Abstract: The history of Route 66 has been dominated by popular works. Through the preservation efforts proposed by the National Park Service a more synthetic view of Route 66 has begun to emerge. Combining the efforts of the NPS with other federal and Arizona state government publications, and various legislative effort of Congress one can generate a very different interpretation of Route 66 and its role in modern American history. The various government publications fall into three distinct groups: popular, analytical, and legislative. It is through the use of government publications that it may be possible for Route 66 studies to transcend the realm of popular culture to that of serious academic pursuit.
 

Keywords: United States Highway 66
 
 

     There has been much written about Route 66 in the last fifteen years. Much of the material can be characterized as popular in nature. With but four exceptions(1), all of that material has illustrated the subject, without providing any intellectual underpinnings as to why this subject is worthy of actual study.

     The history of Route 66 is fairly easy to generalize. With the dawn of the bicycle and automobile age at the beginning of this century, many groups lobbied for the creation of roads which would be suitable for either bicycle or automobile use. By the early 1920s, most cities had paved roads which reached out to the city limits, but not much further. Beyond the cities, the country was laced with local roads which connected one town to another, but with no real plan or standard in regards to the road's construction, direction or upkeep. Largely through the agitation of Oklahoma's Cyrus Stevens Avery at the San Francisco meeting of the "American Association of State Highway Officials" in 1924 was the groundwork laid for the creation of the first federal highways including the design for one making travel possible from the Midwest to the Southwest[2]. This highway would become Route 66. Route 66 was very unique in the Federal road building experience for a number of reasons.

     First, it is not a true East-West, or North- South road. From Illinois to Texas it runs Northeast-Southwest, from Texas to the California coast it runs East-West. Second, because Route 66 was made out of a patchwork of existing roads, it follows a much older style of travel and construction. The old alignments of the road followed the land, skirting hills and boundaries. Rarely straight, the road meandered across the country where grades were gentle. Because of this mileage and speed could be problematical. Route 66 was dominated by the environment, unlike modern highways which dominate the environments through which they pass[3]. Historically, Route 66 was an outgrowth of the National Old Trails Association which had as one of its goals to link the United States coast to coast by re-tracing America's historic trails. In the case of Route 66, these trails include parts of Beale's Wagon Road to California (1857), the Santa Fe Trail, and the Grand Canyon Route of Matthew J. Riordan[4]. Third, Route 66 was an evolutionary road. In some respects this fulfills the notion that Route 66 was a true "route", fluid in nature, use and meaning as opposed to a definable physical entity, a "highway". In general terms it had 4 generations (but locally perhaps a few more or less). The alignment as assigned in 1926 (in actuality dates to much older roads). The improvements in the 1930s that shortened distances, and widened the still unpaved road. The first extensive paved Route 66 appeared complete 1938[5]. This alignment generally existed through the 1950s with more changes to the alignment. The bypass era followed with the advent of I-40 in the late 1950s and 1960s. Finally there is the re-discovery period of Route 66 wherein the unique nature of the highway and its relationship with its environment is now being studied since the last bypass went in place in Williams, Arizona in 1984[6]. This re-discovery has led to preservation activities on two fronts; the re-development of Route 66 as a travel route, with accompanying economic benefits to the towns and cities along the route, and the prospect before the National Park Service of physically "preserving" a 2,400 mile stretch of road which has, in many cases and places frozen history for historians and archaeologists of modern American history and culture.

    There is much to take in when studying Route 66 even within the confines of Arizona. Route 66 was both a product of history and the maker of history. In Arizona Route 66 follows the 35^th parallel route across northern Arizona. It exists within a narrow corridor shared with the Burlington Northern Santa Fe Railroad, the Southern Union Gas pipelines, and a small host of explorer's trails. As with large projects like interstate road building, federal and state activity saw the birth of the modern highway system, especially in the West. This road building went hand in hand with a new industry-tourism. Route 66 actually dictated urban shape and growth of the towns and cities across Arizona through which it passed. Towns grew along the north (Westbound) side of 66 on the East side of the town, creating commercial strips to catch the traveler as they arrived. Likewise, on the South (Eastbound) side offered the proverbial "last chance" establishments. Route 66 played a pivotal role in the Great Depression of the 1930s becoming the primary feeder road for those fleeing the "dust bowl" and the economic collapse by funneling many out of Arkansas, Oklahoma and Texas into the perceived security of California. During World War II many defense-related activities occurred along 66, not to mention the huge number of soldiers bussed or hauled by train along the route. There was even a German prisoner of war camp near Winslow. The bypass era brought closure to many 66 related entities. Quite literally towns lived or died on the bypass. Some moved crab-like to reach out to the new freeway exits where local businesses were supplanted by chain stores and restaurants, others could only watch their business slip away down the road.

