Gribblenation

Old Dunlap Road (former California State Route 180 in Yokuts Valley)

2026-08-24T04:00:00.047-04:00

When California State Route 180 was commissioned in August 1934 the alignment in took in Sierra Nevada range was very different than from today. The original highway alignment from Squaw Valley (now Yokuts Valley) to east Grant Grove (then part of General Grant National Park) originally followed what is now Ruth Hill Road, Dunlap Road, Pinehurst Road (modern California State Route 245), Dark Canyon Road (partially now Forest Road 14S45). After funding fell through for the planned Kings Canyon Road the was corridor eventually picked up as a 30-mile-long cooperative project between the Division of Highways and Federal Government. Much of current alignment of California State Route 180 bypassing Squaw Valley (now Yokuts Valley) and Dunlap was complete by 1941.

The post-1941 alignment of California State Route 180 in Squaw Valley was shifted onto what was once Dunlap Road in Squaw Valley. This alignment itself was later bypassed by modern California State Route 180 in 1952. The Old Dunlap Road corridor still mostly intact as George Smith Road, Bear Mountain Road, Hall Lane, Elwood Road and Fulgham Lane.

The post-1941 realignment of California State Route 180 north of Ruth Hill Road onto what was Dunlap Road can be seen on the 1948 United States Geological Survey map of Fresno.

Part 1; the history of California State Route 180 in Yokuts Valley

During 1905 Legislative Chapter 598 would authorize a survey to locate a route for a highway to be constructed from Grant Grove of General Grant National Park into the Kings River Canyon. This corridor would be formally added as a planned state highway by way of 1909 Legislative Chapter 223 as Legislative Route Number 41.

Planned Legislative Route Number 41 appears on the 1918 California Highway Commission map as a special appropriations road.

The 1919 Third State Highway Bond Act would provide funding for construction of the Kings River Canyon Road. In 1933 Legislative Route Number 41 would be extended to Tracy via Fresno. The state highway west of Grant Grove followed Dark Canyon Road (now partially Forest Road 14S45), Pinehurst Road (now California State Route 245) Dunlap Road, and Old Dunlap Road (now Ruth Hill Road) through to Centerville. The initial Grant Grove-Centerville alignment of Legislative Route Number 41 passes through the communities of Pinehurst, Miramonte, Dunlap and Squaw Valley (now Yokuts Valley).

New Dunlap Road (shown as just Dunlap Road) and Old Dunlap Road can be seen as the named road corridors between Dunlap and Centerville on the 1924 United States Geological Map of Dinuba. Old Dunlap Road is displayed as following what is now Ruth Hill Road. Modern California State Route 180 now follows much of the alignment of New Dunlap Road in Yokuts Valley, but the corridor was significantly straightened (see the following paragraphs below).

Legislative Route Number 41 east of Fresno would be assigned as California State Route 180 when the initial Sign State Routes were announced in the August 1934 California Highways & Public Works.

The initial alignment of California State Route 180 east of Fresno can be seen on the 1935 Division of Highways map of Fresno County (unbroken red line). The state highway corridor is shown following what is now Ruth Hill Road through Squaw Valley into Dunlap.

A planned new alignment of California State Route 180 from Boulder Creek east to the Sequoia National Forest boundary near Dunlap appears budgeted for the 89th-90th Fiscal Years in the January 1937 California Highways & Public Works. The project corridor is shown to be broken up into zones spanning a total of 11 miles.

California State Route 180 along the slopes of Ruth Hill appears on the cover of the November 1938 California Highways & Public Works. The cover caption notes construction of the planned new alignment was shelved due to funding falling short. The existing corridor is called the "Squaw Valley Grade" in the caption.

The realignment of California State Route 180 from the outskirts of Squaw Valley to Grant Grove appears as budgeted 30-mile project zone for the 91st-92nd Fiscal Years in the February 1939 California Highways & Public Works.

The Squaw Valley-Grant Grove realignment of California State Route 180 was featured in the June 1940 California Highways & Public Works as being a cooperative project between the Federal Government and State of California. The chosen alignment is noted to first have been first surveyed by the Federal Government in 1931 to provide better access to General Grant National Park. The existing highway is noted to be extremely winding and have grades in excess of 10%. General Grant National Park was reorganized and in expanded during 1940 into Kings Canyon National Park.

The November 1941 California Highways & Public Works details the opening of the new alignment of California State Route 180 bypassing Squaw Valley and Dunlap. The then new highway is referenced in the article as "Kings Canyon Road" and is noted to have been completed on August 28, 1941. This is the first known instance of Kings Canyon Road nomenclature being used. The name is still used for much of California State Route 180 east of downtown Fresno in modern times.

In the Squaw Valley area, the Kings Canyon Road and California State Route 180 were realigned onto the existing Dunlap Road corridor north of Ruth Hill Road. On the 1950 United States Geological Survey map of Orange Cove North the Kings Canyon Road can be seen entering Squaw Valley eastbound via what is now Ruth Hill and turning northward into what is now George Smith Road. Kings Canyon Road can be seen using what is now Bear Mountain Road towards Hall Lane.

In northern Squaw Valley the Kings Canyon Road and California State Route 180 are showing overlapping what are now modern Elwood Road and Fulgham Lane on the 1944 United States Geological Survey map.

Kings Canyon Road and California State Route 180 east of Fulgham Lane shown to have followed a winding alignment along Mill Creek towards the 1941-era Kings Canyon Grade near Dunlap on the 1952 United States Geological Survey map of Patterson Mountain. Much of this winding alignment has been since buried by modern California State Route 180 aside from what is now Hopewell Road.

The September/October 1948 California Highways & Public Works announced a realignment project for California State Route 180 between Citrus Cove Road (now Cove Road) and White Deer Road (now Hopewell Road) upcoming for the 1949-1950 Fiscal Year. This project corridor was intended to replace the winding grade which existed within Citrus Cove eastward through Squaw Valley towards Mill Creek.

The November/December 1951 California Highways & Public Works announced the realignment of California State Route 180 between Citrus Cove and Squaw Valley was underway. It is unclear why this project corridor was delayed but it appears to have been completed during 1952 without further incident. This realignment would shifted California State Route 180 and Kings Canyon Road to the grade it now occupies from Citrus Cove east to Dunlap.

What is now Yokuts Valley was originally the home to a Yokut tribal village called Múshtihnau. At one point the valley where Múshtihnau was located in was called "Woman's Land." Around 1873 American settlers co-opted the name as "Squaw Valley" which was made official following the establishment of Postal Service in 1879. The term "squaw" in modern times is considered by many to be an ethnic slur towards Native Americans.

During January 2023 the Board of Geographic Names elected to rename the Squaw Valley as "Yokuts Valley." The renaming has been locally unpopular, and most businesses still carry the Squaw Valley name.

Part 2; a drive on the Old Dunlap Road corridor alignment of California State Route 180

Much of the Old Dunlap Road is divided up and largely is not continuous. The Old Dunlap Road corridor made a soft right-hand transition from what is now Elwood Road onto Fulgham Lane. Fulgham Lane is not signed and appears to no longer be maintained by Fresno County despite private residences being located on it.

These photos show the transition the Old Dunlap Road took from Hall Lane to Fulgham Lane via what is now Elwood Road.

Eastbound Fulgham Lane crosses a bridge at Mill Creek which is being consumed by overgrowth. This vintage of this span is unclear, but it is similar to bridges constructed by Fresno County from the 1920s through the 1940s.

Fulgham Lane continues east atop weathered asphalt and Portland Cement to modern California State Route 180 a short distance east of Yokuts Valley.

Travel New England: Texas Falls, Vermont

2026-08-22T14:46:05.607-04:00

Texas Falls is one of the many natural wonders within Green Mountain National Forest. The 35-foot, two-cascade waterfall is one of the most popular outdoor destinations in Vermont. Easily accessible from the parking area, the falls can be viewed either via a footbridge over the gorge or a 1.2-mile hiking trail.

Texas Falls dates to the Ice Age. 12,000 years ago, retreating glaciers carved through the bedrock, creating the falls. Today, Texas Falls is one of the more popular waterfalls in Vermont.

All photos taken by post author - May 4, 2012.

Site Navigation:

Return to Travel New England Index

Sources & Links:

Texas Falls Personal Photo Album on flickr
Explore Beautiful Texas Falls in Hancock ---VermontExplored.com
Texas Falls ---NewEnglandWaterfalls.com

How To Get There:

Ennis Road (Fresno County)

2026-08-21T04:00:00.099-04:00

Ennis Road is an approximately four-mile-long rural cutoff through Shannon Valley the Sierra Nevada foothills of Fresno County. Ennis Road connects Ruth Hill Road (former California State Route 180) southward to Sand Creek Road. What is now Ennis Road was originally developed by Fresno County in the 1910s as the Squaw Valley Cutoff. The modern roadway name first appears on 1930-era highway maps of Fresno County.

Part 1; the history of Ennis Road

Ennis Road serves as a cutoff between Sand Creek Road and Ruth Hill Road (former California State Route 180) in community of Yokuts Valley (previously Squaw Valley). Ennis Road passes through Shannon Valley and the lands of Rector Ranch.

Both Ruth Hill Road and Sand Creek Road originally served the logging community of Millwood which was located in Converse Basin east of Dunlap. The Kings River Lumber Company had been established in 1888 in the form of a 30,000-acre purchase of forest lands in Converse Basin. This purchase lied immediately west of Grant Grove and came to be known as "Millwood." Millwood was both a company town and sawmill.

Squaw Valley Cutoff first appears on the 1914 C.F. Weber map of Fresno County. Much like it does in modern times the corridor served as a connector between Sand Creek Road and Ruth Hill Road.

Squaw Valley Cutoff can be seen in detail on the 1924 United States Geological Survey map of Dinuba.

The Squaw Valley Cutoff is displayed as having been renamed as Ennis Road on the 1935 Division of Highways map of Fresno County.

At some point after the late 1960s Ennis Road was largely replaced as the primary cutoff between Ruth Hill Road and Sand Creek Road. The southern terminus of George Smith Road was realigned as a two-lane highway to Ennis Road near Mistletoe Lane. Ennis Road south of George Smith Road to Sand Creek Road was converted to two-lane standards aside from the Sand Creek Bridge.

The realignment of George Smith Road to Ennis Road can be seen on the 1982 United States Geological Survey map of Fresno.

On April 29, 2021, Fresno County opened a project to replace the carrying Ennis Road over Sand Creek for bid. This project was intended to replace the existing single lane span at a cost of approximately $3,006,000-$3,322,000. The span was ultimately completed in 2022.

Part 2; a drive on Ennis Road

The single lane portion of Ennis Road begins via left-hand turn from the southern terminus of George Smith Road. Southbound George Smith Road softly transitions via a right-hand turn onto the two-lane part of Ennis Road. The two-lane segment of Ennis Road terminates at Sand Creek Road.

The one-lane segment of Ennis Road begins with a crossing of an unnamed creek.

Ennis Road passes through several rural residences and emerges into Shannon Valley.

Ennis Road climbs through a series of switchbacks out of Shannon Valley and into Yokuts Valley. Ennis Road terminates at Ruth Hill Road near Squaw Valley Cemetery.

Former California State Route 180 in Citrus Cove

2026-08-17T04:00:00.086-04:00

Citrus Cove is a small canyon located east of Cove Road in Fresno County which California State Route 180 passes through. Modern California State Route 180 climbs above the orange groves in this canyon via a modern two-lane highway. The original alignment of California State Route 180 is located within the canyon which is now a switchback road passing through the orange groves. This older alignment was in service as California State Route 180 until 1952 and was for years a major barrier for traffic reaching destinations in the Sierra Nevada foothills.

The original alignment of California State Route 180 from Cove Road east to Squaw Valley via Citrus Cove can be seen on the 1950 United States Geological Survey map.

Part 1; the history of California State Route 180 in Citrus Cove

Citrus Cove is a small canyon in which is located on California State Route 180 immediately east of Cove Road. As the name suggests, this canyon is lined with a citrus grove. Citrus Cove is where California State Route 180 rises out of San Joaquin Valley into the foothills of the Sierra Nevada.

