The U.S. beat Australia 2-0 Friday in a critical men’s FIFA World Cup match in Seattle, but plenty of fans in D.C. found their own way to be part of the celebration.

While the United States, Canada and Mexico are jointly hosting the tournament, no matches are being held in the District. Still, thousands of fans gathered on the National Mall for a massive FIFA watch party.

With the U.S. Capitol as a backdrop, fans filled the lawn in front of a giant video screen as speakers carried the play-by-play across the Mall.

The crowd reflected the tournament’s international reach.

One visitor from Bangkok, Thailand, was in D.C. visiting family and stopped by to watch the match. Others traveled thousands of miles to experience both the World Cup and America’s 250th anniversary celebration.

“For us to be here for the 250-year anniversary feels kind of special,” said Blake Stanfield, a high school history teacher from Melbourne, Australia. “We’re coming here for the World Cup, and we thought this would be the best place to watch the game with a bit of atmosphere.”

Stanfield, his wife, Leah, and their 13-year-old son, Orlando, are attending several World Cup matches before celebrating July 4 in New York.

Leah Stanfield said she was captivated by the setting.

“Just that view — it’s picturesque and to be watching a world-class game where everyone comes together,” she said.

For Orlando, who plays soccer and basketball in Australia, the trip has been unforgettable.

“Amazing. Great atmosphere. Really fun,” he said.

Scott Causbie, of Seattle, could have watched the match in his hometown, where it was being played, but said the National Mall offered something unique.

“It’s almost better than being at the game,” Causbie said. “It’s a beautiful setting. We were just up in the Washington Monument. We could see everything. There’s nothing else like it in the world.”

‘Progress for U.S. Soccer’

Local fans also embraced the event.

“It’s great. There’s a lot of excitement here,” said Brian Siegal, of Rockville. “People are happy to come together and watch soccer. It’s a beautiful game in a beautiful place.”

Angel Balbuena, originally from Peru, is now firmly behind Team USA.

“We haven’t made it out of the group stage in quite some time,” Balbuena said. “It’s progress for U.S. Soccer. It’s a new chapter.”

Among the most popular attractions were two Northern Virginia high school students dressed as America’s Founding Fathers.

Catherine Lewis, wearing a white wig and Colonial-era clothing, walked through the crowd portraying George Washington.

“We thought it would be fun and patriotic,” said Lewis. “We love and appreciate our Founding Fathers.”

Trinity Academy classmate Hannah Kuker attended as Thomas Jefferson. “The Founding Fathers always deserve recognition, even at soccer games,” she said.

Kuker also appreciated that the public event was free.

“I think it’s a great way for people to watch the game and not have to pay a huge fortune,” she said.

For Lewis, the watch party captured the spirit of the nation’s semiquincentennial celebration.

“I think it’s super patriotic,” she said. “It’s right in front of the Capitol Building, and everybody will know what the Capitol Building is by the end of the day.”

The FIFA watch parties will continue throughout the tournament whenever matches are being played, bringing together soccer fans from around the world in the shadow of some of America’s most recognizable landmarks.

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Three scientists and a president are responsible for the global positioning satellite boom that transformed transportation, commerce and daily life. While research into satellite navigation dates back nearly 70 years, it was not until the widespread availability of GPS technology that its full impact was realized.

GPS has transformed transportation and made it possible for us to reach destinations more safely and efficiently, allowed airlines to fly with greater precision and enabled consumers to track packages from warehouse shelves to their front doors.

The origins of GPS can be traced to the Cold War. After the Soviet Union launched Sputnik in 1957, American scientists discovered they could track satellites by measuring changes in their radio signals. Researchers soon realized the opposite was also true: if the position of a satellite was known, a receiver on Earth could determine its own location.

In the early 1970s, scientists Roger Easton and Ivan Getting developed the satellite tracking system and Col. Bradford Parkinson led the effort to turn the concept into the Navstar Global Positioning System used today.

The first GPS satellite was launched in 1978, and the system was initially designed to help military aircraft, ships and troops navigate anywhere in the world. A major turning point came in September 1983 after Korean Air Lines Flight 007 was shot down by the Soviet Union after straying into restricted airspace.

“The 747 is equipped with the most modern computerized navigation facilities, but a computer must respond to input provided by human hands. No one will ever know whether a mistake was made in giving the computer the course or whether there was a malfunction. Whichever, the 747 was flying a course further to the west than it was supposed to fly — a course which took it into Soviet airspace,” then-President Ronald Reagan said in a nationwide speech from the Oval Office the day after the shootdown took place.

In response, Reagan announced that GPS technology would eventually be made available for civilian use to improve navigation safety worldwide.

That promise became reality in May 2000 when then-President Bill Clinton ordered the end of “Selective Availability,” a program that intentionally degraded GPS accuracy for civilian users.

“The decision to discontinue Selective Availability is the latest measure in an ongoing effort to make GPS more responsive to civil and commercial users worldwide,” Clinton said. “This increase in accuracy will allow new GPS applications to emerge and continue to enhance the lives of people around the world.”

