Route 66 History Page | Route 66 World Share U.S. Route 66 (also known as the Will Rogers Highway, “Main Street of America” or the “Mother Road”) was a highway in the U.S. Highway System. One of the original U.S. highways, Route 66 (US Highway 66), was established on November 11, 1926. However, road signs did not go up until the following year. The famous highway originally started from Chicago, Illinois, and ran through Missouri, Kansas, Oklahoma, Texas, New Mexico, Arizona, and California, before ending at Los Angeles, encompassing a total of 2,448 miles (3,940 km). It was recognized in popular culture by both a hit song (written by Bobby Troup and performed by the Nat King Cole Trio and The Rolling Stones, among others) and the Route 66 television show in the 1960s. Route 66 underwent many improvements and realignments over its lifetime, changing its path and overall length. Many of the realignments gave travelers faster and safer routes, or detoured around city congestion.

One realignment moved the western endpoint farther west from downtown Los Angeles to Santa Monica. Route 66 was a major path of the migrants who went west, especially during the Dust Bowl of the 1930s, and supported the economies of the communities through which the road passed through. 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 even with the growing threat of being bypassed by the new Interstate Highway System. US 66 (Route 66) was officially removed from the United States Highway System on June 27, 1985 after it was decided the route was no longer relevant and had been replaced by the Interstate Highway System. Portions of the road that passed through Illinois, Missouri, New Mexico, and Arizona have been designated a National Scenic Byway of the name “Historic Route 66”. It has begun to return to maps in this form. Some portions of the road in southern California have been redesignated “State Route 66” and others bear “Historic Route 66” signs and relevant historic information. Route description Over the years, U.S. Route 66 received many nicknames.

Right after Route 66 was commissioned, it was known as “The Great Diagonal Way” because the Chicago-to-Oklahoma City stretch ran northeast to southwest. Later, Route 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 U.S. Route 40, but the Route 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, Route 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. Before the U.S. Highway system In 1857, Lt. Edward Fitzgerald Beale, a Naval officer in the service of the U.S. Army Topographical Corps, was ordered by the War Department to build a government-funded wagon road across 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 U.S. Route 66. Before a nationwide network of numbered highways was adopted by the states, named auto trails were marked by private organizations. The route that would become Route 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. Although entrepreneurs Cyrus Avery of Tulsa, Oklahoma, and John Woodruff of Springfield, Missouri deserve most of the credit for promoting the idea of an interregional link between Chicago and Los Angeles, their lobbying efforts were not realized until their dreams merged with the national program of highway and road development. While legislation for public highways first appeared in 1916, with revisions in 1921, it was not until Congress enacted an even more comprehensive version of the act in 1925 that the government executed its plan for national highway construction. Officially, the numerical designation 66 was assigned to the Chicago-to-Los Angeles route in the summer of 1926. With that designation came its acknowledgment as one of the nation’s principal east–west arteries. From the outset, public road planners intended U.S. 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 Route 66 Officially recognized as the birthplace of US Route 66, it was in Springfield Missouri on April 30, 1926 that officials first proposed the name of the new Chicago-to-Los Angeles highway. 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 Missouri 266 to Halltown. Championed by Tulsa, Oklahoma businessman Cyrus 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 which wanted a Virginia Beach–Los Angeles highway to be US 60 and US 62 between Chicago and Springfield, Missouri.

Arguments and counter-arguments continued and 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 settled on “66” (which was unassigned) because he thought the double-digit number would be easy to remember as well as pleasant to say and hear. The state of Missouri released its 1926 state highway map with the highway labeled as U.S. Route 60. After the new federal highway system was officially created, Clayton 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 Route 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 was awarded to Andy Hartley Payne, a Cherokee runner from Oklahoma. 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. Route 66 became the main road of travel for these people, often derogatorily called “Okies” or “Arkies”. And 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. Much of the early highway, like all the other early highways, was gravel or graded dirt.

Due to the efforts of the US Highway 66 Association, Route 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 just outside Oatman, Arizona (through the Black Mountains) 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 Route 66 until 1953, and is still open to traffic today as the Oatman Highway. Despite such hazards in some areas, Route 66 continued to be a popular route. Notable buildings include the art deco-styled U-Drop Inn, constructed in 1936 in Shamrock, Texas and now listed on the National Register of Historic Places. During World War II, more migration west occurred because of war-related industries in California.

Route 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 the nearly 100 miles (160 km) to visit his wife, who was dying of tuberculosis, in a sanatorium located on Route 66 in Albuquerque. In the 1950s, Route 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 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 Hamburgs 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 Many sections of US 66 underwent major realignments. In 1930, between Springfield and East St. Louis, Illinois, US 66 was shifted further east to what is now roughly I-55. The original alignment followed the current Illinois Route 4. From downtown St. Louis to Gray Summit, Missouri, US 66 originally went down Market Street and Manchester Road (now, largely, Route 100). In 1932, this route was changed, the original alignment never being viewed as anything more than temporary. The planned route was down Watson Road (now Route 366), but Watson Road had not yet been completed.

From west of El Reno, Oklahoma, to Bridgeport, Oklahoma, US 66 turned north to Calumet, Oklahoma, and then west to Geary, Oklahoma, then southwest across the South Canadian River over a suspension toll bridge into Bridgeport, Oklahoma. In 1933, a straighter cut-off route was completed from west of El Reno directly to a point one mile (1.6 km) south of Bridgeport, crossing over a 38-span steel pony truss bridge over the South Canadian River and bypassing both 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 State Highway 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 Route 66: The Arroyo Seco Parkway, later known as the Pasadena Freeway. Since the 1950s, as interstates were constructed, sections of Route 66 not only saw the traffic drain to those interstates, but often the name 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. In 1936, Route 66 was extended from downtown Los Angeles to Santa Monica, terminating at US 101 ALT, today the intersection of Olympic Boulevard and Lincoln Boulevard (a segment of State Route 1). Even though there is a plaque dedicating Route 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. Decline The beginning of the end for Route 66 came in 1956 with the signing of the Interstate Highway Act by President Dwight 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 German Autobahn network as a necessary component of a national defense system. During its nearly 60-year existence, Route 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, Missouri, 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 Route 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 the entire state of Kansas. Both Oklahoma turnpikes were soon designated as Interstate 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 Route 66, it actually incorporated much of it. 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. 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. 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 (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 of 1969, a truce was reached when federal highway officials agreed to build the I-40 route just outside of the city, therefore providing local businesses dependent on highway traffic easy access to and from the expressway via the north–south highway that crossed old US 66 in San Jon. Interstate 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. 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 intersections, 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 Interstate 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, U.S. Route 66 officially ceased to exist. With the decommissioning of US 66, no single interstate route was designated to replace it.

