U.S. Route 66

Before the U.S. Highway System

In 1857, Lt. Edward Fitzgerald Beale of the U.S. Army Corps of Topographical Engineers was directed by the United States Department of War to construct a wagon road along the 35th parallel. The route, later known as Beale's Wagon Road, was intended to improve transportation across the southwestern United States and included experiments with the use of camels as pack animals. Portions of this route were later incorporated into alignments of US 66.^[8]

Before the creation of a nationwide system of numbered highways, long-distance travel in the United States relied on a network of privately marked auto trails. The route that later became US 66 incorporated segments of several of these trails, including the National Old Trails Road, parts of the Ozark Trails system, and, in the Midwest and South, portions of routes such as the Lone Star Route.^[9] These routes were often indirect and inconsistently marked, leading to calls for a standardized national highway system.

Like other early U.S. highways, Route 66 was assembled from existing local, state, and national road networks rather than built as an entirely new road. Its proposed Chicago–Los Angeles alignment gained support because it connected established regional centers along an existing transcontinental corridor.^[10]

Federal involvement in highway development expanded with the Federal Aid Road Act of 1916 and the Federal Aid Highway Act of 1921. In 1925, Congress authorized the creation of a national system of numbered highways, and the American Association of State Highway Officials (AASHO) began developing a uniform plan for route designations.^[11] Businessman Cyrus Avery and others advocated for a Chicago–Los Angeles route, which became US 66 when the system was implemented in 1926.

Birthplace and rise of US 66

Promotion and growth

Following its designation, the U.S. Highway 66 Association was established in 1927 to promote paving, maintenance, and tourism along the route. Led by Cyrus Avery and others, the organization marketed US 66 as a major transcontinental highway and encouraged travel along it.^[15]

Promotional efforts included national advertising campaigns and events such as the 1928 "Bunion Derby", a transcontinental footrace that followed much of the route and attracted national attention.^[16] The association also promoted travel through print advertising, including a 1932 campaign in the Saturday Evening Post encouraging Americans to travel US 66 to the 1932 Summer Olympics in Los Angeles, which generated widespread public interest in the highway.^[16] The organization continued to advocate for businesses and communities along the route until it disbanded in 1976.

Tourism and roadside culture

By the mid-20th century, U.S. Route 66 had become a major corridor for automobile tourism, particularly for travelers heading to destinations in the American Southwest such as the Grand Canyon and the Painted Desert. Increased traffic contributed to the growth of roadside businesses, including motels, restaurants, and service stations, many of which became characteristic of long-distance travel in the United States.^[17]

This growth also led to the development of distinctive roadside architecture and attractions, such as teepee-shaped motels and themed service stations. Notable surviving examples include the U-Drop Inn in Shamrock, Texas, an art deco–style service station and café listed on the National Register of Historic Places.^[18]

The expansion of automobile travel along the route also contributed to the early development of the fast-food industry, including drive-through restaurants and regional chains that catered to motorists.^[17]

Changes in routing

As the highway system developed, U.S. Route 66 underwent numerous realignments to improve safety and efficiency. In Illinois, the route was shifted in 1930 between Springfield and East St. Louis to a more direct alignment, roughly corresponding to present-day Interstate 55.^[19]

Similar changes occurred elsewhere. In Oklahoma, a straighter route completed in 1933 bypassed earlier alignments through smaller towns, while in New Mexico a major realignment in 1937 created a more direct east–west route through Albuquerque, significantly reducing travel time.^[19]

In 1936, the western terminus of US 66 was extended from downtown Los Angeles to Santa Monica, connecting with U.S. Route 101.^[19] The highway was also incorporated into early freeway development; in 1940, the Arroyo Seco Parkway in Los Angeles became part of US 66.

By the 1950s, many segments of US 66 were bypassed by new, higher-speed alignments. In Arizona, for example, the steep and winding route through the Black Mountains near Oatman was replaced in 1953 by a more direct highway between Kingman and Needles, contributing to the decline or abandonment of communities along the older alignment.^[19]

With the construction of the Interstate Highway System in the mid-20th century, sections of US 66 were progressively replaced or rerouted onto new freeways. The reassignment of the route onto interstates, along with restrictions on roadside advertising following the 1965 Highway Beautification Act, contributed to reduced traffic on older alignments and the decline of many businesses that had depended on highway travelers.^[20]

Decline

The decline of U.S. Route 66 began with the passage of the Federal-Aid Highway Act of 1956, which authorized construction of the Interstate Highway System. The new limited-access highways provided faster, more direct routes and gradually replaced older highways such as US 66.^[21]

Even before the Interstate era, sections of US 66 had been widened or realigned to accommodate increasing traffic. In states such as Illinois and Missouri, large portions of the highway were expanded to four lanes and included bypasses around towns, many of which were later incorporated into Interstate routes.

In 1953, one of the first major bypasses occurred with the opening of the Turner Turnpike between Tulsa and Oklahoma City, followed by the Will Rogers Turnpike in 1957. These toll roads paralleled US 66 and diverted traffic away from towns along the original route.

Similar changes occurred across the Southwest. In New Mexico, plans for Interstate 40 encountered resistance from communities concerned about economic impacts, but most towns were eventually bypassed during the 1960s and 1970s. As Interstate construction progressed, traffic increasingly shifted away from US 66.

