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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Forgotten Genius Friday
When people think about space exploration, they often remember the astronauts who traveled beyond Earth. But behind every mission are engineers, scientists, and inventors who create the technology that makes those journeys possible.
One of those innovators is Ellen Ochoa — an engineer, inventor, and astronaut whose work helped advance optical technology and opened new possibilities for space exploration.
Her story is not only about reaching the stars. It is about creating the tools that help humanity understand the world around us.
A Curiosity for Science and Discovery
Born on May 10, 1958, in Los Angeles, California, Ellen Ochoa developed an early interest in learning and problem-solving. She studied physics at San Diego State University before earning advanced degrees in electrical engineering from Stanford University.
Her path was shaped by curiosity, determination, and a passion for using science to solve real-world challenges.
Before becoming an astronaut, Ochoa was already making history as an engineer.
The Technology Behind the Vision
Ochoa specialized in optical systems — technology that allows machines to analyze and interpret images.
Her research led to inventions involving optical inspection systems designed to improve how computers process visual information. These technologies helped with tasks such as detecting defects, analyzing patterns, and improving automated systems.
Through her work, Ochoa became a co-inventor on several patents related to optical technology.
Her inventions demonstrated an important idea: exploration is not only about traveling farther — it is also about developing better ways to observe, measure, and understand.
Breaking Barriers at NASA
In 1990, Ellen Ochoa was selected as an astronaut candidate by NASA.
Three years later, she made history aboard the Space Shuttle Discovery mission, becoming the first Latina to travel into space.
During her NASA career, Ochoa completed four space missions and spent nearly 1,000 hours in orbit. Her missions focused on scientific research, Earth observation, and advancing our understanding of space.
She became a symbol of possibility for future generations of scientists, engineers, and explorers.
Leading the Next Generation of Space Exploration
Ochoa’s impact continued after her astronaut missions. She later became the first Latina to serve as director of NASA’s Johnson Space Center, helping guide one of the world’s most important space organizations.
Her leadership helped inspire new generations to pursue careers in science, technology, engineering, and mathematics.
A Legacy Beyond the Stars
Ellen Ochoa’s journey reminds us that innovation can come from many places. Sometimes the greatest discoveries begin with a question, an idea, or a new way of looking at a problem.
She did not just travel into space — she helped create the technology that made discovery possible.
For Forgotten Genius Friday, Ellen Ochoa represents what the series celebrates: the innovators whose brilliance changed the world, even before many people knew their names.
Her inventions helped us see the future. Her journey helped others believe they could reach it.
Learn More About Ellen Ochoa
- NASA – Ellen Ochoa Biography
- NASA Johnson Space Center
- National Women’s History Museum – Ellen Ochoa
- Encyclopaedia Britannica – Ellen Ochoa
- NASA STEM Education
- Google Patents – Search Ellen Ochoa’s Patents
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The Earth
Cement has a climate problem — here’s how geopolymers with add‑ins like cork could help fix it
Portland cement drives ~8% of global emissions. Learn how low-carbon geopolymers—enhanced with add-ins like cork—could cut concrete’s footprint.
Alcina Johnson Sudagar, Washington University in St. Louis
Concrete is all around you – in the foundation of your home, the bridges you drive over, the sidewalks and buildings of cities. It is often described as the second-most used material by volume on Earth after water.
But the way concrete is made today also makes it a major contributor to climate change.
Portland cement, the key component of concrete, is responsible for about 8% of global greenhouse gas emissions. That’s because it’s made by heating limestone to high temperatures, a process that burns a large amount of fossil fuels for energy and releases carbon dioxide from the limestone in the process.
The good news is that there are alternatives, and they are gaining attention.
Portland cement: A greenhouse gas problem
Cementlike substances have been used in construction for thousands of years. Architects have found evidence of their use in the pyramids of Egypt and the buildings and aqueducts of the Roman Empire.
The Portland cement commonly used in construction today was patented in 1824 by Joseph Aspdin, a British bricklayer.
