Untitled Document

Gov. Batt’s personal and political milestones

29th Governor of Idaho, from 1995-1999.
Born in Wilder
Studied chemical engineering at the University of Idaho from 1944 to 1948
Volunteered for service in the Army Air Force
Public-service career includes terms in the Idaho House of Representatives from 1965 to 1967, the Idaho State Senate from 1967 to 1978, and as lieutenant governor from 1978 to 1982.
He also was state chairman of the Idaho Republican Party in 1992.
By the time he became governor, he’d already been a politician for 30 years.
Gov. Batt defeated state Attorney General Larry EchoHawk for the first GOP victory for governor in 28 years.
Despite high popularity, he chose to serve only one term, retiring at age 71.
Gov. Batt was a strong proponent and helped pass worker's compensation for agricultural workers
He helped negotiate a pact limiting nuclear waste storage in Idaho.
Gov. Batt served on the three-member transportation board from 1988 to 1991.
The last gas tax increase (1996) and vehicle registration increase (1997) occurred during Gov. Batt’s administration. He also was serving on the Idaho Transportation Board when the previous fuel tax increase was approved in 1988.

During Gov. Batt’s tenure as
Idaho Transportation Board member, vice chairman
(1988-1991)

1988

The Idaho fuel tax increased 3.5 cents per gallon, from 14.5 to 18 cents.
In 1988, ITD awarded $92 million in construction work to private contractors, an increase of $12.5 million over the previous year. That work resulted in the creation of 2,500 private-sector jobs.
ITD received $113.9 million in interstate completion discretionary funds to complete gaps in Interstate 90.

1989

ITD awarded $91 million in contracts for the highway construction program accounting for about 2,500 jobs in private industry and an estimated 3,000 related secondary jobs.
The department pioneered the use of magnesium chloride in southwest Idaho to help clear or prevent ice accumulations during winter storms.
New procedures reduced the typical backlog of title applications to less than 14,000; previously, backlogs of 80,000 were not uncommon.
Idaho led the nation with a 10.5 percent increase in motor vehicle registrations.

1990

The first comprehensive study of Idaho’s roads and bridges determined that $4.5 billion was needed for maintenance and another $2.8 billion in traffic and safety improvements.
Work continued on the Wallace Viaduct on Interstate 90 in northern Idaho. At $22.8 million, it was the largest single construction contract awarded by ITD.
Construction began on a major new bridge that spans Lawyer’s Canyon on U.S. 95 south of Lewiston.

During Gov. Batt’s tenure as governor
(1995-1999)

1995

Highway needs assessment study shows Idaho has a $4.1 billion backlog of needed highway, road and street improvements; $1.8 billion will be needed over the next six years to keep the $4.1 billion from growing even more.
The transportation board and Micron Technology agreed to jointly finance construction of a new Interstate 84 interchange – Isaac’s Canyon (Eisenman) Interchange
Approximately $88 million in 138 road and bridge projects were awarded in CY95
New strategic plan guides transportation department. The plan includes mission and vision statements, goals and objectives, and performance standards.
20-year long-range plan outlines future of transportation in Idaho

1996

The 1996 Idaho Legislature approved the first Idaho fuel tax increase in six years, from 21 cents per gallon to 25 cents per gallon, effective April 1, 1996.
The department exceeded its commitment to spend $31 million annually on pavement rehabilitation.
The board advanced 14 projects that resurfaced 105 miles of highways in 1995 with support from Gov. Batt and the Idaho Legislature.
The Idaho Transportation Board committed to reduce the percentage of deficient pavement from 39 percent to 18 percent by 2006
The speed limit on most interstate highways in Idaho increased from 65 to 75 mph.
Floods in 1996 caused mud and rockslides, washouts and a bridge collapse. There were 20 closures on 13 highways.

1997

A legislature-approved increase in vehicle registration fees became effective Jan. 1, 1997.
Construction began on a new $12.4 million Goff Bridge over the Salmon River north of Riggins. The bridge was built 65 feet to the west of the old structure. The new bridge was slid into place with only a brief closure of Idaho’s primary north-south route. It was opened in December 1998.
Two floods in late 1996 and three others early in 1997 caused more than $96.5 million in highway damage. ITD worked with federal, state and local agencies to meet the emergencies, repair damages and rebuild Idaho communities.
Micron makes historic $5 million contribution to construction of a new Isaac’s Canyon Interchange.
Nampa-based Micron Electronics contributes $1.5 million to help ease congestion in Nampa with construction of a new overpass at Franklin Boulevard
Business and property owners help rebuild Nampa-Caldwell Boulevard in Canyon County.
The Legislature appropriated about $15.2 million for FY97 from the Restricted Highway Fund Distribution Account to repair, rebuild and maintain Idaho’s backlog of aging and deficient highways.
The percentage of deficient pavement dropped to 23 percent in 1997, thanks largely to the transportation board’s commitment to invest $31 million per year in highway improvements.

1998

Congress approves TEA-21 (Transportation Equity Act for the 21st Century) to fund highway projects nationally. The federal bill would provide an estimated $202.8 million a year to Idaho over the ensuing six years. Gov. Batt and Idaho’s Congressional delegation worked for passage of the bill. The bill would increase funds to Idaho by 62 percent, or $463 million over the previous authorization.
ITD designated U.S. 95 a “high-priority” corridor, allowing Idaho to apply for discretionary funds for the vital link between southern and northern Idaho, and part of an economic link from California to Canada.
A catastrophic mudslide north of Bonners Ferry resulted in serious damage to U.S. 95 severed Idaho’s main north-south transportation artery on Oct. 16. An intense recovery/restoration effort allowed reopening of the route in less than two weeks.
ITD allocates an additional $37 million to advance highway and bridge construction in FY2000. The department specifically targeted state highways and bridges for expedited construction.
New federal funding provides $2.97 million for construction of a safety rest area/visitor’s center at the Lolo Pass summit near the Idaho/Montana border on U.S. 12.

1999

The percentage of deficient pavement in Idaho continued to decline, reaching 19.7, well below projections when a concerted investment program began in 1994. From another perspective, 80.3 percent of pavement in Idaho was considered good or fair.
The rate of traffic fatalities on Idaho highways continued to decline, a trend that began in the mid-1980s. The rate, based on one million miles of travel, dropped to 1.9. When ITD’s emphasis began, the rate fluctuated between 3 and 3.5 fatalities per million miles of travel.
ITD invested $3.8 million in the installation of modern, “blunt-end” guardrail in 1999, reducing the risk of serious injuries or deaths.