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Sunday, May 10, 2020

Cahokia

From Wikipedia, the free encyclopedia

Cahokia Mounds State Historic Site
Monks Mound in July.JPG
Monks Mound, the largest earthen structure at Cahokia (for scale, an adult is standing on top)
Map showing the location of Cahokia Mounds State Historic Site
Map showing the location of Cahokia Mounds State Historic Site
LocationSt. Clair County, Illinois, U.S.
Nearest cityCollinsville, Illinois
Coordinates38°39′14″N 90°3′52″WCoordinates: 38°39′14″N 90°3′52″W
Area2,200 acres (8.9 km2)
Governing bodyIllinois Historic Preservation Agency

Official nameCahokia Mounds State Historic Site
TypeCultural
Criteriaiii, iv
Designated1982 (6th session)
Reference no.198
State PartyUnited States
RegionEurope and North America
Official nameCahokia Mounds
DesignatedOctober 15, 1966
Reference no.66000899
Official nameCahokia Mounds
DesignatedJuly 19, 1964

The Cahokia Mounds State Historic Site /kəˈhkiə/ (11 MS 2) is the site of a pre-Columbian Native American city (which existed circa 1050–1350 CE) directly across the Mississippi River from modern St. Louis, Missouri. This historic park lies in western Illinois between East St. Louis and Collinsville. The park covers 2,200 acres (890 ha), or about 3.5 square miles (9 km2), and contains about 80 mounds, but the ancient city was much larger. At its apex around 1100 CE, Cahokia covered about 6 square miles (16 km2) and included about 120 manmade earthen mounds in a wide range of sizes, shapes, and functions. In population, it may have briefly exceeded contemporaneous London.

Cahokia was the largest and most influential urban settlement of the Mississippian culture, which developed advanced societies across much of what is now the central and southeastern United States, beginning more than 1,000 years before European contact. Today, Cahokia Mounds is considered the largest and most complex archaeological site north of the great pre-Columbian cities in Mexico.

Cahokia Mounds is a National Historic Landmark and a designated site for state protection. It is also one of the 24 UNESCO World Heritage Sites within the United States. The largest prehistoric earthen construction in the Americas north of Mexico, the site is open to the public and administered by the Illinois Historic Preservation Division and supported by the Cahokia Mounds Museum Society. In celebration of the 2018 Illinois Bicentennial, the Cahokia Mounds were selected as one of the Illinois 200 Great Places by the American Institute of Architects Illinois component (AIA Illinois) and was recognized by USA Today Travel magazine, as one of AIA Illinois's selections for Illinois 25 Must See Places.

History

Development

A map showing approximate areas of various Mississippian and related cultures. Cahokia is located near the center of this map in the upper part of the Middle Mississippi area.

Although some evidence exists of occupation during the Late Archaic period (around 1200 BCE) in and around the site, Cahokia as it is now defined was settled around 600 CE during the Late Woodland period. Mound building at this location began with the emergent Mississippian cultural period, about the 9th century CE. The inhabitants left no written records beyond symbols on pottery, shell, copper, wood, and stone, but the elaborately planned community, woodhenge, mounds, and burials reveal a complex and sophisticated society.

The city's complex construction of earthen mounds required excavation, movement by hand using woven baskets, and construction involving 55 million cubic feet of earth, much of which was accomplished over a matter of just decades. Its highly planned ceremonial plazas sited around the mounds with homes for thousands connected by laid out pathways and courtyards suggest the location served as a central religious pilgrimage city.

The city's original name is unknown. The mounds were later named after the Cahokia tribe, a historic Illiniwek people living in the area when the first French explorers arrived in the 17th century. As this was centuries after Cahokia was abandoned by its original inhabitants, the Cahokia tribe was not necessarily descended from the earlier Mississippian-era people. Most likely, multiple indigenous ethnic groups settled in the Cahokia Mounds area during the time of the city's apex.

Historian Daniel Richter notes that the apex of the city occurred during the Medieval Warming Period. This period appears to have fostered an agricultural revolution in upper North America, as the three-fold crops of maize, beans (legumes), and gourds (squash) were developed and adapted or bred to the temperate climates of the north from their origins in Mesoamerica. Richter also notes that Cahokia's advanced development coincided with the development in the Southwest of the Chaco Canyon society, which also produced large-scale works in an apparent socially stratified society. The decline of the city coincides with the Little Ice Age, although by then, the three-fold agriculture remained well-established throughout temperate North America.

Rise and peak (13th century)

Cahokia became the most important center for the people known today as Mississippians. Their settlements ranged across what is now the Midwest, Eastern, and Southeastern United States. Cahokia was located in a strategic position near the confluence of the Mississippi, Missouri, and Illinois Rivers. It maintained trade links with communities as far away as the Great Lakes to the north and the Gulf Coast to the south, trading in such exotic items as copper, Mill Creek chert, and whelk shells.

Artists recreation of central Cahokia. Cahokia's east-west baseline transects the Woodhenge, Monk's Mound, and several other large mounds
 
Mill Creek chert, most notably, was used in the production of hoes, a high demand tool for farmers around Cahokia and other Mississippian centers. Cahokia's control of the manufacture and distribution of these hand tools was an important economic activity that allowed the city to thrive. Mississippian culture pottery and stone tools in the Cahokian style were found at the Silvernale site near Red Wing, Minnesota, and materials and trade goods from Pennsylvania, the Gulf Coast and Lake Superior have been excavated at Cahokia. Bartering, not money, was used in trade.

At the high point of its development, Cahokia was the largest urban center north of the great Mesoamerican cities in Mexico and Central America. Although it was home to only about 1,000 people before circa 1050, its population grew rapidly after that date. According to a 2007 study in Quaternary Science Reviews, "Between AD 1050 and 1100, Cahokia's population increased from between 1,400 and 2,800 people to between 10,200 and 15,300 people". an estimate that applies only to a 1.8-square-kilometre (0.69 sq mi) high density central occupation area. Archaeologists estimate the city's population at between 6,000 and 40,000 at its peak, with more people living in outlying farming villages that supplied the main urban center. In the early 21st century, new residential areas were found to the west of Cahokia as a result of archeological excavations, increasing estimates of area population.[23] If the highest population estimates are correct, Cahokia was larger than any subsequent city in the United States until the 1780s, when Philadelphia's population grew beyond 40,000.[24] Moreover, according to some population estimates, the population of 13th-century Cahokia was equal to or larger than the population of 13th-century London.

