ely NV 1925LODGING - EARLY AUTO

Hotel Nevada 501 Aultman Street Ely NV 1929LODGING/FOOD - EARLY AUTO

Sammi's Video 309 Aultman Street Ely NV 1940AUTO SHOWROOM - MODERNE

Sports World Aultman & 2nd Ely NV 1920AUTO SHOWROOM - EARLY AUTO

Rebaleati Garage U.S. 50 and Gold Street Eureka NV 1917AUTO SHOWROOM - EARLY AUTO

LH Marker Eureka NV 1928 OBJECT - MARKER

Jackson House 11 South Main Street Eureka NV 1877 LODGING - PRE-AUTO

Eureka Garage U.S. 50 and Bateman Street Eureka NV 1925 GAS - EARLY AUTO

Eureka Café 90 South Main Street Eureka NV 1873/1907LODGING/FOOD - PRE-AUTO

Popovich, P.O. Box 228, Eureka, 89316 90 North Monroe Street Eureka NV 1880 LODGING - PRE-AUTO

Hogpen Canyon Remnant Eureka (west of) NV 1913 ROAD

Middlegate One Stop 42500 Austin Highway Fallon NV 1863/1950GAS/FOOD/LODGING - PRE-AUTO

Overland Hotel and Saloon 125 Center Street Fallon NV 1908LODGING - EARLY AUTO

Western Hotel 116-126 South Maine Street Fallon NV 1915LODGING - EARLY AUTO

Lariat Motel 850 Williams Street Fallon NV 1950 LODGING - MODERN

Bob's Root Beer 4150 Reno Highway Fallon NV 1955EXAGGERATED MODERN

Farmhouse Dinners 9555 US 50 Fallon (west of) NV 1950GAS/FOOD/LODGING - MODERN

LH Marker Fernley NV 1928 OBJECT - MARKER


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Hazen Market US 50 Hazen NV 1920GAS/FOOD - EARLY AUTO

Frosty Stand McGill NV 1955EXAGGERATED MODERN

Club 50 Cafe McGill NV 1935 FOOD - EARLY AUTO

Lincoln Highway Bridge Rails Mogul (west of) NV 1914 BRIDGE - OTHER

Steamboat Villa Hot Springs 16010 South Virginia Street Reno NV 1930LODGING/FOOD - EARLY AUTO

Everybodys Inn Motel 1756 East 4th Street Reno NV 1950 LODGING - MODERN

Farris Motel 1752 east 4th Street Reno NV 1945 LODGING - MODERN

Hi-Way 40 Motel 1750 East 4th Street Reno NV 1950 LODGING - MODERN

Sandman Motel 1755 East 4th Street Reno NV 1945 LODGING - MODERN

Sutro Motel 1200 East 4th Street Reno NV 1950 LODGING - MODERNLincoln Hotel/Louis Basque Corner Restaurant 301 East 4th Street Reno NV 1920


California Building 100 Cowan Drive Reno NV 1915OTHERS - EARLY AUTO

El Tavern Motel 1801 West 4th Street Reno NV 1950 LODGING - MODERN

Silver State Lodge 1791 West 4th Street Reno NV 1930LODGING - EARLY AUTO

Dodge Bros. Dealership 600 South Virginia Street Reno NV 1930AUTO SHOWROOM - MODERNE

Riverside Hotel 17 South Virginia Reno NV 1915LODGING/FOOD - EARLY AUTO

Virginia Street Bridge Reno NV 1910 BRIDGE - ARCHKashmiri's Pony Express Lodge Sign Prater Way, East of I-80 Sparks NV 1955

OBJECT - ALL OTHERS

Truckee River Through Truss Verdi NV 1915 BRIDGE - OTHER

Verdi Remnant Verdi NV 1915 ROAD

Bowers Mansion Franktown Road Washoe City NV 1864BUILDINGS - ALL OTHERS - PRE-AUTO

Zephyr Cove Lodge US 50 Zephyr Cove NV 1920LODGING/FOOD - EARLY AUTO

Steptoe Valley Remnant NV 1930ROAD - LANDSCAPE VISTA

Copper Flat Remnant NV 1923 ROAD

Edwards Creek Remnant NV 1913 ROAD

Carroll Summit Segment NV 1925ROAD - LANDSCAPE VISTA

Truckee River Arch Bridge NV 1935 BRIDGE - ARCH

Donner Pass Vista NV 1924/1926ROAD - LANDSCAPE VISTA

Times Square New York NY SITE

Howard Johnsonsneed better address (returned) --46th and Broadway New York NY 1955 FOOD - MODERN

Candler Hotel 220 W. 42nd New York NY 1910LODGING - EARLY AUTO


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Knickerbocker Hotelneed better address (returned) --West 46th and 7th New York NY 1910


Hotel 360 W 42nd Street New York NY 1880 LODGING - PRE-AUTO

Baywood Street Section OH 1920ROAD - LANDSCAPE VISTA

Studebaker Monument Ashland OHOBJECT - ALL OTHERS

Miller Motors 439 Main Street Ashland OH 1930 GAS - EARLY AUTO

Mail Pouch Tobacco Barn Sign 1880 Windsor Road Ashland OH 1920sOBJECT - ALL OTHERS

Parsel Tire and Alignment 558 West Mansfield Street Bucyrus OH 1925 GAS - EARLY AUTO

Tech Auto Repair 321 West Mansfield Street Bucyrus OH 1930AUTO SHOWROOM - MODERNE

Skip's Auto Garage 200 West Mansfield Street Bucyrus OH 1920 GAS - EARLY AUTO

Weaver Hotel Mansfield & Poplar Bucyrus OH 1915LODGING - EARLY AUTO

Economy Auto Sales 300 East Mansfield Street Bucyrus OH 1920 GAS - EARLY AUTOBucyrus Railroad Viaduct (western) Bucyrus OH 1925


LH Marker Bucyrus OH 1928 OBJECT - MARKERBucyrus Railroad Viaduct (middle) Bucyrus OH 1925


Bucyrus Railroad Viaduct (eastern) Bucyrus OH 1925


LH Stone Pillar Bucyrus OH 1929OBJECT - ALL OTHERS

Hopley Memorial Bucyrus OH 1929OBJECT - ALL OTHERS

Moll Motor Co. 1780 East Mansfield Street Bucyrus OH 1940 GAS - MODERN

Bucyrus Motors 2020 East Mansfield Street Bucyrus OH 1940 GAS - MODERN

Al Smith's Place 1885 East Mansfield Street Bucyrus OH 1950 LODGING - MODERN

LH Brick Pillar Bucyrus OH 1918OBJECT - ALL OTHERS

Sinclair Gas Station Hopley Ave and Southern Ave Bucyrus OH 1925 GAS - EARLY AUTO

Steele Service Station 303 Hopley Avenue Bucyrus OH 1935 GAS - EARLY AUTO

Pike Run 3 Bridge Cairo OH 1910 BRIDGE - BEAM

Kountry Corners Store 11327 Lincoln Street SE Canton OH 1920 GAS - EARLY AUTO

Top o the Mark Motel 4135 Lincoln Street E Canton OH 1955 LODGING - MODERN

Used Tire Co. 2625 Tuscarawas Canton OH 1940 GAS - MODERNE

Abandoned garage Schwalm and Tuscarawas St Canton OH 1925 GAS - EARLY AUTO

Nimishillen Creek Bridge Canton OH 1910 BRIDGE - ARCH

Onesto Towers Cleveland & 2nd Canton OH 1910LODGING - EARLY AUTO

Diner 920 W. Tuscarawas Canton OH 1955EXAGGERATED MODERN


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Upper Prairie Creek Bridge 5561 Lincoln HIghway Convoy OH 1930 BRIDGE - OTHER

Canopy gas station west of Colwel Convoy (one mile east) OH 1920 GAS - EARLY AUTOMcMahon and Bement LH Pillars Crestline OH 1922

OBJECT - ALL OTHERS

J&M Trading Post 6867 Leesville Road Crestline OH 1830 OTHER - STORE

LH Marker Dalton OH 1928 OBJECT - MARKER

Flanagan's Car Care 816 5th Street Delphos OH 1940 GAS - MODERN

Arrow Motel 718 East 5th Street Delphos OH 1955 LODGING - MODERN

K&M Tire 502 N. Main Delphos OH 1925 GAS - EARLY AUTO

The Old Lincoln Inn 24249 OH 66 Delphos OH 1940 LODGING - MODERN

Bob's Used Car Center 300 Main Street Dunkirk OH 1920 GAS - EARLY AUTO

Oldaker Mfg. 301 North Main Street Dunkirk OH 1910 GAS - EARLY AUTO

LH Marker East Canton OH 1928 OBJECT - MARKER

Brunker's Auto Service Alabama and Lincoln Way East Greenville OH 1930 GAS - EARLY AUTO

Point of Beginning Monument East Liverpool OH 1930OBJECT - ALL OTHERS

LH Marker East Liverpool OH 1928 OBJECT - MARKER

Dayco Office Supplies need better address (returned) --129 5th Street East Liverpool OH 1925


Faith Place 115 5th Street East Liverpool OH 1925 GAS - EARLY AUTO

Malone's Auto Repairneed better address (returned) --Jefferson and Sixth Streets East Liverpool OH 1945 GAS - MODERN

Garage, Owner: William Pethtel 860 Lisbon Street East Liverpool OH 1920 GAS - EARLY AUTO

College Street East Liverpool OH 1920 ROAD

Lincoln Log Cabin 640 Main Street Elida OH 1920 FOOD - EARLY AUTOJ.J.'s Flea Market and Antiques 518 East Harding Galion OH 1920


Gas station SE Corner of Harding and South Galion OH 1920 GAS - EARLY AUTO

Canopy gas station Lisbon St at Cannonsmill Rd Glenmoor OH 1925 GAS - EARLY AUTO

Hanoverton Hardware 30033 US 30 Hanoverton OH 1930 GAS - EARLY AUTO

Mail Pouch Tobacco Barn SignHanoverton (2 miles east of) OH

OBJECT - ALL OTHERS

Hayesville Garage 4 Main Street Hayesville OH 1925 GAS - EARLY AUTO

Mail Pouch Tobacco Sign Honeytown OHOBJECT - ALL OTHERS

Jeromesville Body Shop 122 West Main Street Jeromesville OH 1930 GAS - EARLY AUTO

