The Knowledge
As Route 66 turns 100, what is it that we’re actually celebrating?
As Route 66 nears its 100th anniversary, a historian asks what we’re really honoring: the real 2,448-mile highway that reshaped towns and travel, or the mythic “Mother Road” nostalgia that often overlooks segregation, exclusion, and the communities the interstate era left behind.
Daniel Milowski, Arizona State University
Working in concert, the American Association of State Highway Officials and the Bureau of Public Roads adopted a uniform highway numbering system and corresponding map on November 11, 1926. The numbering system and map replaced the confusing patchwork of highways and trails, like the Lincoln Highway or the Old Trails Road, with an official network of numbered highways sanctioned by federal and state highway authorities.
Since then, a small group of these highways have attained the status of cultural icon. There’s Route 1, which snakes all the way from Maine to Florida. Route 101 is celebrated for its majestic views of the Pacific Ocean, while Route 6 was immortalized in “On the Road,” Jack Kerouac’s classic novel.
The most famous, though, is arguably Route 66, nicknamed the “Main Street of America” and the “Mother Road.”
Yet as the towns that dot the highway prepare to celebrate its centennial, I’ve found myself wondering what it is, exactly, that’s being celebrated.
As a historian of Route 66, I’ve written about how there are really two versions of this 2,448-mile (3,940-kilometer) stretch of pavement.
There’s the actual highway, which reflected the 20th-century expansion of the nation’s infrastructure. Then there’s the mythic highway – a cultural icon imbued with nostalgia for a specific, 20th-century idea of romance, adventure, freedom and the American West.
There was almost no 66
As state highway commissioners in the 1920s wrangled over the specifics of the nation’s new highway system, they prized highway numbers that ended in zero, since they indicated a cross-country route. The thinking went that these routes would get the most traffic and, with it, the most business.
Oklahoma State Highway Commissioner Cyrus Avery had been a big booster for a Chicago-to-Los Angeles road in order to juice highway traffic through the Midwest. He suggested calling it Route 60, claiming a coveted cross-country number.
But commissioners from Kentucky and Virginia objected, noting that Avery’s proposed road didn’t go from coast to coast. As an alternative, they suggested 62. Avery countered with a number that he thought had a better ring to it: 66.
With the numbering controversy settled, the map of America’s first highway system was approved. But another 12 years would pass before Route 66 was fully built out, making it the first U.S. highway to be paved end to end.
Adventure, redemption and reinvention
While it took over a decade for the full, physical stretch of road to be completed, the making of the Route 66 myth began almost immediately.
Construction of the road had barely begun when Avery, John T. Woodruff and other prominent civic leaders along the highway’s path convened in January 1927 to form the U.S. Highway 66 Association to promote travel along the route.
The association began advertising Route 66 as the best West Coast travel route and even trademarked a slogan for the road, “The Main Street of America.” The association also sponsored spectacles like the Trans-American Footrace to help publicize Route 66.
The race, which started on March 4, 1928, in Los Angeles, received widespread media coverage. Reporters breathtakingly described the epic struggles of the racers, coupled with vivid descriptions of the Southwest landscape. The effect was a marriage of Route 66 to ideas of adventure and romance in America’s collective subconscious.
During the Great Depression and Dust Bowl years, thousands of migrants from the Great Plains and Midwest traveled west along Route 66, hoping to rebuild their lives in California.
Author John Steinbeck dubbed Route 66 the “Mother Road” in “The Grapes of Wrath,” likening it to an umbilical cord that delivered Oakie refugees fleeing the Dust Bowl in the Oklahoma Panhandle to a new life in California. Working for the New Deal-era Farm Security Administration, photographer Dorothea Lange documented the same Oakies fictionalized by Steinbeck. Her 1938 photograph “Family on the Road” captured a husband, wife and their two young children hitchhiking on Route 66 near Weatherford, Oklahoma, after losing their farm.
Together, Steinbeck and Lange helped imbue Route 66 with new layers of meaning tied to loss and redemption. Then, after World War II, Route 66 came to mythologize the postwar boom.