     In 1984 with the final Route 66 bypass going in at Williams, a small group formed to preserve the existing stretches of 66. Many of these stretches were in use as local or county roads and if nothing else needed repair. This is an interesting point in the cycle of the history of Route 66. The original road established as Route 66 in 1926 was the beginning of an evolution based upon earlier roads which were largely local roads.
 

    After 1984 Route 66 was decommissioned and returned to that status of local road. In the post-decommissioned period some saw the old road as bringing economic stability to their towns once more as a historically and commercially promotable site. It is at this point federal and state activities are again brought to bear on the re-creation of 66.The focus of this study then is to examine through government publications the history of Route 66. Much of what was examined during the course of research reveals three types of activity. The first is obviously legislative. Next, the annual reports dealing with the actual growth of the road through federal and state expenditures which tell the story of how well the legislative ideas worked and, finally, the grappling with Route 66 as an historic entity, worthy of study and preservation. Within each there is a degree of popular opinion and ideology regarding 66. So firmly entrenched is the modern image of the old road that it can even pervade government publications.

      Initially, the attempt to cut modern roads across the high desert of northern Arizona proved to be very problematic. While there were always trails and paths of a sort, real automobile quality roads did not exist. The railroad provided adequate service for anyone wishing to travel to or from southern California, and to points east. Railroad service was well established between the towns of northern Arizona, and across a good deal of Route 66. As Arizona towns were small transportation within them could be done quite efficiently on foot, horseback, or by horse-drawn wagon. The urgency for anything more than a trail across northern Arizona did not come until the point when automobiles became plentiful enough that they could effectively challenge the railroads for tourism and basic transportation in the West. The environment proved hostile to the construction and maintenance of roads, especially if there was any real volume of traffic involved. To the eastern side of Arizona the sandy washes along the Little Colorado River and its drainages led to the problem of axle deep sand when dry, and acres of mud when wet. West of Winslow, the roads traversed limestone ledges that yielded rough and rocky ground where road fill was lost to wind and rain leaving only a cratered surface. Flagstaff and the mountains saw heavy truck use associated with lumbering, and the associated damages caused by heavy traffic and winter snows. The Ash Fork grade challenged road engineers with mud, clay, water and steep grades. Further west, the roads shifted with every re-alignment of the Santa Fe Railroad, beyond Kingman lay a hostile desert, with violent summer storms that washed away roads with alarming frequency.