Interstate 55 covered the section from Chicago to St. Louis; Interstate 44 carried the traffic on to Oklahoma City; Interstate 40 took the largest chunk, replacing 66 to Barstow, California; Interstate 15 took over for the route to San Bernardino; and Interstate 210 and State Route 2 or Interstate 10 carried the traffic of Route 66 across the Los Angeles metropolitan area to Santa Monica, and the seashore. After decertification 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 Route 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. Some sections of Route 66 still retain their historic eight-foot-wide “sidewalk highway” form, never having been resurfaced to make them into full-width highways.

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 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 Route 66 in Arizona runs significantly north of Interstate 40, and it is designated as State Route 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 State Route 66. Several county roads and city streets at various places along the old route have also retained the “66” number. Revival First Route 66 associations were founded in Arizona in 1987, New Mexico incorporated on August 23rd of 1989. and Missouri in 1989 (incorporated in 1990).

Other groups in the other Route 66 states soon followed. In 1990, the state of Missouri declared Route 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 (3,860 km) length of road. There are instances in California, Illinois, Kansas, and Oklahoma where the road surface itself has been painted with one of a number of similar symbols. Some of those symbols include: An outline of a federal highway shield with the number “66” and the state name, painted entirely in white. A black outline of the shield with the state also painted in black, but with the “66” painted in white. A solid white square with a shield outline, state name, and “66” painted in black over it. A solid white shield with patches of the pavement exposed to depict a horizontal line and the number “66” (and no other words).

A section of the road in Arizona was placed on the National Register of Historic Places; the Arroyo Seco Parkway in the Los Angeles Area and Route 66 in New Mexico have been made into National Scenic Byways; and 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 in Pasadena (on Colorado Boulevard), San Dimas, LaVerne, and Claremont, California (along Foothill Boulevard). The city of Glendora, California renamed Alosta Avenue, its section of Route 66, by calling it Route 66. Flagstaff, Arizona renamed all but a few blocks of Sante Fe Avenue as Route 66. Many preservation groups have also tried to save and even tried to landmark the old motels and neon signs along the road in different states.

In 1999 the National Route 66 Preservation Bill was signed into law by President Bill Clinton, which provided for $10 million in matching fund grants for preserving and restoring the historic features along the route. Modern-day sign in New Mexico, along a section of Route 66 named a National Scenic Byway In 2008, The World Monuments Fund added Route 66 to its World Monuments Watch list of 100 Most Endangered Sites. Sites along the route, such as gas stations, motels, cafes, trading posts, and drive-in movie theaters are threatened by development in urban areas, and by abandonment and decay in rural areas. As the popularity and mythical stature of Route 66 has continued to grow, demands have begun to mount to improve signage, return Route 66 to road atlases and revive its status as a continuous routing. Along these lines Route 66 has been established as a National Scenic Byway in Illinois, Arizona and New Mexico with National Scenic Byway status pending in Oklahoma and Missouri as of 2007. Another move is also afoot that aims to reinstate Route 66 as an official U.S. Route.

Today, many domestic and international travelers are on Route 66 driving it, experiencing it, and saving it. Not only do state and national Route 66 associations exist, but many from countries like Japan, Germany, Australia, Italy and so on. 80% of the original Route 66 is still driveable and many older original sections still exist next to the newer ones. Businesses are being reopened, buildings being renovated, signs being restored and now there are several websites (like this one) and social media groups about Route 66. Campaigns to save bridges, to hold festivals (both local, state, national and now international) as well as dedicated ‘roadies’ who are the new gatekeepers and guardians of Route 66. National Museum of American History The National Museum of American History in Washington, D.C. has a section on U.S. Route 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. Route 66: ‘once you drive part of it – you’ll want to drive all of it!’ Posted by edklein69 at 8:39 am The History of Route 66 « National Historic Route 66 The History of Route 66 The History of Route 66 The Beginning Although entrepreneurs Cyrus Avery of Tulsa, Oklahoma, and John Woodruff of Springfield, Missouri deserve most of the credit for promoting the idea of an interregional link between Chicago and Los Angeles, their lobbying efforts were not realized until their dreams merged with the national program of highway and road development. While legislation for public highways first appeared in 1916, with revisions in 1921, it was not until Congress enacted an even more comprehensive version of the act in 1925 that the government executed its plan for national highway construction.

Officially, the numerical designation 66 was assigned to the Chicago-to-Los Angeles route in the summer of 1926. With that designation came its acknowledgment as one of the nation’s principal east-west arteries. From the outset, public road planners intended U.S. 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. The Formative Years Route 66 was a highway spawned by the demands of a rapidly changing America. Contrasted with the Lincoln, the Dixie, and other highways of its day, route 66 did not follow a traditionally linear course. Its diagonal course linked hundreds of predominantly rural communities in Illinois, Missouri, and Kansas to Chicago; thus enabling farmers to transport grain and produce for redistribution. The diagonal configuration of Route 66 was particularly significant to the trucking industry, which by 1930 had come to rival the railroad for preeminence in the American shipping industry. The abbreviated route between Chicago and the Pacific coast traversed essentially flat prairie lands and enjoyed a more temperate climate than northern highways, which made it especially appealing to truckers.