Former Garage US 30 Kensington OH 1920 GAS - EARLY AUTO

Lowery's Auto Service 15009 State Route 309 Kenton OH 1930 GAS - EARLY AUTO


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Floral Creations 311 East Franklin Kenton OH 1920 GAS - EARLY AUTO

Golden Graphics 314 West Franklin Street Kenton OH 1915 GAS - EARLY AUTO

LH Marker Leesville OH 1928 OBJECT - MARKER

Lima Telephone (garage) Lima OH 1925AUTO SHOWROOM - EARLY AUTO

Hotel Kirwan 112 East Main Street Lima OH 1928LODGING - EARLY AUTO

Garage Lisbon Road and Washington St Lisbon OH 1930 GAS - EARLY AUTO

Steel Trolley Diner 140 East Lincoln Way Lisbon OH 1956 FOOD - MODERN

Lisbon Town Square Lisbon OH SITE

Crosser Diner 127 West Lincoln Way Lisbon OH 1945 FOOD - MODERN

Duke Garage 1257 Park Avenue East Mansfield OH 1945 GAS - MODERN

Bertina's Antique's 335 Park Avenue E Mansfield OHAUTO SHOWROOM - EARLY AUTO

Universal Motors 320 Park Avenue East Mansfield OH 1920 GAS - EARLY AUTO

Grade Separation Mansfield OH 1910 BRIDGE - OTHER

Forts Industrial Engines 118 Park Avenue East Mansfield OH 1926 GAS - EARLY AUTO

Central Park Mansfield OH SITE

Barrington One Hotel 13 Park Avenue West Mansfield OH 1910LODGING - EARLY AUTO

B & O Railroad Viaduct Mansfield OH 1941BRIDGE - PLATE GIRDER

Sherman Heinman Park Bridge Mansfield OH 1887 BRIDGE - ARCHSchool of Dance Performing Arts 219 East Center Marion OH 1919


Harding Hotel 267 Center Street, Suite 210 Marion OH 1924LODGING - EARLY AUTO

Chase Motel 3400 Lincoln Way Massillon OH 1940LODGING - EARLY AUTO

LH Marker Massillon OH 1928 OBJECT - MARKER

Canopy gas station Houston and Lincoln Way Massillon OH 1925 GAS - EARLY AUTO

Hupps Auto Service 1216 Lincoln Way West Massillon OH 1950 GAS - MODERN

Mail Pouch Tobacco Barn Sign Meeker (1 mile east of) OHOBJECT - ALL OTHERS

Van Del Drive-In Theater 19986 Lincoln Highway Middle Point OH 1955BUILDINGS - ALL OTHERS - MODERN

Conrad's Truck Stop 18191 Lincoln Highway #A Middle Point OH 1950GAS/FOOD - EARLY AUTO

LH Marker Mifflin OH 1928 OBJECT - MARKER

4 Kids 23011 US 30 Minerva OH 1945 GAS - MODERN

Star Motel 22063 US Route 30 Minerva OH 1950 LODGING - MODERN

Keister Custom Tires 22009 US Route 30 Minerva OH 1925 GAS - EARLY AUTO


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Tom Klimko Auto Sales Minerva OH 1925AUTO SHOWROOM - EARLY AUTO

The Coffee Station 228 N. Market Minerva OH 1910 GAS - EARLY AUTO

Mail Pouch Tobacco Sign Minerva OHOBJECT - ALL OTHERS

New Pittsburg Garage Ashland Road and Elyria Road New Pittsburg OH 1920s GAS - EARLY AUTO

New Pittsburg Fitness Center 9808 Ashland Road New Pittsburg OH 1921 GAS - EARLY AUTOWestern Wyandot County Lincoln Highway Northwest of Kirby OH


LH Brick Pillar Oceola OH 1918/2000OBJECT - ALL OTHERS

LH Brick Pillar 754 US 30 Oceola OH 1915OBJECT - ALL OTHERS

Lincoln MotelLincoln Way East & Locke Avenue Perry Heights OH 1947 LODGING - MODERN

Mail Pouch Tobacco Barn Riceland OHOBJECT - ALL OTHERS

LH Marker Riceland OH 1928 OBJECT - MARKER

Garage US 30 and Apple Hill Robertsville OH 1920 GAS - EARLY AUTO

Kentucky Club Barn Sign Robertsville OHOBJECT - ALL OTHERS

Certified Gas Station 222 West Wyandot Avenue Upper Sandusky OH 1920 GAS - EARLY AUTO

Uptown Video 212 West Wyandot Avenue Upper Sandusky OH 1920 GAS - EARLY AUTO

LH Brick Pillar Upper Sandusky OH 1915OBJECT - ALL OTHERS

Upper Sandusky Remnant Upper Sandusky OH 1920 ROAD

Lincoln Highway Farm 7230 US Highway 30 Upper Sandusky OHOTHERS - EARLY AUTO

Klosterman's Pizza East Main and Wayne Street Van Wert OH 1910 GAS - EARLY AUTO

R. B. Smith Block 221 East Main Street Van Wert OH 1920AUTO SHOWROOM - EARLY AUTO

Balyeat's Coffee Shop 133 East Main Street Van Wert OH 1922 FOOD - EARLY AUTO

Marsh Hotel 130 East Main Street Van Wert OH 1890 LODGING - PRE-AUTO

LH Marker Van Wert OH 1928 OBJECT - MARKER

Partee Supply 303 West Main Street Van Wert OH 1925 GAS - EARLY AUTO

Spray's Radiator 735 West Main Street Van Wert OH 1935/1955 GAS - EARLY AUTO

B&K Root Beer Stand 835 West Main Street Van Wert OH 1955EXAGGERATED MODERN

Economy Inn 1135 West Main Street Van Wert OH 1950 LODGING - MODERN

Neinheiser's Apartments 10886 W. Lincoln Highway Van Wert OH 1955 LODGING - MODERN

Ridgeway Drive In Theater Van Wert OH 1955BUILDINGS - ALL OTHERS - MODERN

Converted motel 10041 Lincoln Highway Van Wert OH 1950s LODGING - MODERN

West Fork Little Creek Bridge West Poit OH 1950 BRIDGE - BEAM


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Windsor Gas Station 1981 Windsor Road Windsor OH 1920 GAS - EARLY AUTO

Sylvan Road Wooster OH 1920 ROAD

Old concrete culvert Wooster OH 1915 BRIDGE - BEAM

Scott Murphy Garage 545 Pittsburgh Avenue Wooster OH 1955 GAS - MODERN

Hopkins & Kip Auto Parts 558 East Liberty Street Wooster OH 1920 GAS - EARLY AUTO

Civil War Monument Wooster OH 1892OBJECT - ALL OTHERS

West Lincoln Way Drive Thru 873 W. Lincoln Way Wooster OH 1930 GAS - EARLY AUTO

Roller Coaster Road OH 1915ROAD - LANDSCAPE VISTA

Cindell Road Segment OH 1920 ROAD

Auglaiz River Bridge OH 1940 BRIDGE - ARCH

Beaver Creek Bridge Abbottstown PA 1935 BRIDGE - OTHER

Abbottstown Square Abbottstown PA SITEAltland House Inn, c/o Ryan Haugh 30 Center Square, P.O. Box 448 Abbottstown PA 1880

LODGING/FOOD - PRE-AUTO

Colonel's Creek Campground US 30 east of Caledonia St Pk Adams County PA 1940LODGING - EARLY AUTO

Big Sewickley Creek Bridge Ambridge PA 1827/1919 BRIDGE - ARCH

Dave Fitzgerald Auto Repair 201 Merchant Street Ambridge PA 1930 GAS - EARLY AUTO

Tick Tock Cafe 1101 Merchant St Ambridge PA 1920 FOOD - EARLY AUTO

Fat Eddie's Bar and Grill 1219 Merchant St Ambridge PA 1919 FOOD - EARLY AUTO

Grubchug 14th Street east of Merchant Ambridge PA 1910LODGING - EARLY AUTO

Major General Anthony Wayne Encampment Ambridge PA 1918

OBJECT - ALL OTHERS

Chung Sing Restaurant 210 East Lancaster Avenue Ardmore PA 1955 FOOD - MODERN

Lancaster Pike Mile Marker Ardmore PA 1820OBJECT - ALL OTHERS

Bridge Street Inn Bridge Street & Mulberry Beaver PA 1820LODGING/FOOD - PRE-AUTO

Property Owner 600 Block 3rd Street Beaver PA 1875 LODGING - PRE-AUTO

Soldiers and Sailors Monument Beaver PA 1900OBJECT - ALL OTHERS

Defilbaugh Tavern US Route 30, Box 392 Bedford PA 1787LODGING/FOOD - PRE-AUTO

Bedford Narrows Bridge Bedford PA 1935 BRIDGE - ARCH

Motel row Pitt at Anderson Bedford PA 1945 LODGING - MODERN

Garage 420 East Pitt Street Bedford PA 1920 GAS - EARLY AUTO

Bedford Hotel and Tavern 222 Pitt Street Bedford PA 1850LODGING/FOOD - PRE-AUTO

Frazer Tavern Pitt Street at Richard Street Bedford PA 1760/1900 GAS - PRE-AUTO


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Fritz Electric 103 S Richard Street Bedford PA 1920 GAS - EARLY AUTO

Game and Dance Club 814 Pitt Street Bedford PA 1915 GAS - EARLY AUTO

Anderson House 133 Pitt Street Bedford PA 1814LODGING/FOOD - PRE-AUTO

Goldern Eagle Inn 131 Pitt Street Bedford PA 1820LODGING/FOOD - PRE-AUTO

Bedford Garageneed better address (returned) --126 East Pitt Street Bedford PA 1920 GAS - EARLY AUTO