Planned Legislative Route Number 41 appears on the 1918 California Highway Commission map as a special appropriations road.

The 1919 Third State Highway Bond Act would provide funding for construction of the Kings River Canyon Road. In 1933 Legislative Route Number 41 would be extended to Tracy via Fresno. The state highway west of Grant Grove followed Dark Canyon Road (now partially Forest Road 14S45), Pinehurst Road (now California State Route 245) Dunlap Road, and Old Dunlap Road (now Ruth Hill Road), and a winding switchback road in Citrus Cove through to Centerville. The initial Grant Grove-Centerville alignment of Legislative Route Number 41 passes through the communities of Pinehurst, Miramonte, Dunlap and Squaw Valley (now Yokuts Valley).

What was then known as Dunlap Road can be seen west of Squaw Valley passing through Citrus Cove into San Joaquin Valley on the 1924 United States Geological Survey map of Dinuba.

Legislative Route Number 41 east of Fresno would be assigned as California State Route 180 when the initial Sign State Routes were announced in the August 1934 California Highways & Public Works.

The initial alignment of California State Route 180 from Citrus Cove east to Squaw Valley can be seen on the 1935 Division of Highways map of Fresno County (unbroken red line).

The original alignment of California State Route 180 from Cove Road east to Squaw Valley via Citrus Cove can be seen on the 1950 United States Geological Survey map.

Part 2; the original alignment of California State Route 180 in Citrus Cove

From eastbound California State Route 180 approaching Citrus Cove the original highway can be seen in the orange groves below.

The older alignment of California State Route 180 in Citrus Cove from the modern highway.

The original alignment of California State Route 180 east of Citrus Cove crossed over California State Route 63 (Hills Valley Road). The older alignment of California State Route 180 is still visit from California State Route 63.

East of California State Route 63 the older cut where California State Route 180 once transitioned into Ruth Hill Road towards Squaw valley is easy to spot.

Tracing Pennsylvania's lost routes - Route 908

2026-08-15T14:14:51.631-04:00

Former Pennsylvania Route 908 is located in Northeast Allegheny County. First signed in 1928, Route 908, along with many other 800- and 900-series routes, was decommissioned in 1946. Yet, there are still mentions of PA 908 in the wild along the back roads of the area.

AAA Wall Map showing PA 908 and PA 908 'Ext' still in service. PA 908 would continue south through Russellton and Rural Ridge to meet PA 28 near Cheswick. (Map Date: Unknown - Photo Adam Prince - September 2012)

PA 908 was a 16-mile route that followed what is now Little Deer Creek Road, Russellton Road, Millerstown Road, Bull Creek Road, and Bakerstown Road. Sign blades at intersections along Millerstown Road still refer to it as "Route 908." Russelton Road is also known as "State Route 908 Extension." In fact, the sign blades showing Route 908 and Route 908 Extension are the reason a AAA wall map of the Pittsburgh area shows both PA 908 and PA 908 "Extension."

Driving PA 908:

Site Navigation:

< PA 884 - In Development
> PA 909 - Coming Soon
Return to the SWPA Roads Project Index

Sources & Links:

PA 908 @ PAHighways.com ---Jeff Kitsko

George Smith Road (Fresno County)

2026-08-14T04:00:00.060-04:00

George Smith Road is an approximately 5.5-mile rural highway located in the Sierra Nevada foothills of Fresno County. As presently configured George Smith Road begins at California State Route 180 (Kings Canyon Road) in Yokuts Valley (previously Squaw Valley) and winds above a ridge overlooking Shannon Valley to Ennis Road.

George Smith Road was developed as the Sand Creek Cutoff Road and originally ended in Tulare County. The roadway appears renamed after Smith Ranch beginning in the 1930s. During the 1950s and 1960s George Smith Road would be altered heavily. The 1960s alteration truncated the corridor away from Tulare County and realigned it to Ennis Road.

Part 1; the history of George Smith Road

George Smith Road is named after Smith Ranch which historically has been located on the corridor. As presently configured George Smith Road begins at California State Route 180 (Kings Canyon Road) in Yokuts Valley (previously Squaw Valley) and terminates to the southeast at Ennis Road. George Smith Road in conjunction with Ennis Road serve as a cutoff between California State Route 180 and Sand Creek Road.

What is now George Smith Road can be seen part of the Sand Creek Cutoff Road on the 1891 Thompson Atlas of Fresno County in Range 25 East, Township 14 South. The Sand Creek Cutoff began at Ruth Hill Road in Squaw Valley and passed by Smith Ranch towards Sand Creek Road in Tulare County.

Sand Creek Cutoff Road and Smith Ranch can be seen in detail south of Squaw Valley on the 1922 United States Geological Survey map of Trimmer Springs.

The 1935 Division of Highways map of Fresno County displays Sand Creek Cutoff Road renamed as George Smith Road.

The realignment of George Smith Road to Ennis Road can be seen on the 1982 United States Geological Survey map of Fresno.

Part 2; a drive on George Smith Road

Southbound George Smith Road begins at California State Route 180 in Yokuts Valley.

South George Smith Road bisects two discontinuous segments of Ruth Hill Road. Ruth Hill Road and this short segment of George Smith Road carried early California State Route 180 between 1934-1941.

Southbound George Smith Road winds above a ridge which overlooks Shannon Valley.

George Smith Road ends at a soft right-hand transition at Ennis Road. Ennis Road continues ahead to Sand Creek Road.

Italian Bar Road (Fresno County)

2026-08-12T04:00:00.133-04:00

Italian Bar Road is an approximately six-mile switchback highway located in the San Joaquin River Canyon of Fresno County. Italian Bar Road begins at the southern rim of the San Joaquin River Canyon at Jose Basin Road and terminates to the northwest at the Italian Bar Bridge over Redinger Lake.

Italian Bar Road is named after a former mining claim which was staked on the San Joaquin River where Redinger Lake is now located. The Fresno County side of Italian Bar Road was largely constructed concurrent with Million Dollar Road to access the site of Big Creek Powerhouse #8 in 1921. The Fresno County roadway was connected with the Italian Bar mining road in Madera County circa 1925 when the Italian Bar Bridge was constructed over the San Joaquin River. Before Madera County dropped roadway names after World War II the corridor of Italian Bar Road extended to Minarets Road near North Fork.

In 1951 the Italian Bar Bridge would be raised to accommodate the Redinger Lake reservoir. The original Italian Bar Bridge was replaced by a modernized span which opened to traffic during May 2021.

Part 1; the history of Italian Bar Road

Italian Bar Road is named after a mining claim which once existed at the San Joaquin River where Redinger Lake now is located. The mining claim never developed into a town site but was significant enough that an early foot bridge was constructed over the San Joaquin River. The foot bridge can be seen below in a series of 1890 photos from the Fleming family collection (courtesy Eastern Fresno County Historical Society).

The confluence of the San Joaquin River and Stevenson Creek can be seen the 1891 Thompson Atlas of Fresno County in Range 23 East, Township 9 South. Mill Creek can be seen emptying into the San Joaquin River in Subdivision 18. Italian Bar was located a short distance west of the confluence of the San Joaquin River and Mill Creek.

In 1921 Big Creek Powerhouse #8 was constructed at the confluence of the San Joaquin River and Big Creek. This was followed by construction of Powerhouse #3 at the confluence of the San Joaquin River and Jose Creek in 1923. Much of what is now Italian Bar Road in Fresno County and Million Dollar Road were constructed north from the San Joaquin & Eastern Railroad siding of Lorena to the powerhouse sites.

Following the completion of Big Creek Powerhouses #8 and #3 the trail on the Madera County side of the San Joaquin River would be improved east from the Minarets Road near North Fork as an automotive highway. This roadway would be connected to Fresno County in 1925 when the Italian Bar Bridge was constructed at the San Joaquin River.

The 1925-era Italian Bar Bridge was a Warren Pony Truss span which was 242.1 feet in length. The span can be seen below as it was from the Fresno County side of Redinger Lake during September 2019.

The 1947 United States Geological Survey map displays the full scale of Italian Bar Road. In the era the Italian Bar Road designation existed within both counties. Italian Bar Road began at Jose Basin Road (formerly the grade of the San Joaquin & Eastern Railroad) in Fresno County and spanned northwest to Minarets Road in Madera County.

After World War II Madera County would drop names from their county highways and assign them numbers. Italian Bar Road within Madera County would subsequently be reassigned as Road 225. The Italian Bar Bridge would be modified and raised in advance of completion of Redinger Dam. Said dam was completed by Southern California Edison in 1951 and impounds Redinger Lake.

On October 12, 2015, Sierra News Online reported on a public comment period for replacement of the 1925-era Italian Bar Bridge. The span was found by Caltrans to be both structurally deficient and inadequate to meet the needs of modern automotive traffic. The replacement span was proposed to be two-lanes wide.

On September 6, 2019, Sierra National Forest announced the following regarding the replacement of the Italian Bar Bridge on their Facebook page:

"Fresno & Madera Counties to begin the Italian Bar Bridge replacement project, on Italian Bar Road September 17, 2019

Clovis, Calif., September 06, 2019 – The Sierra National Forest would like to inform the forest communities and visitors to the forest, American Paving Co. (Contracted by Fresno & Madera Counties) will begin the Italian Bar Bridge replacement project in the very near future. Road closures will start on 9/17/19, with rock blasting starting around 9/30/19.

Signs will be posted along various roads, the San Joaquin River Trail where it intersects with Italian Bar Road, and at the Redinger Boat Launch.

The signs will inform visitors and residents of construction and road closures. The signs will state the following: “This Road (or Trail, or Boat Launch) will be Closed Intermittently Start Sept 2019 thru Feb 2021 Mon.-Sat. 7 am–5:30 pm.”

The modern Italian Bar Bridge opened to traffic on May 19, 2021. The dedication ceremony for the current span can be seen below.

Part 2; a drive on Italian Bar Road

Northbound Italian Bar Road begins at Jose Basin Road along the southern rim of the San Joaquin River Canyon. This junction lies at an elevation of approximately 3,000 feet above sea level.

Italian Bar Road begins to descend towards a switchback facing Jose Creek. Big Creek Powerhouse #3 can be seen from the roadway by looking to the left.

Italian Bar Road descends through a series of switchbacks and descends to a junction with Million Dollar Road. Million Dollar Road is owned by Southern California Edison and accesses Big Creek Powerhouse #8. Million Dollar Road is accessible to hikers and cyclists wishing to visit Stevenson Creek Falls.

Italian Bar Road passes through the grounds of Big Creek Powerhouse #3.

Italian Bar Road descends to Redinger Lake (at approximately 1,420 feet above sea level) and crosses the modern Italian Bar Bridge to Madera County Road 225.

The Jesse Morrow Mountain derelict (California State Route 180)

2026-08-10T04:00:00.113-04:00

The Jesse Morrow Mountain derelict is a ruined chimney located on California State Route 180 (Kings Canyon Road) at Postmile 80.90. This chimney was part of a home constructed by the Granite Water Company in 1918. The home would be later purchased by a family out of Sanger in 1928 and moved (sans chimney) to I Street in downtown. This derelict chimney is often adorned with Christmas and seasonal decor by residents of eastern Fresno County.

The history of the Jesse Morrow Derelict

Jesse Morrow Mountain is a 2,108-foot-high peak in the Sierra Nevada foothills located east of Centerville and Minkler. California State Route 180 (Kings Canyon Road) is between Jesse Morrow Mountain and Mount Campbell via the so-called Dunnigan Gap. Kern-Friant Canal also passes through Dunnigan Gap between the two mountains.

The namesake of Jesse Morrow Mountain was born on October 3, 1827, in Ohio. Jesse Morrow was part of an emigrant train which arrived in Owens Valley during the California Gold Rush by late 1850. Morrow and four other men decided to make for San Joaquin Valley during the winter. During their journey the party nearly starved to death in the Kern River Valley but ultimately would arrive in Tulare County by January 1851.