Bobby Troup’s 1946 song “(Get Your Kicks) on Route 66,” first recorded by the Nat King Cole Trio, cast the road as a postwar rite of passage. Millions of Americans went on to take family vacations to the American Southwest via Route 66, staying at roadside mom-and-pop motels, grabbing burgers at neon-lit diners and posing beside oversized roadside landmarks.
Myth versus reality
But the iconic imagery and myths of Route 66 are often at odds with the reality of the road.
I’ve come to see Troup’s song as encapsulating the tension between these two versions of Route 66.
In 1946, when Nat King Cole recorded “(Get Your Kicks on) Route 66,” Cole and his band were unable to get their own “kicks” on Route 66. That’s because few businesses located along Route 66 were willing to serve them. Jim Crow-era copies of the Green Book – a directory of businesses that would accommodate Black road trippers – show just how few options there were.
It would take passage of the Civil Rights Act of 1964 – and subsequent enforcement efforts by the Justice Department – for the travel amenities and services along Route 66 to be equally available to all Americans, regardless of their race.
Yet by the time the highway’s motels, diners, auto repair shops and gas stations were open to all travelers, Route 66’s downturn had already begun.
The 1956 Federal Aid Highway Act turbocharged the construction of new, limited-access interstate highways. These new postwar highways prioritized fast travel between major cities and their suburbs, where Americans were flocking to in large numbers.
Fast travel, however, came at the expense of small towns bypassed by the new highways, depriving many Route 66 businesses of the customers they needed to survive.
In contrast to older mom-and-pop businesses, national corporate chain motels, restaurants and gas stations dominated the new interstate highway exits. Rather than risk exposing themselves to Justice Department Civil Rights scrutiny, they made it known that they welcomed all travelers, further enticing drivers away from older establishments.
Now, as Route 66 turns 100, there’s a gap between how the road is remembered by some and how it functioned for most. Free and easy travel on the road and “getting your kicks” were limited to white Americans. Much of Route 66’s iconography emerged from early highway association marketing efforts aimed at white Americans. Few African American or Latino travelers likely feel the same nostalgia.
Today, a lot of Route 66 nostalgia has a “back to the 1950s” vibe that celebrates pre-Civil Rights America as a purer, simpler, more authentic era. This faux-authentic America better reflects the place some Americans today wish they could live in – a less complicated, less diverse land of adventure, romance and opportunity, rather than the nuanced, complicated America they actually inhabit today.
Daniel Milowski, Adjunct Professor of History, Arizona State University
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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The Long Track Back
LA Metro Approves $71 Million Bus Engine Program and Advances Antelope Valley Line Safety Work
LA Metro will replace engines in as many as 680 natural-gas buses while advancing safety improvements at two Antelope Valley Line crossings in Sylmar.
Two newly confirmed Board actions will keep hundreds of Metro buses in service while moving two Sylmar rail crossings toward construction.
LOS ANGELES — October 28, 2026 — The Los Angeles County Metropolitan Transportation Authority has approved two major investments affecting bus reliability and regional rail safety: a nearly $71 million engine-replacement program for as many as 680 buses and a $27.6 million construction budget for two Antelope Valley Line crossings in Sylmar.
The Metro Board approved both actions on October 22.
Hundreds of natural-gas buses will receive new engines
Metro awarded Cummins Sales and Service a five-year, single-source contract worth up to $70.99 million for 680 near-zero-emission natural-gas engines. The engines will be installed in El Dorado National 40-foot buses and New Flyer 60-foot articulated buses during fiscal years 2027 through 2031.
The engines will operate on renewable compressed natural gas and replace older engines as part of Metro’s midlife bus-refurbishment program. Metro mechanics will perform the installations.
According to the Board report, replacing high-mileage engines should reduce engine-related road calls and improve the reliability of buses that remain in daily service. Metro estimates that the replacements will reduce nitrogen-oxide emissions by 90 percent and greenhouse-gas emissions by 9 percent compared with the engines being removed.