Modern cement preparation starts with crushing the excavated raw materials limestone and clay and then heating them in a kiln at around 2,650 degrees Fahrenheit (about 1,450 degrees Celsius) to form clinker, a hard, rocklike residue. The clinker is then cooled and ground with gypsum into a fine powder, which is called cement.
About 40% of the carbon dioxide emissions from cement production come from burning fossil fuels to generate the high heat needed to run the kiln. The rest come as the heat converts limestone (calcium carbonate) to lime (calcium oxide), releasing carbon dioxide.
In all, between half a ton and 1 ton of greenhouse gas is released per ton of Portland cement. Cement is a binding agent that, mixed with water, holds aggregate together to create concrete. It makes up about 10% to 15% of the concrete mix by weight.
Alternative technologies can lower emissions
As populations, cities and the need for new infrastructure expand, the use of cement is growing, making it important to find alternatives with lower environmental costs.
Some techniques for reducing carbon dioxide emissions include substituting some of the clinker – the hard residue typically made from limestone – with supplementary materials such as clay, or fly ash and slag from industries. Other methods reduce the amount of cement by mixing in waste sawdust or recycled materials like plastics.
The long-term solution for reducing cement’s emissions, however, is to replace traditional cement completely with alternatives. One option is geopolymers made from earthen clay and industrial wastes.
Geopolymers: A more climate-friendly solution
Geopolymers can be made by mixing claylike materials that are rich in aluminum and silicon minerals with a chemical activator through a process called geopolymerization. The activator transforms the silicon and aluminum into a structure that will look like cement. All of this can happen at room temperature.
The major difference between cement and geopolymer is that cement is mainly made of calcium, whereas geopolymers are made of silicon and aluminum with some possible calcium in their structure.
These geopolymers have been found to possess high strength and durability, including resilience in freeze-thaw cycles and resistance to heat and fire, which are important requirements in construction. Studies have found that some geopolymers can provide comparable if not better strength than traditional cement and, because they don’t require heat the way clinker does, they can be produced with significantly lower greenhouse gas emissions.
Geopolymers can also be produced from a variety of raw materials rich in aluminum and silicon, including earthen clays, fly ash, blast furnace slag, rice husk ash, iron ore wastes and recycled construction brick waste. Geopolymer technology can be adapted depending on the clay or industrial waste locally available in a region. https://www.youtube.com/embed/NOj3p6m9M7Q?wmode=transparent&start=0 A brief history of cement and geopolymers. Geopolymer International.
An added advantage of geopolymers is that changes to the mixture can produce a range of features.
For example, I and my co-researchers at the University of Aveiro in Portugal added a small amount of cork industry waste – the leftovers from creating bottle corks – to clay-based geopolymer and found it could improve the strength of the material by up to twofold. The cork particles filled the spaces in the geopolymer structure, making it denser, which increased the strength.
Similarly, additives such as sisal fibers from the agave plant, recycled plastic and steel fibers can change geopolymer properties. The additives do not participate in the geopolymerization process but act as fillers in the structure.
The structure of geopolymers can also be designed to act as adsorbents, attracting toxic metals in wastewater and capturing and storing radioactive wastes. Specifically, incorporating materials like zeolite that are natural adsorbents in the geopolymer structure can make them useful for such applications as well.
Where geopolymers are used now
Geopolymers have been used in many types of construction, including roads, coatings, 3D printing, coastal environmental protection, the steel and chemical industries, sewer rehabilitation and building radiation shielding and rocket launchpad and bunker infrastructure.
One of the earliest examples of a modern geopolymer concrete project was the Brisbane West Wellcamp airport in Australia.
It was built in 2014 with 70,000 metric tons of geopolymer concrete, which was estimated to have reduced the project’s carbon dioxide emissions by as much as 80%.
The geopolymer market is currently estimated to be between US$7 billion and $10 billion, with the largest growth in the Asia-Pacific region.
Analysts have estimated that the market could grow at a rate of 10% to 20% per year and reach about $62 billion by 2033.