     Early Federal efforts at enabling road building yielded legislation that both encouraged, and hindered such activities. While they supplied much needed funding for highway projects, they limited their spending to a per mile basis. The Federal Aid Law (PL 64-156) passed in 1916, laid out the basic aid package. States could apply for assistance from the Department of Agriculture for funds to build and improve "rural post roads"; that is those roads which currently, or would likely in the future carry the U.S. Mail between places of over 2,500 persons based upon the 1910 Census. $75,000,000 was appropriated over the years 1917 through 1921. The limiting factor on road building was the $10,000 per mile spending cap, exclusive of bridge construction costs (over 20'). Funds were distributed to states based upon their relative percentage of the total population of the United States[7]. The Post Office Appropriation Bill of 1919 amended the Federal Aid Act in two key ways: it increased per mile costs for highway construction to $20,000 per mile and liberalized somewhat the definitions used to describe rural post roads, making it possible to extend federal funds to virtually any highway construction outside of towns and cities. Ultimately however, the fee per mile rate was amended down to $15,000 per mile. A later 7% model was established which limited federal funding to 7% of the existing highway mileage in the state. In the 1924-26 Biennial Report it was lamented that "As Federal Aid for highway construction came into existence just at the beginning of the past decade, which has been the greatest highway construction period the nation has ever known,...it soon became apparent that it was being expended upon disconnected and, in many instances, roads relatively unimportant."[8]. The year here is important. 1926 was the year when the federal highway system of numbering roads began. For state highway departments, roads could no longer be thought of in only local terms. Drivers were making use of the existing system to travel beyond county lines and state borders. Roads would have to be thought of in broader terms. These two laws began the construction of state and interstate highway construction in Arizona. The Biennial Report of the State Engineer document costs, type of construction, and description of each Federal Aid Project as it moved through its stages of construction to completion. It must be noted that these projects were short in terms of mileage and not paved. These projects yielded the primary routes for later roads and highways. The construction and maintenance methods were largely borrowed from railroads. Contracts were let out for basic construction and maintenance was handled by "crews" who lived out on their road section, using State supplied equipment to maintain their sections. It is indeed worth noting, that with few exceptions, Route 66 traveled closely to the Santa Fe Railroad across Northern Arizona.

     Jack T. Rittenhouse is perhaps the one man intimately familiar with the condition or Route 66 at the close of the Second World War. Rittenhouse traveled the entire length of Route 66 in his American Bantam coupe a number of times to write the authoritative guidebook to Route 66 [9]. The book was reprinted by the University of New Mexico in later years. It is still the authoritative work to discover what Route 66 was like in the late 1940s. Aside from what obvious information a highway guidebook ought to pass along were some of the comments which displayed the then current state of affairs for Route 66. "War-worn stretches of pavement are being repaired wherever pitted"[10] in truth Route 66 was fairly damaged by heavy WWII traffic comprised of troops, trucks and convoys headed East and West. The traffic during the war, which featured mile-long military convoys, and the relative explosion of tourist travel after the war demonstrated how inadequate Route 66 was to carry large volumes of traffic[11].

     It is important to remember that the entirety of Route 66 was not paved until as late as1938. For President Eisenhower in the 1950s, facing down a "Cold War", the memory of being stuck in impassable road conditions prior to World War II combined with the number of military camps scattered along the road must have provided a strong impetus to modernize the highway thoroughly"[12]. The repair and repaving of this era was the last before the passage of the Federal Aid Highway Act of 1956. The Act called for a 42,500 mile, modern national interstate system. Route 66 was not adequate for handling the post-war boom in traffic, and so it along with other highways were slated for replacement. Route 66 would be replaced by an array of interstate highways. In Arizona I-40 superseded Route 66 across northern Arizona. The new interstate system was to connect ninety percent of all American cities with populations greater than 50,000 [13].

     There were several factors driving new alignments and highways. First to avoid needless delay by routing past small towns, and straightening alignments to total exclusion of many existing towns along the old route. There was also pressure to spend federal dollars as effectively as possible. At one point it was considered that I-40 (the successor to Route 66) would terminate at Searchlight, Nevada, and traffic would then continue to Los Angeles via I-15. Another idea that fortunately did not catch on was to use nuclear weapons to excavate a trench for a four-lane road, and the Santa Fe Railroad through the Bristol Mountains in Southern California. Project Carryall was terminated because of the 1963 Nuclear Test Ban Treaty [14].

     Until the final bypass went into place in 1984, it would seem that Route 66 was being dismantled and was destined go out of existence. The situation in 1984 Arizona was this: much of the old road still existed. Many of those miles still in existence were still in use as local roads. Literally Route 66 wasn't going to disappear completely as such. The roads might have been renamed, or stricken from the Federal Highway registers, but the roads were on the maps, and on the ground. Several alignments had literally disappeared. They were scraped away by graders once new alignments were in place, or simply became degraded to the point that they were no longer driveable. Some other bits passed into private hands (on ranches or lease land).