Hotel Pennsylvania 120 E. Pitt Street Bedford PA 1920LODGING - EARLY AUTO

Union Hotel 114 - 116 Pitt Street Bedford PA 1830LODGING/FOOD - PRE-AUTO

Laurel Sport Shop 229 West Pitt Street Bedford PA 1930 GAS - EARLY AUTO

Dunkle's Gulf 300 W. Pitt St Bedford PA 1930 GAS - MODERNE

Fort Bedford Inn Bedford PA 1915LODGING - EARLY AUTO

LH Marker Bedford PA 1928 OBJECT - MARKER

Forbes Road Marker Bedford PA 1930OBJECT - ALL OTHERS

Jean Bonnet Tavern 6048 Lincoln Highway Bedford PA 1767LODGING/FOOD - PRE-AUTO

Spruce Run Hollow Ben Avon PA 1913 ROADRoosevelt Memorial Park Building (garage) Old LH south of Summerton Bensalem PA 1935 GAS - EARLY AUTO

Jim's Berwyn Auto Repair 576 Lancaster Avenue Berwyn PA 1950 GAS - MODERN

Penn Art Conservatory 636 Lancaster Pike Berwyn PA 1915 GAS - EARLY AUTO

Pennsylvania Railroad Bridge Berwyn PA 1915BRIDGE - PLATE GIRDER

Columbia-Wrightsville BridgeBetween Columbia & Wrightsville PA 1930 BRIDGE - ARCH

30 West Motel & Apartments 3610 Chambersburg Road #B Biglerville PA 1945 LODGING - MODERN

Artistry in Motion 2371 Lincoln Highway Breezewood PA 1925LODGING - EARLY AUTO

Old Mountain House closed Breezewood PA 1780 LODGING - PRE-AUTO

Scenic Acres Cabin Court US Highway 30 Breezewood PA 1925LODGING - EARLY AUTO

Old PA Turnpike Bridge Breezewood PA 1940BRIDGE - PLATE GIRDER

Interstate Emergency Services (Breezewood Garage) US 30 west of North Main Breezewood PA 1940 GAS - EARLY AUTO

Maplelawn Innappears abandoned -- US 30 West of North Main Breezewood PA 1820


Juniata Crossing Segment Remnant Breezewood PA 1913 ROAD

Juniata Crossing Inn Juniata Crossing Breezewood PA 1820LODGING/FOOD - PRE-AUTO

Jaguar Dealer Bryn Mawr PA 1925AUTO SHOWROOM - EARLY AUTO

Bryn Mawr Garage Lancaster Ave and Merion Ave Bryn Mawr PA 1925 GAS - EARLY AUTO

LH Marker Buckstown PA 1928 OBJECT - MARKER


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Lancaster Pike Mile marker Cain PA 1820OBJECT - ALL OTHERS

Caledonia Furnace Caledonia State Park PA 1927OBJECT - ALL OTHERS

Rocky Mountain Creek Bridge Caledonia State Park PA 1948 BRIDGE - OTHER

LH Marker Cashtown PA 1928 OBJECT - MARKER

Cashtown Hotel 1325 Cashtown Rd Cashtown PA 1797LODGING/FOOD - PRE-AUTO

Totem Pole and Mail Pouch Signs Cashtown PA

OTHERS - EARLY AUTO

WW I Memorial Chambersburg PA 1919OBJECT - ALL OTHERS

Railroad Viaduct Chambersburg PA 1912 BRIDGE - ARCH

LH Marker Chambersburg PA 1928 OBJECT - MARKER

LH Marker Chambersburg PA 1928 OBJECT - MARKER

Fountain Square Chambersburg PA 1876 SITE

Property Owner 1251 US 30 Clinton PA 1925 GAS - EARLY AUTO

R. Reese Merchantile 1219 Route 30 Clinton PA 1930GAS/FOOD - EARLY AUTO

Coatesville Auto Supply 827 East Lincoln Highway Coatesville PA 1940 GAS - EARLY AUTO

Famous Restaurant 340 East Lincoln Highway Coatesville PA 1910LODGING/FOOD - EARLY AUTO

West Branch Brandywine Creek Bridge Coatesville PA 1914 BRIDGE - ARCH

Prospect Diner 4030 Minute Drive Columbia PA 1955EXAGGERATED MODERN

West Motel 4040 Columbia Ave Columbia PA 1940LODGING - EARLY AUTO

Columbia Drive-in Theatre Columbia Avenue Columbia PA 1950BUILDINGS - ALL OTHERS - MODERN

The Cycle Den Columbia PA 1925AUTO SHOWROOM - EARLY AUTO

Bully Restaurant and Pub 647 Union Street Columbia PA 1880LODGING/FOOD - PRE-AUTO

LH Marker Columbia PA 1928 OBJECT - MARKERCrouse's Body & Paint Shop/Used Cars 308 Chestnut Street Columbia PA 1945

AUTO SHOWROOM - MODERN

Pennsylvania Railroad Viaduct Daylesford PA 1914 BRIDGE - OTHER

Ed Forde's Service Center Lancaster Ave and Berkeley Rd Devon PA 1955 GAS - MODERN

Lancaster Pike Mile Marker Devon PA 1820OBJECT - ALL OTHERS

Don Galbraith Motoring, Inc. 149 Old Lancaster Road Devon PA 1732/1920 GAS - PRE-AUTO

Pennsylvania Railroad Viaduct Devon PA 1917 BRIDGE - BEAMEast Branch Brandywine CreekBridge Downington PA 1921 BRIDGE - ARCH

Dairy Barn Drive Through 807 West Lancaster Ave. Downington PA 1955EXAGGERATED MODERN

Downingtown Diner 81 West Lancaster Avenue Downingtown PA 1955 FOOD - MODERN


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O'Neill's Collision Downington Arms Downingtown PA 1920 GAS - EARLY AUTO

Lodging Lincoln Highway & Jacob East McKeesport PA 1940 LODGING - MODERN

Greensburg Pike Bridge East McKeesport PA 1932BRIDGE - PLATE GIRDER

George Westinghouse Bridge East Pittsburgh PA 1931 BRIDGE - ARCH

Barnharts Hospitality Inn 3021 East Market Street East York PA 1950 LODGING - MODERN

Little Sewickley Creek Bridge Edgeworth PA 1841/1918 BRIDGE - ARCHYamaha/Suzuki Motorcycle Dealer (gas) Ohio River Blvd west of Brighton Emsworth PA 1930 GAS - EARLY AUTOTraveler's Rest Motel, Owner: Karen Bowman 14275 Lincoln Highway Everett PA 1950 LODGING - MODERNEverett Happy Senior Citizens Activity Center (garage) 101 W. Main Street Everett PA 1930 GAS - EARLY AUTO

Ridgeview Sales and Service 314 West Main Street Everett PA 1940 GAS - EARLY AUTO

LH marker 329 W. Main Street Everett PA 1928 OBJECT - MARKER

Mount Dallas Remnants Everett PA 1913/1921 ROAD

Mount Dallas Remnants Everett PA 1913/1921 ROAD

Ship Inn 693 Lancaster Avenue Exton PA 1796LODGING/FOOD - PRE-AUTO

Hotel closed Exton PA 1865LODGING/FOOD - PRE-AUTO

Ball & Ball Antique Hardware 463 W. Lincoln Highway Exton PA 1800LODGING/FOOD - PRE-AUTO

Ichabod's News/Frolic 521-525 Lancaster PikeExton/ West Whiteland Township PA 1937

GAS/LODGING - EARLY AUTO

Lincoln Garage 664 Lincoln Highway Fairless Hills PA 1925 GAS - EARLY AUTO

New Falls Motel 201 Lincoln Highway Fairless Hills PA 1950 LODGING - MODERNPennsylvania Railroad Underpass Fallsington PA 1917 BRIDGE - BEAM

Gas Station 116 Main Street Fayetteville PA 1935 GAS - EARLY AUTO

Lincoln Motel 2277 Lincoln Highway Feasterville Trevose PA 1955EXAGGERATED MODERN

LH Marker Forest Hills PA 1928 OBJECT - MARKERKliment Bros. Studebaker Garage and Showroom Ardmore Blvd and Marion St Forest Hills PA 1930


Garage East Main Street Fort Loudon PA 1920 GAS - EARLY AUTO

Fort Loudon Memorial Fort Loudon PA 1915OBJECT - ALL OTHERS

White House Motel Main Street Fort Loudon PA 1925GAS/FOOD/LODGING - EARLY AUTO

Rocky Hollow Culvert Fort Loudon PA 1915 BRIDGE - ARCH

Fort Loudon Inn West Main Street Fort Loudon PA 1800/1925LODGING/FOOD - PRE-AUTO

Cape Horn Remnant Fort Loudon PA 1913 ROAD

Frazer Diner 189 Lancaster Pike Frazer PA 1940 FOOD - MODERNE


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Illusions (gas)Lancaster Pike west of Planebrook Frazer PA 1925 GAS - EARLY AUTO

LH Marker Ft. Loudon PA 1928 OBJECT - MARKER

Cabin courtOld Lincoln Highway and US 30 (1 mile east of Gap) Gap PA 1920


Waltz Auto Sales 5298 Lincoln Highway East, P.O. Box 167 Gap PA 1940 GAS - EARLY AUTOp

Laundry/Antiques (former garage) Lincoln Hwy east of PA 772 Gap PA 1930 GAS - EARLY AUTO

Oh! Shaw Motel 5190 Route 30 Gap PA 1940LODGING - EARLY AUTO

Garage York, Hanover, and Liberty Gettysbsurg PA 1925 GAS - EARLY AUTO

Lincoln Logs Restaurant/Motel Lincoln Hwy w of Low Dutch Rd Gettysburg PA 1949LODGING - EARLY AUTO

Rock Creek Bridge Gettysburg PA 1938 BRIDGE - OTHER

Eberhart/Eppley Garage 102 West Chambersburg Street Gettysburg PA 1916 GAS - EARLY AUTO

Ernie's Texas Lunch 58 York Street Gettysburg PA 1931 FOOD - EARLY AUTO

Getty's Tavern 44 East York Street Gettysburg PA 1820LODGING/FOOD - PRE-AUTO

Lincoln Square Gettysburg PA SITE

Gettysburg Hotel One Lincoln Square Gettysburg PA 1913LODGING/FOOD - EARLY AUTO

Plank Garage York and Stratton Gettysburg PA 1924 GAS - EARLY AUTO26th Pennsylvania Emergency Infantry Battalion Memorial Gettysburg PA 1925

OBJECT - ALL OTHERS

Gettysburg Battlefield Gettysburg PA1890s - 1920s SITE

Glenfield Brick Section Glenfield PA 1916 ROADLincoln Highway Garage & House 648 Pittsburgh Street Greensburg PA 1920