Jesse Morrow would have success mining in Mariposa County and along the San Joaquin River. Morrow would use the money he obtained from mining to purchase land on the Kings River near Centerville and the Stockton-Los Angeles Road. In 1872 Morrow would fund construction of a large flour mill in Centerville and would construct an estate in downtown Fresno on what is now Van Ness Avenue by 1877.

It isn't clear when the mountain which now bears Jessie Morrow's name was designated. The peak appears as the Tcho-e-ni-ne Mountains on the 1891 Atlas of Fresno County in Range 23 East, Township 14 South. The Squaw Valley Road can be seen east of the Kings River on this atlas. This name was in use before the corridor was part of the State Highway System and was later renamed as Dunlap Road. The Dunlap Road name was retained for a time after the commissioning of California State Route 180 in August 1934 as a Sign Route. After the early 1940s California State Route 180 east of Fresno would come be known as Kings Canyon Road in reference to Kings Canyon National Park.

In 1905 the Wahtoke Thermal Tract was subdivided from what was the holdings of William N. Rohrer (previously the Darwin Estate). In 1918 a home was constructed at the intersection of Dunlap Road and Alta Road a short distance south of Jesse Morrow Mountain. The home was owned by the Granite Water Company and was located a short distance from the Wahtoke Branch Railroad. This plot can be seen in subdivision 18 of the 1923 United States Geological Survey map of Wahtoke.

A map and brochure for the Wahtoke Thermal Tract can be seen below.

In 1928 the home near the intersection of Dunlap Road and Alta Road was purchased by the Jennings family of Sanger. The Jennings relocated the house to 512 I Street in downtown Sanger where it still stands. The Jennings only left the chimney from the original building foundation which still sits along modern California State Route 180.

This view is from eastbound California State Route 180 approaching the Jesse Morrow Derelict at Postmile FRE 80.90. The ruins of the chimney can be seen easily above the grass line.

This view faces north towards Jesse Morrow Mountain and the chimney structure. The foundation for the Granite Water Company home is located behind the chimney. The chimney appears to have been externally loaded when it was part of a functioning building.

Buc-ee's - The Overzealous Beaver

2026-08-08T22:52:03.286-04:00

If you've followed this website long enough, you know that we're not that impressed with Buc-ee's. I shrugged when I visited the St. Augustine, Florida location in April 2022. It may have rustled a feather or two, but I did say I wasn't opposed to going to one again. In fact, a few months later I did in Denton, Texas. An old high school friend mentioned that they liked Buc-ee's for filling up their RV because of the space and the numerous gas pumps. So, when I helped my brother move from Baton Rouge to Denver, and the U-Haul needed to be filled up, I must admit Buc-ee's was the perfect spot. I have not been to a Buc-ee's since then.

Recently, Buc-ee's has brought lawsuits against three smaller convenience store brands that have caught national attention. Two in Ohio and one in Georgia.

Teddy's Market's logo is the key to a legal battle between Buc-ee's and the small Georgia chain. Teddy's is fighting back, calling Buc-ee's a "trademark bully." (Image Source: Atlanta First News)

In Georgia, Buc-ee's is suing Teddy's Market - a small three-store convenience store chain near Atlanta. In Ohio, Buc-ee's first sued Northern Ohio's Mickey's and then later Beaver's Mini Mart in Beavercreek, Ohio. Mickey's has 42 locations in Ohio, while Beaver's is a one-store operation at a suburban intersection southeast of Dayton.

Buc-ee's claims that Mickey's recent rebrand infringes on their trademark. (Image source: Mickey's)

In all cases, Buc-ee's is asking all to cease use of their logos, any profits from the use of said logos, attorney fees, and other legal items.

The lawsuit against Beaver's Mini-Mart has drawn the most ire and national attention. Beavercreek residents, its mayor, even the Governor of Ohio, have spoken out against Buc-ee's suit against Beaver's Mini-Mart. Some have even called for a boycott.

Beaver's Mini-Mart, in operation for over 20 years, is a suburban convenience mart east of Dayton and about 13 miles south of a Buc-ee's at OH 235 and I-70. Beaver's is more like the convenience store in Clerks - doesn't even sell gas - than it is a direct competitor of Buc-ee's.

You really would have to be lost to end up at Beaver's Mini Mart instead of Buc-ee's.

The three cases are just the latest in a long line of legal proceedings involving Buc-ee's and competitor logos.

Future Targets?:

Sam's Mart and Sam's Express are located in North and South Carolina. Buc-ee's has recently broken ground on a new location in Mebane, NC. (Adam Prince)

Further, as Buc-ee's expands into North Carolina and elsewhere, new targets for the Buc-ee's legal team will appear. Here in North Carolina, that means watch out Sam's Xpress/Sam's Mart. Your logo and that you have a car wash, some locations also sell gas and have a convenience store may confuse John Q. Public who wants to experience a wall of beef jerky and a brisket sandwich. Yes, you have been operating in North and South Carolina since 2012. But that smiling cartoon bear is too similar to our beaver. And most likely, Buc-ee's had their trademark first, so that's going to be a big hurdle.

Busy Beaver Home Improvement Center in Washington, PA (Jason Gilbert)

Busy Beaver Home Improvement Centers in Western Pennsylvania. Yes, you are a hardware store; you have had a trademarked logo since the 1960s, but you sell grills, and so does Buc-ee's. Your mascot is a beaver, the background is red, and again that driver may be looking for Buc-ee's Beaver Nuggets and end up being upset that they only sell hammers and a plumb bob. (Busy Beaver most likely is safe for numerous reasons, including having a trademark first, but Buc-ee's has a reputation to live up to.)

It's All About the Brand:

What causes Buc-ee's to sue? Trademarks and trademark requests. In the three recent cases (Teddy's, Mickey's, Beaver's Mini-Mart), all three have recently filed trademark requests. In fact, Buc-ee's owner, Arch "Beaver" Alvin III, has hinted that they would drop the lawsuit against Beaver's if the one-store operation withdrew their trademark request. However, Beaver's Mini Mart filed for an Ohio trademark and not a federal (national) one. Buc-ee's also wants protection if Beaver's Mini Mart expands nationally.

Lawyers point out that Buc-ee's is protecting its trademark and its brand. One legal firm states, "If a brand owner allows others to use similar marks without challenge, this will ultimately weaken the registered marks." I can't argue that point; Buc-ee's has every right to protect its brand.

And they have been successful; some competitors have been definite rip-offs of the brand. Others not so much.

But there comes a point where the general public's perception of Buc-ee's is that of an overzealous bully knocking down sizably smaller, and honestly insignificant, businesses to protect its brand.

Their recent lawsuits caught the attention of HBO's Last Week Tonight host John Oliver, who has called out Buc-ee's frequent legal filings. His direct knockoff "Buc-off" trolled Buc-ee's, as he challenged them to sue. So far, Buc-ee's has not.

A Bad Taste in Consumers' Mouths:

An opinion by Peter Economy in Inc. Magazine put it best: "Customers rarely remember the legal reasons behind a company’s decisions. Instead, they remember the story those decisions seemed to tell about the company itself."

The outcry against Buc-ee's latest legal pursuits won't close the business, most likely won't impact profits, and won't stop new locations from opening. The new Ohio location will continue to serve the Interstate 70 traveler going from Pittsburgh to Missouri who has the faintest idea of these lawsuits. However, there will be, and now are, customers who, when they see that grinning beaver high above the highway, are going to give pause and take their business elsewhere.

Sources & Links:

Fueling a Trademark Fight: Buc-ee's and Mickey's Gas Station Dispute ---University of Cincinnati Law Review Blog
Don't mess with Texas trademarks: How Buc-ee's protects its branding ---Dallas Morning News
Buc-ee's Lesson: Customers Remember More Than You Think ---Inc. Magazine
North Georgia convenience store chain fights Buc-ee's trademark infringement lawsuit ---Atlanta News First
Buc-ee's sued a small Ohio mini mart. Its neighbors are fighting back. ---Houston Chronicle
#BoycottBucees trends as Ohio rallies behind corner store in trademark lawsuit ---Cleveland Plain Dealer

Frankwood Avenue (Fresno County)

2026-08-07T04:00:00.126-04:00

Frankwood Avenue is an approximately 11-mile roadway in eastern Fresno County. Frankwood Avenue originates at 10th Street in the city of Reedley and terminates at Piedra Road a short distance after crossing the Alta Main Canal.

Frankwood Avenue has numerous historical structures of interest which can be found along the corridor. The brick Frankwood Schoolhouse located at Frankwood Avenue and Old Kings Canyon Road (formerly California State Route 180) was constructed in 1921. The Alta Main Canal Bridge located on Frankwood Avenue north of California State Route 180 was constructed in 1925. This canal span formed the basic design template for other similar irrigation bridges constructed in Fresno County through to the 1940s.

Part 1; the history of Frankwood Avenue

Frankwood Avenue originates in downtown Reedley and spans northward to Piedra Road upon crossing the Alta Main Canal. The corridor is notable due to it passing by the Frankwood Schoolhouse and crossing the Alta Main Canal Bridge.

The Alta Main Canal (originally known as the 76 Canal) was constructed from the Kings River near modern day Piedra in 1883. This canal serves rural farm plots in eastern Fresno County and northern Tulare County with a steady supply of irrigation water.

In 1888 the Southern Pacific Railroad would plot Reedley at the Kings River near what were the Stockton-Los Angeles crossings of Smith's Ferry and Poole's Ferry. As part of the subdivision of Reedley what is now Frankwood Avenue was constructed north from 10th Street northward to the Alta Canal. In 1890 the original Frankwood School would be constructed at the corner of Frankwood Avenue and the Squaw Valley Road (now Old Kings Canyon Road).

Frankwood Avenue can be seen terminating a short distance north of Squaw Valley Road on the 1891 Thompson Atlas of Fresno County in Range 23 East, Township 14 South.

In 1921 the original Frankwood School was replaced with an 8,000 square foot brick "L" shaped structure. Frankwood Avenue would be extended north to Piedra Road in 1925 via a crossing of the Alta Main Canal. The Alta Main Canal Bridge is concrete girder span which was among the earliest of what became a common irrigation span design in Fresno County.

The extension of Frankwood Avenue to Piedra Road can be seen on the 1935 Division of Highways map of Fresno County. The Porterville-Orosi Branch (constructed 1913-1914) of the Atchison, Topeka & Santa Fe Railway can be seen crossing Frankwood Avenue near California State Route 180 (now Old Kings Canyon Road). Frankwood Avenue can be seen crossing the Wahtoke Branch (constructed in 1911 also by the Atchison, Topeka & Santa Fe Railway) twice near Alta Main Canal.

In 1958 the Frankwood School would merge with the Centerville School District. The schoolhouse was put up for sale and was repurposed as a steak house known as the Sherwood Inn Restaurant. The steak house would operate continuously at the corner of California State Route 180 and Frankwood Avenue for approximately 30 years.

In 1965 the Wahtoke District would be truncated to Minkler and the grade crossings on Frankwood Avenue were removed. In 1973 the remaining portion of the Wahtoke District and entirety of the Porterville-Orosi District would be abandoned. The Atchison, Topeka & Santa Fe would leave much of the grade-crossing infrastructure up despite removing the rails until the 1990s.

In fall 2010 the Frankwood Schoolhouse would be purchased by new owner. The structure was restored and reopened in January 2012 as the Schoolhouse Restaurant.

In February 2020 California State Route 180 and Kings Canyon Road were moved to a new four-lane expressway north of the Frankwood Schoolhouse. The original highway alignment became Old Kings Canyon Road and still intersects Frankwood Avenue. The California State Route 180 expressway terminates a short distance east of the Frankwood Schoolhouse and becomes a two-lane highway.

Part 2; a drive on Frankwood Avenue

This view is facing east on Old Kings Canyon Road towards Frankwood Avenue and the Frankwood Schoolhouse. Jesse Morrow Mountain can be seen looming overhead.

The Frankwood Schoolhouse.

Frankwood Avenue north of the Frankwood Schoolhouse crosses over the modern California State Route 180 expressway.

Frankwood Avenue continues northward and crosses over the 1925-era Alta Main Canal Bridge. The roadway briefly narrows to a single lane over the bridge.