Clinton’s prediction proved remarkably accurate. GPS technology is now embedded in nearly every aspect of modern life. Farmers use it to guide tractors with extraordinary precision. Trucking companies track freight in real time. Airlines rely on satellite-based navigation systems. Emergency responders use GPS to locate callers in distress. Ride-sharing services, food delivery apps and smartphone maps depend on it every day.

GPS satellites operate in medium-Earth orbit, about 12,550 miles above the planet. Each satellite circles the Earth approximately every 12 hours, repeating its ground track each day.

Your smartphone or GPS receiver receives signals from multiple satellites. Because those signals travel at the speed of light, the device can calculate its distance from each satellite. Using a process known as trilateration, the receiver determines its position with remarkable accuracy.

There are typically about 31 active GPS satellites in orbit, operated by the U.S. Space Force. At least four satellites are needed to determine an accurate position. Because the satellites orbit so high above Earth, a smartphone can often see between six and 12 satellites at any given time.

What began as a Cold War military research project has become one of the most important technological innovations of the last half-century, quietly guiding billions of people and trillions of dollars in commerce around the globe every day.

And in the future, GPS technology will play a key role in the development of autonomous vehicles, the delivery of packages by drones and other technologies that are on the drawing board now or have not even been thought of yet.

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Transportation experts say few government actions have reshaped modern America more than the transportation deregulation laws signed by President Jimmy Carter in the late 1970s.

The changes transformed airlines, trucking and freight rail, helping create the transportation network that powers today’s economy.

“We’re chopping down the thicket of unnecessary federal regulations, by which government interferes in our personal lives and in our business,” Carter said in a speech to Congress. “There is a limit to the role and function of government.”

Carter pushed through Congress three major pieces of legislation that dramatically altered transportation.

The Airline Deregulation Act of 1978 phased out the Civil Aeronautics Board, which controlled routes and fares and allowed airlines to compete freely. The law helped create the modern hub-and-spoke system and opened the door for low-cost carriers, fundamentally changing how Americans travel.

The 1980 Motor Carrier Act deregulated trucking, opening a highly regulated industry to greater competition. The legislation encouraged the growth of thousands of smaller and specialized trucking companies, laying the groundwork for the vast freight network that supports today’s e-commerce economy.

DePaul University transportation professor Joe Schwieterman said innovation unleashed nearly 50 years ago continues to fuel economic growth.

“Deregulation transformed stodgy industries into highly innovative and customer-driven enterprises,” Schwieterman said. “It ushered in an era of fast-paced transportation that completely changed how we live.”

Freight rail was transformed by the Staggers Rail Act of 1980, which gave railroads greater freedom to price services based on market demand and negotiate confidential contracts with customers. The law helped revive an industry that had been struggling financially for decades.

Schwieterman said while the economic benefits are clear, the transition brought significant disruptions. Companies that lacked the resources or expertise to compete often disappeared. Some trucking industry veterans argue drivers no longer enjoy the respect they did decades ago and contend that safety standards have eroded. Today, the Department of Transportation is conducting a highly visible enforcement effort targeting unsafe carriers.

In the freight rail industry, consolidation has reduced the number of major carriers, and federal regulators are reviewing a proposed $85 billion merger between Union Pacific and Norfolk Southern that would create the nation’s first coast-to-coast railroad. Critics argue the deal could reduce competition.

Small independent trucking companies faced intense price wars, while many rural communities lost air service as airlines concentrated on their most profitable routes.

Even some Democratic leaders embraced the push for deregulation. California Gov. Jerry Brown argued that government control had limits.

“The idea that government is omnipotent is completely absurd,” Brown said during an appearance on the television program “Firing Line.”

Today, the Department of Transportation focuses primarily on safety, compliance and infrastructure rather than economic regulation.

“It’s just a different time,” Schwieterman said, noting that Carter and later President Ronald Reagan likely had little idea how profoundly deregulation would reshape transportation and the broader economy.

“Deregulation set off a tidal wave of innovation that lowered transportation costs and spurred enormous economic growth,” Schwieterman said.

He said Carter likely could not have foreseen today’s e-commerce economy, but the transportation network that emerged from deregulation helped make companies such as Amazon possible.

In some transportation circles, Carter has even earned an unofficial nickname: the “Father of Amazon.”

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By the late 1950s, America was moving faster than ever. Interstate highways were spreading across the country, jet aircraft were carrying passengers coast to coast in a matter of hours, and the railroads that once dominated long-distance travel were struggling to survive.

The passenger trains that moved millions of Americans in the first half of the 20th century — and carried troops across the nation during World War II — were rapidly losing riders.

By the late 1960s, the era of railroads dominating intercity passenger transportation was effectively over.

For more than a decade, nearly two dozen privately owned railroads struggled to maintain passenger service while losing millions of dollars annually.

“The railroads really gave it a good try after World War II. New equipment, faster trains, luxury accommodations,” said DePaul University transportation professor Joe Schwieterman. “But it wasn’t enough.”

Congress concluded that without federal intervention, passenger rail service in the United States would largely disappear.

In 1970, President Richard Nixon signed the , creating a new federally supported corporation that would assume responsibility for most intercity passenger rail service. Amtrak began operations on May 1, 1971.

“1972 is before us,” Nixon said during his State of the Union Address. “It holds precious time for us to accomplish good for the nation. We must not waste it.”