     In fairly short order local historical associations were formed to rally around the cause of Route 66 preservation. Each state through which Route 66 passed now has a Historical Association interested in promotion and preservation of Route 66. The Arizona Association formed around a nucleus of people from Oatman to Seligman, and now claims membership from all across Arizona. The Kaibab National Forest has taken an active role in Route 66 studies by inventorying and documenting the various alignments of Route 66 through the National Forest Boundaries. Their two public documents, Route 66: Mountain Bike Tour, and Route 66: Auto Tour are the first of the post-Route 66-era documents produced to bring meaning for the tourist and traveler to what Route 66 means in historic terms. While they are only pamphlets, they attempt to provide popular and historic data, while taking the tourist to the significant sites to experience Route 66. The Kaibab National Forest also made one of the first steps towards preservation by seeking status of Route 66 on the National Register of Historic Places.

     The Bureau of Land Management followed suit by adding Route 66 through the BLM lands of Western Mohave County to the "Back Country Byway" program. Their pamphlet, much like the Kaibab's, describes the section of Route 66 within their jurisdiction which encompasses the McConnico-Golden Shores alignment, which was bypassed in 1953 [15].

     Since 1984, preservation activities have take a legislative turn as well. The active groups have been largely the members of New Mexico's Congressional delegation. Their first significant act was the omnibus hearing before the Subcommittee on Public Lands, National Parks and Forests of the Committee on Energy and Natural Resources entitled: Miscellaneous New Mexico Legislation and Route 66 Study Act of 1989. The Act hearing proclaimed that Route 66 was worthy of study and preservation largely based upon most of the popular cultural attributes usually associated with Route 66. It did, however, also acknowledge that: "although the remnants of Route 66 are fast disappearing, many structures, features, and artifacts of Route 66 remain, including several segments of the highway that offer excellent insight into the experience of so many who traveled the highway; and in light of the growing interest by organized groups and State governments in the preservation of features associated with Route 66, the route's history, and its role in American popular culture, a comprehensive evaluation of preservation and tourism options should be undertaken"[16].

     Senator Pete V. Domenici's comments on S. 963 (The Route 66 Study Act of 1989) detail best what scenario was to follow: "(S.963) will direct the National Park Service to conduct a feasibility study to determine the best ways to preserve, commemorate, and interpret historic Route 66"[17]. In a question and answer session in the context of the hearing Senator Domenici asked Gerald D. Patten, Associate Director of the National Park Service about how long a survey of the sort needed to evaluate the 2,000 plus miles of Route 66 might take. Mr. Patten's reply was "I think a concept can certainly be done in a year. Much less than that I would not have a lot of confidence in...I do believe we could come up with a conceptual plan in a year"[18]. The hearing and Act did not yield law. In 1990 both the House and Senate created versions of a bill much like the 1989 effort. The House Report (101-637) was entitled: Authorizing a Study on Methods to Commemorate the Nationally Significant Highway Known as Route 66, and for other Purposes. The Senate report was called the Route 66 Study Act of 1989.

     The primary divergences between the reports is the dollar amount each indicates a study ought to cost. The House report lists a price of $200,000, while the Senate feels $150,000 should cover the study. Both figures are interesting given Mr.Patten's feeling that the National Park Service could readily produce the study with no additional funding.[19].

     Public Law 101-400 was passed in September 1990. Entitled: Route 66 Study Act of 1990, it called for "The Secretary of the Interior, acting through the Director of the National Park Service and in cooperation with the respective States, shall coordinate a comprehensive study of United States Route 66. Such study shall include an evaluation of the significance of Route 66 in American history, options for preservation and use of remaining segments of route 66, and options for the preservation and interpretation of significant features associated with the highway. The study shall consider private sector preservation alternatives. Not later than two years from the date that funds are made available for the study, the Secretary shall "transmit such study to the Committee on Energy and Natural Resources of the United States Senate"[20]. the Act also granted $200,000 for support of the study, and included the note that "Nothing in this report shall be construed to authorize the National Park Service to assume responsibility for the maintenance of United States Route 66"[21].