Frankwood Avenue north of Alta Main Canal zigzags through rural residential properties and terminates at Piedra Avneue.

A "slow, jerky and expensive" drive on Jose Basin Road

2026-08-05T04:00:00.103-04:00

A drive along Jose Basin Road above the San Joaquin River Canyon of Fresno County is what one might call a "slow, jerky and expensive" affair. Jose Basin Road is approximately 9.6 miles in length and is overlaid atop the grade of the San Joaquin & Eastern Railroad.

This San Joaquin & Eastern Railroad was in use between 1912-1933 during the early construction of the Big Creek Hydroelectric project. Said fifty-five-mile line originated in El Prado and snaked through the Sierra Nevada of Fresno County to the site of Big Creek Powerhouse #1. The San Joaquin & Eastern Railroad was famous for having 1,073 curves, 43 trestles and grades as high as 5.3%. The line was often to referred to jokingly as "Slow, Jerky and Expensive."

Following the shuttering of the San Joaquin & Eastern Railroad much of the grade east of Auberry was repurposed as public roadways. Jose Basin Road was widened by the late 1940s was widened to be mostly wide enough to carry two-way traffic.

Part 1; the history of Jose Basin Road and the San Joaquin & Eastern Railroad

Jose Basin Road lines the southern rim of the San Joaquin River Canyon along a grade which was part of the San Joaquin & Eastern Railroad. This railroad line was a major component of construction on the Big Creek Hydroelectric Project.

The surveys that would eventually lead to the Big Creek Hydroelectric Project ("Big Creek Project") first took place in the 1880s. By the early 1900s the concept was taken up by the Pacific Light and Power Company (PL&P) as a possible source of electricity to power the city of Los Angeles. PL&P had additional surveys conducted along Big Creek and San Joaquin River between 1902 to 1905. Construction of the Big Creek Project would require a new railroad and a new road to haul in materials. Said railroad would come to be known as the San Joaquin & Eastern Railroad (SJ&E).

The SJ&E was a standard gauge line which broke ground on February 5, 1912. The line would open to freight traffic several months later on July 10th. The line was intended to haul materials for the construction of the first phase of the Big Creek Project.

The SJ&E branched off from the Southern Pacific Railroad at El Prado (near modern Friant) and ascended 55 miles eastward into the Sierra Nevada to the site of Big Creek Powerhouse #1. The line had 1,073 curves, 43 trestles and grades as high 5.3%. This line was often referred to joking as "Slow, Jerky and Expensive."

The full scope of the SJ&E can be seen on 1914 Britton & Rey Map of Fresno County.

Numerous Sidings and Stations were established along the SJ&E which can be seen on the above map. From El Prado the sidings and stations on the SJ&E were as follows:

- McKenzie
- Wellbarn Station (currently Marshall Station)
- Lodge Station
- Auberry
- Indian Mission Station (currently Big Sandy Rancheria)
- Hutchens Station
- Lerona
- Shaver Crossing (near Camp Sierra)
- Cascada Station (current Big Creek community)

The First Phase of the Big Creek Project ended in 1914 amid World War I when the tunnel to the future site of Powerhouse #3 was being constructed. During 1917 the PL&P and SJ&E were merged into Southern California Edison (SoCal Edison). The SJ&E would remain active during Phase Two of the Big Creek Project which took place between 1921 through 1929.

The SJ&E during Phase Two of the Big Creek Project can be seen in great detail on 1922 USGS Maps of Fresno County.

During the onset of the Great Depression work on the Big Creek Project stopped which signaled the end of Phase Two. The SJ&E during the line operating life only recuperated 22% of construction costs. The Huntington Lake Road which had also been constructed to reach the site of the namesake reservoir would later become part of Legislative Route Number 76 and early California state Route 168. SoCal Edison filed abandonment paperwork for the SJ&E on August 15, 1933 according to Abandonedrails.com.

Following the closure of the SJ&E most of the railroad grade east of Auberry would be repurposed into public roads. A 9.6-mile component of railroad grade east of Auberry Road was taken over by Fresno County as Jose Basin Road. An additional 13 miles from the eastern terminus of Jose Basin Road at Mathews Mills to Huntington Lake Road near Camp Sierra was taken over by Sierra National Forest as Old Railroad Grade Road. Old Railroad Grade Road remains unpaved in modern times and is designated as Sierra National Forest Route 8.

Jose Basin Road appears on the 1947 United States Geological Survey map of Mariposa. Fresno County would widen the existing railroad trestle at Bald Mill Creek to two-lanes width in 1947. The trestle at Jose Creek would be use until 1983 when it was replaced with a modern highway bridge.

Part 2; a drive on Jose Basin Road

Eastbound Jose Basin Road begins at Auberry Road near the lands of Big Sandy Rancheria. Traffic heading to Mono Wind Casino is directed to turn east onto Auberry Road.

Jose Basin Road passes through Big Sandy Rancheria and intersects Auberry Mission Road. This rancheria is home to approximately 120 members of the Western Mono Tribe. Big Sandy Rancheria was commissioned in 1909 when the Bureau of Indian Affairs purchased the 280 acres of land the reservation is located on.

Jose Basin Road departs Big Sandy Rancheria and crosses the Bald Mill Creek Bridge. The rail trestle elements of the span are easily observed by viewing the substructure.

Jose Basin Road continues east through the site of Lorena siding. The siding is no longer present and has been replaced by private residences.

Jose Basin Road continues east along the San Joaquin River Canyon and intersects Italian Bar Road.

Jose Basin Road east of Italian Bar Road continues along the San Joaquin River Canyon and begins to cut away approaching the Jose Creek Bridge. The foundations of the San Joaquin & Eastern Railroad trestle are easily observed from the modern Jose Creek Bridge.

Jose Basin Road terminates at Old Railroad Grade Road. The terminus is no longer signed but the transition between the two roads is clear when asphalt gives way to dirt. Old Railroad Grade Road continues eastward towards Huntington Lake Road.

Former California State Route 180 in Minkler

2026-08-03T04:00:00.107-04:00

Minkler is a small former railroad siding community founded in 1911 on Kings Canyon Road (formerly Dunlap Road) just east of Byrd Slough. The community of Minkler between 1934 and 2020 was part of the alignment of California State Route 180 which passed by on Kings Canyon Road. In 2020 California State Route 180 was shifted north of Minkler onto a four-lane expressway bypass. This blog serves as a history of California State Route 180 within Minkler and what artifacts of the older alignment can still be found.

California State Route 180 can be seen passing through Centerville and Minkler below on the 1935 Division of Highways map of Fresno County.

Part 1; the history of California State Route 180 in Minkler

Minkler is a former railroad siding near the Kings River east of Centerville. Minkler was originally as a siding of the Wahtoke Branch located at the junction of the Porterville-Orosi Branch. Both the branch lines were constructed by the Atchison, Topeka & Santa Fe Railway. The Wahtoke Branch itself had been constructed in 1911 from Reedley northward towards quarries located at Piedra. The Orosi-Porterville Branch was constructed circa 1913-1914 from near the Byrd Slough to Ducor via Orosi and Porterville. In 1920 the Minkler Cash Store would open along the Dunlap Road just east of the Kings River.

Minkler siding can be seen north of the Dunlap Road (later Kings Canyon Road) at the junction of the Wahtoke Branch and Orosi-Porterville Branch on the 1923 United States Geological Survey map. The siding at Minkler is displayed as being within walking distance of the Frankwood School.

In 1890 the original Frankwood School would be constructed at the corner of Frankwood Avenue and the Squaw Valley Road (later Dunlap Road and Kings Canyon Road). In 1921 the original Frankwood School was replaced with an 8,000 square foot brick "L" shaped structure. The 1921-era schoolhouse would mostly serve the Minkler area.

The 1919 Third State Highway Bond Act would provide funding for construction of the Kings River Canyon Road. In 1933 Legislative Route Number 41 would be extended to Tracy via Fresno. The state highway west of Grant Grove followed Dark Canyon Road (now partially Forest Road 14S45), Pinehurst Road (now California State Route 245) Dunlap Road, and Old Dunlap Road (now Ruth Hill Road) through to Centerville. The initial Grant Grove-Centerville alignment of Legislative Route Number 41 passed through the communities of Pinehurst, Miramonte, Dunlap and Squaw Valley (now Yokuts Valley) and Minkler.

During August 1934 the original Sign Routes were announced in the California Highways & Public Works. California State Route 180 was assigned to the corridor of Legislative Route Number 41 which passed through Centerville.

California State Route 180 can be seen passing through Centerville and Minkler below on the 1935 Division of Highways map of Fresno County. California State Route 180 east of Fresno entered Centerville on Ventura Avenue. From Venture Avenue the highway jogged south on Smith Avenue and east through Centerville on Dunlap Road towards Minkler. The highway heading eastbound within Minkler took a left-hand turn at Reed Avenue.

The July 1935 California Highways & Public Works featured a washed-out temporary bridge carrying California State Route 180 over the Kings River between Centerville and Minkler. This span was in place due to a new permanent bridge being under construction.

The November 1941 California Highways & Public Works details the opening of the new alignment of California State Route 180 bypassing Squaw Valley and Dunlap. The then new highway is referenced in the article as "Kings Canyon Road" and is noted to have been completed on August 28, 1941. This is the first known instance of Kings Canyon Road nomenclature being used. The designation of Kings Canyon Road appears to have been immediately applied to California State Route 180 as a replacement for Dunlap Road and Ventura Avenue to the Fresno city limit. The Kings Canyon name would be eventually extended west into Fresno to 1st Street via Centerville.

In 1965 the Wahtoke District would be truncated to Minkler and the grade crossings on Frankwood Avenue were removed. In 1973 the remaining portion of the Wahtoke District and entirety of the Porterville-Orosi District would be abandoned. Following the shuttering of both railroad branches the community of Minkler came be far more associated with the Minkler Cash Store and Frankwood School.

In fall 2010 the Frankwood Schoolhouse would be purchased by new owner. The structure was restored and reopened in January 2012 as the Schoolhouse Restaurant.

During December 2014 the California Transportation Commission approved funding of the Minkler/Centerville bypass between Post Miles FRE 74.612-77.975. The initial funding for the Minkler/Centerville bypass was slated for the 2015-16 Fiscal Year and had an estimated cost of $90,948,000. The bypass would serve as an extension of the four-lane Kings Canyon Expressway a short distance east of Frankwood Avenue.

During October 2016 the California Transportation Commission approved a State Transportation Improvement Program allocation for a bypass route of CA 180 around Minkler and Centerville via Post Miles FRE 74.1-78.6. The 2016 allocation by the California Transportation Commission was for $34,665,000. This allocation was approved a second time by the California Transportation Commission in March of 2018 with no alterations to Post Mileage or allocated funds. The 2018 allocation by the California Transportation Commission called for a completion of the Minkler/Centerville bypass by August 2019.

The Kings Canyon Expressway was expanded eastward through Centerville and Minkler to Frankwood Avenue by early 2020. The former alignment of California State Route 180 along Kings Canyon Road in Centerville and Minkler was relinquished to Fresno County. Kings Canyon Road west of Minkler was severed and the roadway was realigned to funnel onto Lone Oak Avenue. Kings Canyon Road east of the Frankwood School was cut off from the expressway.

Part 2; former California State Route 180 on Kings Canyon Road in Minkler

This view faces west on Kings Canyon Road towards the Minkler Cash Store and Byrd Slough Bridge. The current bridge was erected in 2020 after California State Route 180 was shifted north to the expressway bypassing Minkler.

The Minkler Cash Store has an older Division of Highways community sign in the front window which displays a population of 30.

Reed Avenue was extended northward to the expressway alignment of California State Route 180. This extension bisected Kings Canyon Road between the Minkler Cash Store and Frankwood School. Signage below once directed eastbound California State Route 180 traffic to turn left to continue on Kings Canyon Road.

Kings Canyon Road between Reed Avenue and Frankwood Avenue no longer has street blade signage. Caltrans spec shields approaching Frankwood Avenue can still be found near the Frankwood School.

The Frankwood School can be found at the southeast corner of Kings Canyon Road and Frankwood Avenue.