The Depression Years and the War In his famous social commentary, The Grapes of Wrath, John Steinbeck proclaimed U. S. Highway 66 the “Mother Road.” Steinbeck’s classic 1939 novel, combined with the 1940 film recreation of the epic odyssey, served to immortalize Route 66 in the American consciousness. An estimated 210,000 people migrated to California to escape the despair of the Dust Bowl. Certainly in the minds of those who endured that particularly painful experience, and in the view of generations of children to whom they recounted their story, Route 66 symbolized the “road to opportunity.” From 1933 to 1938 thousands of unemployed male youths from virtually every state were put to work as laborers on road gangs to pave the final stretches of the road. As a result of this monumental effort, the Chicago-to-Los Angeles highway was reported as “continuously paved” in 1938. Completion of this all-weather capability on the eve of World War II was particularly significant to the nation’s war effort. The experience of a young Army captain, Dwight D.

Eisenhower, who found his command bogged down in spring mud near Ft. Riley, Kansas, while on a coast-to-coast maneuver, left an indelible impression. The War Department needed improved highways for rapid mobilization during wartime and to promote national defense during peacetime. At the outset of American involvement in World War II, the War Department singled out the West as ideal for military training bases in part because of its geographic isolation and especially because it offered consistently dry weather for air and field maneuvers. Route 66 helped to facilitate the single greatest wartime manpower mobilization in the history of the nation. Between 1941 and 1945 the government invested approximately $70 billion in capital projects throughout California, a large portion of which were in the Los Angeles-San Diego area. This enormous capital outlay served to underwrite entirely new industries that created thousands of civilian jobs. The Postwar Years A fter the war, Americans were more mobile than ever before.

Thousands of soldiers, sailors, and airmen who received military training in California, Arizona, New Mexico, Oklahoma, and Texas abandoned the harsh winters of Chicago, New York City, and Boston for the “barbecue culture” of the Southwest and the West. Again, for many, Route 66 facilitated their relocation. One such emigrant was Robert William Troup, Jr., of Harrisburg, Pennsylvania. Bobby Troup, former pianist with the Tommy Dorsey band and ex-Marine captain, penned a lyrical road map of the now famous cross-country road in which the words, “get your kicks on Route 66” became a catch phrase for countless motorists who moved back and forth between Chicago and the Pacific Coast. The popular recording was released in 1946 by Nat King Cole one week after Troup’s arrival in Los Angeles. Store owners, motel managers, and gas station attendants recognized early on that even the poorest travelers required food, automobile maintenance, and adequate lodging. Just as New Deal work relief programs provided employment with the construction and the maintenance of Route 66, the appearance of countless tourist courts, garages, and diners promised sustained economic growth after the road’s completion.

If military use of the highway during wartime ensured the early success of roadside businesses, the demands of the new tourism industry in the postwar decades gave rise to modern facilities that guaranteed long-term prosperity. Roadside Architecture The evolution of tourist-targeted facilities is well represented in the roadside architecture along U. S. Highway 66. For example, most Americans who drove the route did not stay in hotels. They preferred the accommodations that emerged from automobile travel – motels. Motels evolved from earlier features of the American roadside such as the auto camp and the tourist home. The auto camp developed as townspeople along Route 66 roped off spaces in which travelers could camp for the night. Camp supervisors – some of whom were employed by the various states – provided water, fuel wood, privies or flush toilets, showers, and laundry facilities free of charge. The national outgrowth of the auto camp and tourist home was the cabin camp (sometimes called cottages) that offered minimal comfort at affordable prices. Many of these cottages are still in operation. Eventually, auto camps and cabin camps gave way to motor courts in which all of the rooms were under a single roof. Motor courts offered additional amenities, such as adjoining restaurants, souvenir shops, and swimming pools.

Among the more famous still associated with Route 66 are the El Vado and Zia Motor Lodge in Albuquerque, New Mexico. In the early years of Route 66, service station prototypes were developed regionally through experimentation, and then were adopted universally across the country. Buildings were distinctive as gas stations, yet clearly associated with a particular petroleum company. Most evolved from the simplest “filling station” concept – a house with one or two service pumps in front – and then became more elaborate, with service bays and tire outlets. Among the most outstanding examples of the evolution of gas stations along Route 66 are Soulsby’s Shell station in Mount Olive, Illinois; Bob Audettes’ gas station complex in Barton, New Mexico; and the Tower Fina Station in Shamrock, Texas. Route 66 and many points of interest along the way were familiar landmarks by the time a new generation of postwar motorists hit the road in the 1960’s. It was during this period that the television series, “Route 66”, starring Martin Milner and George Maharis drove into the living rooms of America every Friday.

By today’s standards, the show is rather unbelievable but in the 1960’s, it brought Americans back to the route looking for new adventure. Excessive truck use during World War II and the comeback of the automobile industry immediately following the war brought great pressure to bear on America’s highways. The national highway system had deteriorated to an appalling condition. Virtually all roads were functionally obsolete and dangerous because of narrow pavements and antiquated structural features that reduced carrying capacity. Ironically, the public lobby for rapid mobility and improved highways that gained Route 66 its enormous popularity in earlier decades also signaled its demise beginning in the mid-1950’s. Mass federal sponsorship for an interstate system of divided highways markedly increased with Dwight D. Eisenhower’s second term in the ‘White House. General Eisenhower had returned from Germany very impressed by the strategic value of Hitler’s Autobahn.

“During World War II,” he recalled later, “I saw the superlative system of German national highways crossing that country and offering the possibility, often lacking in the United States, to drive with speed and safety at the same time.” The congressional response to the president’s commitment was the passage of the Federal Aid Highway Act of 1956, which provided a comprehensive financial umbrella to uderwrite the cost of the national interstate and defense highway system. By 1970, nearly all segments of original Route 66 were bypassed by a modern four-lane highway. In many respects, the physical remains of Route 66 mirror the evolution of highway development in the United States from a rudimentary hodge-podge of state and country roads to a federally subsidized complex of uniform, well-designed interstate expressways. Various alignments of the legendary road, many of which are still detectable, illustrate the evolution of road engineering from coexistence with the surrounding landscape to domination of it. Route 66 symbolized the renewed spirit of optimism that pervaded the country after economic catastrophe and global war.

