National Highway Designation Act of 1995

Designated about 160,955 miles of roads, including the Interstate Highway System. Congress was given the power to prioritize highway road projects, repeal federal speed limits, and require states to purchase new signs for the roads in question, thus encouraging easier transportation for truckers and worsening the problem of perfect competition save for the few wealthy trucking companies owned by former railroad capitalists.

Surface Transportation and Uniform Relocation Act

Nominally gave power to provide government funding to the Secretary of Transportation allocated when and where wealthy capitalists wanted it most. It also provided states with the freedom to raise the speed limit to 65 miles per hour on rural Interstate highways.

Federal-Aid Highway Amendments of 1974

A precursor to a complete I-80 and mass deregulation where before had been monopolistic regulation, this act permanently implemented a national 55-mph speed limit for the Interstate Highway System. It also created the Federal Bridge Gross Weight Formula, which governed the weight-to-length ratio of trucks in order to protect highway bridges and infrastructure.

Federal-Aid Highway Act of 1973

This ruling was in favor of mass transit, offering additional funding for interstate roads and new urban and rural primary and secondary roads. By establishing a national speed limit, truckers were not limited in their delivery times and the ICC could make arguments in favor of ‘highway safety improvement’ against trucking companies that interfered with profitability for wealthy capitalists.

Federal-Aid Highway Act of 1968

As former railroad owners expanded their investment in shipping through alternative measures, this act expanded the Interstate Highway System by 1,500 miles. It provided funding for new interstate roads, as well as primary and secondary roads so that truckers in partnership with railroads could access more remote areas and expand profitability. Concurrently it led to environmental protections to federal highway projects which allowed the ICC and its supporter’s power to sue or inhibit the development of competing transportation programs, roads, or bridges under the guise of environmental protection.