One of the major problems that large centers like Cahokia faced was keeping a steady supply of food. A related problem was waste disposal for the dense population, and Cahokia became unhealthy from polluted waterways. Because it was such an unhealthy place to live, Snow believes that the town had to rely on social and political attractions to bring in a steady supply of new immigrants; otherwise, the town's death rate would have caused it to be abandoned earlier.

Decline

Mississippian period showing the multiple layers of mound construction, mound structures such as temples or mortuaries, ramps with log stairs, and prior structures under later layers, multiple terraces, and intrusive burials
 
The population of Cahokia began to decline during the 13th century, and the site was eventually abandoned around 1300. The area around it was not reoccupied by indigenous tribes until around 1350. Scholars have proposed environmental factors, such as overhunting, deforestation, and flooding, as explanations for abandonment of the site.

Another possible cause is invasion by outside peoples, though the only evidence of warfare found are the defensive wooden stockade and watchtowers that enclosed Cahokia's main ceremonial precinct. There is no other evidence for warfare, so the palisade may have been more for ritual or formal separation than for military purposes. Diseases transmitted among the large, dense urban population are another possible cause of decline. Many theories since the late 20th century propose conquest-induced political collapse as the primary reason for Cahokia's abandonment.

Together with these factors, researchers found evidence in 2015 of major floods at Cahokia, so severe as to flood dwelling places. Analysis of sediment from beneath Horseshoe Lake has revealed that two major floods occurred in the period of settlement at Cahokia, in roughly 1100–1260 and 1340–1460.

Notable features

The original site contained 120 earthen mounds over an area of 6 square miles (16 km2), of which 80 remain today. To achieve that, thousands of workers over decades moved more than an estimated 55 million cubic feet [1,600,000 m3] of earth in woven baskets to create this network of mounds and community plazas. Monks Mound, for example, covers 14 acres (5.7 ha), rises 100 ft (30 m), and was topped by a massive 5,000 sq ft (460 m2) building another 50 ft (15 m) high.

Monks Mound

An 1882 illustration of Monks Mound showing it with fanciful proportions
 
Incised sandstone tablet of a Birdman found in 1971 during excavations into the east side of Monks Mound
 
Monks Mound is the largest structure and central focus of the city: a massive platform mound with four terraces, 10 stories tall, it is the largest man-made earthen mound north of Mexico. Facing south, it is 100 ft (30 m) high, 951 ft (290 m) long, 836 ft (255 m) wide and covers 13.8 acres (5.6 ha). It contains about 814,000 cu yd (622,000 m3) of earth. The mound was built higher and wider over the course of several centuries, through as many as 10 separate construction episodes, as the mound was built taller and the terraces and apron were added.

Monks Mounds was named for the community of Trappist monks who resided there for a short time, after Euroamericans settled in the area. Excavation on the top of Monks Mound has revealed evidence of a large building, likely a temple or the residence of the paramount chief, which would have been seen throughout the city. This building was about 105 ft (32 m) long and 48 feet (15 m) wide, and could have been as much as 50 ft (15 m) high. It was about 5,000 sq ft (460 m2). 

The east and northwest sides of Monks Mound were twice excavated in August 2007 during an attempt to avoid erosion due to slumping. These areas were repaired to preserve the mound.

Urban landscape

Early in its history, Cahokia underwent a massive construction boom. Along with the early phase of Monks Mound, an overarching urban layout was established at the site. It was built with a symbolic quadripartite worldview and oriented toward the four cardinal directions with the main east-west and north-south axes defined with Monks Mound near its center point. Four large plazas were established to the east, west, north, and south of Monks Mound.

To the south of Monks Mound is the Grand Plaza, a large area that covered roughly 50 acres (20 ha) and measured over 1,600 ft (490 m) in length by over 900 ft (270 m) in width. Researchers originally thought the flat, open terrain in this area reflected Cahokia's location on the Mississippi's alluvial flood plain, but instead soil studies have shown that the landscape was originally undulating ridge and swale topography. In one of the earliest large-scale construction projects, the site had been expertly and deliberately leveled and filled by the city's inhabitants. It is part of the sophisticated engineering displayed throughout the site. It was used for large ceremonies and gatherings, as well as for ritual games, such as chunkey. The game was played by rolling a disc-shaped chunky stone across the field. The men would throw spears where they thought the chunky stone would land. The game required a great deal of judgment and aim.

The major ceremonial north-south 'axis' connects the main precinct with the large ridgetop mortuary mound to its south now known as the Rattlesnake Mound (Mound 66). The feature, named the Rattlesnake Causeway by archaeologists, was an elevated embankment about 18 metres (59 ft) wide, roughly 800 metres (2,600 ft) in length and varies in height from 0.5 metres (1.6 ft) to almost 1.3 metres (4.3 ft) as it traverses a low swampy area to the south of the Grand Plaza. It is aligned 5° east of north, a direction thought to mimic the maximum southern moon rise of 5° west of north, albeit in reverse. This is thought to have had symbolic associations to the builders in connection with their lunar maize goddess of the underworld. This is further strengthened by its close proximity to the ridgetop mortuary Mound 72, the underworld connotations of the low water-filled area the causeway traversed, and its terminus at the mortuary complex at the Rattlesnake Mound. The causeway itself may have been seen as a symbolic "Path of Souls".

The high-status central district of Cahokia was surrounded by a 2-mi-long palisade that was equipped with protective bastions. A later addition to the site, when the palisade was constructed, it cut through and separated some pre-existing neighborhoods. Archaeologists found evidence of the stockade during excavation of the area and indications that it was rebuilt several times. Its bastions showed that it was mainly built for defensive purposes.

Beyond Monks Mound, as many as 120 more mounds stood at varying distances from the city center. To date, 109 mounds have been located, 68 of which are in the park area. The mounds are divided into three different types: platform, conical, and ridge-top. Each appeared to have had its own meaning and function. In general terms, the city center seems to have been laid out in a diamond-shaped pattern about 1 mi (1.6 km) from end to end, while the entire city is 5 mi (8.0 km) across from east to west.