Often called, “The Main Street of America”, it linked a remote and under-populated region with two vital 20th century cities – Chicago and Los Angeles. The outdated, poorly maintained vestiges of U.S. Highway 66 completely succumbed to the interstate system in October 1984 when the final section of the original road was bypassed by Interstate 40 at Williams, Arizona. Now that the highway has celebrated its 75th birthday, its contribution to the nation must be evaluated in the broader context of American social and cultural history. The appearance of U.S. Highway 66 on the American scene coincided with unparalleled economic strife and global instability, yet it hastened the most comprehensive westward movement and economic growth in United States history. Like the early, long-gone trails of the nineteenth century, Route 66 helped to spirit a second and perhaps more permanent mass relocation of Americans. We only hope it does not meet the fate of these once-famous arteries. Help us save this invaluable piece of Americana before it is only a memory. Mailing List Fill in your information below to receive updates and offers from the National Historic Route 66 Federation.

First Name: Drive The Famous Route 66 Drive The Famous Route 66 By IBT Staff Reporter On 03/08/10 AT 10:45 AM The famous Route 66 is a historic highway that ran from Chicago, Illinois and ended at the coastal city of Los Angeles, California. Known as the Main Street of America, it was established in 1926 and became a major route for migrants during the Dust Bowl of the 1930s. The route has been idolised in many songs, TV shows and films throughout the year, but was officially removed from the highway system in 1985. However, each year travellers from across the world drive the Historic Route 66 (as it is now known) to experience a famous piece of American history. You can just fly into Chicago, pick up a rental car and a map and make your way to the City of Angels, but the easiest way to do this journey is by booking a Route 66 fly drive tour. A tour operator will make many of the necessary arrangements for you before you even set foot on US soil.

They will sort out your rental car, book any accommodation, supply you with maps, guides, sightseeing tips and all the relevant contact details for emergencies. A typical itinerary for a Route 66 self-drive tour can last around two weeks. Day one and the morning of day two is usually spent in the Chicago The Windy City. Here you will pick up your rental car, stay the first night in a city centre hotel and the next morning exploring the city and picking up supplies for the trip. In the afternoon you will start your journey west and make you way to Springfield, famous for being the birthplace of Abraham Lincoln (and possibly Homer Simpson). After spending a night in Springfield, day three takes you to the banks of the Mississippi and St Louis, Missouri. Take the opportunity while you are here to venture on a traditional paddlewheel riverboat ride along this famous river. Days four and five take you through Missouri and briefly into the farmlands and small towns of Kansas before entering Oklahoma and spending a night in Oklahoma City. During your journey along Route 66 you will see a number of sights and attractions that pay celebrate this famous road. This includes the Cadillac Ranch just west of Amarillo, Texas on day seven.

The ranch has 10 Cadillac cars buried nose down in the ground to pay homage to the route. After passing the midway point you continue into New Mexico. Be sure to look out for the historic buildings of Santa Rosa and stop at the Route 66 Auto Museum and admire the classic cars and Route 66 memorabilia. This part of the journey also takes you through Las Vegas, New Mexico, which was the filming location for Easy Rider and No Country for Old Men. Day nine sees you entering Arizona and passing through the Petrified Forest National Park and on to day ten where you can make a stop at the breathtaking Grand Canyon. This is a great time to stop and rest and admire the amazing views of this famous landmark. Watch the sunrise over the Grand Canyon before starting off on the final leg of your journey. Continue west and to the bright lights of Las Vegas, Nevada. Stay here for two nights to soak up the atmosphere and experience everything this unique city has to offer. If you've still got some money left for petrol, your last day leads you through the Mojave Desert and to the home of palm trees and beautiful people – Los Angeles.

LA is the final stop on many of these self-drive USA holidays, but you can extend your stay here and explore the city, or give your car back and make your way home. Adam Singleton writes for a digital marketing agency. This article has been commissioned by a client of said agency. This article is not designed to promote, but should be considered professional content. Explore Go Lists > The Go List Illinois Route 66 Road Trip from Chicago A road trip along Route 66 from the Windy City through Illinois reveals public land destinations that just may surprise you Chicago Skyline Chicago boasts acclaimed restaurants, abundant shopping, historic sites, and attracts visitors from around the world. Within the city, take in the Magnificent Mile, River North, the Navy Pier, Lincoln Park Zoo, Millennium Park, and all that the city has to offer . When you are ready to embark on your road trip along the famous and historic Route 66 , you may be surprised at the scenic adventures that await you. The Mother Road—as it is known—is one of the original highways within the U.S. Highway System and begins in Chicago extending 2,451 miles (3,945 km) to Los Angeles, California.

Before you leave city limits, rest up and soak in some American heritage. The Drake Hotel The Drake Hotel (Historic Hotels of America) Built in 1920 and a member of Historic Hotels of America® since 2014, The Drake was listed in the National Register of Historic Places in 1980. Conceptualized by architect Benjamin Marshall, the Nation's first urban resort came to fruition on the cornerstone of the Magnificent Mile and Lake Shore Drive by brothers John and Tracy Drake. The Drake was known as a city within a city, complete with an array of leisure activities and luxurious amenities within its famed front doors, ensuring every guest received nothing less than The Drake Standard of hospitality. Nearly a century later, this hotel has boasted its prominence within Chicago's history, becoming known as high-society's first choice in opulence and luxury and is listed in the National Register of Historic Places. With distinguished service and historic traditions, The Drake offers guests a REAL CHICAGO™ experience. Pullman National Monument Pullman National Monument (NPS) Before leaving Chicago, take some time to visit the Pullman National Monument . The diverse stories woven through this planned community famed for its urban design and architecture are fascinating. George M.