The decision was far from universally popular within the administration. Office of Management and Budget Director George Shultz argued that passenger trains were proven money losers that would require tens of millions of dollars in federal subsidies to survive. Others, including free-market economists serving on the President’s Council of Economic Advisers, viewed the proposal as an inappropriate government intervention into the marketplace.

According to transportation historians and the Eno Center for Transportation, some administration officials believed Nixon should have allowed the private railroads to abandon passenger service altogether rather than support a federally backed railroad.

Instead, the government created the National Railroad Passenger Corporation, better known as Amtrak.

The new company immediately streamlined operations. Of the 366 passenger routes that previously existed, Amtrak retained only 184.

It also inherited significant challenges, including aging equipment, deteriorating stations and incompatible operating schedules.

With a streamlined route structure, a focus on the heavily traveled Northeast Corridor, a smaller network of long-distance trains and increasing federal investment during the 1970s, Amtrak gradually stabilized.

New equipment was purchased. Tracks were repaired. Stations were modernized. And ridership slowly returned.

“Amtrak really gave them that relief,” Schwieterman said.

One of the company’s first priorities was addressing the condition of its railcar fleet.

In 1972, Amtrak evaluated approximately 3,000 passenger cars and removed 1,800 from service.

“You can’t run a good railroad without good railroad cars. So our first order of business was to take stock of our rolling stock,” Amtrak wrote in a 1972 letter to passengers.

One of Amtrak’s most visible supporters would emerge from Delaware.

As a U.S. senator, Joe Biden frequently rode the train between Wilmington and Washington while raising his young family. The trips helped make him one of the railroad’s most recognizable advocates.

“You get to know everybody, the folks. I used to have a Christmas party for Amtrak employees at my home, and it got so big we ended up having a summer party because family and retirees kept coming back,” Biden said during an event in Philadelphia while serving as president. “Amtrak wasn’t just a way of getting home. It provided me, and I’m not joking, an entire other family. We shared milestones of my life.”

Over the years, Biden repeatedly supported federal investment in passenger rail, including funding included in the , which provided billions of dollars for new equipment, station improvements and infrastructure upgrades.

During its 55-year history, Amtrak has faced repeated efforts to reform, restructure or even eliminate the national passenger rail system.

Today, supporters argue passenger rail is stronger than at any point in Amtrak’s history, with new trains, improving reliability and record ridership.

, Fiscal Year 2025 produced an all-time record of 34.5 million passenger trips, a 5.1% increase over the previous year. More than 15 million of those trips occurred on the Northeast Corridor between Washington, New York and Boston.

Jim Mathews, president and CEO of the Rail Passengers Association, believes the railroad’s future remains bright.

In a letter earlier this year discussing conversations with officials at the Federal Railroad Administration, Mathews wrote:

“I’m more confident than before that what FRA is examining really isn’t a back-door attempt to dismantle the national passenger rail system, as some online rail supporters have feared,” he said. “Instead, it appears to be an effort to think seriously about how Amtrak’s structure can better support the service expansion Congress has already directed it to deliver.”

Created as a temporary solution to a transportation crisis, Amtrak has survived for more than half a century and remains one of the most enduring transportation experiments in American history.

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is calling it a new beginning for its longtime location on South Glebe Road near Route 50. It wasn’t always a Goodwill, in the 1950s and 1960s it was a Best & Co. store for children’s clothing, but the site is being demolished and replaced by a mixed-use development expected to open in 2028.

Just after 11 a.m., a large wrecking claw began tearing down the old Goodwill store as leaders from Goodwill, community organizations and local officials gathered for a ceremonial groundbreaking.

Goodwill of Greater Washington CEO Catherine Meloy said the project could serve as a model for similar developments across the country.

“We are looking forward to having this be a model for possibilities for future projects just like this. And we will learn from it,” Meloy said.

“Having a home is the basis for truly to be able to have economic stability in life and for your family.”

Goodwill is partnering with the nonprofit Affordable Homes & Communities on the project.

“This new multi-purpose facility reflects our commitment to meeting people where they are — bringing together affordable family housing and quality childcare services with a state-of-the-art retail store and donation center,” Meloy said.

“While we are proud of what this represents today, we are even more inspired by the possibilities it creates for the individuals and families we walk alongside. This new space will not just be a destination, but a foundation for opportunity, stability, and growth.”

Mary Claire Davis, vice president of real estate development for Affordable Homes & Communities, said the project will create 128 new homes in Arlington.

“We’re here to bring the whole building to life and create 128 new homes,” Davis said.

In addition to the housing, the new retail store is expected to create 30 additional jobs.

The project is expected to cost more than $80 million. Among the organizations helping fund the development is Amazon’s Housing Equity Fund, which contributed nearly $13 million.

Senthil Sankaran, managing principal of Amazon’s Housing Equity Fund, said the project’s location and community partnerships made it an easy investment.

“Right off Route 50 and in conjunction with a partner like Goodwill, which will be delivering childcare and retail services, this is a no-brainer,” he said.

According to Goodwill and its partners, the development will include 94 family-sized two- and three-bedroom apartments, seven permanent supportive housing units and homes affordable to households earning between 30% and 60% of the area median income.