Mound 72

Mound 72

During excavation of Mound 72, a ridge-top burial mound south of main urban precinct, archaeologists found the remains of a man in his 40s who was probably an important Cahokian ruler. The man was buried on a bed of more than 20,000 marine-shell disc beads arranged in the shape of a falcon, with the bird's head appearing beneath and beside the man's head, and its wings and tail beneath his arms and legs

The falcon warrior or "birdman" is a common motif in Mississippian culture. This burial clearly had powerful iconographic significance. In addition, a cache of sophisticated, finely worked arrowheads in a variety of different styles and materials was found near the grave of this important man. Separated into four types, each from a different geographical region, the arrowheads demonstrated Cahokia's extensive trade links in North America.

Archeologists recovered more than 250 other skeletons from Mound 72. Scholars believe almost 62% of these were sacrificial victims, based on signs of ritual execution, method of burial, and other factors. The skeletons include:
  • Four young males, missing their hands and skulls
  • A mass grave of more than 50 women around 21 years old, with the bodies arranged in two layers separated by matting
  • A mass burial containing 40 men and women who appear to have been violently killed, some of these may have been buried alive: "From the vertical position of some of the fingers, which appear to have been digging in the sand, it is apparent that not all of the victims were dead when they were interred – that some had been trying to pull themselves out of the mass of bodies."
The relationship of these burials to the central burial is unclear. They were unlikely to have all deposited at the same time. Wood in several parts of the mound has been radiocarbon-dated to between 950 and 1000 CE. 

Excavations have indicated that Mound 72 was not constructed as a single mound, but rather as a series of smaller mounds. These mounds were reshaped and covered over to give Mound 72 its final ridge-top shape.

Copper workshop

Mississippian culture repoussé copper plates
 
Excavations near Mound 34 from 2002 to 2010 revealed a copper workshop. This unique find was originally discovered in the 1950s by archaeologist Gregory Perino, but its exact location was lost for 60 years. It is the only known copper workshop to be found at a Mississippian culture site. The area contains the remains of three tree stumps thought to have been used to hold anvil stones. Analysis of copper found during excavations showed that it had been annealed, a technique involving repeatedly heating and cooling the metal as it is worked, as blacksmiths do with iron.

Artisans produced religious items, such as long-nosed god maskettes, ceremonial earrings with a symbolic shape, thought to have been used in fictive kinship rituals. Many of the stylistically related Mississippian copper plates, such as the Wulfing cache from southeastern Missouri, some of the Etowah plates from Georgia, and many of the Spiro plates from Oklahoma, are associated with the Greater Braden style and are thought to have been made in Cahokia in the 13th century.

Cahokia Woodhenge

View of the reconstructed Woodhenge III and its alignment with the equinox pole and Monks Mound .5 miles (0.80 km) away
 
The Cahokia Woodhenge was a series of large timber circles located roughly 850 m (2,790 ft) to the west of Monks Mound. They are thought to have been constructed between 900 and 1100 CE, with each one being larger and having 12 more posts than its predecessor. The site was discovered during salvage archaeology undertaken by Dr. Warren Wittry in the early 1960s interstate highway construction boom. Although the majority of the site contained village house features, a number of unusually shaped, large post holes were also discovered. When the holes were plotted out, they formed several arcs of equally spaced holes. Detailed analytical work supported the hypothesis that the placement of these posts was by design, and Wittry hypothesized that the arcs could be whole circles. He began referring to the circles as "woodhenges", comparing the structures to England's well-known circles at Woodhenge and Stonehenge.

Additional excavations in the 1960s–1980s used predictions based on verified posthole locations and spacing to locate other postholes and confirm the existence of five separate timber circles in the general vicinity. The circles are now designated Woodhenges I through V in Roman numerals. In 1985, a reconstruction of Woodhenge III was built with the posts being placed into the original excavated post positions. The circle, which has 48 posts in the circle and a 49th central post, has been used to investigate archaeoastronomy at Cahokia. The Illinois Historic Preservation Division that oversees the Cahokia site hosts public sunrise observations at the vernal and autumnal equinoxes and the winter and summer solstices. Out of respect for Native American beliefs, these events do not feature ceremonies or rituals of any kind.

Related mounds

Until the 19th century, a series of similar mounds existed in what is now the city of St. Louis, some 20 km (12 mi) to the southwest of the Cahokia site. Most of these mounds were leveled throughout the construction of St. Louis, as their material was reused in construction projects.

The lone survivor of these mounds is Sugarloaf Mound, which is located on the west bank of the Mississippi. It marked the initial border between St. Louis and the once autonomous city of Carondelet.

Cahokia Museum and Interpretive Center

Museum and Interpretive Center
 
The Cahokia Museum and Interpretive Center, which receives up to a million visitors a year, was designed by AAIC Inc. The building, which opened in 1989, received the Thomas H. Madigan Award, the St. Louis Construction News & Reviews Readers Choice Award, the Merit Award from the Metal Construction Association, and the Outstanding Achievement Award from the Brick Manufacturer Association.

Designations

Cahokia Mounds was first protected by the state of Illinois in 1923 when its legislature authorized purchase of a state park. Later designation as a state historic site offered additional protection, but the site came under significant threat from the federal highway building program in the 1950s. The highway program reduced the site's integrity; however, it increased funding for emergency archeological investigations. These investigations became intensive, and today continue, and have led to the present understanding of the significance of the site. The site was designated a National Historic Landmark on July 19, 1964, and listed on the National Register of Historic Places on October 15, 1966.

In 1982, UNESCO (the United Nations Educational, Scientific and Cultural Organization) designated the site a World Heritage Site. This is the only such self-contained site in Illinois and among only 24 World Heritage Sites in the United States. State Senator Evelyn M. Bowles wrote about the Cahokia Mounds site:
Through the years my friends and I made occasional Sunday afternoon trips to the Mounds. When I became the State Senator, it afforded me the opportunity to secure funds for the acquisition of additional acreage in which there are smaller Mounds. Many of these have contained additional artifacts." The designation has helped protect the property and attract funds to conduct research on this significant civilization.

U.S. Route 66

From Wikipedia, the free encyclopedia

Route information
Length2,448 mi (3,940 km)
ExistedNovember 26, 1926–June 26, 1985
Tourist
routes
Historic Route 66
Major intersections (in 1947)
West end
US 101 Alt. in Santa Monica, Cal.
 