Pullman, renowned industrialist, wanted to provide workers of his company with a better standard of living and thus built this utopia that “would prove so attractive as to cause the best class of mechanics to seek that place for employment.” See for yourself and witness the stories from the people who lived and worked in and near Pullman. Midewin National Tallgrass Prairie Midewin National Tallgrass Prairie bison (USFS) About one hour southwest of Chicago, and along Route 66 (Highway 55), is the largest public open space in northeastern Illinois. The Midewin National Tallgrass Prairie , managed by the US Forest Service, offers experiences of vastness and solitude unavailable elsewhere. And, in late 2015 Midewin welcomed their newest residents, wild bison. Bringing the bison back to this area, where they once roamed free, is part of a plan to restore the prairie ecosystem with more grass and shrub diversity. Come for the bison, stay for a picnic, to hike, bike and view wildlife. It is a truly unique experience.

Starved Rock State Park Starved Rock State Park Although it is a little out of the way from Route 66, it is well worth the diversion to visit Starved Rock State Park , located along the Illinois River and about 30 minutes west of Marseilles, Illinois. This park’s most notable features are the fascinating rock formations of St. Peter sandstone offering scenic backdrops for hiking, horseback riding, fishing and boating along the banks of the Illinois River. Chautauqua National Wildlife Refuge Chautauqua National Wildlife Refuge deer (FWS) If you diverted to Starved Rock State Park, just continue south and west along the river until you reach Chautauqua National Wildlife Refuge near Havana, Illinois. The refuge has been designated as a Globally Important Bird Area and a Western Hemisphere Shorebird Reserve Network site. This is a significant destination for migrating birds every year. Wildlife viewing, bird watching, photography, fishing and hunting are all popular activities at the refuge. Lincoln Home National Historic Site, Springfield Lincoln Home National Historic Site, Springfield (Phyllis Hopkins/Share the Experience) Once you get to Springfield, you have reconnected with Route 66, where you can also visit the Lincoln Home National Historic Site .

Let the story of Abraham Lincoln awe and inspire you! Here you can follow in the footsteps of the father, husband, lawyer, and statesman who led the nation through the turbulent Civil War, and inspired him to turn the war into a "new birth of freedom." Carlyle Lake Carlyle Lake (Stosh Smith) Another side trip will take you east of Route 66 to the largest lake in Illinois, Carlyle Lake . Here, the water-related activity options are endless. From camping to picnicking, hiking to biking, fishing to boating, there are plenty of amenities for a one- to multiple-day visit. Rend Lake Rend Lake (USACE) About one hour south of Carlyle Lake is Rend Lake , a natural haven for wildlife and a recreational haven for visitors. Campers will delight in the nearly 800 sites found in five public campgrounds. Boaters are provided access to the lake through the numerous boat ramps and beaches, picnic sites and trails provide the perfect backdrop for outdoor fun. Nearby attractions such as the 27-hole championship Rend Lake Golf Course, Southern Illinois Artisans Shop, and the Rend Lake Resort provide special opportunities for everyone.

Share This Article Route 66, USA - Lonely Planet Print Email Completed in 1926, iconic Route 66 connected Chicago and Los Angeles across the heartland of America. What novelist John Steinbeck called the ‘Mother Road’ came into its own during the Depression, when thousands of migrants escaped the Dust Bowl by slogging westward in beat-up old jalopies painted with ‘California or Bust’ signs, Grapes of Wrath–style. After WWII Americans took their newfound wealth and convertible cars on the road to get their kicks on Route 66. As traffic along the USA’s post-WWII interstate highway system boomed, many small towns along Route 66, with their neon-signed motor courts, diners and drive-ins, eventually went out of business. In California Route 66 mostly follows the National Trails Hwy, prone to potholes and dangerous bumps. From the beach in Santa Monica , it rumbles through the LA basin, crosses over the Cajon Pass to the railroad towns of Barstow and Victorville and runs a gauntlet of Mojave Desert ghost towns, arriving in Needles near the Nevada stateline.

In larger towns, Mother Road relics may require a careful eye amid more contemporary architecture, but as you head toward Nevada, wide open vistas and the occasional landmark remain barely changed from the days of road trippers. Places: Route 66 (From Chicago to Los Angeles) (VOA Special English 2006-06-26) Route 66 (From Chicago to Los Angeles) Download MP3 (Right-click or option-click the link.) Welcome to THIS IS AMERICA in VOA Special English. I'm Barbara Klein. And I'm Steve Ember. The historic Route 66 from Chicago to Los Angeles is 80 years old this year. This week, we go for a ride through the colorful history of a road that has been called "the Main Street of America." (MUSIC: "Route 66"/Rosemary Clooney) The idea for Route 66 started in Oklahoma. Citizens there wanted to link their state with states to the east and west. By the 1920s, federal officials wanted to connect state roads to provide a shorter, faster way across the country. So a plan was developed to connect existing state roads into one long national highway.

United States Highway Sixty-Six was established on November eleventh, 1926. It was one the first federal highways. It crossed eight states. It was 3,800 kilometers long. Route 66 became the most famous road in America. It passed through the center of many cities and towns. It crossed deserts, mountains, valleys and rivers. In the 1930s, people suffered through the Great Depression. In Oklahoma, many poor families lost their farms because of dust storms. So they traveled west to California on Route 66 in search of a better life. In 1939, John Steinbeck wrote about these families in "The Grapes of Wrath." In his book, Steinbeck wrote: "66 -- the long concrete path across the country, waving gently up and down on the map ...

over the red lands and the gray lands, twisting up into the mountains, crossing the Divide and down into the bright and terrible desert, and across the desert to the mountains again, and into the rich California valleys." Steinbeck wrote: "66 is the path of a people in flight, refugees from dust and shrinking land … 66 is the mother road, the road of flight." In 1946, the songwriter Bobby Troup and his wife drove across the country to Los Angeles. He wrote a song about traveling on Route 66. The song told people they could have fun, could get their kicks, on that drive. In Los Angeles, Bobby Troup took the song to Nat King Cole, who recorded it. It became a huge hit. (MUSIC: "Route 66"/Nat King Cole) In the 1950s, holiday travel brought more and more families out West to explore. Route 66 represented the spirit of movement and excitement. In the 1960s, Americans watched a popular television series called "Route 66." It was the story of two young men driving across the country. The show was filmed in cities and towns across America.