Former California State Route 180 in Centerville

2026-08-01T04:00:00.168-04:00

Centerville is one of the oldest communities in what is now Fresno County having been founded as Scottsburg in 1854. The Centerville community has historically been tied to the history of the Stockton-Los Angeles Road and the Squaw Valley Road. The Squaw Valley Road would later be known as Dunlap Road and became a component of California State Route 180 in August 1934. By the 1940s the corridor was renamed Kings Canyon Road in reference to Kings Canyon National Park.

For the majority of the life of California State Route 180 in Centerville, it has not strayed far from Kings Canyon Road. This changed in 2020 when California State Route 180 was relocated onto the Kings Canyon Expressway. This blog serves as an overview of the history of California State Route 180 and general evolution of highways in Centerville.

California State Route 180 can be seen passing through Centerville and Minkler below on the 1935 Division of Highways map of Fresno County.

Part 1; the history of California State Route 180 in Centerville

Centerville is one of the oldest communities in what is now Fresno County having been originally plotted as Poole's Ferry in 1851. Poole's Ferry was located the Kings River roughly between modern Adams Avenue and Sumner Avenue. Poole's Ferry is sometimes known as Poole's Crossing or Campbell's Crossing. Campbell's Crossing is a reference to the nearby Mount Campbell. Poole's Ferry would become historically linked with the corridor of the Stockton-Los Angeles Road.

The Stockton-Los Angeles Road came into use after the 1853 Kern River Gold Rush began. The then new wagon road was a replacement of the earlier El Camino Viejo. Unlike El Camino Viejo the Stockton-Los Angeles Road avoided the dense Tule Marches in San Joaquin Valley. The Stockton-Los Angles Road stayed close to the foothills of the Sierra Nevada Mountains to avoid flood prone terrain. In 1854 the town site of Scottsburg would be founded at the Kings River at Poole's Ferry.

The Stockton-Los Angeles Road originally crossed the Kings River south of the Millerton at Poole's Ferry. Poole's Ferry (shown as Campbell's Crossing) can be seen along the Stockton-Los Angeles Road on the 1857 Britton & Reys Map of California.

In 1856 the Scottsburg Post Office would open, and Fresno County would created. The mainline of the Stockton-Los Angeles Road would later be realigned closer to the present site of Reedley following the establishment of Smith's Ferry at the Kings River. Smith's Ferry would open during 1855 near the modern intersection of Reed Avenue and Olson Avenue. Poole's Ferry would shutter in 1857, but Smith's Ferry would continue to operate under namesake family until 1874.

Hill's Ferry would open as a new crossing of the Kings River in Scottsburg in 1858. Both Scottsburg and Hill's Ferry were destroyed during the infamous winter floods of 1861-1862. The town site would relocate to more favorable terrain to the north and take on the name Centerville. The Centerville Post Office would shutter in 1864, and the town was destroyed by another flood on the Kings River in 1867. Following the 1867 flood the Centerville town site would be relocated onto the bluff above the Kings River it presently located at.

The Stockton-Los Angeles Road would decline during the early 1870s as the Southern Pacific Railroad constructed their line through San Joaquin Valley. The Southern Pacific Railroad constructed frontage roads, flood control measures and subdivided town sites which brought the primary traveled highway westward. Much of these frontage roads would later become parts of early US Route 99 by 1926.

Centerville would remain an important center of travel as it was the head of the Squaw Valley Road. The Squaw Valley Road spanned eastward from Centerville into the Sierra Nevada range where numerous sawmill operations began to proliferate by the late 1870s. Centerville can be seen linked to Fresno via Ventura Avenue and linked to the Sierra Nevada foothills via the Squaw Valley Road on the 1882 Bancroft's map of California.

Centerville can be seen at the junction Ventura Avenue and the Squaw Valley Road on the 1891 Thompson Atlas of Fresno County in Range 23 East, Township 14 East. The atlas also displays the Centerville street grid which has largely been lost in modern times. Centerville is also shown to be the location of the Kings River Post Office (which has an unclear chronology). In the era Centerville would have carried most highway traffic between Sanger and the Kings River Lumber Company town of Millwood at Converse Basin.

The Muller Brothers General Store can be seen on Dunlap Road (formerly Square Valley Road) in Centerville circa 1900. This photo is from the Michael J. Semas collection.

Planned Legislative Route Number 41 appears on the 1918 California Highway Commission map as a special appropriations road.

The November 1941 California Highways & Public Works details the opening of the new alignment of California State Route 180 bypassing Squaw Valley and Dunlap. The then new highway is referenced in the article as "Kings Canyon Road" and is noted to have been completed on August 28, 1941. This is the first known instance of Kings Canyon Road nomenclature being used. The designation of Kings Canyon Road appears to have been immediately applied to California State Route 180 as a replacement for Dunlap Road and Ventura Avenue to the Fresno city limit. The Kings Canyon name would be eventually extended west into Fresno to 1st Street via Centerville.

The September/October 1949 California Highways & Public Works announced a bridge project for the Kingsburg Canal on California State Route 180 in Centerville. This project was slated for the 1950-1951 Fiscal Year and would resolve the jog in Kings Canyon Road along Smith Avenue. Upon completion Kings Canyon Road in Centerville became continuous.

The Kings Canyon Expressway was expanded eastward through Centerville and Minkler to Frankwood Avenue by early 2020. The former alignment of California State Route 180 along Kings Canyon Road in Centerville was relinquished to Fresno County. Kings Canyon Road within Centerville was severed on both sides of the community which forced traffic to funnel onto Olive Avenue to reach the expressway.

Part 2; former California State Route 180 on Kings Canyon Road in Centerville

Kings Canyon Road in Centerville can be seen south of modern California State Route 180 on the Kings Canyon Expressway below in an aerial photo from early 2020.

From modern California State Route 180 traffic wishing to access Centerville must turn south on Olive Avenue to reach Kings Canyon Road. Despite Kings Canyon Road in Centerville no longer being a thru-highway the Fresno County Blossom Trail shields still indicate that it is.

This view faces east on Kings Canyon Road in Centerville towards the International Order of Odd Fellows building. Until recent years this segment of roadway would have been busy with traffic along California State Route 180. Kings Canyon Road can be seen ending just short of the modern expressway.

A view on Kings Canyon Road westward at Olive Avenue reveals another Fresno County Blossom Trail shield. Kings Canyon Road continues westward over Kingsburg Canal and dead-ends.

Union Road

2026-07-31T04:00:00.086-04:00

Union Road is an approximately five-mile-long commuter highway which connects California State Routes 156 and 25 near the city of Hollister. Union Road was first developed as part of an access road which connected San Juan Bautista with Bird Creek Road (now Cienega Road) near the San Benito River. In the early 2000s the corridor of Union Road was extended east over the 1959-era San Benito River Bridge (formerly part of Cienega Road) to California State Route 25. Modern Union Road has emerged as a major commuter route for traffic departing Hollister westward to the Monterey Peninsula. The 1959-era San Benito River Bridge was recently replaced in 2025 with a modernized span designed to carry nearly 11,000 vehicles a day.

Part 1; the history of Union Road

Union Road was initially developed as a connector from Cienega Valley to San Juan Bautista (in conjunction with Bird Creek Road). The corridor in modern times now serves as a cutoff between California State Routes 156 and 25.

Cienega Valley during the period of Alta California was part of Rancho Cienega del Gabilán. The rancho had been granted by Mexican Governor Manuel Micheltorena in 1843 to Antonio Chaves. Chaves actively campaigning against U.S. forces during the Mexican-American War and fled to Mexico in 1848 as the conflict was ending.

Given Chaves was not present during the period of American Statehood in California the holdings of Rancho Cienega del Gabilán were subject to questionable claims. In 1853 the Public Land Commission would reject a claim to the rancho filed by José Yves Limantour. Limantour had claimed Chaves had sold the rancho to him but had little evidence to back it up. Thomas Larkin would make a similar claim in 1858 which was granted by the Public Land Commission shortly after he died. Following the death of Larkin, the holdings of Rancho Cienega del Gabilán would be purchased by Jesse D. Carr in 1867. Carr over the following decades would begin to subdivide his holdings.

San Benito County would split from Monterey County on February 14, 1874, largely due to the success of the New Idria Mercury Mine. The town site of Hollister was plotted in 1868 which spurred growth southward along course of the San Benito River. By 1873 the Southern Pacific Railroad would construct a spur line to Tres Pinos which served as a stage road head to New Idria via Paicines and Panoche Pass.

Development of Cienega Valley truly began on August 24, 1888, when Daniel Gilmore purchased 465 acres of land to construct a vineyard. The so-called Gilmore Colony was immediately contentious amongst Hollister locals as Gilmore intended to bring in former African American slaves from Arkansas as laborers. The first five laborers and their families would arrive in Hollister by train during February 1889.

The holdings at Gilmore Colony would expand to over 800 acres by the middle of 1889. It is likely that modern Cienega Road developed around this time to permit direct access from Hollister to Cienega Valley. Following the death of Daniel Gilmore's wife during April 1890 he would not be able to financially maintain his land holdings at Gilmore Colony. Daniel Gilmore would attempt to sell his properties numerous times to no avail and was bankrupt by the end of 1895. The workers at Gilmore Colony would ultimately relocate to Hollister.

Cienega Valley was connected to San Juan Bautista via what is now Union Road. Union Road can be seen branching from San Juan-Hollister Road east to Bird Creek Road (now Cienega Road) near the San Benito River on the 1921 United States Geological Survey map of Hollister. It isn't clear what type of bridge spanned the San Benito River in this era.

Union Road can be seen south of Hollister as a minor local roadway on the 1935 Division of Highways map of San Benito County.

During 1959 San Benito County would construct a tee beam bridge at the San Benito River the then recently extended Cienega Road (which consumed the Bird Creek Road corridor). Union Road would terminate at Cienega Road west of the San Benito River until the early 2000s. During the early 21st century San Benito County would construct extensions of both San Benito Street and Union Road. The Union Road extension annexed the 1959-era San Benito River Bridge and extended the corridor to California State Route 25.

The extension of Union Road to California State Route 25 saw traffic on the 1959-era San Benito River Bridge increase to 11,000 vehicles a day. The roadway became favored by commuters departing west of Hollister to work sites at the Monterey Peninsula. The 1959-era San Benito River Bridge can be seen along Union Road in June 2019 Google Street view imagery.

During 2024 San Benito County broke ground on a new bridge along Union Road over the San Bentio River intended to replace the 1959-era span. The new structure was complete on March 17, 2025, and dedication ceremony was held. Following the opening of the new San Benito River Bridge the 1959-era span was demolished.

Part 2; a drive on Union Road

Eastbound Union Road branches from California State Route 156 (San Benito-Hollister Road) near the outskirts of Hollister.

Eastbound Union Road passes through part of the Gabilan Range and intersects the western portion of Cienega Road.

Union Road crosses the San Benito River and intersects San Bentio Street. East of San Benito Street the corridor of Union Road continues a short distance to a terminus at California State Route 25.

Bean Creek Road

2026-07-29T04:00:00.040-04:00

Bean Creek Road is an approximately 3.6-mile single lane rural highway located in the Santa Cruz Mountains of Santa Cruz County. Bean Creek Road begins at Glenwood Drive and terminates to the south at Scotts Valley Drive (former California State Route 17)

Bean Creek Road along with a small portion of Glenwood Drive and Mountain Charlie Road were all part of the McKiernan Toll Road. The McKiernan Toll Road was commissioned by the Santa Cruz Turnpike Company in 1858. This toll road would be constructed by Charles Henry "Mountain Charlie" McKiernan and Hiram Scott at a cost $6,000. The McKiernan Toll Road originated at what is now the city of Scotts Valley and ascended to the Summit Road. The toll facility was ultimately purchased by Santa Cruz County in 1878 for $600 and made a public highway.