In several countries, greenhouse gas regulations and green-building certifications are expected to support the continued growth of geopolymers in the construction industry.
Expanding the use of cement alternatives
The advantage of using industrial wastes in geopolymers is a double-edged sword, however. The composition of industrial wastes varies, so it can be difficult to standardize the processing methods. The geopolymer components need to be mixed in particular ratios to achieve desired properties.
Producing the activator for the geopolymer, typically done in chemical facilities, can raise the cost and contribute to the carbon footprint. And the long-term data about these materials’ stability is only now being developed given their newness. Also, these geopolymers can take longer to set than cement, though the setting time can be sped up by using raw materials that react quickly.
Developing cheaper, naturally available activators like agricultural waste rice husk with sustainable supply chains could help lower the costs and environmental impact. Also, printing the recipe on the raw material packaging could help simplify the job of determining the mixing ratio so geopolymers can be more widely used with confidence.
Even though geopolymer technology has some drawbacks, these low-carbon alternatives have great potential for reducing emissions from the construction sector.
Alcina Johnson Sudagar, Research Scientist in Chemistry, Washington University in St. Louis
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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For generations of Southern Californians, the Vincent Thomas Bridge has been more than a way to cross the Los Angeles Harbor. It has been a landmark, a symbol, and for many of us, a childhood memory.
Growing up in Southern California, I remember trips to San Pedro with my family and the excitement of visiting the waterfront. My parents would often take us to Fisherman’s Wharf, where they would buy fresh crab, shrimp, fish, and sometimes shellfish. Those trips felt like an adventure. The sights, the smells of the harbor, the boats moving through the water, and the activity around the port made San Pedro feel like a completely different world.
But one thing always captured my attention — the Vincent Thomas Bridge.
Standing below that massive green suspension bridge, I would look up in amazement. Seeing cars and trucks traveling high above us across the harbor seemed almost unreal. The bridge stretched across the sky like a piece of modern engineering, connecting San Pedro to Terminal Island while towering over the ships and waterfront below.
Even as a kid, I was fascinated by transportation. I was already drawn to trains and the movement of machines — the way different forms of transportation connected people and places. The Vincent Thomas Bridge fit right into that fascination. It was another example of how engineering could transform a landscape and bring communities together.
Opened in 1963, the Vincent Thomas Bridge became one of the most recognizable structures in the Port of Los Angeles. Named after California Assemblyman Vincent Thomas, who fought for years to make the connection a reality, the bridge represented growth, progress, and the importance of the harbor to Southern California.
Now, more than six decades later, this historic bridge is preparing for a major preservation effort.
The upcoming Vincent Thomas Bridge Deck Replacement Project is designed to extend the life of the structure by replacing the aging roadway deck and upgrading safety features. The bridge itself is not being replaced — instead, crews are preserving this piece of Southern California history so future generations can continue using and experiencing it.
The work will begin with preparation activities in 2026, followed by a planned full closure beginning in late 2026 while the deck replacement takes place. The goal is to reopen the bridge before the 2028 Olympic Games in Los Angeles.
For some people, a bridge is simply concrete, steel, and cables. But for others, it represents memories.
For me, the Vincent Thomas Bridge brings back memories of family outings, standing near the harbor, looking upward in wonder, and realizing how impressive the world of transportation and engineering could be.
Preserving the bridge is not only about maintaining a roadway. It is about protecting a landmark that has been part of countless Southern California stories — including mine.
The Vincent Thomas Bridge has carried millions of vehicles across the harbor. But it has also carried memories, dreams, and a sense of connection for generations of Angelenos.
And now, it is preparing for its next chapter.
Further Reading & Information
- Caltrans – Vincent Thomas Bridge Deck Replacement Project
- Caltrans – Vincent Thomas Bridge Deck Replacement FAQs
- Port of Los Angeles – Official Website
- LA Waterfront – San Pedro Waterfront Development
- San Pedro – History, Community & Waterfront Information
- California Highways – State Route 47 & Vincent Thomas Bridge History
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