As has happened for so many, many years now, the Rooftop Highway is in the news again, with plenty of pros and cons presented and a whole lot hanging in the balance. While listening to some of the arguments, it struck me that the idea is perhaps a little older than some of us think. Paul Sands of WPTZ recently commented that the Rooftop Highway idea hasn’t moved for 20 years, but at the very least, I’m old enough to recall the intense discussions during the 1970s, and that takes us back 40 years.

Of course, the record shows that the concept was legitimized a half-century ago when, in early 1961, the New York State legislature passed a bill that included the proposed road as part of the federal interstate highway system.

In the 1960s, the idea was pushed by State Senator Robert McEwen (an Ogdensburg native) and Clinton County Assemblyman Robert Feinberg (Malone native and Plattsburgh resident). In fact, Feinberg said it would happen “sooner or later,” even if Governor Nelson Rockefeller vetoed the bill (which he did, after both houses passed it).

Perhaps not so coincidentally, Feinberg’s father, New York State Senator Benjamin Feinberg, was highly critical of the condition of the state’s highways in the late 1930s. At that time, he called for the construction of four-lane highways to help make travel safer. Decades later, Robert followed up on his father’s ideas.

Unnoticed in the mix was New York State Assemblyman Leslie G. Ryan (of Rouses Point), who presented serious arguments for the establishment of a main highway north to the Canadian border, and another running east from Clinton County to Watertown, the same concept known today as the Rooftop Highway.

Ryan’s ideas may well have been adopted by Congress when the interstate highway system later became reality. In 1940, when he proposed the idea of a multi-lane route across northern New York, his motivation came from several sources. Some of those same reasons were cited years later in the battle over the Rooftop Highway.

At the time, the United States was still fifteen months away from entering World War II. England and Canada, however, were at war with Germany. It occurred to Ryan and many others that a German victory could suddenly place the Nazis on our northern border, which was basically undefended.

(From the days of the Revolutionary War through the Civil War, the northern border had been a constant security concern. Since that time, the level of worry had waned, but it was still an issue.) By mid-1940, the Germans had won many victories, and Canada and Britain (among others) had already been at war with them for a year.

With German dominance a real possibility, Assemblyman Ryan addressed the problem eloquently in a letter to Congressman Clarence Kilburn, who in turn presented it at the federal level to the War Department. Ryan’s arguments were compelling.

“It seems to me that a weakness in our national defense, and one that would seriously hamper our cooperation with Canada, is our present system of main highways in northern New York. Over our narrow roads, it would be practically impossible to move large numbers of troops and military equipment, including heavy guns and tanks, with the speed necessary for effective operation in modern mechanized warfare.

“Because our Northern border is completely undefended, our inability to speedily concentrate forces in this section might well prove disastrous to our national defense, more particularly if Germany should defeat England and attempt an invasion of this country through Canada.

“It is my belief that the main highway from Glens Falls to the Canadian boundary at Rouses Point should be widened to provide three or four lanes, and the U. S. Highway No. 11 from Rouses Point through Champlain, Mooers, Ellenburg, Chateaugay, and Malone to Watertown and south to Syracuse, should likewise be widened, and much of it resurfaced with concrete.

“Such improvements would provide broad military highways from Albany, Syracuse, and then south to and along the Canadian boundary over which troops and military equipment could be moved speedily to the northern frontier if it should become necessary.

“They would also give direct connection between Lake Champlain and the St. Lawrence River, and the three United States Army posts at Plattsburgh, Madison Barracks [Sackets Harbor], and Fort Ethan Allen, the latter by way of the Rouses Point bridge.”

Looking to the future, Ryan added, “In ordinary times, these three or four lane highways would be no more than adequate to care for our constantly increasing local and tourist automobile traffic.” In other words, the changes wouldn’t be overkill, even in peacetime.

In the 1960s, twenty years later, McEwen’s plan cited a top priority that was remarkably similar to Ryan’s: “From a defense standpoint, this Rooftop Highway could be very important. Such installations as Rome Air Force Base, Camp Drum, Plattsburgh Air Force Base, Atlas missile sites in the Plattsburgh area, and the Burlington dispersal area would be served by this Rooftop Highway.”

Most, if not all, media refer to the “original” plan floated in the early 1960s for a Rooftop Highway, but the concept was promoted by Assemblyman Leslie Ryan of Rouses Point two decades earlier. Depending on which side of the argument you’re on, part of the blame or credit goes to Mr. Ryan.

Lawrence Gooley has authored ten books and dozens of articles on the North Country’s past. He and his partner, Jill McKee, founded Bloated Toe Enterprises in 2004. Expanding their services in 2008, they have produced 19 titles to date, and are now offering web design. For information on book publishing, visit Bloated Toe Publishing.