Greensburg Transmission 925 Pittsburgh Street Greensburg PA 1920 GAS - EARLY AUTO

Road Kings Greensburg PA 1925AUTO SHOWROOM - EARLY AUTO

Moore Tire Service205 West Pittsburgh Street, P.O. Box 1012 Greensburg PA 1920 GAS - EARLY AUTO

Car Quest Auto Parts 140 East Pittsburgh St. Greensburg PA 1920 GAS - EARLY AUTO

Triangle Tech 222 East Pittsburgh St. Greensburg PA 1925 GAS - EARLY AUTO

Soxman Rental 239 East Pittsburgh St. Greensburg PA 1920 GAS - EARLY AUTO

Gas station Greenwood PA 1925 GAS - EARLY AUTO

LH Marker Hallam PA 1928 OBJECT - MARKER

Licking Creek Bridge Harrisonville PA 1923 BRIDGE - OTHERH&H Market/Hollingshead Groceries 8764 Lincoln Highway Harrisonville PA 1875

GAS/FOOD - PRE-AUTO

LH Marker Harrisonville PA 1928 OBJECT - MARKER

Sipes Funeral Home 414 RR 64 Harrisonville PA 1820LODGING/FOOD - PRE-AUTO


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Lancaster Pike Mile Marker Haverford PA 1820OBJECT - ALL OTHERS

Classic Autobody Ltd. 505 West Lancaster Avenue Haverford PA 1950 GAS - MODERN

PETCO 532 West Lancaster Avenue Haverford PA 1925 GAS - EARLY AUTO

Frosty Freeze 480 West Market Hellum PA 1955EXAGGERATED MODERN

O'Neils Custom Cabinets 136 Main Circle Imperial PA 1930 GAS - EARLY AUTO

Abandoned gas station 639 Route 30 Imperial PA 1925/1935 GAS - EARLY AUTO

Tax Preference 609 Pennsylvania Street Irwin PA 1930 GAS - EARLY AUTOProperty Owner: Robert D. Smith 75 Pennsylvania Avenue Irwin PA 1930 GAS - EARLY AUTO

Stirling Auto 73 West Pennsylvania Irwin PA 1920 GAS - EARLY AUTOElectra Lighting (auto showroom) Irwin PA 1935/1950

AUTO SHOWROOM - MODERN

Lightning Cycles 10700 US 30 West Irwin PA 1940 GAS - MODERNE

Klanchar's Esso 11380 US 30 West Irwin PA 1949 GAS - MODERNE

Doug's Motel 13930 Route 30 Irwin PA 1950 LODGING - MODERN

Park's Motel 14200 Route 30 Irwin PALODGING - EARLY AUTO

Hiland Terrace Motel 14390 Route 30 Irwin PA 1935/1950LODGING - EARLY AUTO

Rosegarden Inn 464 Lincoln Highway Jeannnette PA 1920LODGING - EARLY AUTO

Patti's Doll Shop 1652 Pitt Street Jennerstown PA 1925 GAS - EARLY AUTO

White Star Inn 1640 Pitt Street Jennerstown PA 1934LODGING - EARLY AUTO

Turillo's Steakhouse Sign 1620 Pitt Street Jennerstown PA 1950OBJECT - ALL OTHERS

Route 30 Auto Detailing Red Maple and Pitt Street Jennerstown PA 1920 GAS - EARLY AUTO

Forbes Road Marker Jennerstown PA 1936OBJECT - ALL OTHERS

RT Auto RepairLincoln Hwy west of entrance to US 30 Lancaster PA 1920 GAS - EARLY AUTO

Lincoln Haus Inn 1672 Lincoln Highway East Lancaster PA 1920LODGING - EARLY AUTO

Conestoga River Bridge Lancaster PA 1932 BRIDGE - ARCH

Conestoga Inn 1501 East King Street Lancaster PA 1742LODGING/FOOD - PRE-AUTO

Lutz Auto Sales 1423 E. King Street Lancaster PA 1920 GAS - EARLY AUTO

Custom Bugs Auto Sales 1120 King Lancaster PA 1950 GAS - MODERN

O'Flaherty's Dingeldein House 1105 E. King Street Lancaster PA 1915LODGING - EARLY AUTO

Nevin Memorial Lancaster PA 1898OBJECT - ALL OTHERS

Blue Star Tavern 602 King Street Lancaster PA 1880LODGING/FOOD - PRE-AUTO

The Wooden Plane 436 King Street Lancaster PA 1910 GAS - EARLY AUTO


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Civil War Monument Lancaster PA 1874OBJECT - ALL OTHERS

A&W Jewelry 53 W. King Street Lancaster PA 1940 FOOD - MODERN

Conestoga Creek Bridge Lancaster PA 1938 BRIDGE - OTHER

Davis & Son Auto Center 1960 Columbia Avenue Lancaster PA 1955 GAS - MODERN

Midway Hotel 3441 Columbia Ave Lancaster PA 1940LODGING/FOOD - MODERN

Langhorne Hotel and Tavern 100 West Maple Avenue Langhorne PA1704/c. 1870


Magic Scissors and Bertland Auto 1351 East Lincoln Highway Langhorne PA 1945 GAS - MODERN

The Hollow Tavern US Route 30, Loyalhanna GorgeLatrobe PA 1940LODGING/FOOD - EARLY AUTO

The Furnace (Washington Furnace Inn) Route 30 East Laughlintown PA 1931


Laughlintown Mobil Gas Station Laughlintown PA 1930 GAS - EARLY AUTO

Ligonier Country Inn US Route 30 Laughlintown PA 1900LODGING/FOOD - EARLY AUTO

Compass Inn US Route 30, P.O. Box 167 Laughlintown PA 1799/1829LODGING/FOOD - PRE-AUTO

Ligonier Valley Cottages PO Box E Ligonier PA 1940LODGING - EARLY AUTO

Ligonier Beach Ligonier PA 1925OTHERS - EARLY AUTO

LH Marker Ligonier PA 1928 OBJECT - MARKER

Ligonier Diamond Ligonier PA SITE

CabinsOld Lincoln Highway at Mill Bank Ligonier PA 1925


Idlewild Park Ligonier PA 1870BUILDINGS - ALL OTHERS - PRE-AUTO

Clark Hollow Bridge Ligonier PA 1930 BRIDGE - OTHER

Carman's Ice Cream West Market Street Loganville PA 1930 GAS - EARLY AUTO

Lancaster Pike Mile Marker Lower Merion PA 1820OBJECT - ALL OTHERS

LH Marker Malvern PA 1928 OBJECT - MARKERHerzak and Herzak Auto Truck Repair

Old Lincoln Highway and Bridge Street Malvern PA 1935 GAS - EARLY AUTO

Culvert Malvern PA 1930 BRIDGE - OTHER

General Warren Inne On Old Lincoln Highway Malvern PA 1745LODGING/FOOD - PRE-AUTO

Pennsylvania Railroad Overpass Malvern PA 1920 BRIDGE - BEAMMalvern Meeting House Restaurant ) 536 Lancaster Avenue Malvern PA 1920


Lincoln Motor Court 5104 Lincoln Highway Manns Choice PA 1944LODGING - EARLY AUTO

Lincoln Outlet and Market 5093 Lincoln Highway Manns Choice PA 1926LODGING/FOOD - EARLY AUTO

Mountain House (Summit Inn) On US 30 McConnellsburg PA 1935LODGING/FOOD - EARLY AUTO

Leon's Deli 416 Lincoln Highway E McConnellsburg PA 1920 GAS - EARLY AUTO


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LH Marker McConnellsburg PA 1928 OBJECT - MARKER

Fulton House 112-116 Loncoln Way East McConnellsburg PA 1793LODGING/FOOD - PRE-AUTO

Fleming's Garage West Lincoln Way McConnellsburg PA 1920 GAS - EARLY AUTO

Big Cove Creek Bridge McConnellsburg PA 1930 BRIDGE - OTHER

Scrub Ridge InnTuscarosa Summit, Little Scrub Ridge McConnellsburg PA 1920


Tuscarora Inn Tuscarora Summit Lincoln Hwy McConnelsburg PA 1915GAS/FOOD/LODGING - EARLY AUTO

Shamrock Inn (Eagle's Eyre) Tuscarora Summit Lincoln Hwy McConnelsburg PA 1930GAS/FOOD/LODGING - EARLY AUTO

Twin Hi-Way Drive-in Theater Moon Run PA 1950BUILDINGS - ALL OTHERS - MODERN

Lincoln Highway State Line Sign Morrisville PA 1917

OBJECT - ALL OTHERS

Amoco 108 West Trenton Avenue Morrisville PA 1940 GAS - MODERNE

Jules Tires and Automotive 535 West Bridge Street Morrisville PA 1945 GAS - EARLY AUTOWest Bridge Street Canal Bridge Morrisville PA 1941 BRIDGE - OTHER

H-L's Bait and Tackle Shop 78 East Bridge Street Morrisville PA 1945 FOOD - MODERNEWest Branch Little Conestoga Creek Mountville PA 1938 BRIDGE - OTHER

Cozee Court Lodging 3833 Columbia avenue Mountville PA 1940GAS/LODGING - MODERN

Reading Railroad Bridge Mountville PA 1930 BRIDGE - OTHER

Mountville Inn 59 Main Street Mountville PA 1835LODGING/FOOD - PRE-AUTO

Aero Oil Company 230 Lincolnway East New Oxford PA 1955 GAS - MODERN

LH Marker New Oxford PA 1928 OBJECT - MARKER

Noble Metals, Inc. 4942 York Road New Oxford PA 1950 GAS - MODERN

LH Marker New Oxford PA 1928 OBJECT - MARKERSouth Branch Conewago Creek Bridge New Oxford PA 1930 BRIDGE - ARCH

Pennsylvania Railroad Viaduct North of Strafford PA 1917 BRIDGE - BEAM

Ft. Pitt Inn 7750 Steubenville Pike Oakdale PA 1930 FOOD - EARLY AUTO

Bedford Coffee Pot West Pitt StreetOne mile west of Bedford PA 1921 FOOD - EARLY AUTO