“This transformative partnership with Goodwill of Greater Washington shows how bold collaboration can reimagine what affordable housing can be,” Affordable Homes & Communities President and CEO Paul Bernard said in a statement.

“It’s a powerful example of the partnerships and sustained commitment needed to meet today’s housing challenges and build pathways for families to thrive.”

The redevelopment plans received support from the Arlington County Board, area residents, local nonprofits and regional affordable housing organizations in 2024. Goodwill of Greater Washington’s flagship store and donation center closed last fall to prepare the site for redevelopment.

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A catastrophic midair collision over the Grand Canyon in 1956 that killed 128 people aboard two commercial airliners transformed aviation safety in America and helped lead to the creation of today’s Federal Aviation Administration.

The collision, between a United Airlines DC-7 and a TWA Lockheed Super Constellation, shocked the nation, and underscored the need for greater federal oversight as commercial aviation entered the jet age.

“The American public is shocked by this terrible tragedy,” Arkansas Rep. Oren Harris said in a Movietone News interview following the disaster.

Two years later, , signed by President Dwight Eisenhower, creating a stronger federal role in aviation oversight and safety.

DePaul University transportation expert Joseph Schwieterman said the changes came as commercial aviation entered the jet age and passenger traffic expanded rapidly.

“You look at our tolerance for accidents a century ago, even 80 years ago, and unfortunately there were risks,” Schwieterman said. “It was viewed as a fact of life.”

While the federal government already played a limited role in aviation through the Civil Aeronautics Authority, airlines largely managed safety on their own.

The CAA had begun building air traffic control infrastructure as the U.S. entered World War II, but the nation lacked a comprehensive radar-based system to manage the rapidly growing number of commercial flights.

The FAA’s first administrator was retired Air Force Gen. Elwood “Pete” Quesada, a close adviser to Eisenhower who pushed to modernize the nation’s air traffic control network.

During his four years leading the agency, Quesada accelerated development of a nationwide radar system and strengthened coordination between civilian aviation and the military.

An FAA film from the era highlighted the transformation.

“The plane, with the assistance of radar, is guided to a point where the plane is passed en route to an air traffic en route center,” a narrator explained.

Today, an estimated 14,000 certified air traffic controllers and trainees separate planes safely through more than 20 air route traffic control centers and hundreds of airport towers nationwide.

But aviation safety challenges persisted.

During the Kennedy administration, the FAA had no centralized headquarters in Washington, D.C., and employees worked in temporary buildings scattered across the capital.

On Nov. 22, 1963, as President John F. Kennedy rode in a motorcade in Dallas, FAA employees were moving into their new headquarters at 800 Independence Ave. SW. Excitement over the state-of-the-art building quickly turned to shock as word spread that the president had been assassinated.

The FAA underwent another major transformation in 1967 when President Lyndon Johnson signed  The Federal Aviation Agency became the Federal Aviation Administration, while Congress also established the National Transportation Safety Board as an independent agency dedicated to investigating accidents and improving safety.

By the 1970s and early 1980s, labor tensions involving air traffic controllers emerged as a major issue.

In 1981, the Professional Air Traffic Controllers Organization, or PATCO, clashed with President Ronald Reagan during a bitter labor dispute. Reagan ordered striking controllers back to work,

When most refused to return within 48 hours, Reagan fired more than 11,000 controllers, straining the nation’s aviation system.

Airlines cut flights, military controllers were brought in to help manage traffic, and it took nearly a decade to rebuild the workforce.

Ironically, some of the reforms PATCO had advocated — including improvements to controller working conditions and modernization efforts — were later adopted.

In 1987, a new union, the National Air Traffic Controllers Association, or NATCA, was formed. Yet many of the staffing and structural concerns raised decades ago remain unresolved.

After the Jan. 29, 2025, midair collision near Ronald Reagan Washington National Airport that killed 67 people, the National Transportation Safety Board again identified controller staffing and airspace concerns as contributing issues.

Today, even as the air traffic control system undergoes a much needed multibillion-dollar modernization effort, aviation experts say the system is dramatically safer than it was nearly 70 years ago, when fatal airline crashes occurred with troubling frequency.

“Aviation can be unforgiving, but we’ve learned so much since the 1950s and even before that,” Schwieterman said. “Flying is safer because of the vision of President Eisenhower, Elwood Quesada, the work of the FAA, the NTSB and the commitment of airlines to make it that way.”

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Crude oil prices fell sharply Monday as the U.S. and Iran showed signs of progress toward an agreement that could end the three-month war and reopen the strait, a key shipping route for global energy supplies.

International benchmark Brent crude futures fell about 7% to close at $96.14 a barrel. West Texas Intermediate crude, the U.S. benchmark, dropped more than 6% to $90.30 a barrel.

President Donald Trump said Monday that negotiations with Iran were “proceeding nicely,” while cautioning the U.S. could return to military action if talks break down.

AAA said Monday the national average price for unleaded regular gasoline dipped only by one penny to $4.50 a gallon.

Oil industry analyst Phil Flynn, with Price Futures Group in Chicago, said he is cautiously optimistic the worst of the recent gasoline price spike may be over.

“I’m hopeful that the Memorial Day weekend might have been the peak,” Flynn said. “I’m optimistic that the worst of the price spikes may be behind us. There are two holidays where gasoline prices traditionally peak during the year. It’s either Memorial Day or the Fourth of July.”