East end US 41 / US 54 in Chicago, Ill.
Location
StatesCalifornia, Arizona, New Mexico, Texas, Oklahoma, Kansas, Missouri, Illinois

U.S. Route 66 or U.S. Highway 66 (US 66 or Route 66), also known as the Will Rogers Highway, the Main Street of America or the Mother Road, was one of the original highways in the U.S. Highway System. US 66 was established on November 11, 1926, with road signs erected the following year. The highway, which became one of the most famous roads in the United States, originally ran from Chicago, Illinois, through Missouri, Kansas, Oklahoma, Texas, New Mexico, and Arizona before ending in Santa Monica in Los Angeles County, California, covering a total of 2,448 miles (3,940 km). It was recognized in popular culture by both the hit song "(Get Your Kicks on) Route 66" and the Route 66 television series, which aired on CBS from 1960 to 1964. In John Steinbeck's classic American novel, The Grapes of Wrath (1939), the road "Highway 66" symbolized escape and loss.

US 66 served as a primary route for those who migrated west, especially during the Dust Bowl of the 1930s, and the road supported the economies of the communities through which it passed. People doing business along the route became prosperous due to the growing popularity of the highway, and those same people later fought to keep the highway alive in the face of the growing threat of being bypassed by the new Interstate Highway System.




US 66 underwent many improvements and realignments over its lifetime, but was officially removed from the United States Highway System in 1985 after it had been replaced in its entirety by segments of the Interstate Highway System. Portions of the road that passed through Illinois, Missouri, New Mexico, and Arizona have been communally designated a National Scenic Byway by the name "Historic Route 66", returning the name to some maps. Several states have adopted significant bypassed sections of the former US 66 into their state road networks as State Route 66. The corridor is also being redeveloped into U.S. Bicycle Route 66, a part of the United States Bicycle Route System that was developed in the 2010s.

History

Before the U.S. Highway System


mi km
California 314 505
Arizona 401 645
New Mexico 487 784
Texas 186 299
Oklahoma 432 695
Kansas 13 21
Missouri 317 510
Illinois 301 484
Total 2,448 3,940


A remnant of an original state right-of-way marker serves as a reminder of the early days of the road's construction. This was part of the 1927 construction of US 66.
 
In 1857, Lt. Edward Fitzgerald Beale, a naval officer in the service of the U.S. Army Corps of Topographical Engineers, was ordered by the War Department to build a government-funded wagon road along the 35th Parallel. His secondary orders were to test the feasibility of the use of camels as pack animals in the southwestern desert. This road became part of US 66.

Parts of the original Route 66 from 1913, prior to its official naming and commissioning, can still be seen north of the Cajon Pass. The paved road becomes a dirt road, south of Cajon, which was also the original Route 66.

Before a nationwide network of numbered highways was adopted by the states, what were named auto trails were marked by private organizations. The route that would become US 66 was covered by three highways. The Lone Star Route passed through St. Louis on its way from Chicago to Cameron, Louisiana, though US 66 would take a shorter route through Bloomington rather than Peoria. The transcontinental National Old Trails Road led via St. Louis to Los Angeles, but was not followed until New Mexico; instead, US 66 used one of the main routes of the Ozark Trails system, which ended at the National Old Trails Road just south of Las Vegas, New Mexico. Again, a shorter route was taken, here following the Postal Highway between Oklahoma City and Amarillo. Finally, the National Old Trails Road became the rest of the route to Los Angeles.

While legislation for public highways first appeared in 1916, with revisions in 1921, until Congress enacted an even more comprehensive version of the act in 1925, the government had not executed its plan for national highway construction. The original inspiration for a roadway between Chicago and Los Angeles was planned by entrepreneurs Cyrus Avery of Tulsa, Oklahoma, and John Woodruff of Springfield, Missouri. The pair lobbied the American Association of State Highway Officials (AASHO) for the creation of a route following the 1925 plans.

From the outset, public road planners intended US 66 to connect the main streets of rural and urban communities along its course for the most practical of reasons: most small towns had no prior access to a major national thoroughfare.

Birthplace and rise of US 66

The route sign from 1926 to 1948
 
Modern 'historic' signage in Chicago
 
The numerical designation 66 was assigned to the Chicago-to-Los Angeles route on April 30, 1926, in Springfield, Missouri. A placard in Park Central Square was dedicated to the city by the Route 66 Association of Missouri, and traces of the "Mother Road" are still visible in downtown Springfield along Kearney Street, Glenstone Avenue, College, and St. Louis streets and on Route 266 to Halltown, Missouri.

Championed by Avery when the first talks about a national highway system began, US 66 was first signed into law in 1927 as one of the original U.S. Highways, although it was not completely paved until 1938. Avery was adamant that the highway have a round number and had proposed number 60 to identify it. A controversy erupted over the number 60, largely from delegates from Kentucky who wanted a Virginia Beach–Los Angeles highway to be US 60 and US 62 between Chicago and Springfield, Missouri. Arguments and counterarguments continued throughout February, including a proposal to split the proposed route through Kentucky into Route 60 North (to Chicago) and Route 60 South (to Newport News). The final conclusion was to have US 60 run between Virginia Beach, Virginia, and Springfield, Missouri, and the Chicago–L.A. route be US 62. Avery and highway engineer John Page settled on "66," which was unassigned, despite the fact that in its entirety, US 66 was north of US 60.

The state of Missouri released its 1926 state highway map with the highway labeled as US 60.

After the new federal highway system was officially created, Cyrus Avery called for the establishment of the U.S. Highway 66 Association to promote the complete paving of the highway from end to end and to promote travel down the highway. In 1927, in Tulsa, the association was officially established with John T. Woodruff of Springfield, Missouri, elected the first president. In 1928, the association made its first attempt at publicity, the "Bunion Derby," a footrace from Los Angeles to New York City, of which the path from Los Angeles to Chicago would be on US 66. The publicity worked: several dignitaries, including Will Rogers, greeted the runners at certain points on the route. The race ended in Madison Square Garden, where the $25,000 first prize (equal to $372,238 in 2019) was awarded to Andy Hartley Payne, a Cherokee runner from Oklahoma. The U.S. Highway 66 Association also placed its first advertisement in the July 16, 1932, issue of the Saturday Evening Post. The ad invited Americans to take US 66 to the 1932 Summer Olympics in Los Angeles. A U.S. Highway 66 Association office in Oklahoma received hundreds of requests for information after the ad was published. The association went on to serve as a voice for businesses along the highway until it disbanded in 1976.