Marsh Creek CulvertOne mile west of Cashtown PA 1917 BRIDGE - OTHER

Shawnee Cabins Lincoln HighwayOne mile west of Schellsburg PA 1925


Cashtown Garage 1080 Old Route 30 Ortanna PA 1925 GAS - EARLY AUTO

Glen Mitchell Culvert Osborne PA 1900 BRIDGE - OTHER

Matthew's Ford 100 West Lancaster Avenue Paoli PA 1930AUTO SHOWROOM - EARLY AUTO

LH Marker Paradise PA 1928 OBJECT - MARKER


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Pequea Creek Bridge Paradise PA 1930 BRIDGE - BEAM

Revere Tavern/Best Western 3063 Lincoln Highway East Paradise PA 1740LODGING/FOOD - PRE-AUTO

Fisher Motors 3047 Lincoln Hwy East Paradise PA 1935 GAS - EARLY AUTOKeystone Motel/Keystone Family Restaurant 4880 West Lincoln Highway Parkesburg PA 1955

GAS/FOOD/LODGING - MODERN

Adult Gift Store (formerly gas) Bus Route 1 east of Bellevue Penndel PA 1925 GAS - EARLY AUTO

Bellevue - Stratford Hotel Broad and Walnut Streets Philadelphia PA 1913LODGING - EARLY AUTO

Draft Sports Store 4010 North Broad Street Philadelphia PA 1925 GAS - EARLY AUTO

Pennsylvania Railroad Viaduct Philadelphia PA 1916 BRIDGE - BEAM

Wine and Spirits Shoppe 2532 North Broad Street Philadelphia PA 1915AUTO SHOWROOM - EARLY AUTO

Mount Cavalry Church 2524 North Broad Street Philadelphia PA 1915 GAS - EARLY AUTO

Broad Street Electronics 2520-22 North Broad Street Philadelphia PA 1920 GAS - EARLY AUTO

Penn Auto Parts 921-923 Broad Street Philadelphia PA 1915 GAS - EARLY AUTO

Artscape 808 North Broad Street Philadelphia PA 1915 GAS - EARLY AUTO

China King 806 Broad Street Philadelphia PA 1915OTHERS - EARLY AUTO

Michelin Tires 802 North Broad Street Philadelphia PA 1915OTHERS - EARLY AUTO

Property Owner 800 North Broad Street Philadelphia PA 1915OTHERS - EARLY AUTO

Divine Lorraine Hotel 699 North Broad Street Philadelphia PA 1910LODGING - EARLY AUTO

Diving Bell and Scuba Shop 681 North Broad Street Philadelphia PA 1916 GAS - EARLY AUTO

United Building 631 North Broad Street Philadelphia PA 1880 GAS - PRE-AUTO

Wilkie Auto Body 449 North Broad Street Philadelphia PA 1945AUTO SHOWROOM - MODERNE

Property Owner 331 North Broad Street Philadelphia PA 1920AUTO SHOWROOM - EARLY AUTO

Packard Motor Car Building 317 North Broad Street Philadelphia PA 1910AUTO SHOWROOM - EARLY AUTO

Former Garage 2126-2130 Market Street Philadelphia PA 1925 GAS - EARLY AUTO

Market Street Bridge Philadelphia PA 1932 BRIDGE - ARCH

DL Used Tires (H.H.B.) 42nd and Lancaster Philadelphia PA 1935 GAS - EARLY AUTO

Gas station Lancaster and Belmont Philadelphia PA 1945 GAS - MODERN

Gas station (Pure Oil) Lancaster and Westminster Philadelphia PA 1930 GAS - EARLY AUTOUnion Tabernacle Baptist Church 4856 Lancaster Avenue Philadelphia PA 1915 GAS - EARLY AUTO

Westside Auto Clinic 5432 Lancaster Avenue Philadelphia PA 1920 GAS - EARLY AUTO

Eastern Casket 2215-17 Hunting Park Avenue Philadelphia PA 1920 GAS - EARLY AUTO

Pure Oil gas station Erie & 22nd Street Philadelphia PA 1925 GAS - EARLY AUTO


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D F G H J KJ & S Auto collision/Gregg's Top Secret Banquet Hall 1638-42 Hunting Park Avenue Philadelphia PA GAS - EARLY AUTO

RAPCO Automotive Center 1640 Hunting Park Avenue Philadelphia PA 1935 GAS - EARLY AUTO

Charlie's Diner 7619 1/2 Penn Avenue Pittsburgh PA 1940 FOOD - MODERNEEvergreen Cafe/Covenant of Truth Ministries 7332 Penn Avenue Pittsburgh PA 1925 GAS - EARLY AUTO

Motor Square Garden Pittsburgh PA 1898AUTO SHOWROOM - EARLY AUTO

Auto showroom Baum and Friendship Pittsburgh PA 1925AUTO SHOWROOM - MODERNE

Baum Blvd. Dodge Pittsburgh PA 1940AUTO SHOWROOM - MODERNE

8th Ward Monument Pittsburgh PA 1945OBJECT - ALL OTHERS

Ford Motor Company Baum and Morewood Pittsburgh PA 1915AUTO SHOWROOM - EARLY AUTO

William Pitt Union University of Pittsburgh, 1 William Penn Union Pittsburgh PA 1900


Boulevard of the Allies Forbes St. Interchange Pittsburgh PA 1928


Faleder Monuments 2414 5th Avenue Pittsburgh PA 1925 GAS - EARLY AUTOBoulevard of the Allies West Terminus Bridge Pittsburgh PA 1921


William Penn Hotel 530 William Penn Place Pittsburgh PA 1913/1929LODGING/FOOD - EARLY AUTO

Modern Cafe 862 Western Avenue Pittsburgh PA 1935 FOOD - MODERNE

McAfee Bridge Pittsburgh PA 1927 BRIDGE - ARCHPittsburgh Flowers and Limousine California and Rankin Pittsburgh PA 1925 GAS - EARLY AUTO

Laverne's Diner 113 South Main Street Pittsburgh PA 1959 FOOD - MODERN

Jack's Run Bridge Pittsburgh/Bellevue PA 1924 BRIDGE - ARCH

Penn Beaver Hotel 200 Brighton Avenue Rochester PA 1920LODGING/FOOD - EARLY AUTO

Civil War Monument Rochester PA 1900OBJECT - ALL OTHERS

Bridgewater-Rochester Bridge Rochester/Bridgewater PA 1935 BRIDGE - TRUSS

Ronks Road Auto Sales 2790 Lincoln Highway East, P.O. Box 204 Ronks PA 1935 GAS - EARLY AUTO

Harry's

y , ,Lincoln Highway P.O. Box 55, Sadsburyville, PA 19369 Sadsburyville PA 1799


Drake's Spanish Court BR 30 east of US 30 bypass Sadsburyville PA 1940 LODGING - MODERN

Saluvia Toll House Saluvia PA 1838BUILDINGS - ALL OTHERS - PRE-AUTO

DeShang's Cabins 5993 Lincoln Highway Saluvia PA 1925GAS/LODGING - EARLY AUTO

Sinclair Gas Pump Schellsburg PA 1940OBJECT - ALL OTHERS

Sleepy Hollow Road Remnant Schellsburg PA 1913 ROAD

Shawnee Tavern Sleepy Hollow Road Schellsburg PA 1775LODGING/FOOD - PRE-AUTO

Lincoln Highway Garage 3758 Pitt Street Schellsburg PA 1925 GAS - EARLY AUTO


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May Brothers Garage 3201 Pitts Street Schellsburg PA 1920 GAS - EARLY AUTO

Forbes Road Marker Schellsburg PA 1930OBJECT - ALL OTHERS

Pied Piper Schellsburg PA 1960OBJECT - ALL OTHERS

Lincoln Highway Farm Lincoln Highway Schellsburg PA 1918OTHERS - EARLY AUTO

Shawnee Branch Bridge Schellsburg PA 1925 BRIDGE - ARCH

Myers Garage 817 Lincoln Hwy Schellsburg PA 1920 GAS - EARLY AUTO

Dutch Haven 2857A Lincoln Avenue East Soudersburg PA 1946 FOOD - EARLY AUTO

Jennie's Diner Soudersburg PA 1955LODGING/FOOD - MODERN

Stoystown Bypass South of Stoystown PA 1937ROAD - LANDSCAPE VISTA

Maxheimer Bridge St. Thomas PA 1930 BRIDGE - BEAMOak Forest Restaurant & Cabin Court 6097 Lincoln Way St. Thomas PA 1925


St. Thomas History Memorial St. Thomas PA 1934OBJECT - ALL OTHERS

Campbell Creek Bridge St. Thomas PA 1935 BRIDGE - BEAM

Toll House St. Thomas PA 1820BUILDINGS - ALL OTHERS - PRE-AUTO

LH Marker Stoufferstown PA 1928 OBJECT - MARKER

Stoystown Remnant Stoystown PA 1913ROAD - LANDSCAPE VISTA

American Garageappears abandoned -- US 30 east of Stoystown Stoystown PA 1940 GAS - EARLY AUTO

LH Marker Stoystown PA 1928 OBJECT - MARKER

Hite House 121 West Main Street Stoystown PA 1915LODGING - EARLY AUTO

Railroad Bridge Stoystown PA 1937 BRIDGE - OTHER

Stony Creek Bridge Stoystown PA 1937 BRIDGE - OTHER

Somerset Street Overpass Stoystown PA 1937 BRIDGE - OTHER

Lincoln Highway Garage US 30 west of Stoystown Stoystown PA 1925 GAS - EARLY AUTO

Canopy gas station US 30 west of Stoystown Stoystown PA 1920 GAS - EARLY AUTO

Pure Oil gas stationLancaster Ave and Old Lancaster Ave Strafford PA 1925 GAS - EARLY AUTO

Roadside Inn 3361 Lincoln Highway Thomasville PA 1800LODGING/FOOD - PRE-AUTO

LH Marker Thomasville PA 1928 OBJECT - MARKER

Kohler Autobody 5400 Lincoln Highway Thomasville PA 1945 GAS - MODERN

Rambler Inn 6600 Lincoln Highway West Thomasville PA 1933LODGING/FOOD - EARLY AUTO