Flynn said the U.S. is in a stronger position than parts of Europe and Asia, where fuel shortages have become a concern. U.S. oil production is near record levels at about 13.5 million barrels a day, while refineries are operating at roughly 92% capacity.

He said U.S. producers have helped stabilize global markets by exporting record amounts of gasoline.

“The only reason other parts of the world are not really shutting down their economies is because of U.S. producers,” Flynn said. “The amazing thing is that with this price spike, demand has stayed strong.”

Flynn said the key question now is whether diplomacy succeeds and shipping resumes through the Strait of Hormuz.

“If we indeed reopen the Strait of Hormuz, we may have paid the highest price of the summer and prices will eventually go back down,” Flynn said. “Supplies are more than adequate. Our refineries are refining at an incredible rate. A lot is going to depend on the ceasefire.”

Higher fuel prices do not appear to be slowing travel demand. AAA forecast more than 39 million people will travel by car over the Memorial Day weekend, slightly above the record set in 2025.

The U.S. Travel Association expects travel spending to grow 1% this year, driven in part by domestic leisure travel, even as the FIFA World Cup draws international visitors to the U.S.

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The Smithsonian Castle, the oldest building in the Smithsonian Institution’s museum complex, is open to visitors this summer during an extensive renovation project.

The 171-year-old building on the National Mall, built before the Civil War, reopened to the public for a limited time over Memorial Day weekend after being closed for much of a multiyear restoration.

The reopening is temporary. The castle will remain open through Sept. 7 as part of preparations tied to the nation’s upcoming America 250 celebrations, before closing again until 2027 as construction crews continue repairs and renovations.

Abigail Clarke and her boyfriend, Baylor Barnett, moved to D.C. from Oklahoma last year to begin their careers. This Memorial Day weekend marked their first visit to the castle.

“I like right now seeing the in-between of the renovations,” Clarke said, pointing to the exposed brick ceiling and newly cleaned marble columns.

Next month, the Castle will host the “” exhibit, featuring historical artifacts including President Thomas Jefferson’s desk and a flight suit worn by Amelia Earhart.

Barnett said he was struck by the building’s architecture.

“I love these columns. I think it is marble or granite. It’s a really cool look,” he said. “The fact that this building is this old and is so immaculately maintained is so impressive.”

Clarke said the Castle will become a regular stop when the couple spends time sightseeing in D.C.

“I wish I could see a little more than this hall area, but I’ll be excitedly waiting for 2027, when I can see it all,” she said.

Lee Fehrenbacher, his wife and their three sons — ages 8, 6 and 1 — drove from southern Indiana to visit the castle and other Smithsonian museums over Memorial Day weekend.

“We’re huge history buffs, all of us,” Fehrenbacher said. “We just like reading books about famous people from the past.”

Rowan Vance, 21, of Albuquerque, New Mexico, is a criminal justice major at Northern Arizona University in Flagstaff. He also made his first visit to the Castle and will begin a congressional internship this summer.

“I’m looking forward to coming down here when I’m up here for my internship and checking it all out again,” Vance said.

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Britain’s Sir Frank Whittle is the forgotten co-founder of the jet engine.

A Royal Air Force officer in the 1920s, Whittle wrote a thesis for his graduation from flight school. His topic was on future ways to fly faster, higher and safer.

In 1930, Whittle designed and sought a patent on his first jet engine.

His idea languished and failed to gain traction during the turbulent times of the Great Depression and pre-World War II political uncertainty in Europe. The timing wasn’t right and the engine needed more research and development, but the idea was sound and technically feasible.

But as Whittle explained in this 1990s documentary, before he died in 1996, he believed if aviation was to expand and become the societal game changer he and others wanted it to be, planes would have to fly higher and faster, to be able to avoid weather and ultimately be safer than those powered by piston engines and propellers.

“If you wanted to go very fast and far, you would have to go very high, as high as 50,000 feet. Where the piston wouldn’t work and the propeller wouldn’t work,” he said.

Years before, a French inventor had filed a patent in that country for a jet engine, but it was technically not possible at the time and was never developed.

In the 1930s, German engineers were also working on their own jet engine prototypes.

A brilliant pilot and engineer, Whittle was accepted to Cambridge and he and others kept refining and improving his original idea.

It wasn’t until 1939, while almost running out of money, that the world changed.

The engine showed promise. With Europe now in an expanding war, Whittle’s ideas were getting the attention of military leaders in Britain, especially as Germany was far ahead on numerous technology issues relating to war fighting.

With the U.S. now on the cusp of entering World War II and just two months before Pearl Harbor, the newly developed British engine was introduced in secret to American military leaders at an event in Boston, as disclosed in a newsreel film.

“The jet story began the night of Oct. 4, 1941, with the arrival of the highly secret engine assembly at a Boston airport,” the narrator said.

More refinements were done in the U.S. by America’s civilian and military engineers.

During World War II, jet engines revolutionized aviation as planes flew higher and faster and were more lethal.

These combat jets laid the groundwork, just a few years later, for what would take place in commercial aviation when jet travel in the 1950s made it possible to fly around the world in hours, rather than days.