The decision also provides more context for Metro’s transition to electric buses. In September, the agency approved the purchase of 220 battery-electric buses, with deliveries expected to begin in 2028. The new Cummins contract shows that Metro will continue investing in its existing natural-gas fleet while electric buses and the charging infrastructure needed to support them are introduced.
Metro has not changed its zero-emission goal through this action. The engine replacements are intended to keep current buses dependable during the transition and do not obligate the agency to order all 680 engines.
Two Sylmar rail crossings move toward construction
In a separate action, the Board established a $27.62 million life-of-project budget for improvements at the Astoria Street pedestrian crossing and the Polk Street roadway crossing along the Metrolink Antelope Valley Line.
The crossings are part of Segment 4 of Metro’s Brighton-to-Roxford Double Track Project. Although the broader project remains in different stages of design, the Astoria and Polk plans are sufficiently advanced to proceed as separate construction packages.
Planned improvements include coordinated traffic signals, pedestrian gates and additional roadway gates. Polk Street will receive a four-quadrant gate system intended to make it harder for motorists to enter or drive around the crossing when a train approaches. Both locations will also be prepared for possible future quiet-zone operations.
The work supports Metro’s larger effort to improve safety, reliability and capacity on the Antelope Valley Line. Advancing the two crossings now also protects state Transit and Intercity Rail Capital Program funding that must be spent and submitted for reimbursement by June 30, 2027.
Metro will conduct community outreach and execute the construction contracts following the Board’s approval. A specific construction-start date has not yet been announced.
Primary sources
● Metro Board Report 2026-0644: Near-Zero Natural Gas-Fueled Engines
● Metro Board Report 2026-0640: Astoria and Polk Crossing Improvements
This story is part of The Long Track Back, STM Daily News’ continuing coverage of Los Angeles transit projects, service and regional mobility.
Daily News
Major Construction Begins on Metro’s East San Fernando Valley Light Rail Line
LA Metro has moved the East San Fernando Valley Light Rail Transit Project into major construction. The 6.7-mile Van Nuys Boulevard line will add 11 stations, connect with the G Line and regional rail services, and is now targeted for completion in early 2032.
After years of utility relocation and planning, LA Metro is moving into major construction on a new rail line along Van Nuys Boulevard. The milestone also comes with a revised early-2032 completion target.
LA Metro has officially marked the beginning of major construction on the East San Fernando Valley Light Rail Transit Project, moving one of the region’s most important rail projects from preparatory work into full-scale construction.
Metro held a groundbreaking ceremony on October 19, 2026, for the 6.7-mile line, which will run along Van Nuys Boulevard from the G Line busway north to San Fernando Road in Pacoima. The project will add 11 light-rail stations serving Van Nuys, Panorama City, Arleta and Pacoima.
This was not the project’s first groundbreaking. Metro held an earlier ceremony in December 2022 when crews began relocating utility infrastructure. The new milestone is more consequential for riders: the major-construction phase covers the guideway, stations, traction-power substations, rail systems and a maintenance and storage facility.
From utility work to a new rail corridor
The project has spent several years in utility relocation, property acquisition, design and other early work. Metro’s current construction timeline shows major work continuing from 2026 through 2032, with phased traffic changes and K-rail installations expected along Van Nuys Boulevard.
When completed, trains are expected to operate every seven to 10 minutes during peak periods. The line will connect directly with the G Line and provide access to the Van Nuys Metrolink and Amtrak station. It is also expected to become an important transfer point for the future Sepulveda Transit Corridor and a planned Metrolink station in Pacoima.
The corridor already has a substantial transit market. Metro reported that bus Lines 233 and 761, which serve Van Nuys Boulevard, recorded nearly 20,000 boardings in September 2026. The agency also says approximately 19 percent of households in the project area lack access to a car, compared with about 8 percent countywide.
Those figures help explain why this project matters beyond its construction footprint. It is intended to give residents in some of the Valley’s most transit-dependent communities more reliable access to jobs, schools, healthcare and the wider regional transit network.
