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Izgradnja autocesta u SFRJ počinje početkom 1970-ih izgradnjom dionica Zagreb – Karlovac, Vrhnika – Postojna te urbane autoceste u Beogradu. U vremenu od 1970. – 1979. izgrađeno je 413 km autocesta, od toga u Srbiji 131,1 (u njenom užem dijelu), u Sloveniji 109,9, Vojvodini 65,6, Hrvatskoj 62,9 te u Makedoniji 34 km što je bilo znatno ispod prosjeka ostalih europskih zemalja. U sljedećem desetljeću izgrađeno je 542 km autocesta, a od toga u Hrvatskoj 235,5, užoj Srbiji 128,7, Vojvodini 100,6, Sloveniji 48,6 te Makedoniji 29 km. Iako je tzv. Jadranskom orijentacijom bilo predviđeno povezivanje sjevera i juga Hrvatske, aktivnosti su se svodile na tzv. Transjugoslavensku cestu. Prosjek izgradnje cesta u SFRJ za 20 godina iznosio je 48 km godišnje, a u Hrvatskoj je on bio znatno ispod tog prosjeka, 15 km godišnje.[2] Prva hrvatska autocesta bila je Orehovica – Kikovica (otvorena 1971.)[3]
Ideju o povezivanju Splita i Zagreba autocestom 1961. iznosi akademik Josip Roglić, a ona je predviđala najkraću trasu (kojom su se služili Rimljani), koridorom Une i dolinom Butišnice preko Knina, Bihaća i Pisarovine. Urbanistički zavod kotara Split 1962. upućuje studiju javnosti, a krajem 1965. Skupština kotara Split traži od Sabora SRH službeno priznanje inicijative. Sabor SRH je do 1970. u Društveni plan unio stajalište o pripremi ukupne ekonomsko-prometne i tehničke dokumentacija za početak izgradnje autoceste Zagreb – Pisarovina – Bihać – Knin – Split (Narodne novine 30, str. 170, 6. kolovoza 1966., Društveni plan razvoja SRH za razdoblje 1966. – 1970.). U isto vrijeme, zajedno sa Splitom i Osijek i Rijeka su zatražili pripremu gradnje autocesta Rijeka – Zagreb i Zagreb – Slavonski Brod – Beograd. Sabor SRH 5. ožujka 1971. donosi odluku o »Osnovnoj mreži autocesta« u RH, s navedene tri autoceste: Zagreb – Beograd, Zagreb – Rijeka te Zagreb – Split. Istodobno je donio i »Odluku o parcijalnoj realizaciji« te mreže u dužini od po 100 km na svakoj od triju trasa. Osim državnog financiranja, za autocestu Zagreb – Split bio je raspisan i narodni zajam kojim je bilo predviđeno da svaki građanin uplati po jednu mjesečnu plaću, na rok otplate od 5 godina, a nositelji akcije bili su grad Split i tadašnja Investiciono-komercijalna banka Split. Međutim, političkim igrama, novac od zajma nije utrošen za izgradnju autoceste već za pokrivanje tada nepodmirenih obveza banke. Slomom Hrvatskog proljeća, nova vlada SRH početkom 1972. zaustavlja izgradnju autocesta kao i tunela Učka. Političkom odlukom tadašnji Republički fond za ceste od IKB-a uzima sredstva zajma i gradi cestu I. reda Vrlika – Knin – Strmica. Krajem 1977. opet se aktualiziralo pitanje osuvremenjavanja cestovne mreže, pa je u SRH 1978. opet raspisan zajam za provedbu tog programa. Program je forsirao tzv. zagrebački prsten i autocestu prema Beogradu, uz neznatnu izgradnju prema jugu. Zbog inflacije početkom 1980-ih, sredstva zajma se smanjuju, i investitor izgradnje (Republički SIZ za ceste) značajno smanjuje radove, a prioritet ostaje autocesta prema Beogradu iako su radovi i na njoj bitno smanjeni. Povezivanje Zagreba i Splita autocestom je opet odgođeno.[4]
Prostornim planom SR Hrvatske iz 1988. stvari se počinju donekle mijenjati u korist povezivanja svih dijelova Hrvatske te povezivanja s europskom prometnim pravcima. Na tragu tog dokumenta proglašenjem neovisnosti Hrvatske počinju i pripreme za povezivanje sjevera i juga Hrvatske, međutim, glavna briga cestovnih službi za vrijeme Domovinskog rata bila je osiguravanje alternativnih pravaca za prometnice koje su bile okupirane, a to se posebno odnosilo na povezivanje s jugom Hrvatske. Unatoč tome, radovi nisu prestali. Tako su se u vremenu od 1990. do 2000. gradile ili dovršavale mnoge dionice: tzv. snježna dionica prema Rijeci (Oštrovica – Delnice – Kupjak), dionice prema Krapini, dijelovi Istarskog ipsilona, Maslenički most, te tunel Sveti Rok čija je gradnja počela u vrijeme dok je sjeverni dio bio okupiran. U isto vrijeme raspisuju se i mnogi međunarodni natječaji za financiranje i izgradnju, a ključni dokumenti koji su doneseni u Saboru su Strategija prostornog razvoja Republike Hrvatske (1997.) te Strategija prometnog razvitka Republike Hrvatske (1999.). U relativno kratkom vremenu, izgrađen je ili dovršen najveći dio planirane mreže autocesta, a posebno na glavnim koridorima koji presijecaju Hrvatsku. Krajem 2010-ih radovi se usporavaju, tako da je povezivanje krajnjeg juga, tj. autoceste A1 prema Dubrovniku prolongirano. Unatoč tome, svi veći Hrvatski centri danas su povezani mrežom suvremenih autocesta s prometnom mrežom u okruženju.