Professor Joe Schwietterman, a transportation and aviation expert and teaches transportation studies at DePaul University of Chicago, said, “When the 707 came online, that just made air travel, fast, elegant and reliable.”

The narrow-body Boeing 707 revolutionized passenger aviation in the 1950s. Today, its impact is felt with newer jets that use some of that original design from more than 60 years ago.

As for Frank Whittle, his post military career was distinguished. He received numerous military and civilian awards for the creation of the jet engine and military jets are widely recognized as one of the key factors why the U.S., England, France and Russia were victorious in World War II.

In the 1970s, Whittle moved to the U.S. and was an instructor at the U.S. Naval Academy in Annapolis, Maryland.

He and his German rival, Hans von Ohain, eventually became friends after von Ohain himself moved to Dayton, Ohio and worked at Wright-Patterson Air Force Base as its Chief Scientist. The two engineers gave lectures around the country about their work.

It was during one discussion that von Ohain volunteered that if Germany’s leaders had been aware of Whittle’s work in the late 1930s, World War II might have never started.

“If Hitler or Goering had heard that there is a man in England who flies 500 mph in a small experimental plane and that it is coming into development, it is likely that World War II would not have come into being,” von Ohain said in a book written by historian Margaret Conner, called Hans von Ohain, Elegance in Flight.

Whittle died in Maryland in 1996 at age 89. His cremated remains were returned to England and he was given a funeral with full military honors at Westminster Abbey and he was interred at St Michael’s Church at Royal Air Force Cranwell, in what is the spiritual home of the Royal Air Force and a beloved aviation memorial.

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The name Malcolm McLean may not mean much to most Americans, but nearly every package delivered to a home or store today traces back in some way to his idea.

When McLean died in 2002, Forbes Magazine described him as “one of the few men who changed the world.”

“McLean was a pioneer. He put the first container on the ship,” said maritime historian and American Journal of Transportation editor Stas Margaronis. “He saw the idea.”

In 1935, McLean owned a North Carolina trucking company, but he grew frustrated with the time it took to load and unload freight moving between trucks, warehouses and ships.

At the time, cargo handling was cumbersome and inefficient.

“There were boxes that would come on. You would unload them, take them to a warehouse, ship them all together and then somehow put the pallets onto a truck,” Margaronis said.

McLean’s solution was to create a standardized metal cargo container that could be stacked aboard ships and transferred directly between ships, trucks and trains.

The containers, known today as TEUs, or twenty-foot equivalent units, revolutionized global trade.

The containers could be secured to truck chassis, allowing freight to move quickly between ports, warehouses and stores. At some point in the supply chain, more than 70% of freight in the U.S. travels by truck.

At ports, containers could be unloaded directly from ships onto waiting truck chassis or rail cars, dramatically speeding up shipping operations.

But Margaronis said McLean’s concept did not fully take off until the 1960s, when rising imports and the Vietnam War accelerated demand for faster cargo movement.

“It really didn’t take off until the war in Vietnam during the ’60s, when we really needed to expedite war materials and supplies to support the Vietnam War,” Margaronis said.

There was also resistance from powerful dockworker unions, especially at the ports of Los Angeles and Long Beach.

“The International Longshore and Warehouse Union and the Pacific Maritime Association agreed in 1960 in the Mechanization and Modernization Agreement to allow for labor-saving devices and provide severance pay for workers who wanted to retire,” Margaronis said. “So there was an agreement to reduce the workforce and increase the use of labor-saving devices.”

That agreement helped clear the way for widespread container shipping operations at American ports.

Today, U.S. ports handle an estimated 40 million shipping containers annually, while globally, more than 190 million containers move through ports each year.

From a small trucking company founded during the Great Depression, McLean went on to build Sea-Land Industries, one of the world’s largest shipping companies. The company later became part of Danish shipping giant Maersk.

By the 1980s, McLean had become a multimillionaire. He also remains the only person credited with founding three companies listed on the New York Stock Exchange and two on the Nasdaq.

Today, massive container ships operated by Maersk and other carriers can transport more than 20,000 containers on a single voyage.

“McLean saw the idea, but it really took the Vietnam War and the ILWU acceptance of labor-saving equipment to move that process forward,” Margaronis said.

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Few domestic projects have reshaped the United States as profoundly as the Interstate Highway System — a network championed by President Dwight D. Eisenhower that transformed how Americans live, work and move.

“Commerce crowds our rivers, our rails, our skies, our highways,” Eisenhower said in his 1957 inaugural address after winning reelection the year before — a signal of the growing strain on the nation’s transportation network.

While many point to Eisenhower’s exposure to Germany’s Autobahn during World War II, his push for a modern highway system began decades earlier.

In 1919, as a young Army officer, . The cross-country trip took 62 days over rutted, often impassable roads — an experience he later said left a lasting impression about the need for reliable national infrastructure.

Highways were “as necessary to defense as they are to our national economy and personal safety,” Eisenhower said when he signed the .

The impact was immediate and far-reaching.

CBS News anchor Walter Cronkite later said Eisenhower “changed the entire face of America.”

A 1956 promotional film by Ford Motor Company captured the optimism of the era: “This is the American dream of freedom on wheels — an automotive age traveling on superhighways.”