Part 1; the history of Bean Creek Road

Both Mountain Charlie Road and nearby Bean Creek Road share a common origin as a singular stage route. In 1858 the Santa Cruz Turnpike Company awarded a $6,000 contract to Charles Henry "Mountain Charlie" McKiernan and Hiram Scott to build a toll road to the summit of the Santa Cruz Mountains. The roadway originated at Hiram Scott's home (4603 Scotts Valley Drive) in what is now the city of Scott Valley (named after Hiram Scott). From Scott Valley the roadway rose northward to the Summit Road following the courses of Bean Creek and what is now Mountain Charlie Gulch.

After the Scott Valley-Summit Road was constructed, it came to be known as the McKiernan Toll Road. The toll road can be seen as a segment of a series of interconnected roadways which linked Santa Cruz to San Jose on the 1873 Bancroft's map of California.

Santa Cruz County would purchase the McKiernan Toll Road from Mountain Charlie in 1878 for $600. The purchase carried the stipulation that Mountain Charlie would abandon his remaining franchise toll road claim. Typically franchise toll road rights were granted for a period twenty-five years. The toll road corridor would become Mountain Charlie Road, part of Glenwood Drive and Bean Creek Road.

The northbound beginning of the former McKiernan Toll Road corridor can be seen (marked by blue pin) branching north from Scott Valley on the 1902 United States Geological Survey Map. This lower portion of the former toll corridor is now Bean Creek Road.

The former segment of the McKiernan Toll Road on Glenwood Drive between Bean Creek Road and Mountain Charlie Road became part of Legislative Route Number 5 following passage of the 1909 State Highway Bond Act. As originally defined Legislative Route Number 5 originated in Stockton and was defined as being 116.9 miles. The northern branch of the State Highway terminated in Oakland whereas the southern branch terminated in Santa Cruz.

The northbound beginning of Mountain Charlie Road can be seen branching from Glenwood Drive (marked with blue pin) at Clems siding on the 1919 United States Geological Survey map of New Almaden. Mountain Charlie Road can be seen crossing over Tunnel #4 of the Southern Pacific Railroad line to Santa Cruz near Clems siding. The Southern Pacific had acquired the South Pacific Coast Railroad through the Santa Cruz Mountains in 1887.

The same United States Geological Survey map displays Mountain Charlie Road following Mountain Charlie Gulch northward to the Summit Road (marked by blue pin).

The entirety of the former McKiernan Toll Road corridor can be seen in detail on the 1935 Division of Highways map of Santa Cruz County. Bean Creek Road can be seen originating at Mount Hermon Road near in Scotts Valley and tracking northeast to Glenwood Drive. Early California State Route 17 which had been assigned to the Santa Cruz branch of Legislative Route Number 5 during August 1934 can be seen as State Highway (solid red) between Bean Creek Road and Mountain Charlie Road. Mountain Charlie Road is displayed as branching north of Glenwood Drive to California State Route 5 (now California State Route 35) at Summit Road. Early California State Route 17 is displayed as following the entirety of Glenwood Drive from Scotts Valley Road northward to Inspiration Point.

The July 1939 California Highways & Public Works featured the opening of the Los Gatos-Santa Cruz Highway. The then new expressway corridor realigned California State Route 17 off of Scotts Valley Drive and Glenwood Drive to the east. This realignment removed the only segment of the McKiernan Toll Road corridor from the State Highway System.

South Pacific Coast Railroad Tunnel #4 can be seen passing underneath Mountain Charlie Road in a photo dated to around 1940 (courtesy Santa Cruz Trains and the Margaret Koch Collection). The line had been shuttered north of Olympia Station through the Santa Cruz Mountains during March 1940.

Part 2; a drive on Bean Creek Road

From southbound Glenwood Drive traffic can access Bean Creek Road via a sharp right-hand turn.

Bean Creek Road begins a descent and crosses Bean Creek.

Bean Creek Road crosses Bean Creek a second time and widens to two lanes upon hitting the Scotts Valley city limit.

Bean Creek Road terminates at Scotts Valley Drive.

New River Gorge National Park & Preserve - Thurmond

2026-07-27T22:10:10.494-04:00

New River Gorge National Park and Preserve is best known for whitewater rafting and other forms of adventure tourism. Yet, found in the hollows and isolated valleys are quiet farms and former coal mining towns. Well off the beaten path and isolated from much of its surroundings, Thurmond provides a unique view into Central West Virginia's industrial past.

Thurmond began as a railroad town in the late 1800s. Sparked by the arrival of the Chesapeake & Ohio Railroad and the local coal industry, Thurmond quickly grew into a sizeable transportation and coal center. When it incorporated as a town in 1903, Thurmond was a full-fledged community - home to two banks, two hotels, and many other services and stores.

A CSX freight train passes the old coaling tower in Thurmond. It was here that many steam locomotives would refill and refuel.

Thurmond was home to a C&O railyard which serviced the numerous steam engines passing through the narrow valley. Thurmond was not only a coal freight hub - several branch lines converged here - but also saw a significant share of passenger traffic. In 1910, 75,000 passengers came through at Thurmond, with 15 scheduled trains per day. Thurmond's freight receipts in the early 1910s outpaced the C&O's Cincinnati and Richmond yards.

The Bank of Thurmond Building (left), Goodman-Kincaid Building (center), and Mankin-Cox Building are all that remain of Thurmond's once thriving commercial district.

Beginning in 1920, Thurmond began a slow withering along the vine of the C&O railroad. The growth of the automobile, the Great Depression, and finally the transition from steam to diesel engines nearly brought all commerce to a halt.

Like much of the New River Gorge region, Thurmond began to focus on the recreation industry. In 1968, three brothers, Joe, Chris, and Tom Dragan, began operation of Wildwater Unlimited in Thurmond. Their company began offering whitewater rafting tours along the New River, beginning a new era of recreation and adventure tourism in the area. Ten years later, the New River was designated a National Scenic River, and over the next decade, much of Thurmond came under the control of the National Park Service.

A CSX locomotive sits idle near the Thurmond Depot. The Depot serves as a Visitor Center for New River Gorge National Park and Preserve, and also as a passenger station for the 3x weekly Amtrak Cardinal.

In the 1980's, many Thurmond residents would voluntarily sell their homes and property to the National Park Service. The NPS' goal was to preserve much of Thurmond similar to Harpers Ferry. Places like the former rail depot were converted into a visitor center. The former commercial district was listed in the National Register of Historic Places in 1984. New River National Scenic River became a national park in 2020.

Former homes in Thurmond - now owned by the National Park Service and planned for removal.

While a handful of Thurmond's buildings have been restored, many have not. In 2024, the National Park Service announced plans to demolish 19 structures within or near Thurmond. A year later, the NPS announced that 14 structures, mainly former homes, would be removed. Three would be retained, and two others would remain if a viable lease proposal were made to the Park Service. Preservation groups hope to preserve more of Thurmond's past.

Access to Thurmond is limited to a one-lane vehicle addition to the Southside Junction Rail Bridge.

Visiting Thurmond is a unique experience. Considered by many to be a ghost town, Thurmond, with a current population of 4, still has a mayor and elected town officers. It is serviced thrice weekly by Amtrak's Cardinal Service. The town annually hosts a triathlon every June. Visitors to Thurmond range from railroad and outdoor enthusiasts, preservationists, and sightseers. The remaining commercial buildings combine an Old West and industrial feel mixed in with century-old homes.

Thurmond is a special place with an amazing story ready for your interpretation.

All photos taken by the post author - September 25, 2025, unless otherwise noted.

Site Navigation:

Thurmond, WV Flickr Set
Return to New River Gorge National Park & Reserve Index ---In Development
Return to Gribblenation's National Park Index ---In Development

Sources & Links:

Town of Thurmond
Thurmond ---National Park Service
Thurmond ---Ghost Town Archive
Thurmond, West Virginia - National Park Ghost Town ---Legends of America
Preservation Thurmond
Almost Ghost Town - Thurmond, WV ---Jillian Howell

How To Get There:

Mountain Charlie Road

2026-07-27T04:00:00.178-04:00

The southern portion of Mountain Charlie Road is an approximately 5.1-mile single lane rural highway located in the Santa Cruz Mountains of Santa Cruz County. This segment of Mountain Charlie Road begins at California State Route 35 (Summit Road) and terminates to the south at Glenwood Drive near South Pacific Coast Railroad Tunnel #4. A second northern segment of Mountain Charlie Road begins at Summit Road and extends approximately 1 mile northward to Old Santa Cruz Highway.

Mountain Charlie Road along with a small portion of Glenwood Drive and Bean Creek Road were all part of the McKiernan Toll Road. The McKiernan Toll Road was commissioned by the Santa Cruz Turnpike Company in 1858. This toll road would be constructed by Charles Henry "Mountain Charlie" McKiernan and Hiram Scott at a cost $6,000. The McKiernan Toll Road originated at what is now the city of Scotts Valley and ascended to the Summit Road. The toll facility was ultimately purchased by Santa Cruz County in 1878 for $600 and made a public highway.

Part 1; the history of Mountain Charlie Road

The same United States Geological Survey map displays Mountain Charlie Road following Mountain Charlie Gulch northward to the Summit Road (marked by blue pin).

Part 2; a drive on Mountain Charlie Road

The southern section of Mountain Charlie Road begins at California State Route 35 (Summit Road) just west of modern California State Route 17.

Near the southbound beginning of Mountain Charlie Road, a historical plaque can be found. This plaque details the history of the McKiernan Toll Road corridor.

Mountain Charlie Road passes through a small grove of Coastal Redwoods. Approaching Riva Ridge Road traffic is advised of a 25-foot prohibition on southbound Mountain Charlie Road.

Mountain Charlie Road rapidly descends southward through a series of residential properties.

Mountain Charlie Road passes through another Coastal Redwood Grove and Tunnel #4 before terminating at Glenwood Drive.

Chowchilla Canal Road (Madera County Road 13)

2026-07-26T04:00:00.156-04:00

Chowchilla Canal Road is an approximately six-mile-long component of what is now signed as Madera County Road 13. This roadway was built as a frontage of the modern Chowchilla Bypass Canal in the 1960s south of Ripperdan Avenue (now Avenue 7) to the San Joaquin River. During rare periods where water has been low in the San Joaquin River an earthen ford has connected Chowchilla Canal Road to San Mateo Avenue in Fresno County. The Chowchilla Canal Road/Ripperdan Avenue intersection was relocated west of the Chowchilla Canal Bypass berm between 2013-2015. The original intersection can still be found in an abandoned and semi-razed state.

Part 1; the history of Chowchilla Canal Road

The Chowchilla Bypass Canal spans from the San Joaquin River near Mendota northwest to the Eastside Bypass Channel near Madera County Road 9 and Avenue 14. The Chowchilla Bypass Canal is owned and operated by the Lower San Joaquin River Levee District as part of the Lower San Joaquin River Flood Control Project.

The Lower San Joaquin River Levee District Project broke ground in 1959 and was completed by 1967. The major infrastructure pieces which were built include:

- Chowchilla Bypass Canal

- Four bays control structures on the San Joaquin River

- Mariposa Bypass

- Eastside Bypass

- Four culvert style gates on the San Joaquin River

Construction of the Chowchilla Bypass Canal essentially was a widening of the existing Lone Willow Canel (named after Lone Willow Slough). The Lone Willow Canal can be seen near Ripperdan Avenue (now Madera County Avenue 7) and Firebaugh-Madera Road (now Avenue 7 1/2) on the 1921 United States Geological Survey map of Mendota. Lone Willow Canal often appears on period maps as Chowchilla Canal.

Construction of the modern Chowchilla Bypass Canal included Chowchilla Canal Road (now Madera County Road 13) which acted as frontage road. Chowchilla Canal Road functionally was an improvement of the existing western dirt canal frontage road to modern highway standards. As a public highway Chowchilla Canal Road originated at Ripperdan Avenue and extended approximately six miles south to the San Joaquin River.

On occasion during low period of water in the San Joaquin River an earthen ford has connected Chowchilla Canal Road south over the river to San Mateo Road in Fresno County. This ford never appears to have been maintained by Madera County or Fresno County and has unclear origins. Madera County would replace their named roadways with a grid-based numbering scheme at some point during the second half of the 20th century.

A ford at the San Joaquin River connecting Chowchilla Canal Road southward to the Fresno County road network can be seen on the 1981 aerial image (historicaerials.com).