    Throughout the 1990s, with the exception of PL101-400, little was accomplished in the realm of legislation. The National Park Service's Route 66 Study Group active since 1993, has completed its study, and remains active today. The report produced by the National Park Service explores the nuances involved in assessing a 2,400 mile road. The first discovery is that in reality by incorporating various dates' alignments that the mileage figure grows dramatically. The conflict between addressing attracting travelers to the old alignments, and preservation of the road and the surrounding structures, has led to the proposal of five separate alternative management plans that include; preserving resources; creation of a National Historic Trail; no action; commemorative redesignation by Congress; and creation of a Heritage Highway[22].

     The 105^th Congress produced a flurry of activities including H. Res. 604, and H.R. 4516 which both deal with preservation in the Route 66 corridor. S. 2133 (Route 66 Preservation Bill) was passed by the Senate on October 9, 1998. The Bill includes provisions for spending $10,000,000 between the years 2000 and 2009, and most resembles the Heritage Highway option outlined in the Special Resources Study.

     Federal and State publications stand in a position to change the research basics for those interested in Route 66. As such government publications fall into three distinct categories with each one offering some degree of depth to the field. The first document type is the basic, promotional sort like the Route 66 Auto Tour from the Kaibab National Forest. It contains a wealth of historical information that is tightly focused on a fairly narrow location. It is largely aimed at the tourist, or the Route 66 enthusiast who is used to the popular orientation of such material. This sort of publication is valuable as it is devoid of bias and sensational material. Many Congressional hearings fall into this category. They contain witness/testimony material presented to Congressional committees. Some of that material is often a restatement of existing material (and hence, largely popular in nature), and some of it is strikingly analytical, leading to this next category.

     The next category of government publication is analytical in nature. This material synthesizes the known data on Route 66, drawing conclusions from th material at hand. To date, very few of the documentary materials cover this angle on Route 66. The National Register of Historic Places submission from the Kaibab National Forest (which is an "internal" document it was not distributed as part of the Federal Depository Library Program) analyzes the physical remnants of Route 66, and draws clear conclusions in regards to how Route 66 and the local environment interacted historically. In the near future, the material to be produced by the National Park Service's Route 66 Study Group who since 1990 or so have had the charge of evaluating the remnants of Route 66, and what can be done to preserve and interpret those stretches.

     The annual reports, like the State Engineers reports, offer striking, first hand accounts in regards to the building, maintaining and improving of the roads which became Route 66, and existed after the 1926 designation. These reports are much like the old road itself, a window to the time period.

     Finally, the legislation provides the researcher with the legal underpinnings to the history. Comparing the Annual Reports of the State Engineer to the legislation of the period, and the contrast can be stark. It was the State Engineer (or the State Highway Department) that determined how the legislation was to be enacted at the ground level. There is the clarity of the idea of developing the greater system on one hand and the reality of doing so for a mere $10,000 per mile. This particular situation put in place the system whereby Route 66 was force to evolved as needs and funds permitted. The legislation also graphically shows how the highway's primary goal changed over time. Route 66 was not the longest, or oldest highway in American History[23]. Route 66 is however, a reflection of the origin and evolution of road-based transportation in America. Route 66 symbolizes the American post-war optimism. It linked the rural Midwest to the far West, changing both. "The appearance of Route 66 came at a time of unparelleled social, economic, and political disruption and global conflict, and it enabled the most comprehensive movement of people in the history of the United States" noted the National Park Service[24]. It is clear that the final word on Route 66 is yet to be written in the realm of government publications. It is equally clear that these publications offer the best opportunity for the genre of writing on Route 66 to continue to evolve into a more analytical and synthetic nature.

[1] The four publications are: the thesis by Rita A. Puzo, Route 66: A Ghost Road Geography; Michael Wurtz's paper "Route 66: From Beale to Bypassed", dated February 11, 1987, the Kaibab National Forest National Register of Historic Places nomination report (see bibliography); and the National Park Service's Special Resource Study: Route 66 Illinois, Missouri, Kansas, Oklahoma, Texas, New Mexico, Arizona, California.

[2] Michael Wallis, Route 66: The Mother Road, (New York, NY: St. Martin's Press, 1980), 7.