The new highways fueled suburban expansion, making it easier for families to move beyond city centers to places like Des Plaines, Illinois, near Chicago, and Richardson, Texas, near Dallas. Sun Belt states saw rapid population growth as the network spread.

But the system also came at a cost.

Local governments used eminent domain to build highways through established communities, displacing an estimated 475,000 households between 1957 and 1977. Critics say some routes deepened racial and economic divides, while the rise of car travel contributed to the decline of public transportation.

The Interstate system itself reflects a carefully designed grid. The numbering plan, developed in 1957 by the American Association of State Highway and Transportation Officials, assigns even numbers to east-west routes and odd numbers to north-south highways. Major corridors like Interstate 95 carry one- or two-digit numbers, while auxiliary routes — such as the Capital Beltway, Interstate 495 — use three digits. Some regions include split routes, like I-35E and I-35W in the Dallas-Fort Worth area.

Today, the system spans nearly 49,000 miles. It took about 36 years to complete and cost the equivalent of roughly $634 billion in today’s dollars — less than half of the Pentagon’s proposed budget for next year.

Now, decades later, the challenge is maintaining what Eisenhower built.

“We’re living off the legacy of past investments,” said DePaul University transportation professor Joe Schwieterman. “Bridges need repair, and parts of the system need to be expanded.”

, financed by taxes on gasoline and diesel fuel. But those tax rates have not been raised since 1993, and the Congressional Budget Office warns the fund could fall short of meeting its obligations by 2028 without changes.

Efforts to add tolls to existing Interstates face additional hurdles. Restrictions in the original 1956 law make widespread tolling difficult, though some regions have added express lanes, including on Interstate 495 in the Washington area.

Even so, the system remains central to daily life. More than a quarter of all miles driven in the U.S. take place on Interstates.

And here in the Washington region, one of the system’s final major projects — the Woodrow Wilson Bridge over the Potomac River, completed in 2009 — stands as a reminder that Eisenhower’s vision is not just history.

It is infrastructure the country is still relying on — and still struggling to sustain.

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Crowds marched along the National Mall before converging on a labor-focused rally at Franklin Park. Organizers said the demonstrations built on recent “No Kings” protests held in the District and across the country.

“We teach in schools. We start small businesses. We clean buildings, we build homes, we harvest food, and we keep entire industries moving forward,” one speaker told the crowd, pointing to National Education Association members gathered near the stage. “But we are saying no more. We are moving from stolen labor to collective people power.”

Among the speakers was Jennifer Vasquez Sura, the wife of Maryland resident Kilmar Abrego Garcia, whose immigration case has drawn national attention.

Abrego Garcia was mistakenly deported to El Salvador in March 2025 and spent months in a maximum-security prison before being returned to the United States last summer.

Since returning to the U.S., Abrego Garcia has been indicted on federal charges in Tennessee. A federal judge has ruled the government cannot re-detain or deport him while the case proceeds through the courts.

“I stood (here on) May Day last year, fighting for my husband,” Vasquez Sura said. “A message from my husband Kilmar: … ‘Because of that fight, I am now home with my family, my wife and an ability to continue fighting in courts for my due process.’”

Later Friday, a separate pro-labor event focused on D.C. statehood drew hundreds to 16th Street near the former Black Lives Matter Plaza, not far from the headquarters of the American Federation of Labor and Congress of Industrial Organizations.

Attendees listened to live music and discussed organizing efforts to make D.C. the 51st state.

“We can’t do what we need for our communities unless we have autonomy — control over our laws and our budget,” said D.C. resident Katharine Landfield.

Alex Dodds, co-founder of the advocacy group , said the movement is gaining momentum despite opposition from the Trump administration and congressional Republicans.

“We’re going to be the 51st state,” Dodds said. “We’re pushing back against policies that harm our communities and taking that fight forward.”

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If there is one name tied to the birth of the nation’s air traffic control system, it’s Archie League.

In the late 1920s, at what is now Lambert-St. Louis International Airport, League stood on the airfield directing planes with flags — red for stop, a checkered flag for go. In winter, he wore a padded suit to fight the cold.

By the early 1930s, a control tower had been built. League became the airport’s first radio-based controller.

He would go on to push for stronger aviation safety standards and later served in senior federal roles tied to what became the FAA. Today, the National Air Traffic Controllers Association names its highest honor after him — the Archie League Medal of Safety.

In aviation’s early years, safety systems were basic.

Airlines ran many of their own towers. Flights were tracked with paper strips. Controllers relied on pilot reports and rough calculations to keep planes apart.

Radar, developed during World War II, didn’t become widely used for civilian air traffic until the 1950s.

Then came a disaster that changed everything.

On June 30, 1956, two airliners collided over the Grand Canyon, killing all 128 people on board.

Trans World Airlines Flight 2 and United Airlines Flight 718 had departed Los Angeles minutes apart — one headed to Chicago, the other to Kansas City. They were flying in uncontrolled airspace, where pilots were responsible for maintaining separation.

They never saw each other.

Both aircraft broke apart and fell into the canyon from about 21,000 feet.

The crash stunned the country and exposed serious gaps in the nation’s air traffic control system.