Ingleside Diner 3025 Lincoln Highway Thorndale PA 1957EXAGGERATED MODERN

Turtle Creek Bridge Turtle Creek PA 1930 BRIDGE - TRUSS


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Upper Dry Run BridgeTwo miles outh of Ohioville PA 1895 BRIDGE - OTHER

Septa Norristown Line Bridge Villanova PA 1911BRIDGE - PLATE GIRDER

Wayne Hotel 139 East Lancaster Avenue Wayne PA 1900LODGING - EARLY AUTO

CitgoColumbia Ave West of Schoolhouse Rd. West Lancaster PA 1955 GAS - MODERN

Lancaster Pike Mile Marker 3977 Lincoln Highway West Sadsbury Twp. PA 1820OBJECT - ALL OTHERS

Gulf Station West Market and Diamond West York PA 1955 GAS - MODERN

Lee's Diner 4320 West Market West York PA 1952 FOOD - MODERNPenn Lincoln Parkway Arches/Interchange Wilkinsburg PA 1948 BRIDGE - ARCHPenn Lincoln Parkway Arches/Interchange Wilkinsburg PA 1948 BRIDGE - ARCHPenn Lincoln Parkway Arches/Interchange Wilkinsburg PA 1948 BRIDGE - ARCH

Lincoln Statue Wilkinsburg PA 1916OBJECT - ALL OTHERS

Demsie Auto Body 1123 Penn Avenue Wilkinsburg PA 1925 GAS - EARLY AUTO

Specialty Car Service Penn. Ave. and Coal Street Wilkinsburg PA 1920 GAS - EARLY AUTO

Starlite Classics 811 Penn Avenue Wilkinsburg PA 1920 GAS - EARLY AUTO

Penn-Lincoln Hotel Penn Avenue and Center Street Wilkinsburg PA 1927LODGING/FOOD - MODERNE

Juniata River Bridge Wolfsburg PA 1930BRIDGE - PLATE GIRDER

Shopf's Motel PA 462 Wrightsville PA 1925GAS/LODGING - EARLY AUTO

Snyder's Motel 5776 Lincoln Highway York PA 1955 LODGING - MODERN

Jim Mack's Ice Cream 5745 Lincoln Highway York PA 1955EXAGGERATED MODERN

Cabin Court east of Ducktown Road York PA 1925LODGING - EARLY AUTO

Mom's Diner 3854 East Market York PA 1945 FOOD - MODERN

Garage 3701 East Market York PA 1925 GAS - EARLY AUTO

The Road House 3691 East Market Street York PA 1910LODGING/FOOD - EARLY AUTO

Paddock Restaurant 3406 East Market York PA 1920 FOOD - EARLY AUTO

Flamingo Motel 3600 East Market York PA 1950 LODGING - MODERN

Maple Donuts 3455 East Market Street York PA 1955EXAGGERATED MODERN

LH Marker York PA 1928 OBJECT - MARKER

Lincoln Highway Garage 1242 East Market Street York PA 1921GAS/FOOD - EARLY AUTO

Spring GardenTavern/Hotel 701 East Market York PA 1900LODGING - EARLY AUTO

Hotel Lincoln 466 East Market Street York PA 1900LODGING - EARLY AUTO

Yorktowne Hotel 48 East Market Street York PA 1925LODGING/FOOD - EARLY AUTO


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Police Traffic Control Station York PA 1920OTHERS - EARLY AUTO

Legg Mason 1 Market Way South York PA 1910LODGING/FOOD - EARLY AUTO

Property Owner 57 West Market Street York PA 1865 LODGING - PRE-AUTO

Golden Plough Tavern 157 West Market Street York PA 1745LODGING/FOOD - PRE-AUTO

Codorus Hotelneed better address (returned) --West Market Street York PA 1870 LODGING - PRE-AUTO

Modernaire 3311 Market Street York PA 1945 LODGING - MODERNE

Diamond in New Oxford York PA SITE

LH Marker Youngstown PA 1928 OBJECT - MARKER

Poquessing Creek Bridge PA 1805/1917 BRIDGE - ARCH

Cashtown Gap Remnant PAROAD - LANDSCAPE VISTA

GarageUS 30 east of Tuscarora Summit PA 1955 GAS - MODERN

Patterson Run Bridge PA 1922 BRIDGE - OTHERFulton County Lincoln Highway Landscape PA


Tulls Hill Remnant PA 1913 ROADShawnee-Schellsburg East Remnant PA 1913 ROADShawnee-Schellsburg East Remnant PA 1913 ROADAllegheny Mountains Lincoln Highway Landscape PA 1913


PA 281 Interchange PA 1937 BRIDGE - OTHER

Gas station 168 Main Street Coalville UT 1925 GAS - EARLY AUTO

Moore Motor Co. 1305 South Main Street Coalville UT 1918AUTO SHOWROOM - EARLY AUTO

Bristow's Garageneed better address (returned) --107 Main Street Coalville UT 1935 GAS - EARLY AUTO

Government Creek Bridge Ditto UT 1913 BRIDGE - OTHER

Echo Cafe One Stop Echo Canyon Road Echo UT1935/1950/1955


LH Marker Fish Springs UT 1928 OBJECT - MARKER

LH Marker Magna UT 1928 OBJECT - MARKERThings Forgotten Antiques (gas) 8900 W and 2700 S Magna UT 1935 GAS - MODERN

Buzzy's Grill 145 Commercial Street Morgan UT 1923 FOOD - EARLY AUTO

Hotel Volus Commercial Street Morgan UT 1886 LODGING - PRE-AUTO

Felt Auto Supply Co. 2581 Lincoln Avenue Ogden UT 1925AUTO SHOWROOM - EARLY AUTO

Willow Springs Lodge HCR 31 Rush Valley UT 1922GAS/FOOD/LODGING - EARLY AUTO

The Inn at Temple Square 71 West South Temple Street Salt Lake City UT 1925LODGING - EARLY AUTO


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Hotel Pludane 376-380 South State Street Salt Lake City UT 1903LODGING - EARLY AUTO

Miller's Auto Center 622-630 South State Street Salt Lake City UT 1920AUTO SHOWROOM - EARLY AUTO

BNA, Owner: Mark Bryant 635 South State Street Salt Lake City UT 1915AUTO SHOWROOM - EARLY AUTO

Penney's (gas) 7766 South Highway 36 South of Stockton UT 1950 GAS/FOOD - MODERN

Charlie's Shop (gas) 29 South Connor Street Stockton UT 1925 GAS - EARLY AUTO

Main Street Garage 397 Main Street Tooele UT 1945 GAS - EARLY AUTO

"R" Auto Shop 10 East Wanship Road Wanship UT 1940 GAS - MODERN

Echo Canyon Remnant UT 1913 ROAD

Lamb Canyon Bridge UT 1914 BRIDGE - OTHER

Orr's Ranch UTBUILDINGS - ALL OTHERS - PRE-AUTO

LH Marker UT 1928 OBJECT - MARKER

Skull Valley Remnant UT 1913/1919ROAD - LANDSCAPE VISTA

Timpie Remnant UT 1913ROAD - LANDSCAPE VISTA

Great Salt Lake Desert Remnant UT 1927 ROADPony Express Canyon Remnant UT 1913 ROAD

Goodyear Cut-off UT 1919ROAD - LANDSCAPE VISTA

Chester Teapot Chester WV 1938OTHERS - EARLY AUTO

Arner Funeral Parlor (hotel) 607 Carolina Avenue Chester WV 1910LODGING - EARLY AUTO

LH Marker Chester WV 1928 OBJECT - MARKER



Garage First and VA Chester WV 1940 GAS - MODERNELincoln Highway Bridge Remnant Chester WV 1913 ROAD

West Hannah Intersection 6 miles west of Hannah WY ROAD

West Hannah Intersection 6 miles west of Hannah WY ROAD

North Platte River Bridge 9 miles east of Sinclair WY 1931 BRIDGE - TRUSS

Twin Chimneys Motel 2405 East Lincoln Way Cheyenne WY 1955EXAGGERATED MODERN

Plains Hotel 1600 Central Avenue Cheyenne WY 1911LODGING - EARLY AUTO

Lincoln Theater 1615 Central Avenue Cheyenne WY 1955OTHERS - EXAGGERATED

LH Marker Cheyenne WY 1928 OBJECT - MARKER

Dinneen Motors 400 West 16th Street Cheyenne WY 1927AUTO SHOWROOM - EARLY AUTO


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Ruttlidge Radiator Welding 621 East Lincoln Way Cheyenne WY 1940 GAS - MODERN

Advantage 821 Lincoln Way Cheyenne WY 1950 GAS - MODERN

Wyoming Motelneed better address (returned) --1401 Lincoln Way Cheyenne WY 1950 LODGING - MODERN

Granite Canyon Remnants 12-17 miles west of Cheyenne Cheyenne WY 1913 ROAD

Granite Canyon Remnants 12-17 miles west of Cheyenne Cheyenne WY 1913 ROAD

Hamblin Park East of Evanston WY 1898 SITE

Concrete Tepee US 30/I 80 1 mile S of Egbert Egbert WY 1940OTHERS - EARLY AUTO

Union Pacific Subway Evanston WY 1930 BRIDGE - BEAM

GarageBear River Drive and Front Street Evanston WY 1940 GAS - MODERNE

Hotel Evanston (owned by City of Evanston)

Owner address: 1200 Main Street Evanston WY 1912


City Service Garage 1043 North Front Street Evanston WY 1915 GAS - EARLY AUTO

LH Marker Evanston WY 1928 OBJECT - MARKER

Old West Repair 189 Bear River Drive Evanston WY 1945 GAS - MODERN

TNT Auto Fort Bridger WY 1940 GAS - MODERN

Granite Remnant 2 miles west of Granite Granite WY 1917 ROAD

Garage Owner 392 East Flaming Gorge Green River WY 1950 GAS - MODERN

Darren's Towing 321 East Flaming Gorge Way Green River WY 1940 GAS - MODERN

Hotel Tomahawk First & Flaming Gorge Way Green River WY 1920LODGING - EARLY AUTO

Neldon's Custom Trim 421 West Flaming Gorge Green River WY 1930 GAS - EARLY AUTO

Gas stationon WY 374 4 1/4 miles west of Green River Green River WY 1930/1935 GAS - MODERN