Traffic grew on the highway because of the geography through which it passed. Much of the highway was essentially flat and this made the highway a popular truck route. The Dust Bowl of the 1930s saw many farming families, mainly from Oklahoma, Arkansas, Kansas, and Texas, heading west for agricultural jobs in California. US 66 became the main road of travel for these people, often derogatorily called "Okies" or "Arkies". During the Depression, it gave some relief to communities located on the highway. The route passed through numerous small towns and, with the growing traffic on the highway, helped create the rise of mom-and-pop businesses, such as service stations, restaurants, and motor courts, all readily accessible to passing motorists.

The Chain of Rocks Bridge across the Mississippi River was built to carry the growing traffic of US 66 around the city of St. Louis
 
Restored Magnolia gasoline station museum on Route 66 in Shamrock in Wheeler County, TX

Much of the early highway, like all the other early highways, was gravel or graded dirt. Due to the efforts of the U.S. Highway 66 Association, US 66 became the first highway to be completely paved in 1938. Several places were dangerous: more than one part of the highway was nicknamed "Bloody 66" and gradually work was done to realign these segments to remove dangerous curves. However, one section through the Black Mountains outside Oatman, Arizona, was fraught with hairpin turns and was the steepest along the entire route, so much so that some early travelers, too frightened at the prospect of driving such a potentially dangerous road, hired locals to navigate the winding grade. The section remained as US 66 until 1953 and is still open to traffic today as the Oatman Highway. Despite such hazards in some areas, US 66 continued to be a popular route.

Notable buildings include the art deco–styled U-Drop Inn, constructed in 1936 in Shamrock, in Wheeler County east of Amarillo, Texas, listed on the National Register of Historic Places. A restored Magnolia fuel station is also located in Shamrock as well as Vega, in Oldham County, west of Amarillo.

During World War II, more migration west occurred because of war-related industries in California. US 66, already popular and fully paved, became one of the main routes and also served for moving military equipment. Fort Leonard Wood in Missouri was located near the highway, which was locally upgraded quickly to a divided highway to help with military traffic. When Richard Feynman was working on the Manhattan Project at Los Alamos, he used to travel nearly 100 miles (160 km) to visit his wife, who was dying of tuberculosis, in a sanatorium located on US 66 in Albuquerque.

In the 1950s, US 66 became the main highway for vacationers heading to Los Angeles. The road passed through the Painted Desert and near the Grand Canyon. Meteor Crater in Arizona was another popular stop. This sharp increase in tourism in turn gave rise to a burgeoning trade in all manner of roadside attractions, including teepee-shaped motels, frozen custard stands, Indian curio shops, and reptile farms. Meramec Caverns near St. Louis, began advertising on barns, billing itself as the "Jesse James hideout". The Big Texan advertised a free 72-ounce (2.0 kg) steak dinner to anyone who could consume the entire meal in one hour. It also marked the birth of the fast-food industry: Red's Giant Hamburg in Springfield, Missouri, site of the first drive-through restaurant, and the first McDonald's in San Bernardino, California. Changes like these to the landscape further cemented 66's reputation as a near-perfect microcosm of the culture of America, now linked by the automobile.

Changes in routing

Modern-day sign in New Mexico, along a section of Route 66 named a National Scenic Byway

Many sections of US 66 underwent major realignments.

In 1930, between the Illinois cities of Springfield and East St. Louis, US 66 was shifted farther east to what is now roughly Interstate 55 (I-55). The original alignment followed the current Illinois Route 4 (IL 4).

From downtown St. Louis to Gray Summit, Missouri, US 66 originally went down Market Street and Manchester Road, which is largely Route 100. In 1932, this route was changed and the original alignment was never viewed as anything more than temporary. The planned route was down Watson Road, which is now Route 366 but Watson Road had not been completed yet.

In Oklahoma, from west of El Reno to Bridgeport, US 66 turned north to Calumet and then west to Geary, then southwest across the South Canadian River over a suspension toll bridge into Bridgeport. In 1933, a straighter cut-off route was completed from west of El Reno to one mile (1.6 km) south of Bridgeport, crossing over a 38-span steel pony truss bridge over the South Canadian River, bypassing Calumet and Geary by several miles.

From west of Santa Rosa, New Mexico, to north of Los Lunas, New Mexico, the road originally turned north from current I-40 along much of what is now US 84 to near Las Vegas, New Mexico, followed (roughly) I-25—then the decertified US 85 through Santa Fe and Albuquerque to Los Lunas and then turned northwest along the present New Mexico State Road 6 (NM 6) alignment to a point near Laguna. In 1937, a straight-line route was completed from west of Santa Rosa through Moriarty and east–west through Albuquerque and west to Laguna. This newer routing saved travelers as much as four hours of travel through New Mexico. According to legend, the rerouting was done at the behest of Democratic Governor Arthur T. Hannett to punish the Republican Santa Fe Ring, which had long dominated New Mexico out of Santa Fe.

In 1940, the first freeway in Los Angeles was incorporated into US 66; this was the Arroyo Seco Parkway, later known as the Pasadena Freeway; now again known as Arroyo Seco Parkway.

Route 66 between Oatman and Kingman
 
In 1953, the Oatman Highway through the Black Mountains was completely bypassed by a new route between Kingman, Arizona, and Needles, California; by the 1960s, Oatman, Arizona, was virtually abandoned as a ghost town.

Since the 1950s, as Interstates were being constructed, sections of US 66 not only saw the traffic drain to them, but often the route number itself was moved to the faster means of travel. In some cases, such as to the east of St. Louis, this was done as soon as the Interstate was finished to the next exit. The displacement of US 66 signage to the new freeways, combined with restrictions in the 1965 Highway Beautification Act that often denied merchants on the old road access to signage on the freeway, became factors in the closure of many established US 66 businesses as travelers could no longer easily find or reach them.

In 1936, US 66 was extended from downtown Los Angeles to Santa Monica to end at US 101 Alt., today the intersection of Olympic and Lincoln Boulevards. Even though there is a plaque dedicating US 66 as the Will Rogers Highway placed at the intersection of Ocean Boulevard and Santa Monica Boulevard, the highway never terminated there.