[3] While Puzo is speaking specifically about the Mohave desert stretch of Route 66 the general concepts regarding the integration of highway and environment apply almost universally in the case of Route 66. See pp. 3-7 for a lucid discussion of the topic.

[4] United States, Department of the Interior, National Park Service, Special Resource Study, Route 66 Illinois, Missouri, Kansas, Oklahoma, Texas, New Mexico, Arizona, California, (Washington, D.C.: U.S. Government Printing Office: July 1995), 11.

[5] ibid, 14.

[6] United States Department of Agriculture, Forest Service, Kaibab National Forest, National Register of Historic Places Multiple Property Documentation Form: Historic Route 66 in Arizona, (Williams, AZ: Kaibab National Forest, 1988), section E, p. 8.

[7] State of Arizona, State Engineer, Fourth Biennial Report of the State Engineer to the Governor For the Period July 1, 1918 to December 31, 1920, (Phoenix, AZ: Republican Print Shop, 1921), 21-26.

[8] Arizona Highway Department, Seventh Biennial Report of the State Engineer For the Period July 1, 1924 to June 30, 1926,(Phoenix, AZ: Kelly Print, 1926), 23.

[9] Wallis, 17-25.

[10] Jack D. Rittenhouse, A Guide to Highway 66, (Albuquerque, NM: University of New Mexico Press, 1989), 5-6.

[11] United States, Department of the Interior, National Park Service, Denver Service Center, Special Resources Study; Route 66 Illinois, Missouri, Kansas, New Mexico, Arizona, California, (Washington, D.C.: U.S. Government Printing Office, 1995), 16.

[12] ibid. p. 17.

[13] Puzo, 66.

[14] Puzo, 68-9. This story is also recounted in Tom Snyder's Route 66 Pioneering Highway, (Oklahoma City, OK: U.S. Route 66 Association: 1992), 11-12. There is much information available generally on the "Plowshare" era, and on Carryall specifically at the Department of Energy's Energy Information Bridge Web Page < www.osti.gov/bridge  >. Curiously, the Plowshare annual reports indicate that as late as 1967 Carryall remained within the program, but "inactive". The impact of the Nuclear Test Ban Treaty might be speculative. [ NOTE: Since this paper was written, the Dept. of Energy has changed access to the documents in this database].

[15] This stretch today is impressive. It is very hard to imagine how modern interstate traffic could have been funneled through such a narrow, hilly region as late as 1953. United States, Bureau of Land management, Historic Route 66: National Back Country Byway, (Kingman, AZ: United States, Bureau of Land (*) Management: 1994?).

[16] U. S. Congress, Senate, Committee on Energy and Natural Resources, Miscellaneous New Mexico Legislation and Route 66 Study Act of 1989 S. Hrg. 101-228, (Washington, D.C., U.S. Government Printing Office: 1989), 28-9.

[17] ibid p. 36.

[18] ibid. p. 85.

[19] See HR 101-637, 3-4 and SR 101-89, 3-4, and Miscellaneous New Mexico Legislation and Route 66 Study Act of 1989, 85

[20] PL 101-400, 2.

[21] ibid, 2.

[22] For a complete examination of these options, See: United States Department of the Interior, National Park Service, Denver Service Center, Special Resource Study: Route 66 Illinois, Missouri, Kansas, Oklahoma, Texas, New Mexico, Arizona, California, (Washington, D.C., U.S. Government Printing Office: July 1995), 33-52. To date Congress has taken no action on these options.

[23] ibid, 7

[24] ibid, 8.
 
 

PL 64-156 Federal Aid Law 1916 39 Stat. 355

PL 65-299 Post Office Appropriation Bill 1919 40 Stat. 1189

PL 84-627 Federal Aid Highway Act of 1956 70 Stat. 374

PL 101-400 Route 66 Study Act of 1990 104 Stat.861
 
 

D. Bailey, "Preservationists getting their kicks on Route 66", Americana, 20 (April 1992), 6.

Patricia R. Buckley, Route 66: Remnants, (Self-published, 1988).

Spencer Crump, Route 66: America's First Main Street, (Corona del Mar, CA: Zeta Publishers Co,1996).