Hannah Garage 2nd and Front Streets Hannah WY 1925 GAS - EARLY AUTO

Coyote Canyon Remnant 16 miles west of Hannah Hannah WY ROAD




Coyote Springs Garage US 30 west of Hannah Hannah WY 1935 GAS - EARLY AUTO

Ames Monument 10 miles east of Hermosa Hermosa WY 1882OBJECT - ALL OTHERS

Garage Main Street and Markley Ave Hillsdale WY 1915 GAS - EARLY AUTO

Suntan USA 420 East Grand Avenue Laramie WY 1925 GAS - EARLY AUTO

Connor Apartments 215 South 3rd Street Laramie WY 1890 LODGING - PRE-AUTO

Alley Family Fun Center 2nd & Custer Laramie WY 1930AUTO SHOWROOM - MODERNE


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Napa 606 South 2nd Street Laramie WY 1925AUTO SHOWROOM - MODERNE

Shorty's Body Shop 1020 South 2nd Street Laramie WY 1940 GAS - MODERN

Motel (Residence?) 2nd and Russell Laramie WY 1940 LODGING - MODERN

Gas station US 287 and Graham Road Laramie WY 1950 GAS - MODERN

TnT Motorsports 269 North 3rd Street Laramie WY 1930 GAS - EARLY AUTO

McClure Home Decorating 651 North 3rd Street Laramie WY 1930AUTO SHOWROOM - MODERNE

Little America I-80 Exit 68 Little America WY 1950GAS/FOOD/LODGING - MODERN

Longhorn Restaurant East Clark and East Street N Lyman WY 1930LODGING/FOOD - MODERN

Como Bluff Fossil Cabin Museum US 30 Medicine Bow WY 1935

OTHERS - EARLY AUTO

The Historic Virginian Hotel 404 Lincoln Highway Medicine Bow WY 1909LODGING/FOOD - EARLY AUTO

LH Marker Medicine Bow WY 1928 OBJECT - MARKER

Cooper MotorsWalnut Street bet. Colorado and Cedar Medicine Bow WY 1945 GAS - MODERN

Motel (Residence?) Cedar & Maple Medicine Bow WY 1935LODGING - EARLY AUTO

West Medicine Bow Remnant 2-7 miles west of Medicine Bow Medicine Bow WY 1931 ROAD

Home Ranch One StopUS 30 20 miles west of Medicine Bow Medicine Bow WY 1940


Property Owner (former garage) Main and US 30 Pine Bluff WY 1920 GAS - MODERNProperty Owner (former garage) Third and US 30 Pine Bluff WY 1940 GAS - MODERNProperty Owner (former garage) 2nd Ave. and Elm St. Pine Bluffs WY 1928 GAS - EARLY AUTO

Texaco 1825 East Cedar Street Rawlins WY 1925 GAS - EARLY AUTO

Consumers Gasoline Co. 221 East Cedar Street Rawlins WY 1925 GAS - MODERNE

Superior Motors 204 East Cedar Street Rawlins WY 1930 GAS - MODERNE

Antiques 209 Wyoming Rawlins WY 1924 GAS - EARLY AUTO

Kilburn Tires 116 West Cedar Street Rawlins WY 1945 GAS - MODERN

Gas and garage Second and Cedar Streets Rawlins WY 1920 GAS - EARLY AUTO

Property Owner 520 West Spruce Street Rawlins WY 1940 GAS - MODERN

Art's Plumbing and Heating 602 West Spruce Street Rawlins WY 1930 GAS - MODERNE

Fremont Motor Co. 622 West Spruce Street Rawlins WY 1950AUTO SHOWROOM - MODERN

Buckaroo Motel 8th & Spruce Rawlins WY 1945 LODGING - MODERN

Motel 905 West Spruce Street Rawlins WY 1940 LODGING - MODERNE

Domestic gas station Rawlins WY 1925 GAS - EARLY AUTO

Lubrication Garage West of 12th on Spruce Rawlins WY 1940 GAS - MODERN


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LH Marker Rock River WY 1928 OBJECT - MARKER

Rock River Lumber North 3rd and Avenue C Rock River WY 1920 GAS - EARLY AUTO

Gas Station Schultz and US 30 Rock River WY 1945 GAS - MODERN

Garage US 30 and Thompson Rock River WY 1925 GAS - EARLY AUTO

Longhorn Lodge 362 North Fourth Street Rock River WY 1945LODGING/FOOD - EARLY AUTO

Lincoln Hotel 115 Avenue C Rock River WY 1915LODGING - EARLY AUTO

LH Marker 115 C Avenue Rock River WY 1928 OBJECT - MARKER

Cabin courtUS 30 1/2 miles north of Rock River Rock River WY 1925


Machine and Auto Parts Garage 1305 9th Street Rock Springs WY 1950 GAS - MODERN

B and L Service 1029 Pilot Butte Avenue Rock Springs WY 1945 GAS - MODERN

AMC Showroom Elk and Grant Streets Rock Springs WY 1940AUTO SHOWROOM - MODERN

Rightman Construction 110 Elk Street Rock Springs WY 1945 GAS - MODERN

Park Hotel 19 Elk Street Rock Springs WY 1905LODGING - EARLY AUTO

Rock Springs Arch Rock Springs WY 1929OBJECT - ALL OTHERS

Allied Glass 230 C Street Rock Springs WY 1910 GAS - EARLY AUTO

LH Marker Rock Springs WY 1928 OBJECT - MARKER

Henry Joy Monument Sherman Hill WY 1938OBJECT - ALL OTHERS

Lincoln Monument Sherman Hill WY 1959OBJECT - ALL OTHERS

Sinclair Dry Gulch Bridge 10 miles east of Sinclair Sinclair WY ? BRIDGE - OTHER

Parco Inn Sinclair WY 1922LODGING/FOOD - EARLY AUTO

Sagebrush Motel Sheridan and McCormick Wamsutter WY 1945GAS/FOOD/LODGING - MODERN

Granite Remnant WY 1917 ROAD

Ames-Hermosa Remnant WY 1915 ROAD

Hadsell Remnant WY 1913/1920 ROAD

Hadsell Remnants WY 1913/1920 ROAD

Bitter Creek Remnants WY 1920/1940 ROAD

Bitter Creek Remnants WY 1920/1940 ROAD

Baster Remnant WY 1913 ROAD

Peru Remnant WY 1915ROAD - LANDSCAPE VISTA

Little America Remnant WY 1913ROAD - LANDSCAPE VISTA

Ragan Remnants WYROAD - LANDSCAPE VISTA


Appendix E Detailed Explanation of Cost Benefit Analysis

Project State County TE or NSB Year AmountFerry Building Central Concourse Renovation CA San FranciscoTE 1997 $1,000,000Interpretive Development of the Historic US 50 Corridor CA El Dorado TE 1996 $212,000South Platte River Trail Travel Guides CO Sedgewick NSB 1993 $8,000Marsh Rainbow Arch Bridge Rehabilitation IA Boone TE 1996 $112,000Lincoln Highway State Entry Point Interpretive Center (Woodbine) IA Harrison TE 1998 $336,000Lincoln Highway Restoration from 2nd to 3rd Street (Woodbine) IA Harrison TE 1996 $300,000 Gas Station Renovation, Reed/Niland Corner Phase I IA Story TE 2000 $252,028Guide to Bridges of the LH Corridor in Iowa IA Greene TE 1999 $68,385Reed/Niland Corner "One Stop" Gas Station Restoration, Phase 2 IA Story TE 2001 $279,139Youngville Café (Hist. Gas Station) Rehab IA Benton TE 1996 $80,000Eureka Bridge on E-53 over the Raccoon River (west of Jefferson) IA Greene TE 1995 $75,002Geneva's Historic Third Street Landscape IL Kane TE 2000 $400,000Lincoln Hwy in IL, First Year Marketing IL entire length NSB 2001 $60,000IL Lincoln Hwy, Corridor Mgmt Grant, Year 2 Administrative Funds IL entire length NSB 2002 $25,000IL Lincoln Hwy Interpretive Plan IL entire length NSB 2002 $92,800IL Lincoln Hwy CMP Implementation IL entire length NSB 2003 $25,000US Route 20 Beautification (in New Carlisle) IN St. Joseph TE 1996 $210,000Fremont and Dodge County Visitors Center NE Dodge TE 1999 $109,150Ogallala Spruce Street Interpretive Center NE Keith TE 1999 $132,905Elkhorn Lincoln Highway Preservation NE Douglas TE 2001 $500,000Shelton Lincoln Highway Visitor Center NE Buffalo TE 2001 $45,805Lincoln Highway Resurfacing NE Douglas TE 2003 $443,097Merchants and Drovers Tavern NJ Union TE 2000 $170,000Cave Rock Vista Turnout NV Douglas NSB 1999 $32,800Lincoln Highway Heritage Corridor Transportation Museum PA Franklin TE 1999 $999,000Lincoln Highway Welcome Center PA Multi TE 2000 $350,000Lincoln Highway Welcome and Interpretive Center PA WestmorelandTE 2002 $224,000

Total Funding $6,542,111Average Annual Funding 1993-2003 $654,211

This appendix is in three parts. The Part I lists current federal funding for Lincoln Highway commemoration, preservation, and interpretation projects through the U.S. Department of Transportation's Transportation Enhancements (TE) and National Scenic Byway (NSB) Programs. Part II is a chart providing more detail on the benefits points assigned each alternative through the choosing by advantages process. Part III pulls both of these two charts together, comparing the total costs and benefits of all four alternatives.

Part I: Current Federal Funding for Lincoln Highway Commemoration, Preservation, and Interpretation Projects through the U.S. Department of Transportation's Transportation Enhancements (TE) and National Scenic Byway (NSB) Programs.