US 66 was rerouted around several larger cities via bypass or beltline routes to permit travelers to avoid city traffic congestion. Some of those cities included Springfield, Illinois; St. Louis, Missouri; Rolla, Missouri; Springfield, Missouri; Joplin, Missouri; and Oklahoma City, Oklahoma. The route was also a foundation for many chain stores back in the 1920s, sprouting up next to it to increase business and sales.

Decline

Abandoned, fire-damaged Whiting Brothers gas station. All along the route, preservation efforts are under way to preserve original buildings such as this.
 
An abandoned early US 66 alignment in central Illinois, 2006
 
The ghost town of Two Guns, Arizona, once featured a zoo, gift shop, restaurant, campground, gas station, and "death cave".
 
The beginning of the decline for US 66 came in 1956 with the signing of the Interstate Highway Act by President Dwight D. Eisenhower who was influenced by his experiences in 1919 as a young Army officer crossing the country in a truck convoy (following the route of the Lincoln Highway), and his appreciation of the autobahn network as a necessary component of a national defense system.

During its nearly 60-year existence, US 66 was under constant change. As highway engineering became more sophisticated, engineers constantly sought more direct routes between cities and towns. Increased traffic led to a number of major and minor realignments of US 66 through the years, particularly in the years immediately following World War II when Illinois began widening US 66 to four lanes through virtually the entire state from Chicago to the Mississippi River just east of St. Louis, and included bypasses around virtually all of the towns. By the early to mid-1950s, Missouri also upgraded its sections of US 66 to four lanes complete with bypasses. Most of the newer four-lane 66 paving in both states was upgraded to freeway status in later years.

One of the remnants of US 66 is the highway now known as Veterans Parkway, east and south of Normal, Illinois, and Bloomington, Illinois. The two sweeping curves on the southeast and southwest of the cities originally were intended to easily handle traffic at speeds up to 100 miles per hour (160 km/h), as part of an effort to make Illinois 66 an Autobahn equivalent for military transport.

In 1953, the first major bypassing of US 66 occurred in Oklahoma with the opening of the Turner Turnpike between Tulsa and Oklahoma City. The new 88-mile (142 km) toll road paralleled US 66 for its entire length and bypassed each of the towns along 66. The Turner Turnpike was joined in 1957 by the new Will Rogers Turnpike, which connected Tulsa with the Oklahoma-Missouri border west of Joplin, Missouri, again paralleling US 66 and bypassing the towns in northeastern Oklahoma in addition to its entire stretch through Kansas. Both Oklahoma turnpikes were soon designated as I-44, along with the US 66 bypass at Tulsa that connected the city with both turnpikes.




In some cases, such as many areas in Illinois, the new Interstate Highway not only paralleled the old US 66, it actually used much of the same roadway. A typical approach was to build one new set of lanes, then move one direction of traffic to it, while retaining the original road for traffic flowing in the opposite direction. Then a second set of lanes for traffic flowing in the other direction would be constructed, finally followed by abandoning the other old set of lanes or converting them into a frontage road


The same scenario was used in western Oklahoma when US 66 was initially upgraded to a four-lane highway such as from Sayre through Erick to the Texas border at Texola in 1957 and 1958 where the old paving was retained for westbound traffic and a new parallel lane built for eastbound traffic (much of this section was entirely bypassed by I-40 in 1975), and on two other sections; from Canute to Elk City in 1959 and Hydro to Weatherford in 1960, both of which were upgraded with the construction of a new westbound lane in 1966 to bring the highway up to full interstate standards and demoting the old US 66 paving to frontage road status. In the initial process of constructing I-40 across western Oklahoma, the state also included projects to upgrade the through routes in El Reno, Weatherford, Clinton, Canute, Elk City, Sayre, Erick, and Texola to four-lane highways not only to provide seamless transitions from the rural sections of I-40 from both ends of town but also to provide easy access to those cities in later years after the I-40 bypasses were completed.

The leaning water tower, east of Groom, TX, along I-40 (old US 66)
 
In New Mexico, as in most other states, rural sections of I-40 were to be constructed first with bypasses around cities to come later. However, some business and civic leaders in cities along US 66 were completely opposed to bypassing fearing loss of business and tax revenues. In 1963, the New Mexico Legislature enacted legislation that banned the construction of interstate bypasses around cities by local request. This legislation was short-lived, however, due to pressures from Washington and threat of loss of federal highway funds so it was rescinded by 1965. In 1964, Tucumcari and San Jon became the first cities in New Mexico to work out an agreement with state and federal officials in determining the locations of their I-40 bypasses as close to their business areas as possible in order to permit easy access for highway travelers to their localities. Other cities soon fell in line including Santa Rosa, Moriarty, Grants and Gallup although it wasn't until well into the 1970s that most of those cities would be bypassed by I-40.

Old Route 66 near Amboy, CA
 
By the late 1960s, most of the rural sections of US 66 had been replaced by I-40 across New Mexico with the most notable exception being the 40-mile (64 km) strip from the Texas border at Glenrio west through San Jon to Tucumcari, which was becoming increasingly treacherous due to heavier and heavier traffic on the narrow two-lane highway. During 1968 and 1969, this section of US 66 was often referred to by locals and travelers as "Slaughter Lane" due to numerous injury and fatal accidents on this stretch. Local and area business and civic leaders and news media called upon state and federal highway officials to get I-40 built through the area; however, disputes over proposed highway routing in the vicinity of San Jon held up construction plans for several years as federal officials proposed that I-40 run some five to six miles (8 to 10 km) north of that city while local and state officials insisted on following a proposed route that touched the northern city limits of San Jon. In November 1969, a truce was reached when federal highway officials agreed to build the I-40 route just outside the city, therefore providing local businesses dependent on highway traffic easy access to and from the freeway via the north–south highway that crossed old US 66 in San Jon. I-40 was completed from Glenrio to the east side of San Jon in 1976 and extended west to Tucumcari in 1981, including the bypasses around both cities.