Pete V. Domenici, "Senate passes Route 66 Preservation Bill", Academic Universe, Congressional Press Releases, (October 9, 1998).

Christopher Finch, Highways to Heaven, The Autobiography of America, (New York, NY: HarperCollins Publishers, Inc., 1992).

David J. Hall, Final Report on Travel Characteristics on U.S. Route 66 Across Northern Arizona, (Tempe, AZ: Arizona Transportation and Traffic Institute, 1964).

Lawrence Livermore National Laboratory, Plans and Feasibility Group, Status Report-Plowshare Program, (Livermore, CA: Lawrence Livermore Laboratory, 1966).

Rita A. Puzo, Route 66: A Ghost Road Geography, (Fullerton, CA: California State University, 1988).

Jack D. Rittenhouse, A Guide Book to Highway 66, (Albuquerque, NM: University of New Mexico Press,1989).

Tom Snyder, Route 66: Pioneering Highway, (Oklahoma City, OK: U.S. Route 66 Association, 1992).

State of Arizona, Arizona Highway Department, Sixth Biennial Report of the State Engineer for the Period July 1, 1922, to June 30, 1924, (Phoenix, AZ: Manufacturing Stationers, Inc., 1924).

State of Arizona Highway Department, Seventh Biennial Report of the State Engineer for the Period July 1, 1924 to June 30, 1926, (Phoenix, AZ: Kelly Print, 1926).

State of Arizona, State Engineer, Second Report of the State Engineer 1914-15 and 1915-16, (Phoenix, AZ: McNeil Co., 1916).

State of Arizona, State Engineer, Third Biennial Report of the State Engineer for the Period July 1, 1916 to June 30, 1918, (Phoenix, AZ: Arizona State Press, 1918).

State of Arizona, State Engineer, Fourth Biennial Report for the Period July 1, 1918 to December 31, 1920, (Phoenix, AZ: Republican Print Shop,1921).

State of Arizona, State Engineer, Fifth Biennial Report for the Period July 1, 1920, to June 30, 1922, (Phoenix, AZ: Watkins Printing Co, 1922).

United States, Bureau of Land Management, Historic Route 66, National Back Country Byway, (Kingman, AZ: U.S. Bureau of Land Management, 1994?).

U.S. Congress, Senate, Committee on Energy and Natural Resources, Miscellaneous New Mexico Legislation and Route 66 Study Act of 1989, S. Hrg. 101-228, (Washington, D.C.: U.S. Government Printing Office, June 21, 1989).

U.S. Congress, Senate, Committee on Energy and Natural Resources, Route 66 Study Act of 1989, S. Rpt. 101-89, (Washington, D.C.: U.S. Government Printing Office, July 27, 1989).

U.S. Congress, House of Representatives, Committee on Interior and Insular Affairs, Authorizing a Study on Methods to Commemorate the Nationally Significant Highway Known as Route 66, H. Rpt. 101-637, (Washington, D.C.: U.S. Government Printing Office, July 30, 1990).,

United States Department of Agriculture, Forest Service, Kaibab National Forest, Historic Route 66: Auto Tour, (Washington, D.C.:U.S. Department of Agriculture, 1990).

United States, Department of Agriculture, Forest Service, Kaibab National Forest., Historic Route 66: Mountain Bike Tour, (Washington, D.C.: U.S. Department of Agriculture, 1990).

United States, Department of Agriculture, Forest Service, Kaibab National Forest., National Register of Historic Places Multiple Property Documentation Form: Historic Route 66 in Arizona, (Williams, AZ: Kaibab National Forest, 1988).

United States Department of the Interior, National Park Service, Denver Service Center, Special Resource Study: Route 66 Illinois, Missouri, Kansas, Oklahoma, New Mexico, Arizona, California, (Washington, D.C.: U.S. Government Printing Office, July 1995).

Michael Wallis, Route 66: The Mother Road, (New York, NY: St. Martin's Press, 1990).

Michael Wurtz, Route 66: From Beale to Bypassed, (Camp Colton, CA: Self-published, 1987).