Yet only a few shows were filmed on the real Route 66. In real life, people were getting fewer and fewer kicks on Route 66. By 1962, parts of the road were closed because they were in poor condition. The federal government was building bigger highways. Cars and trucks could travel at higher speeds. People started driving on these new interstate highways instead of the old Route 66. Finally, in 1985, Route 66 was officially removed from the national highway system. People have formed groups to save parts of the old Sixty-Six and many of the interesting places to eat, stay and see along the way. Award-winning writer Michael Wallis is an expert on the historic highway. He is the author of "Route 66: The Mother Road." Michael Wallis was born in Saint Louis, Missouri, right off the highway. He has lived in seven of the eight states along its path. His Web site, michaelwallis.com, has information and stories about the history of the Mother Road. (MUSIC: "Route 66"/Chuck Berry) Now it is our turn to take a trip on Route 66. We will have to search for it at times.

Many parts of the road have new names or numbers. Some parts of it are included in other interstate highways. Our trip begins in the Midwest, in Chicago, Illinois. Almost three million people live there. Chicago is America's third largest city. From Chicago, the road goes southwest through many small towns in Illinois. One of them is Springfield, the home of America's sixteenth president, Abraham Lincoln. Now we cross into Missouri. We drive through Saint Louis, the city known as "the Gateway to the West." More than 300,000 people live there. There are many natural wonders to see in Missouri. One of the most famous along Route 66 is Meramec Caverns in Stanton. Inside the cave, visitors see beautifully colored stalagmites and stalactites. These are mineral formations. Stalagmites rise from the floor; stalactites hang from the ceiling. Long ago, local Indian tribes used the Meramec Caverns for shelter. A French miner named Jacques Renault discovered saltpeter in the caverns in the 1700s. The material was used to produce gunpowder. Later, the outlaw Jesse James is said to have used the caverns as a hiding place.

From Missouri, our drive takes us for a very short time through the state of Kansas. Then we enter Oklahoma. Oklahoma may well be the heart and soul of Route 66. That is because there are more kilometers of the road in Oklahoma than in any other state. In Claremore, Oklahoma, a statue honors a famous American, Will Rogers. Will Rogers was born in Claremore. He became a popular actor, radio broadcaster and newspaper writer in the 1920s and 30s. We pass through many historic towns in Oklahoma. In Oklahoma City, we can visit the National Cowboy Hall of Fame and Western Heritage Center. And in Clinton, we can stop at the Route 66 Museum. This official museum tells the complete history of the road and its importance to America. (MUSIC: "Route 66"/Depeche Mode) Now we drive through the northern part of Texas. The area is called the Texas Panhandle. We stop near the city of Amarillo to look at some unusual art that celebrates Route 66. Welcome to Cadillac Ranch. A Cadillac is a large, costly automobile. Cadillac Ranch has ten of them half buried in the ground.

A wealthy farmer and art collector named Stanley Marsh created Cadillac Ranch to honor America's roads. Continuing west, we travel through the states of New Mexico and Arizona. We pass through some of the most beautiful country in the Southwest. Petrified Forest National Park is one of the natural wonders of Arizona. Trees that are millions of years old have turned to stone in unusual shapes. North of Route 66 is a desert known for its red and yellow sand and rocks. Its name is the Painted Desert. (MUSIC: "Route 66"/John Mayer) We continue on our trip, driving on a winding road up and down the Black Mountains. We arrive at Oatman, Arizona. Long ago, Oatman was a rich gold-mining town. Everyone left the town when the mining ended. Today Oatman still looks like it did in the past. Now we enter California. We pass through the Mojave Desert, some mountains and several interesting towns. The old highway gets lost among the modern road systems of Los Angeles. Finally, we arrive at the Pacific Ocean in the city of Santa Monica. Our trip ends. We watch the tide come in, and thank Route 66 for the ride.

(MUSIC: "Route 66"/Buckwheat Zydeco) Our program was written by Jerilyn Watson and Shelley Gollust. Caty Weaver was our producer. I'm Barbara Klein. And I'm Steve Ember. You can listen to this show and read a transcript at voaspecialenglish.com. You can also get the names of all the artists you just heard singing versions of "Route 66." And we hope you can join us again next week for THIS IS AMERICA in VOA Special English. 10 Best American Road Trips That Aren't Route 66 | Complex 10 Best American Road Trips That Aren't Route 66 Follow him on Twitter and Google+ May 12, 2013 0 It's funny how certain things get romanticized in American legend and others are pushed to the side. Elvis is "the singer." Marilyn Monroe is "the sex symbol." Route 66 is "the road trip." Sure, the famous Chicago to Santa Monica highway offers a remarkable view of America, but there is so much more to see.

From the redwoods and rocky coast of Route 1 in California to another Route 1 on the other side of the country that follows Maine's foggy coastal path of moose and lobster, it's not likely you'll run out of good road to cover, even after a dozen epic journeys. When you're planning your summer travels, you might want to try something other than America's "Mother Road"; Route 66 gets pretty crowded this time of year. Here are the 10 Best American Road Trips that Aren’t Route 66. Route 66 by Rail - 2016 | Amtrak Vacations Route 66 by Rail 14 Days from $2149 Trip Overview Chicago > St. Louis > Albuquerque > Williams > Grand Canyon > Los Angeles Discover some of the most gorgeous cities in the United States on this Route 66 rail journey. Your trip kicks off in the breezy city of Chicago, the starting line for the famous Route 66, and ends in the palm-tree lined city of Los Angeles. Explore all the “Windy City” has to offer with a multi-day hop-on/hop-off sightseeing pass. Tour the famous St. Louis Arch.