Part II. Choosing By Advantages Evaluation of Alternatives

Alt. 1 Natl Lincoln Hwy Program (preferred)

Alt. 2 Lincoln Hwy Touring and Discovery

Alt 3 Lincoln Hwy Natl Heritage Corridor

Alt 4 No New Federal Action

1. Commemorate and Interpret the National Significance of both the Lincoln Highway and its related resources 75 40 70 02. Provide for a Diversity of Lincoln Highway Experiences 40 65 40 03. Preserve Significant Lincoln Highway Resources 75 45 75 04. Continue to Identify and Evaluate Significant Lincoln Highway Resources 20 5 5 05. Provide for Private Sector Efforts to Commemorate, Preserve and Interpret Lincoln Highway Resources 80 65 85 406. Provide for State and Local Government Efforts to Commemorate, Preserve and Interpret Lincoln Highway Resources 25 50 30 107. Provide for National Coordination Efforts to Commemorate, Preserve, and Interpret the Lincoln Highway 100 65 70 0Total 415 335 375 50*To interpret these point scores, consider that a higher advantage point score means more advantage in achieving the goal of the evaluation factor. For example, the preferred alternative would commemorate and interpret the national significance of the Lincoln Highway and its related resources (factor #1) a little better than alternative #3, much better than alternative #2 and tremendously better than alternative #4.

Advantage Points*Evaluation Factor

Part III. Comparison of Costs and Benefits Across Alternatives

Cost Alt. 1 Natl Lincoln Hwy Program (preferred)

Alt. 2 Lincoln Hwy Touring and Discovery

Alt 3 Lincoln Hwy Natl Heritage Corridor

Initial costs (signage; planning; setting up clearinghouse; designing website; construction/rehabilitation costs; exhibit fabrication and design) 782,250 5,377,500 0

Annual costs over ten years (maintenance of clearinghouse, website, signage, and exhibits; staffing costs, eg. management, technical assistance, and operations; grants) 8,533,460 1,201,292 8,580,654

Subtotal 9,315,710 6,578,792 8,580,654Average annual funding currently, continued over ten years (costs from Part I above would continue with implemention of new action) 5,755,045 5,755,045 5,755,045Total Cost 15,070,755 12,333,837 14,335,699Total Benefit (from Part II) 415 335 375Cost/Benefit Ratio 36,315 36,817 38,229

*a discount rate of 7% is applied to all future costs for fair comparison. Costs were estimated by comparing program elements to current cost of similar efforts for alternatives 1 and 2. Because the program elements of alternative 3 are unknown and would depend on decisions of the management entity, that cost estimate is based simply on typical National Heritage Area costs of $1 million a year for10 years (discounted at 7%). The no new federal action alternative (alternative 4) is not included in this chart because it provides no substantial benefit in meeting the goals of this study. As mentioned inthe management alternatives section of this study, while the projects listed in part I of this study do serve to commemorate, preserve and interpret features of the Lincoln Highway, they were not conceived as a collective effort towards this goal. Rather, each project had its own independent goal (improving tourism, downtown revitalization, etc.).

Appendix F: Summary of Public Involvement

Initial Scoping

In fall 2001, letters announcing that the National Park Service had begun work on this studywere sent to members of Congress and the Senate in each Congressional district crossed by theLincoln Highway, State Historic Preservation Offices and Departments of Transportation inthe 14 states through which the highway passes, tribes with traditional connections to land inthe Lincoln Highway corridor and to representatives of the Certified Local Governments over-seeing historic preservation efforts in towns and counties along the highway. In winter 2001,the first study newsletter requesting comments on the scope of this study was sent to roughly3000 people. The mailing list for this newsletter included the groups mentioned above, mem-bers of the Lincoln Highway Association, and others who had indicated their interest in his-toric roads. Scoping comments were due in February 2002. 125 comments were received.

In general, of the 125 comments received, all but 6 were pleased to hear of this study. Of those6, 2 were opposed to spending time and money on this study given all of the other work thatthe National Park Service needs to do, and 4 (all from state and local DOTs in NE, WY, and IL)expressed support but cautioned that they need flexibility to maintain efficient and safe roads.

Comments relevant to the goals of interpreting and preserving the Lincoln Highway includedemphasis on the elements of local highway history that need preservation attention, suggestingthat while the national story was interesting, perhaps the local history surrounding the LincolnHighway is of greater interest. Additionally, comments on the interpretative goals of this studysuggested that it was important to increase understanding of what life was like in the early partof the Lincoln Highway's period of significance, before cars and good roads were common,and how those two developments changed life in America. These commenters felt that theLincoln Highway is an excellent venue through which to tell that story - two commenters usedthe term "a true picture of Americana." Lastly, some of the scoping comments noted that theLincoln Highway and its resources should be preserved in order to bring attention to thenational significance of the highway in terms of how this "feat of ingenuity" influenced a newand enduring direction in American transportation and commercial development.

A number of scoping comments focused on the type of visitor experiences that would beappropriate to achieving interpretation and preservation goals for the Lincoln Highway. Someof the experiences mentioned were:

• utilize existing exit locations for interpretive sites• mark the route• provide "interesting spots" as destination points for "Sunday drives" • boy scouting activity - scavenger hunt for markers• retain enough original resources to enable historical research• classic car road trips• "virtual" visitor experience - documentary possibilities

Lastly, the scoping comments offered some recommendations on management alternatives.There was some discussion over the management of a functioning road as a National HistoricTrail. While some commenters thought this would be unworkable, others suggested that theNational Trail System would be a good fit for the Lincoln Highway. Commenters noted theimportance of working with a broad spectrum of groups in managing the highway, such as theUS and State Departments of Transportation, local transportation planners, tourism bureaus(especially in smaller towns where they are particularly interested in the connection to anationally significant resource), main street advocates, and existing advocates for historicroads, in particular the Lincoln Highway Association. Some of the scoping comments advisedthe study team to take advantage of existing preservation programs such as National ScenicByways, National Register listing, museums along the road and those with transportationthemes, and National Heritage Areas. A specific suggestion was offered to create a "LincolnHighway Corridor Parkway" in a key segment of the road.

Public Response to Preliminary Alternatives

After this initial scoping process, a reconnaissance-level field study was conducted in the sum-mer of 2002 as part of this Special Resource Study. This survey aided the study team in devel-oping five preliminary management alternatives in fall 2002. Those preliminary managementalternatives were summarized in a newsletter sent out the winter of 2002/2003 and presentedat 14 public meetings held across the country at 300-500 mile intervals along the highway.Local community organizations - chapters of the Lincoln Highway Association, State HistoricPreservation Offices, Local Historical Societies, Chambers of Commerce, and TourismPromotion Agencies - reserved spaces for these meetings and announced them locally. Themeetings were attended by 500 people. 900 comments on the preliminary alternatives wererecorded.

General comments received as part of the comment period on preliminary alternatives couldbe summarized in the following points:

• While project level activities should be initiated and implemented on a local level ("localsknow the road best and care about it the most"), there needs to be national program coor-dination by a single organization for consistency and continuity.

• National program coordination is key. Some commenters thought that a clearinghouse-type of coordination isn't enough, but rather NPS should develop a management plan

• Uniform signage is necessary in any alternative• National maps easy for tourists to follow are necessary• There was disagreement over the level of standardization necessary for interpretation.

While some commenters felt that uniform, standardized set of interpretive sites are needed,others stressed that NPS needs to "respect the diversity of the road and let locals take thelead and apply their creativity."

• There was also disagreement over treatment of the integrity of the road itself (roadway sur-face, alignment, etc). While some commenters stressed that preserving the road itself iskey, even if it means shutting the road to traffic, others said that the road needs to beimproved enough to facilitate easy driving for tourism

• Almost universally, commenters were concerned about any alternative that treats certainsegments of the road differently from others. The sentiment expressed along these lineswas "the Lincoln Highway is a national resource that needs to be preserved and interpretednationally."

Taking these comments into consideration, the 5 preliminary alternatives were then revised bythe study team. Public comments and the decision-making model Choosing by Advantages(CBA) led the team to develop the 4 alternatives described in this draft. This CBA process aswell as cost estimates for the alternatives are described in chapter six. This EnvironmentalAssessment estimates the potential consequences of each alternative with respect to theimpacts outlined in the next section.

Directed Response to Significance Statement

After the study team had written a draft of the statement of national significance of theLincoln Highway (Chapter 3 of this report) in the summer of 2003, the opinions of experts inhighway history, geography, and roadside landscapes were solicited on the text. The followingindividuals reviewed the statement of significance:

1. Chester Liebs, Professor Emeritus, History and Historic Preservation, University ofVermont

2. Peirce Lewis, Professor Emeritus, Geography, Penn State University3. Bruce Seely, Department Chair, Social Sciences, Michigan Tech University4. Bruce Weingroff, Historian, US Federal Highway Administration

Each of the above reviewers agreed that the Lincoln Highway is of national significance,although the reasons for their agreement varied. The text of the significance statement wasimproved and strengthened as the study team agreed was appropriate to reflect recommenda-tions of these reviewers.

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Appendix G: Study team Members

Team Members

Ruth Heikkinen, Team CaptainOutdoor Recreation PlannerNational Park ServiceMidwest Regional Office

Beth SavageArchitectural Historian National Park ServiceNational Register Program

Carol AhlgrenArchitectural HistorianNational Park ServiceMidwest Regional Office

Dr. Kevin PatrickProfessor, Geography and Planning DepartmentIndiana University of Pennsylvania

Jere KrakowSuperintendentNational Park ServiceLong Distance Trails Office

Tom KeohanHistorical ArchitectNational Park ServiceIntermountain Support Office

Kathleen FitzgeraldHistorical Landscape ArchitectNational Park ServicePacific Great Basin Support Office

Lisa Kolakowsky SmithArchitectural HistorianNational Park ServiceNortheast Regional Office

MaryAnn NaberEnvironmental Protection SpecialistFederal Highway Administration

Consultants

S ndra WashingtonDivision Chief, Planning and ComplianceNational Park ServiceMidwest Regional Office

John KnoerlArcheologistNational Park ServiceNational Register Program

Rodd WheatonAssistant Regional Director, Cultural ResourcesNational Park ServiceIntermountain Regional Office

Steve ElkintonProgram Leader, National Trails SystemNational Park ServiceLong Distance Trails Office

Peter Samuel Outdoor Recreation PlannerNational Park ServiceNortheast Regional Office

Michael CroweArchitectural HistorianNational Park ServicePacific-Great Basin Support Office

Tim DavisHistorianNational Park ServiceHistoric American Building Survey/Historic American Engineering Record

Gary MunstermanOutdoor Recreation PlannerPacific-Great Basin Support Office

Bonnie HaldaManager, Preservation Assistance GroupNortheast Regional Office

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