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The construction of highways in SFRY began in the early 1970s with the construction of the Zagreb - Karlovac, Vrhnika - Postojna sections and the urban highway in Belgrade. Between 1970 and 1979, 413 km of highways were built, of which 131.1 km were in Serbia (in its narrower part), 109.9 km in Slovenia, 65.6 km in Vojvodina, 62.9 km in Croatia, and 34 km in Macedonia, which is was significantly below the average of other European countries. In the following decade, 542 km of highways were built, of which 235.5 km in Croatia, 128.7 km in Serbia proper, 100.6 km in Vojvodina, 48.6 km in Slovenia and 29 km in Macedonia. Although the so-called The Adriatic orientation was intended to connect the north and south of Croatia, the activities were limited to the so-called Trans-Yugoslav road. The average road construction in SFRY for 20 years was 48 km per year, while in Croatia it was significantly below that average, 15 km per year.[2] The first Croatian highway was Orehovica - Kikovica (opened in 1971)[3]
Academician Josip Roglić proposed the idea of connecting Split and Zagreb by highway in 1961, and it envisaged the shortest route (used by the Romans), along the Una corridor and the Butišnica valley via Knin, Bihać and Pisarovina. In 1962, the Urban Institute of the Split District sent the study to the public, and at the end of 1965, the Assembly of the Split District asked the Parliament of SRH for official recognition of the initiative. By 1970, the SRH Parliament included in the Social Plan the position on the preparation of the overall economic, traffic and technical documentation for the start of the construction of the Zagreb - Pisarovina - Bihać - Knin - Split highway (Narodne novine 30, p. 170, August 6, 1966, Social Plan of the development of SRH for the period 1966-1970). At the same time, together with Split, Osijek and Rijeka requested the preparation of the construction of the Rijeka - Zagreb and Zagreb - Slavonski Brod - Belgrade highways. On March 5, 1971, the SRH Parliament passed a decision on the »Basic Motorway Network« in the Republic of Croatia, with the above mentioned three highways: Zagreb - Belgrade, Zagreb - Rijeka and Zagreb - Split. At the same time, he passed the "Decision on the partial realization" of the network in the length of 100 km on each of the three routes. In addition to state funding, a public loan was also announced for the Zagreb-Split highway, which required that each citizen pay one monthly salary, for a repayment term of 5 years, and the holders of the action were the city of Split and the then Investment-Commercial Bank Split. However, through political games, the money from the loan was not used for the construction of the highway, but to cover the outstanding liabilities of the bank at the time. With the collapse of the Croatian Spring, the new government of SRH stopped the construction of highways and the Učka tunnel at the beginning of 1972. By a political decision, the then Republic Road Fund takes loan funds from IKB and builds the first grade road Vrlika - Knin - Strmica. At the end of 1977, the issue of modernizing the road network became relevant again, so in SRH in 1978, a loan was again announced for the implementation of that program. The program forced the so-called the Zagreb ring road and the highway towards Belgrade, with minor construction to the south. Due to inflation in the early 1980s, the loan funds were reduced, and the construction investor (Republički SIZ za ceste) significantly reduced the works, and the priority remained the highway to Belgrade, although the works on it were also significantly reduced. Connecting Zagreb and Split by highway has been postponed again.[4]
With the Spatial Plan of the Republic of Croatia from 1988, things began to change somewhat in favor of connecting all parts of Croatia and connecting them with European transport routes. On the trail of that document, with the declaration of Croatia's independence, preparations began to connect the north and south of Croatia, however, the main concern of the road services during the Homeland War was the provision of alternative routes for the roads that were occupied, and this especially related to the connection with the south of Croatia. Despite this, the work did not stop. Thus, in the period from 1990 to 2000, many sections were built or completed: the so-called the snowy section towards Rijeka (Oštrovica – Delnice – Kupjak), sections towards Krapina, parts of the Istrian upsilon, the Maslenički bridge, and the Sveti Rok tunnel, the construction of which began when the northern part was occupied. At the same time, many international tenders for financing and construction are announced, and the key documents adopted in the Parliament are the Spatial Development Strategy of the Republic of Croatia (1997) and the Transport Development Strategy of the Republic of Croatia (1999). In a relatively short time, the largest part of the planned highway network was built or completed, especially on the main corridors that cross Croatia. At the end of the 2010s, the works slowed down, so the connection of the extreme south, i.e. the A1 highway towards Dubrovnik, was prolonged. Despite this, all major Croatian centers are today connected by a network of modern highways to the traffic network in the surrounding area.