“The American public is shocked by this terrible tragedy,” then-Rep. Oren Harris, of Arkansas, said at the time. “We are ready to act to find out what caused it and prevent it from happening again.”

Stephen Creamer, president and CEO of the Air Traffic Control Association, said the moment forced a broader shift in how aviation was managed.

“The federal government expanded after the (Great) Depression and World War II to take on a larger role in developing industries,” Creamer said. “Aviation was part of that evolution.”

Within months, Congress boosted funding to modernize the system — hiring and training more controllers and installing radar, much of it adapted from military technology.

In 1958, Congress passed the Federal Aviation Act, creating a unified, federally-managed air traffic control system and establishing what became the Federal Aviation Administration.

“The techniques had been refined during World War II,” Creamer said. “That helped transition to a unified, national system and really drove the political momentum.”

It took years to fully build out. By 1973, the 48 contiguous states were connected by radar, with computers helping manage aircraft in the air and on the ground.

More than 50 years later, aviation leaders say the system is again under pressure.

After years of delays and incremental upgrades, a deadly midair collision on Jan. 29, 2025, over the Potomac River near Reagan National Airport — involving an American Airlines regional jet and an Army Black Hawk helicopter that killed 67 people — has renewed calls for a multibillion-dollar overhaul.

Creamer said history suggests tragedy can force progress.

“A good day is when nobody knows you’ve done the job,” he said. “Controllers go to work, solve the problem, and go home without making the news. That’s the goal.”

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As World War I was coming to an end in 1918, airplanes had proven their value in combat. The next question: Could they deliver the mail?

That idea helped launch one of the most important early uses of aviation in the United States.

The U.S. Postal Service, backed by Congress, began expanding experimental airmail routes. Many of the pilots flying those early missions had already been pushing the limits of flight in the 1910s — and would soon bring that experience into military service.

“And in the nation’s capital, U.S. mail heads for its first trip by air. President (Woodrow) Wilson is on hand and delivers a letter for the airplane,” a newsreel narrator said at the time.

Flying conditions were primitive. Pilots often navigated by following railroad tracks. There were no modern instruments, and in poor weather, they were essentially flying blind.

It was also dangerous work. Between 1919 and 1927, 34 pilots were killed.

College Park Airport in Maryland — the nation’s oldest, still operating today — became a key hub for East Coast airmail operations.

DePaul University transportation professor Joe Schwieterman said it quickly became clear improvements were needed.

“Any kind of urban use of airplanes required something better than a compass and a pilot with a good set of eyes or binoculars,” he said.

Progress came fast.

By 1924, the Postal Service had established regular coast-to-coast airmail service. Night flying soon followed. By the mid-1920s, relay teams of pilots could move mail from San Francisco to New York in just over 33 hours.

Safety improved as technology advanced. Lighted beacons were installed across the country to help guide pilots. A growing network of airports — some just 25 miles apart — gave crews more options in an emergency.

Eventually, the Postal Service turned to private airlines to carry the mail, helping fuel the growth of the commercial aviation industry.

For decades, it was common to see bags of mail loaded onto aircraft for delivery across the country.

At its peak, the system was massive.

“The U.S. Postal Service uses over 15,000 airplanes to handle your priority mail,” a narrator said in a mid-1980s television commercial.

Today, that era has largely passed.

More than 95% of U.S. mail now moves by truck, as the Postal Service has reduced air operations in an effort to cut costs amid ongoing financial challenges.

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Diesel fuel the backbone of the trucking and freight rail industries remains elevated, averaging about $5.60 a gallon nationwide.

That matters because higher diesel costs drive up shipping rates. Transportation companies pass those costs along to retailers, and retailers, in turn, pass them on to consumers.

The result: Higher prices at the checkout line and for home deliveries.

Rising diesel prices are especially impacting perishable goods, including fruits, vegetables, meat, poultry and dairy. Recent Consumer Price Index and Producer Price Index reports show inflation in those categories continuing to climb.

Even though the conflict involving the U.S., Israel and Iran began months ago, analysts say the effects are only now showing up in grocery prices.

“When diesel prices spike as significantly as they have, it amplifies the impact on those types of items,” said Patrick De Haan, head of petroleum analysis at GasBuddy. “It may take weeks or even months to see those prices come down.”

De Haan said there is often a lag between falling fuel costs and lower prices on store shelves.

“Grocery store prices and shipping costs take time to filter through the system,” he said.

Some regions are feeling the impact more than others.

In parts of California’s agricultural regions, diesel prices are approaching $8 a gallon. The state produces a significant share of the nation’s dairy, almonds, grapes, lettuce and other crops.

“Only a couple of areas are close to $8 a gallon, but the national average is within about 25 cents of a record,” De Haan said.

Seasonal demand is also playing a role. Diesel use typically rises in the Midwest and South as farmers move from planting to maintaining crops like corn, soybeans and wheat.

Closer to home, diesel prices are running slightly above the national average — about $5.84 a gallon in D.C., $5.81 in Maryland and $5.71 in Virginia. That’s more than $2 higher than a year ago in all three areas.

Even if oil prices begin to fall, De Haan said consumers will need to be patient.

“Give it time to filter down,” he said. “Even when diesel prices decline, it takes a while for retailers to adjust and pass those savings.”

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