During the early 1990s the highway bridges carrying Madera County Avenue 7 and Avenue 7 1/2 over Chowchilla Bypass Canal were replaced. Until 2013 traffic wishing to access southbound Chowchilla Canal Road (now Road 13) did so from the top of the Chowchilla Bypass Canal berm. This intersection can be seen as active on the June 2013 Google Street View image of eastbound Avenue 7.

Madera County would relocate the Avenue 7/Road 13 intersection to the west by 2015. This junction is located beneath the Chowchilla Bypass Canal berm and provides a better line of sight. The original intersection is shown to have been razed on the September 2015 Google Street View image from westbound Avenue 7.

Part 2; a drive on Chowchilla Canal Road

The abandoned original Ripperdan Avenue/Chowchilla Canal Road intersection has never been removed and is easily accessible from the berm of the Chowchilla Bypass Canal.

The modern intersection of Avenue 7 and Road 13 are located west of the Chowchilla Bypass Canal berm.

Southbound Road 13 jogs back to the berm of the Chowchilla Bypass Canal.

Road 13 continues south along Chowchilla Bypass Canal. Road 13 begins to split towards the San Joaquin River at Lone Willow Slough.

Road 13 intersects Eastside Drive, and the asphalt gives way at Columbia Canal.

Road 13 terminates at the San Joaquin River.

Fairview Road (former Legislative Route Number 22 and California State Route 25)

2026-07-25T04:00:00.149-04:00

Fairview Road of San Benito County is an approximately 10-mile roadway located in Santa Clara Valley near Hollister. Fairview Road begins at California State Route 25 (Airline Highway) near the Hollister city limit and extends north/northwest to San Felipe Road near Dunneville.

Fairview Road is named after the Fairview School which was once located along the corridor. Historically Fairview Road connected both Tres Pinos and Hollister to the Pacheco Pass Highway. A portion of Fairview Road north of Fallon Road would carry Legislative Route Number 22 for a short time during the 1920s. From 1934-1947 early California State Route 25 near Hollister was carried by Fairview Road south of Sunnyslope Road. In 1947 southern Fairview Road was bypassed when the former Tres Pinos Branch Railroad was graded as part an extension of the Airline Highway.

Part 1; the history of Fairview Road

Fairview Road flanks the southern extent of Santa Clara Valley just below the Diablo Range. Historically Fairview Road was part of the stage routes connecting Tres Pinos and Hollister to the Pacheco Pass Highway.

An established trail over Pacheco Pass had been use by the local Yokut Tribes long before the arrival of Europeans to California. The first documented European crossing of Pacheco Pass was made in 1805 by a party led by Spanish Army Officer Gabriel Moraga.

During the American period Andrew Firebaugh constructed a tolled stage road across Pacheco Pass to Bell Station. Firebaugh's toll road was completed by 1857 and was part of the Butterfield Overland Mail route between 1858-1861. A primitive path over Pacheco Pass to Gilroy can be seen on the 1857 Britton & Rey's Map of California.

Fairview Road would serve as part of the stage corridors to Pacheco Pass from both Hollister and Tres Pinos. In 1879 Santa Clara County and Merced County purchased the Pacheco Pass Toll Road, rebuilt it on a new grade and made it a public highway.

Fairview Road is shown in detail on the 1919 United States Geological Survey map of Hollister. Fairview Road is shown to branch north of the Tres Pinos Branch Railroad near the Enterprise School southeast of Hollister.

On the 1919 era map north of Hollister the Fairview School can be seen at the intersection of Fairview Road and Rosa Morada Road. The Hollister stage road towards Pacheco Pass consolidated with Fairview Road along what is now Fallon Road. The Fairview School is the namesake for the Fairview Road corridor.

The 1919 era map displays Fairview Road intersecting Pacheco Pass Highway at Pacheco Creek. Fairview Road is shown continuing a short distance northwest to Dunneville at San Felipe Road near San Felipe Lake.

During 1919 the Third State Highway Bond Act extended Legislative Route Number 22 east of Hollister to the Pacheco Pass Highway (Legislative Route Number 32). The State Highway corridor initially followed San Felipe Road, Fallon Road and Fairview Road to the Pacheco Creek Road.

By the early 1920s an extension of the Pacheco Creek Road west built as a component of Legislative Route Number 22 westward to connect directly with San Felipe Road. This new routing bypassed Fallon Road and Fairview Road which reverted to San Benito County highway inventory.

Fairview Road south of Sunnyslope Road would reenter the State Highway System in 1933 when Legislative Route Number 119 commissioned between Legislative Route Number 10 in Priest Valley and US Route 101 (Legislative Route Number 2) near Gilroy. Legislative Route Number 119 would be commissioned as California State Route 25 by August 1934.

California State Route 25 can be seen passing through Hollister via Briggs Road, Wright Road, San Felipe Road (Legislative Route Number 22), San Benito Street, Nash Road, Sunnyslope Road and Fairview Road on the 1935 Division of Highways map of San Benito County. Fairview Road north of Sunnyslope Road to San Felipe Road is shown to be locally maintained. Legislative Route Number 22 east of US Route 101 would be signed as California State Route 156 by 1938.

Fairview Road southeast of Hollister can be seen as part of California State Route 25 on the 1940 United States Geological Survey map.

During March 1942 the Tres Pinos Branch Railroad south of Hollister was abandoned. The March/April 1947 California Highways & Public Works announced that 2.6 miles of the railroad grade would be repurposed as part of California State Route 25. This project zone extended the Airline Highway northwest from Fairview Road to Sunnyslope Road. Upon being completed Fairview Road was again removed from the State Highway System.

The extension of Airline Highway bypassing Fairview Road can be seen on as the then new alignment of California State Route 25 on the 1948 Division of Highways map.

Part 2; a drive on Fairview Road

Northbound Fairview Road begins at California State Route 25 (Airline Highway) southeast of the Hollister city limit.

The former portion of Fairview Road which carried California State Route 25 branches from Airline Highway to Sunnyslope Road.

The western flank of Fairview Road north to Hillcrest Road skirts juts in the Hollister city limits. Much of Fairview Road is being overtaken by residential sprawl.

Fairview Road continues north and picks up the former alignment of Legislative Route Number 22 at Fallon Road.

Fairview Road carries the former alignment of Legislative Route Number 22 north to modern California State Route 156. Beyond California State Route 156 the corridor of Fairview Road continues a short distance to San Felipe Road.

Highland Way

2026-07-24T04:00:00.072-04:00

Highland Way is an approximately 7.6-mile-long continuation of Eureka Canyon Road northwest to the Summit Road in Santa Cruz County. Highland Way follows the crest of the Santa Cruz Mountains and generally is aligned along the San Andreas Fault Rift Zone.

Much of what is now Eureka Canyon Road was developed in the early 1830s to access a sawmill located on upper Corralitos Creek in what was then Rancho de Los Corralitos. The Eureka Canyon Road corridor was eventually extended northwest to the Summit Road well before the automobile era in California era began. Much of Highland Way is located above 1,700 feet above sea level and is favored by hikers accessing numerous recreational areas along Soquel Creek.

Part 1; the history of Highland Way

Highland Way functions as a northward continuation of Eureka Canyon Road from the summit of the Santa Cruz Mountains. This highway links the community of Corralitos along the San Andreas Fault Rift Zone to the Summit Road near California State Routes 17 and 35.

The area now comprising Corralitos was part of the Spanish Portola Expedition of 1769. The name roughly translates to "little pens," but it is unclear what this was referencing. At the time of Portola Expedition, the Monterey Bay side of the Santa Cruz Mountains was populated by the native Awaswas.

Following the establishment of Mission Santa Cruz during August 1791 the southern Santa Cruz Mountains would become entrenched as part of Spanish Province of Las Californias. By 1810 the name Corralitos would be in common usage as a place east of Santa Cruz. During the era of Mexican Governance of Alta California approximately 15,440 acres of land would be granted to Jose Amesti as Rancho de Los Corralitos.

By 1832 Amesti is known to have constructed a sawmill to harvest Coastal Redwoods along the upper extent of Corralitos Creek in Eureka Canyon. The path taken the Amesti sawmill would form the basis for modern Eureka Canyon Road. It is unclear how far towards the summit Eureka Canyon Road originally extended.

Following the Mexican-American War the lands would Alta California would be ceded to the United States. The 1848 Treaty of Guadalupe Hidalgo provided the Mexican land grants would be honored by the American Federal Government. A claim for Rancho de Los Corralitos would be filed with the Public Land Commission in 1852, and the grant would be patented to Jose Amesti in 1861. Even by the 1850s Amesti was subdividing his land holdings which would form the basis for the modern unincorporated towns of Corralitos and Amesti.

In 1893 Santa Cruz County contracted W.S. Rogers to construct a modern truss bridge east of Corralitos across Corralitos Creek. This span was incorporated into what is now Browns Valley Road, but similar spans were also installed along Eureka Canyon Road north of Corralitos. The early highway bridges in Eureka Canyon Road can be seen below (courtesy corralitoshistory.com).

Eureka Canyon Road and Highway Way can be seen in detail as a single continuous highway corridor on the 1919 United States Geological Survey map of New Almaden. At the time the name transition appears to have switched from Eureka Canyon Road to Highland Way at Grizzley Flat instead of Buzzard Lagoon Road.

Eureka Canyon Road and Highland Way can be seen as major local highways north of Corralitos on the 1935 Division of Highways map of Santa Cruz County. Both roadways are shown to provide a connection with California State Routes 17 and 5 (now 35) at the Summit Road near the Santa Clara County line.

In 1950 a major flooding event occurred in the Santa Cruz Mountains north of Corralitos. A torrent of water along Corralitos Creek destroyed the Shingle Mill Gulch Bridge on Eureka Canyon Road. Additionally, the truss bridge carrying Browns Valley Road over Corralitos Creek was destroyed. Both structures were quickly replaced with modernized bridge spans. The 1950s floods on Eureka Canyon Road can be seen below (courtesy Evelyn McLaughlin).

Part 2; a drive on Highland Way

Highland Way begins at the summit (approximately 1,900 feet above sea level) of the Santa Cruz Mountains where Eureka Canyon Road ends at Buzzard Lagoon Road. As Highland Way begins it crosses over Soquel Creek via a switchback and turns northwest along the San Andreas Fault Rift Zone.

Highland Way passes Camp Loma which is a popular location to reach the upper extent of The Forest of Nisene Marks State Park and Soquel Demonstration State Forest.

Highland Way emerges onto a ridge along the summit of the Santa Cruz Mountains. The city of Scotts Valley can be seen to the west on clear days.

Highland Way splits away from Soquel Creek and continues to follow the San Andreas Fault Rift Zone northwest. Highland Way intersects Mt. Bache Road which can used as a cutoff to reach Loma Prieta Way.

Highland Way terminates at Soquel-San Jose Road. Traffic continuing northwest transitions onto Summit Road towards California State Routes 17 and 35.

Eureka Canyon Road

2026-07-22T04:00:00.134-04:00

Eureka Canyon Road is an approximately nine-mile-long rural highway corridor located in the southern extent of the Santa Cruz Mountains in Santa Cruz County. Eureka Canyon Road begins at Browns Valley Road in the community of Corralitos and climbs to a ridge atop the Santa Cruz Mountains where it continues as Highland Way.

The Coastal Redwood lined Eureka Canyon follows the course of Corralitos Creek. Much of what is now Eureka Canyon Road was developed in the early 1830s to access a sawmill located on upper Corralitos Creek in what was then Rancho de Los Corralitos. Eureka Canyon Road would remain a major Santa Cruz County highway into modern times and last saw significant improvements following a flood in 1950. Eureka Canyon Road is favored by cyclists as it gains approximately 1,600 feet of elevation and is relatively lightly traveled compared to State Highways in the Santa Cruz Mountains.

Part 1; the history of Eureka Canyon Road

Eureka Canyon Road passes through the namesake canyon in the Santa Cruz Mountains north of Corralitos. The roadway largely follows the course of Corralitos Creek north from the community of Corralitos.