US 66, going to Oatman, AZ in 2007
 
Originally, highway officials planned for the last section of US 66 to be bypassed by interstates in Texas, but as was the case in many places, lawsuits held up construction of the new interstates. The US Highway 66 Association had become a voice for the people who feared the loss of their businesses. Since the interstates only provided access via ramps at interchanges, travelers could not pull directly off a highway into a business. At first, plans were laid out to allow mainly national chains to be placed in interstate medians. Such lawsuits effectively prevented this on all but toll roads. Some towns in Missouri threatened to sue the state if the US 66 designation was removed from the road, though lawsuits never materialized. Several businesses were well known to be on US 66, and fear of losing the number resulted in the state of Missouri officially requesting the designation "Interstate 66" for the St. Louis to Oklahoma City section of the route, but it was denied. In 1984, Arizona also saw its final stretch of highway decommissioned with the completion of I-40 just north of Williams, Arizona. Finally, with decertification of the highway by the American Association of State Highway and Transportation Officials the following year, US 66 officially ceased to exist.

With the decommissioning of US 66, no single interstate route was designated to replace it. I-55 covered the section from Chicago to St. Louis; I-44 carried the traffic on to Oklahoma City; I-40 took the largest chunk, replacing 66 to Barstow, California; I-15 took over for the route to San Bernardino; and California State Route 66, I-210 and State Route 2 (SR 2) or I-10 carried the traffic of US 66 across the Los Angeles metropolitan area to Santa Monica, and the beach.

After decertification

"Sidewalk highway" section of US 66 near Miami, OK
 
When the highway was decommissioned, sections of the road were disposed of in various ways. Within many cities, the route became a "business loop" for the interstate. Some sections became state roads, local roads, private drives, or were abandoned completely. Although it is no longer possible to drive US 66 uninterrupted all the way from Chicago to Los Angeles, much of the original route and alternate alignments are still drivable with careful planning. Some stretches are quite well preserved, including one between Springfield, Missouri, and Tulsa, Oklahoma. Some sections of US 66 still retain their historic 9-foot-wide (2.7 m) "sidewalk highway" form, never having been resurfaced to make them into full-width highways. These old sections have a single, paved lane, concrete curbs to mark the edge of the lane, and gravel shoulders for passing.




Some states have kept the 66 designation for parts of the highway, albeit as state roads. In Missouri, Routes 366, 266, and 66 are all original sections of the highway. State Highway 66 (SH-66) in Oklahoma remains as the alternate "free" route near its turnpikes. "Historic Route 66" runs for a significant distance in and near Flagstaff, Arizona. Farther west, a long segment of US 66 in Arizona runs significantly north of I-40, and much of it is designated as State Route 66 (SR 66). This runs from Seligman to Kingman, Arizona, via Peach Springs. A surface street stretch between San Bernardino and La Verne (known as Foothill Boulevard) to the east of Los Angeles retains its number as SR 66. Several county roads and city streets at various places along the old route have also retained the "66" number.

Revival

The first Route 66 associations were founded in Arizona in 1987 and Missouri in 1989 (incorporated in 1990). Other groups in the other US 66 states soon followed. In 1990, the state of Missouri declared US 66 in that state a "State Historic Route". The first "Historic Route 66" marker in Missouri was erected on Kearney Street at Glenstone Avenue in Springfield, Missouri (now replaced—the original sign has been placed at Route 66 State Park near Eureka). Other historic markers now line—at times sporadically—the entire 2,400-mile (3,900 km) length of road. In many communities, local groups have painted or stenciled the "66" and U.S. Route shield or outline directly onto the road surface, along with the state's name. This is common in areas where conventional signage for "Historic Route 66" is a target of repeated theft by souvenir hunters.

Delgadillo's Snow Cap Drive-In in Seligman, AZ. The eatery is still a popular tourist stop.

Various sections of the road itself have been placed on the National Register of Historic Places. The Arroyo Seco Parkway in the Los Angeles Area and US 66 in New Mexico have been made into National Scenic Byways. Williams Historic Business District and Urban Route 66, Williams were added to the National Register of Historic Places in 1984 and 1989, respectively. In 2005, the State of Missouri made the road a state scenic byway from Illinois to Kansas. In the cities of Rancho Cucamonga, Rialto, and San Bernardino in California, there are US 66 signs erected along Foothill Boulevard, and also on Huntington Drive in the city of Arcadia. "Historic Route 66" signs may be found along the old route on Colorado Boulevard in Pasadena, San Dimas, La Verne, and along Foothill Boulevard in Claremont, California. The city of Glendora, California, renamed Alosta Avenue, its section of US 66, by calling it "Route 66". Flagstaff, Arizona, renamed all but a few blocks of Sante Fe Avenue as "Route 66"." Until 2017, when it was moved to the nearby Millennium Park, the annual June Chicago Blues Festival was held each year in Grant Park and included a "Route 66 Roadhouse" stage on Columbus Avenue, a few yards north of old US 66/Jackson Boulevard (both closed to traffic for the festival), and a block west of the route's former eastern terminus at US 41 Lake Shore Drive. Since 2001, Springfield, Illinois has annually held its "International Route 66 Mother Road Festival" in its downtown district surrounding the Old State Capitol.




Many preservation groups have tried to save and even landmark the old motels and neon signs along the road in some states.


In 1999, President Bill Clinton signed a National Route 66 Preservation Bill that provided for $10 million in matching fund grants for preserving and restoring the historic features along the route.

In 2008, the World Monuments Fund added US 66 to the World Monuments Watch as sites along the route such as gas stations, motels, cafés, trading posts and drive-in movie theaters are threatened by development in urban areas and by abandonment and decay in rural areas. The National Park Service developed a Route 66 Discover Our Shared Heritage Travel Itinerary describing over one hundred individual historic sites. As the popularity and mythical stature of US 66 has continued to grow, demands have begun to mount to improve signage, return US 66 to road atlases and revive its status as a continuous routing.

The U.S. Route 66 Recommissioning Initiative is a group that seeks to recertify US 66 as a US Highway along a combination of historic and modern alignments. The group's redesignation proposal does not enjoy universal support, as requirements the route to meet modern US Highway system specifications could force upgrades that compromise its historic integrity or require US 66 signage be moved to Interstate highways for some portions of the route.

In 2018, the AASHTO designated the first sections of U.S. Bicycle Route 66, part of the United States Bicycle Route System, in Kansas and Missouri.