Enjoy a walking tour of Albuquerque's scenic Old Town and take in the stunning architecture. Spend a day exploring the majestic Grand Canyon. This trip is the perfect way to see the breathtaking land of America! Highlights Walking tour of Albuquerque's Old Town and Route 66 Grand Canyon Motorcoach Rim tour with Lunch See the city, stars' homes, and famous beaches on a guided city tour of Los Angeles Explore Chicago on a multi-day hop-on/hop-off sightseeing tour Package Also Includes: One-way Amtrak® from Chicago to St. Louis, St. Louis to Albuquerque on the Texas Eagle®; Albuquerque to Williams, Williams to Los Angeles on the Southwest Chief® in Coach accommodations 11 nights' hotel accommodations; 2 nights on board Amtrak 4 meals included (1 dinner in Chicago, 1 breakfast in Williams, 1 lunch in Grand Canyon, 1 dinner in Williams) Ride the tram to the top of the Gateway Arch to get a bird's-eye view of St. Louis Round trip ticket on the Grand Canyon Railway to the Grand Canyon Disclaimer: Package prices are per person, double occupancy, tax included. Prices do not include rail from your hometown. Please call for pricing.

Package prices are subject to change without notice, and all reservations are based upon availability at the time of booking. Amtrak travel is for Coach accommodations unless otherwise noted. Upgrades to Roomette or Bedroom accommodations on board Amtrak are available. Call for pricing. Other restrictions may apply. Activities referenced in the itinerary during free time are for suggested purposes only and are not included. Seasonal activity (if applicable): During the off-season, some tours may not be available. In this case, a similar tour will be substituted. Passports (if applicable): Passports are required when crossing the Canadian border. Amtrak and Amtrak Vacations are registered service marks of the National Railroad Passenger Corporation. DAY 1 YOUR JOURNEY BEGINS IN CHICAGO Welcome to Chicago, the starting point for your Route 66 adventure! Get to know the “Windy City” with a multi-day hop-on/hop-off sightseeing pass. Visit the Magnificent Mile, Navy Pier, Millennium Park, and many more popular Chicago destinations. Don't forget to stop and take a picture at the famous sign marking the start of Route 66!

(Overnight in Chicago) DAY 2 CHICAGO Enjoy using your multi-day hop-on/hop-off sightseeing pass and scope out any sites you didn't get a chance to see yesterday. Then, after a fun day of exploring Chicago, head to your included dinner at a popular Chicago restaurant. (Overnight in Chicago) D DAY 3 CHICAGO TO ST. LOUIS Transfer on your own to Chicago's Union Station and board Amtrak® for a scenic trip on the Texas Eagle® to St. Louis. Sit back and relax as you wind through the “Land of Lincoln” east across the mighty Mississippi River to St. Louis. (Overnight in St. Louis) DAY 4 ST. LOUIS Kick off your fun day in St. Louis with a visit to the “Gateway to the West,” otherwise known as the St. Louis Arch. The rest of the day is yours to explore all St. Louis has to offer. (Overnight in St. Louis) DAY 5 OVERNIGHT ON BOARD AMTRAK This morning you will transfer on your own to the station and board Amtrak to Albuquerque for a relaxing overnight trip along Route 66.

Enjoy the breathtaking scenery as you venture along the “Mother Road” through the Ozarks, Little Rock, and Texas. (Overnight on the train) DAY 6 ALBUQUERQUE Your relaxing train ride to Albuquerque will continue into the afternoon. Enjoy the gorgeous mountain hues of orange and red as the train makes its way to this colorful southwestern city. After you arrive, you will transfer on your own to your hotel, check in and drop off your luggage. Then, the rest of the day is yours to start exploring the sights and sounds of Albuquerque. (Overnight in Albuquerque) DAY 7 ALBUQUERQUE Today you will discover Albuquerque's historic Old Town and learn more about Route 66 on a private walking tour. Certified tour guides will dispel the rumors and myths of the “Duke City” as they escort you on an exciting 2-hour adventure through time. Uncover Old Town's unusual and well-hidden architectural details. Learn all about the early southwest pioneers. Relive the sights and sounds of the Civil War as Confederate soldiers entered the Plaza. Imagine early merchants as they traveled the Santa Fe Trail for trade.

Your tour includes historical photo ops, lots of fun facts of both Albuquerque and the state of New Mexico, and even a bit of trivia. (Overnight in Albuquerque) DAY 8 ALBUQUERQUE TO WILLIAMS Today, you will transfer on your own to the Amtrak station and board the train to Williams, AZ. Upon your arrival, you will be transferred to the Grand Canyon Railway Hotel. Enjoy a good night's sleep, as tomorrow you will spend a full day exploring the wonder that is the Grand Canyon. (Overnight in Williams) DAY 9 GRAND CANYON ON BOARD GRAND CANYON RAILWAY Enjoy your included breakfast at the Grand Depot Café and be sure not to miss the morning shootout before boarding the Grand Canyon Railway to Grand Canyon National Park. Once at the park, you will be treated to a motorcoach tour of the Canyon's majestic South Rim. Take in the fresh Canyon air and enjoy views of some of the most spectacular vistas in North America. Lunch is also included on this day. (Overnight in the Canyon) B, L DAY 10 GRAND CANYON Today is yours! Take some time to explore this beautiful natural wonder. There is so much to do and see here.

Feel free to go for a hike or a leisurely stroll, while enjoying the fresh air and breathtaking landscape around you. Be sure to grab the newspaper, guide pamphlets and flyers as they provide great insight on how you should map out your day. (Overnight in the Canyon) DAY 11 OVERNIGHT ON BOARD AMTRAK Today you will board the Grand Canyon Railway back to Williams. Then, this evening, enjoy your included dinner at the Grand Depot Café. After this filling meal at this yummy buffet, you will board your transfer from the hotel to the Amtrak station and hop on the train to Los Angeles. (Overnight on board Amtrak) D DAY 12 LOS ANGELES Welcome to Los Angeles, otherwise known as the “City of Angels.” You will arrive in LA early this morning and transfer on your own to your hotel. Spend the rest of the day exploring Hollywood at your leisure. Stop by the Walk of Fame or venture up to Griffith Observatory to view the famous Hollywood sign. This “Entertainment Capital of the World” has tons of sights just waiting for you to discover! (Overnight in Los Angeles) DAY 13 LOS ANGELES Today you will enjoy a guided tour of Los Angeles.