In several states, local business owners and civic leaders opposed the construction of interstate bypasses, fearing the loss of traffic and revenue. In New Mexico, for example, some communities resisted plans for Interstate 40 to bypass their towns, prompting negotiations over route placement to preserve access to local businesses. Similar concerns were raised elsewhere along US 66 as interstates diverted travelers away from established commercial corridors.^[22]

The decline of roadside businesses was accelerated by the 1965 Highway Beautification Act, which restricted roadside advertising along interstate highways, making it more difficult for travelers to locate businesses on older alignments.^[23]

By the late 1970s, most sections of US 66 had been replaced by Interstate highways. The route was gradually decommissioned, and in 1985 the American Association of State Highway and Transportation Officials officially removed US 66 from the United States Highway System.^[2]

After decertification

Following its decommissioning, segments of former U.S. Route 66 were incorporated into a variety of local, state, and federal road systems. In many urban areas, portions of the route were redesignated as business loops for nearby interstates, while other segments became state highways, local roads, or were abandoned.

Although US 66 no longer exists as a continuous route, substantial portions of its original alignment and later realignments remain in use. Some stretches have been preserved in near-original condition, including narrow early alignments known as "sidewalk highways", which consist of a single paved lane with curbs and gravel shoulders.^[24]

In several states, portions of the former route retain the "66" designation as part of state highway systems, such as State Highway 66 in Oklahoma and State Route 66 in Arizona. Other segments are marked as "Historic Route 66" and maintained for tourism and preservation purposes. Some municipal roads along the old route have also retained the "66" number.^[25][26]

Preservation efforts by local and national organizations have contributed to the continued visibility of Route 66 as a historic transportation corridor.

Revival

Cultural revival and tourism

Since the late 20th century, Route 66 has experienced a revival as a heritage tourism destination, attracting both domestic and international travelers.^[32] Preservation groups have worked to restore historic motels, gas stations, and neon signage associated with mid-20th-century automobile travel.^[33]

Festivals, museums, and local initiatives have contributed to renewed public interest in the route and its cultural significance.

Route 66 is also commemorated in museums and interpretive sites along its former route. Examples include the National Route 66 & Transportation Museum in Elk City, Oklahoma, which covers all eight Route 66 states;^[34] the Oklahoma Route 66 Museum in Clinton, Oklahoma, operated by the Oklahoma Historical Society;^[35] and the Route 66 Association of Illinois Hall of Fame and Museum in Pontiac, Illinois, which houses Route 66 memorabilia and artifacts.^[36] The route is also interpreted by the National Museum of American History in Washington, D.C., in its "America on the Move" exhibition, which highlights the role of highways in American transportation and culture.^[37]

California

US 66 ran for approximately 315 miles (507 km) in California, from the Arizona state line to its western terminus in Santa Monica. The highway passed through San Bernardino, Pasadena, and Los Angeles before reaching the Pacific coast at the intersection of Lincoln and Olympic boulevards.^[41]

Arizona

In Arizona, US 66 covered roughly 401 miles (645 km) and closely paralleled what is now Interstate 40. The route entered near Topock, passed through Kingman, Seligman, and Flagstaff, and continued east toward New Mexico. The town of Williams was the last community on the route to be bypassed by an Interstate highway.^[41]

New Mexico

US 66 covered 380 miles (610 km) in the state and passed through many Indian reservations in the western half of New Mexico.^[42] East of those reservations, the highway passed through Albuquerque, Santa Fe and Las Vegas. As in Arizona, in New Mexico, U.S. 66 paralleled I-40.^[43]

Texas

US 66 covered 178 miles (286 km) in the Texas Panhandle, travelling in an east–west line between Glenrio and Texola.^[44] Adrian, in the western Panhandle, was notable as the midpoint of the route. East of there, the highway passed through Amarillo (famous for the Cadillac Ranch), Conway, Groom and Shamrock.

Oklahoma and Kansas

U.S. Route 66 ran for approximately 376 miles (605 km) across Oklahoma, generally following a west–east alignment that is now paralleled by Interstate 40 in the western part of the state and by State Highway 66 in the central and northeastern regions.^[41] The highway entered the state at Texola and passed through major communities including Elk City, Clinton, Oklahoma City, and Tulsa before continuing toward the Kansas state line.

In Kansas, US 66 covered a short distance of about 13 miles (21 km), passing through Galena, Riverton, and Baxter Springs before entering Missouri.^[41]

Missouri

US 66 covered 292 miles (470 km) in Missouri. Upon entering from Galena, Kansas, the highway passed through Joplin. From there, it passed through Carthage; Springfield, where Red's Giant Hamburg, the world's first drive-thru was located; Lebanon; Waynesville, Devils Elbow; and Rolla before passing through St. Louis.^[45]

Illinois

US 66 covered 301 miles (484 km) in Illinois. It entered Illinois in East St. Louis after crossing the Mississippi River. Near there, it passed by Cahokia Mounds, a UNESCO World Heritage Site. The highway then passed through Hamel, Springfield (passing by the Illinois State Capitol}, Bloomington-Normal, Pontiac and Gardner.^[46] It then entered the Chicago area, originally through Joliet and later through Plainfield. After passing through the suburbs, U.S. 66 entered Chicago itself, where it terminated at Lake Shore Drive^[47] starting in 1938, having originally ended at Michigan Avenue.