National Museum of American History

The National Museum of American History in Washington, D.C. has a section on US 66 in its "America on the Move" exhibition. In the exhibit is a portion of pavement of the route taken from Bridgeport, Oklahoma and a restored car and truck of the type that would have been driven on the road in the 1930s. Also on display is a "Hamons Court" neon sign that hung at a gas station and tourist cabins near Hydro, Oklahoma, a "CABINS" neon sign that pointed to Ring's Rest tourist cabins in Muirkirk, Maryland, as well as several post cards a traveler sent back to his future wife while touring the route.

Museums and monuments in Oklahoma

Elk City, Oklahoma has the National Route 66 & Transportation Museum, which encompasses all eight states through which the Mother Road ran. Clinton has the Oklahoma Route 66 Museum, designed to display the iconic ideas, images, and myths of the Mother Road. A memorial museum to the Route's namesake, Will Rogers, is located in Claremore, while his birthplace ranch is maintained in Oologah. In Sapulpa, the Heart of Route 66 Auto Museum features a 66-foot-high (20 m) replica gas pump, the world's tallest.

Tulsa has multiple sites, starting with the Cyrus Avery Centennial Plaza, located at the east end of the historic 11th Street Bridge over which the route passed, and which includes a giant sculpture weighing 20,000 pounds (9,100 kg) called "East Meets West". The sculpture depicts the Avery family riding west in a Model T Ford meeting an eastbound horse-drawn carriage. In 2020, Avery Plaza Southwest is scheduled to open, at the west end of the bridge, and should include replicas of three neon signs from Tulsa-area Route 66 motels from the era, being the Will Rogers Motor Court, Tulsa Auto Court, and the Oil Capital Motel. Future plans for that site also include a Route 66 Interpretive Center. Also, Tulsa has installed "Route 66 Rising," a 70-by-30-foot (21.3 by 9.1 m) sculpture on the road's former eastern approach to town at East Admiral Place and Mingo Road. On Tulsa's Southwest Boulevard, between W. 23rd and W. 24th Streets there is a granite marker dedicated to Route 66 as the Will Rogers Highway which features an image of namesake Will Rogers together with information on the route from Michael Wallis, author of Route 66: The Mother Road; and, at Howard Park just past W. 25th Street, three Indiana limestone pillars are dedicated to Route 66 through Tulsa, with Route 66 #1 devoted to Transportation, Route 66 #2 devoted to Tulsa Industry and Native American Heritage, and Route 66 #3 devoted to Art Deco Architecture and American Culture. In addition, Tulsa has constructed twenty-nine historical markers scattered along the 26-mile route of the highway through Tulsa, containing tourist-oriented stories, historical photos, and a map showing the location of historical sites and the other markers. The markers are mostly along the highway's post-1932 alignment down 11th Street, with some along the road's 1926 path down Admiral Place.

Route description

Over the years, US 66 received numerous nicknames. Right after US 66 was commissioned, it was known as "The Great Diagonal Way" because the Chicago-to-Oklahoma City stretch ran northeast to southwest. Later, US 66 was advertised by the U.S. Highway 66 Association as "The Main Street of America". The title had also been claimed by supporters of US 40, but the US 66 group was more successful. In the John Steinbeck novel The Grapes of Wrath, the highway is called "The Mother Road", its prevailing title today. Lastly, US 66 was unofficially named "The Will Rogers Highway" by the U.S. Highway 66 Association in 1952, although a sign along the road with that name appeared in the John Ford film, The Grapes of Wrath, which was released in 1940, twelve years before the association gave the road that name. A plaque dedicating the highway to Will Rogers is still located in Santa Monica, California. There are more plaques like this; one can be found in Galena, Kansas. It was originally located on the Kansas-Missouri state line, but moved to the Howard Litch Memorial Park in 2001.

California

The sign of US 66's western terminus at the Santa Monica Pier

US 66 had its western terminus in California, and covered 315 miles (507 km) in the state. The terminus was located at the Pacific Coast Highway, then US 101 Alternate and now SR 1, in Santa Monica, California. The highway ran through major cities such as Santa Monica, Los Angeles, and San Bernardino. San Bernardino also contains one of the two surviving Wigwam Motels along US 66. The highway had major intersections with US 101 in Hollywood, I-5 in Los Angeles, I-15, and I-40 in Barstow, and US 95 in Needles. It also ran concurrent to I-40 at California's very eastern end.

US 66 marker on the corner of Navajo Boulevard and Hopi Drive in Holbrook, AZ

Arizona

In Arizona, the highway originally covered 401 miles (645 km) in the state. Along much of the way, US 66 paralleled I-40. It entered across the Topock Gorge, passing through Oatman along the way to Kingman. Between Kingman and Seligman, the route is still signed as SR 66. Notably, just between Seligman and Flagstaff, Williams was the last point on US 66 to be bypassed by an Interstate. The route also passed through the once-incorporated community of Winona. Holbrook contains one of the two surviving Wigwam Motels on the route.

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. 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.

Texas

The Midpoint Café in Adrian, TX, at the midpoint of the route

US 66 covered 178 miles (286 km) in the Texas Panhandle, travelling in an east–west line between Glenrio, New Mexico and Texas and Texola, Oklahoma. 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

The highway covered 376 miles (605 km) in Oklahoma. Today, it is marked by I-40 west of Oklahoma City, and SH-66 east of there. After entering at Texola, US 66 passed through Sayre, Elk City, and Clinton before entering Oklahoma City. Beyond Oklahoma City, the highway passed through Edmond on its way to Tulsa. Past there, US 66 passed through northeastern Oklahoma before entering Kansas where it covered only 13.2 miles (21.2 km). Only three towns are located on the route in Kansas: Galena, Riverton and Baxter Springs.

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 stands, Waynesville, Devils Elbow, Lebanon and Rolla before passing through St. Louis.

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. It then entered the Chicago area. After passing through the suburbs, U.S. 66 entered Chicago itself, where it terminated at Lake Shore Drive.

Special routes

Several alternate alignments of US 66 occurred because of traffic issues. Business routes (BUS), bypass routes (BYP), alternate routes (ALT), and "optional routes" (OPT) (an early designation for alternate routes) came into being.

In popular culture

US 66 has been a fixture in popular culture. American pop-culture artists publicized US 66 and the experience, through song and television. Bobby Troup wrote "(Get Your Kicks on) Route 66", and the highway lent its name to a TV series in the 1960s.

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