See the stunning homes of many A-listers. Explore Hollywood and Rodeo Drive. Visit popular California beaches. Don't forget to document the end of your Route 66 journey with a picture of the road's ending sign at the iconic Santa Monica Pier. (Overnight in Los Angeles) DAY 14 YOUR JOURNEY ENDS IN LOS ANGELES Legend for meals: B - Breakfast, BR - Brunch, L - Lunch, D - Dinner Room 3 - Number of Children Room 3 - Age of first Child* Please enter a value less than or equal to 15. Room 3 - Age of second Child* Please enter a value less than or equal to 15. Room 3 - Age of third Child* Please enter a value less than or equal to 15. Room 3 - Age of fourth Child* Please enter a value less than or equal to 15. Room 3 - Age of Children Please enter the age of each child. Use the plus (+) button to add additional children. Room 4 - Adults Are children going to be accompanying you?

Yes Route 66 and the Trans-Canada Highway: iconic roads, very different adventures | Toronto Star Autos Route 66 and the Trans-Canada Highway: iconic roads, very different adventures How does one of the most famous roads in America compare with Canada’s mother road? Wheels contributor Mark Richardson takes two epic journeys across two of the world’s remarkable highways to find out. The Cadillac Ranch outside Amarillo, Texas, is an ever-changing Route 66 landmark. (Mark Richardson for the Toronto Star) Mark Richardson, shown here somewhere in Texas, knows a photo op when he sees one. (Mark Richardson for the Toronto Star) A stretch of the Trans-Canada Highway in Nova Scotia. (Mark Richardson for the Toronto Star) Writer Mark Richardson's son Tristan takes in the Prairies from a stretch of the Trans-Canada Highway, en route across the country. (Mark Richardson for the Toronto Star) The highway on the drive west to Oatman, Az., is the most serpentine stretch of Route 66. (Mark Richardson for the Toronto Star) A Route 66 motel near Springfield, Mo., put out of business by the modern hotel chains.

(Mark Richardson for the Toronto Star) By Mark RichardsonSpecial to the Star Fri., Jan. 2, 2015 Recently, I drove the length of America’s most famous road, Route 66 — 3,900 kilometres from Chicago to Los Angeles. Two years ago, I drove the length of this country’s most famous road, the Trans-Canada Highway — 7,600 kilometres from St. John’s to Victoria. Do the two compare? Is one just a different national version of the other? No; their principles are the same, but their identities are as different as our two countries. Most important, the Trans-Canada is a working highway and often the most important road link for the communities it passes through. In some provinces — New Brunswick, Quebec and across the Prairies — it’s a four-lane divided highway as swift and efficient as any American interstate. Article Continued Below Route 66, however, is no longer an official highway in the U.S. and was removed from the books in 1985. Its concrete and cement was bypassed by the mammoth interstate system, sometimes paved over in the name of progress by the wide and smooth asphalt.

America’s Mother Road is much older than Canada’s, although we had the idea first. It was in 1912 that 500 motorists gathered in Alberni, on Vancouver Island, and called for the creation of a highway to link Canada, by road and not just rail. There were only 50,000 cars in the country at the time but that number was growing exponentially and those drivers could see the future. They wanted a national highway to help forge a national identity — to link the west to the east, from ocean to ocean. A medal was even announced, to be awarded to the first person to drive from Atlantic to Pacific. They expected it would all happen before the end of the decade but it took another 30 years for the medal to be presented, and 20 more after that for the Trans-Canada Highway to be opened. There were two major reasons for this: the two world wars delayed any large national construction projects, and the Canadian government gave most of the responsibility to the provinces. Although the feds were willing to pay half the costs, the individual provinces were expected to pay the other half and there was much argument about which routes to take.

The province of Newfoundland, which wasn’t even part of Canada when the highway was first imagined, signed on but did very little until 1964. That’s when canny premier Joey Smallwood accepted a desperate offer from the feds to cover 90 per cent of the costs if the road could be completed. Smallwood took the money and completed the drive by ’65. It was all different south of the border. The first car crossed America in 1903, though its two drivers often resorted to fields and dry river beds in the west. The first military convoy crossed the country entirely by road in 1919, led by Lt.-Col. Dwight D. Eisenhower. As with Canada and the provinces, all roads were the responsibility of the individual states and they often just ended at the state line. In 1925, however, a U.S. department was created to plan a system of federal highways and one of the most important was the road linking Chicago and St. Louis to Los Angeles. That road was Route 66.

It was begun in 1926, completed the following year, and was the first to be fully paved, in 1938. Although the eight states it ran through had a say in what route was taken, the feds paid the entire bill and so it didn’t take long to materialize. There were other highways, of course, but it was Route 66 that caught the public’s imagination. It was the road west for immigrants to California and emigrants from the Dust Bowl. It was the Mother Road, which gave birth to motels and diners for long-distance drivers. And it was America’s Main Street, with tall-finned sedans pausing for full-service fill-ups from friendly cap-toting gas attendants. The Trans-Canada also caught the public’s imagination, but not in the same way. There are no famous songs about the highway, and few souvenirs of it to be found along the way. The difference is that our Trans-Canada is still alive and well and often maligned, but it threads across the south of the country regardless. It links more than just commerce, and provides a physical connection between every province.

It stretches almost twice as far as Route 66, which now exists only as a series of roads that used to be the main highway. Even then, it was only temporary. Back in 1919, when that military convoy crossed the country, its lieutenant-colonel envisioned a better system. Three years after he became president in 1951, Eisenhower signed into law the creation of the massive U.S. Interstate Highway System, which eventually made Route 66 redundant. There’s no danger of the Trans-Canada becoming redundant. We need it too much, and besides, it’s already following the best route. That’s the Canadian way, and it’s also the best way. Mark Richardson writes regularly for Toronto Star Wheels. For more Toronto Star Wheels stories, go to thestar.com/autos . To reach Wheels Editor Norris McDonald: nmcdonald@thestar.ca .

Question: The famous ‘Route 66’ in America connected Los Angeles to which other city?
Answer: CHICAGO