Any attempt to preserve Route 66 would be complex because of the length of the road and
its many landscapes. The major character-defining features of the cultural landscapes are
the road itself, bridges, local architecture, size and nature of the communities linked,
adjacent land use, regional vegetation, topography, and soils.
Route 66 is not a single entity; it changes dramatically as it crosses from rural to
urban areas and back again, traversing a variety of geological formations and
biogeographical zones. Many segments have been dramatically modified. Some areas have been
affected more than others, and the route's historical continuity has been destroyed.
Preservationists face another major challenge to preserve a "living" highway
as a historical route while allowing for normal change. As a local or regional road Route
66 is constantly evolving, and it would be unrealistic to try to impede its evolution.
But, if changes are allowed without restriction, the charm and appeal of the road will
soon be lost. Change could be guided by formulating and enforcing local, state, or
regional criteria for preservation and development along the route. Transportation related
safety needs cannot be ignored, but it is essential that the fragile and sensitive nature
of the resource and its setting are considered. Road preservation techniques compatible
with the character and integrity of the old roads must be adopted.
Decisions must also be made about other aspects of preservation, rehabilitation, and
restoration. For example, one of the most appealing activities is driving old Route 66
alignments. When segments are heavily used, they require maintenance that often results in
the loss of the character that made them attractive. Certain communities have identified
abandoned segments as bike paths or trails, but this approach can accelerate road
deterioration, is not feasible on much of the road, and conflicts with the very essence of
the highway - it was built to be driven.
When alignments are bypassed or when segments are not used at all, the road still
deteriorates. For example, in eastern New Mexico (near Tucumcari and Santa Rosa) the old
segments of Route 66 have become virtual dirt tracks; near Lexington, Illinois, a portion
of the original concrete closed to traffic is now so badly cracked that it has to be mowed
every summer to prevent further deterioration.
Buildings along the route include a broad palette of architectural styles and designs,
particularly in commercial properties and associated cultural landscapes. Many do not meet
current standards of national or regional significance. yet they are important because
they reflect the customs, beliefs, needs, and values of both the travelers and the people
along the highway.
Some resources essential to understanding the evolution of Route 66 should be nominated
for listing on the National Register of Historic Places. Structures that do not meet the
current standards of national or regional significance but contribute to the overall
integrity of a resource or area might be nominated as part of historic districts or
cultural landscapes. The criteria for inclusion should be broad enough to encompass the
wide variety of structures along the route, such as flashing neon signs, roadside stands
in the shape of huge oranges, reconstructed forts depicting the wild west, motel rooms
constructed like tepees, fiberglass dinosaurs, jackalopes, and rattlesnake pits. Modern
establishments built to replicate this character are also important to a living highway.
Buildings in various states of disrepair (some boarded up and others in ruin) also help to
define the landscape.
The primary issue is the need to define the most important areas or landscapes that are
essential to preserving the character of the road in light of the extensive
horizon-to-horizon view sheds that exist and the need to find preservation strategies or
treatments that are responsive to the evolving nature of the highway and the people who
live along it.
Reprinted from:
Special Resource Study Route 66
United States Department of the Interior
National Park Service (See Credits)
NPS D-4 July 1995.