The opening target has moved to 2032
Metro’s current project page lists an estimated completion date of early 2032. That is later than the 2031 opening forecast the agency publicized when it celebrated an $893-million federal grant in September 2024. Earlier plans were more optimistic still: when utility work began in 2022, Metro said the first segment could open between 2028 and 2030.
The project’s financial scale has also grown clearer. In May 2026, the Metro Board established a life-of-project budget of approximately $3.999 billion and authorized the next phase of its progressive design-build contract with San Fernando Transit Constructors, a joint venture of Skanska and Stacy and Witbeck.
That authorization increased the construction contract’s value to roughly $2.431 billion. Funding for the larger project combines federal, state and local sources, including revenue from Los Angeles County’s Measure M transportation sales tax.
Rail returns to Van Nuys Boulevard
The East San Fernando Valley line will restore passenger rail to Van Nuys Boulevard for the first time since Pacific Electric ended streetcar service there in 1952. It will also become the first major new Metro rail project in the San Fernando Valley since the subway reached North Hollywood in 2000.
The historical parallel is significant. Van Nuys Boulevard once developed around electric railway service before the region shifted heavily toward automobiles and buses. Metro is now rebuilding rail in the same broad corridor, but as part of a modern network designed to connect local riders with bus rapid transit, regional rail and future high-capacity projects.
The current project ends in Pacoima. Metro continues to study a separate 2.5-mile northern extension that would reach the Sylmar/San Fernando Metrolink station. That extension is not included in the segment now entering major construction.
For riders, the October groundbreaking does not mean trains are imminent. Several years of disruptive and technically complex work remain, and the schedule has already moved beyond earlier forecasts. Still, it represents a tangible transition: the East San Fernando Valley line is no longer primarily a planning exercise or utility-relocation program. Metro has begun building the infrastructure that will carry trains.
That makes this a major step in Los Angeles County’s long effort to restore frequent rail transit to communities that lost it generations ago—and another chapter in The Long Track Back.
Primary sources
- LA Metro: Major construction will soon be underway
- LA Metro project page: East San Fernando Valley Light Rail Transit
- LA Metro Board meeting, May 28, 2026 — project budget and contract authorization
- LA Metro: $893 million federal grant announcement, September 6, 2024
- LA Metro: Advanced utility-work groundbreaking, December 2, 2022
This article is part of The Long Track Back, STM Daily News’ continuing coverage of how Los Angeles is rebuilding and expanding a passenger-rail network after decades of automobile-centered grow
For generations, the Santa Monica Pier sign has marked the start of a day at the beach. Now, the familiar blue neon landmark is preparing for a journey of its own.
Santa Monica scheduled removal of the 1941 sign for October 20–22, with shipment to Las Vegas anticipated October 26. The timetable is subject to change, according to the city’s October 19 announcement.
The temporary removal accompanies replacement of the aging bridge connecting Ocean Avenue to the pier. It also creates an opportunity to preserve the historic sign.
YESCO will restore it at its Las Vegas facility. The company’s experience includes work on the “Welcome to Fabulous Las Vegas” sign.
Crews will repair neon tubing, treat rust, repaint components and address structural needs while retaining historic features. The sign will remain in secure storage during bridge construction.
Once the project is finished, it will return above the new bridge at a slightly greater height for visibility and vehicle clearance. The city’s latest announcement targets project completion by 2028, ahead of the Los Angeles Olympics and Paralympics.
Meanwhile, visitors can photograph a lighted, half-scale replica near Pier Burger.
For anyone who associates that glowing arch with Southern California memories, its absence will be noticeable. The restoration is intended to ensure future generations can make memories beneath it, too.
Source: City of Santa Monica — October 19, 2026 announcement
Related Links
- City of Santa Monica: Official sign restoration announcement — October 19, 2026. Primary source for removal dates, shipment to Las Vegas, YESCO’s restoration work and the sign’s planned return.
- Santa Monica Daily Press: Sign restoration during bridge rebuild — October 20, 2026. Additional local reporting on the project and visitor access.
- LAist: Sign removal and how to watch — Reporting on the removal schedule and public viewing opportunities.
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