Part 2; a drive on Eureka Canyon Road

From the western terminus of Browns Valley Road in Corralitos traffic can access the northbound beginning of Eureka Canyon Road. Corralitos is located at an elevation of 269 feet above sea level.

Eureka Canyon Road departs Corralitos northbound and enters Eureka Canyon. Coastal Redwoods become immediately obvious as the roadway enters the canyon.

Eureka Canyon Road follows Corralitos Creek northward to a switchback at Grizzley Flat. At Grizzley Flat the roadway turns northwest along the San Andreas Rift Zone.

Eureka Canyon Road branches northwest and climbs above much of the tree canopy onto a ridge. From the roadway the entirety of Eureka Canyon and much of Monterey Bay can be seen on clear days.

Eureka Canyon Road climbs to a ridge at approximately 1,900 feet above sea level and terminates at Buzzard Lagoon Road. Eureka Canyon Road becomes Highland Way which continues northwest to Summit Road.

Early Fowler Avenue in Laton

2026-07-20T04:00:00.242-04:00

Laton is a small unincorporated community in southern Fresno County which was founded by the Atchison, Topeka & Santa Fe Railway in 1890. Laton functionally serves as a continuation of the ghost town of Kingston which was located on the south bank of the Kings River in what is now Kings County.

Historically Laton was served by the 1873-Kingston Bridge which collapsed in 1908. Since the destruction of the Kingston Bridge the corridor of Fowler Avenue has become increasingly the predominant north/south highway in Laton which has been continuously modernized. The cover photo of this blog is a view at an abandoned portion of early Fowler Avenue north of downtown Laton and Murphy Slough.

The street grid of Laton can be seen below on the 1927 United States Geological Survey map. Northern Fowler Avenue can be seen entering downtown along the Atchison, Topeka & Santa Fe Railway and terminating at Latonia Street. Latonia Street is shown crossing the railroad tracks at-grade to a disconnected segment of Fowler Avenue which crossed the Kings River into Kings County.

Part 1; the history of Fowler Avenue in Laton

Laton is located on the northern bank of the Kings River in Fresno County. The community was proceeded by Kingston which was located across the river in what is now Kings County.

Kingston was the location of Whitmore's Ferry which was established as the first tolled crossing of the Kings River. Kingston developed around the ferry by 1856 which just so happened to be the first year that Fresno County was split from Tulare County. Kingston and Whitmore's Ferry were located on the eastern route the El Camino Viejo which was also known as the Old Los Angeles Trail.

El Camino Viejo had been in common use since 1780 during the period of Spanish governance in Las Californias. Kingston was one of the few early American settlements in what was at the time a very marshy San Joaquin Valley.

Although the California Gold Rush was mainly centered around the northern extent of the Sierra Nevada range it was wasn't long before additional claims were made further south. By 1853 gold claims were struck along the Kern River which led to the Kern River Gold Rush. The Kern River Gold Rush would spur numerous claims in the southern Sierra Nevada.

Given the routing of El Camino Viejo was largely aligned west of Tulare Lake it was found to be wanting as a major stage road which would link Stockton, the southern Sierra Nevada mining claims and Los Angeles. A new route from Stockton to Los Angeles following the Sierra Nevada along the eastern edge of San Joaquin Valley was plotted. This state route came to be known as the Stockton-Los Angeles Road.

Following the establishment of the Stockton-Los Angeles Road the main path of the highway north of Visalia continued northwest towards the Kings River to Poole's Ferry near what is now Reedley. A western spur incorporated the crossing at Whitmore's Ferry in Kingston. Oliver Bliss would obtain ownership at the ferry in 1859 during heyday of the Stockton-Los Angeles Road. Bliss reportedly charged 25 cents per person to cross the Kings River by ferry and 75 cents for a horse drawn wagon.

The Kings River Ferry at Kingston can be seen below (Michael J. Semus collection).

Kingston was picked as a location along the Butterfield Overland Mail Route in 1858. Despite Whitmore's Ferry operating under a Tulare County license, it was discovered in a survey in late 1859 that was located in Fresno County.

This street scene in Kingston is from 1870 (Kings County Museum).

In 1873 Oliver Bliss sold his ferry to Johnathan Sutherland. Sutherland would replace the ferry with a permanent truss bridge over the Kings River in 1873 along what is now Old Kingston Grade Road. A temporary pontoon bridge may have been in use at the Kings River as early as 1869.

The Kingston Spur of the Stockton-Los Angeles Road can be seen on the 1882 Bancroft's map of California.

Fresno County would obtain ownership of the Kingston Bridge around 1889 when the structure was undergoing repairs. Under Fresno County ownership the bridge would become a public highway, and tolls would be removed. The span can be seen below as it was in 1890 (Kings County Museum).

The beginning of the end for Kingston would come in 1891 when the Southern Pacific Railroad bypassed the community along their Kerman Branch line. The Kerman Branch originated in Kerman and traveled southeast towards the Kings River. The line diverged directly southward at Lillis siding and crossed the Kings River towards Armona. Post Office service in Kingston had relocated to Lillis siding in 1890 in advance of the completion of the Kerman Branch.

The 1891 Thompson Atlas of Fresno County displays Kingston in detail east of the Kerman Branch.

By 1900 the Atchison, Topeka & Santa Fe Railway line through San Joaquin Valley would reach the Kings River. The siding of Laton would be established northern bank of the Kings River opposite of Kingston. Laton was named after Charles A. Laton who was the owner of part of nearby Rancho Laguna de Tache.

Post Office service was relocated out of Lillis to Laton also in 1900. The Laton community was initially served by road the at the established crossing via the Kingston Bridge. The Kingston Bridge would collapse during March 1908 when a herd of cattle overloaded the span. During 1909 Fresno County would transfer the parcels it governed south of the Kings River at the Kingston town site to Kings County. At the same Kingston was already a ghost town and the remaining structures would disappear by the 1930s.

Following the collapse of the Kingston Bridge a temporary ferry crossing of the Kings River at Laton was established. A new bridge over the Kings River was constructed as an extension of Fowler Avenue south of downtown Laton. The Laton town site street grid was centered around Fowler Avenue being the major north/south roadway whereas Latonia Street was the major east/west roadway.

In 1935 the Atchison, Topeka and Santa Fe Railway would construct a subway in Laton. Initially the structure functioned as an underpass carrying Latonia Street under the railroad tracks. The bridge along southern Fowler Avenue at the Kings River would be replaced with the current concrete slab span in 1954. Around the same time Fowler Avenue north of downtown Laton and Murphy Slough was realigned east from the hazardous grade closely fronting the railroad tracks.

At some point between the late 1960s and early 1980s the Atchison, Topeka and Santa Fe Railway subway was reconfigured to carry a continuous Fowler Avenue. This reconfiguration is not seen on the 1967 aerial of the community but is shown to be present by 1984.

Part 2; scenes along Fowler Avenue in Laton

This view is on Fowler Avenue north of downtown Laton looking at the Liberty Ditch Bridge. This concrete slab structure was constructed in 1925 and is similar to other irrigation canal spans constructed in Fresno County through the 1940s. This span was widened in December 1949 as indicated by the date stamp on the structure.

This view is of the abandoned original alignment of Fowler Avenue north of Murphy Slough. Despite having been repurposed as a chicken coup a white center strip is still identifiable.

This view faces north on Fowler Avenue at the Atchison, Topeka & Santa Fe Railway subway in downtown Laton. Despite having merged with the Burlington Northern Railroad in late 1996 the structure still carries a "Santa Fe" shield on it.

This view faces north from 12 3/4 Avenue in Kings County towards the 1954-era Kings River Bridge. Fowler Avenue in Laton begins on the Fresno County side of this structure.

Part 3; Old Kingston Grade Road and other sites of interest in Laton

Old Kingston Grade Road can be found west of Laton along Mount Whitney Avenue. During periods when the Kings River is dry the footings for the 1873-era Kingston Bridge can be found on riverbed.

The Kingston town site and historic plaque can be located on the Kings County side of the Kings River on Douglas Avenue. Laton-Kingston Park on both sides of the river has consistently had trouble in recent decades finding funding to stay open.

Many of the older structures in Laton are found just east of Fowler Avenue on De Woody Street.

Klamath Tour Thru Tree

2026-07-17T04:00:00.062-04:00

The Klamath Tour Thru Tree is a Coastal Redwood tunnel tree located off California State Route 169 in Klamath Glen. This particular tree is 167.54 feet high which makes it far smaller than the more famous Chandlier Tree in Leggett. The Klamath Tour Thru Tree was carved during May 1976 which allows it to facilitate passage by larger vehicles than the Chandlier Tree. The Klamath Tour Thru Tree is one of the most popular tourism spots in Del Norte County and draws approximately 60,000 vehicles annually.

Part 1; the history of the Klamath Tour Thru Tree

The Klamath Tour Thru Tree is located off of California State Route 169 near the interchange with US Route 101 in Klamath Glen. The tree is a 167.54 foot high Coastal Redwood which was part of a grove spared when the area around Klamath Glen was logged in 1967. The Klamath Tour Thru Tree is thought to be approximately 750 years old.

In May 1976 retired Air Force Major and Del Notre County Supervisor Harold A. Del Ponte hired two of his nephews to carve a tunnel into what became the Klamath Tour Thru Tree. The tunnel was 7.33 feet wide by 9.50 feet high which made it large enough to accommodate most modern automobiles.

Del Ponte offered his nephews $600 in cash each or half the annual proceeds of Klamath Tour Thru Tree. The nephews took the cash offer given they did not see the tunnel becoming a major attraction like the Chandlier Tree to the south in Leggett. The Klamath Tour Thru Tree became a success nonetheless and sees approximately 60,000 visitors annually which made it one of the most popular tourist destinations in Del Norte County.

Part 2; a visit to the Klamath Tour Thru Tree

At Post Mile DN R0.175 eastbound California State Route 169 passes by the entrance to Klamath Tour Thru Tree park.

The Klamath Tour Thru Tree can accommodate larger vehicles than the Chandlier Tree, especially in those which are taller. The approach drive is also paved which makes the attraction more reliable open to all-weather conditions throughout the year.

Browns Valley Road

2026-07-15T04:00:00.091-04:00

Browns Valley Road is an approximately 3.5-mile rural highway corridor located in the Corralitos area of the Santa Cruz Mountains. This short corridor begins at Eureka Canyon Road in Corralitos and extends northeast to Hazel Dell Road. Browns Valley Road is historically significant as it was the site of construction of a major highway truss bridge over Corralitos Creek in 1893 (seen as the cover photo). The 1893 Corralitos Creek Bridge was destroyed by flooding in November 1950 and replaced. The 1950-era span itself was replaced by the current bridge carrying Browns Valley Road in 2002.

Part 1; the history of Browns Valley Road

Browns Valley Road is located in the Corralitos area mostly east of Corralitos Creek. Much of this roadway follows Browns Creek northeast of the confluence with Corralitos Creek through Green Valley to Hazel Dell Road. The roadway name appears to co-opt both the name of Browns Creek and Green Valley.

In 1893 Santa Cruz County contracted W.S. Rogers to construct a modern truss bridge east of Corralitos across Corralitos Creek on Browns Valley Road. Previously traffic had to cross Corralitos Creek at Mill Street which was located south the Corralitos community. The Browns Valley Road truss span can be seen below as it was in 1919 (courtesy corralitoshistory.com).

Upper Browns Valley Road at the Swanson property can be seen as it was in 1916 (courtesy corralitoshistory.com).

Browns Creek Road can be seen as a minor local corridor east of Corralitos on the 1935 Division of Highways map of Santa Cruz County.

During November 1950 heavy flooding occurred on Corralitos Creek. The 1893 Corralitos Creek Bridge was washed away on November 22, 1950. The span was replaced shortly after the flooding. The destruction on 1893 Corralitos Creek Bridge can be seen below (courtesy Evelyn McLaughlin).

The 1950-era span at Corralitos Creek was replaced with the current span in 2002. The 2002 span carrying Browns Valley Road over the creek is a tee beam design.

Part 2; a drive on Browns Valley Road

Westbound Hazel Dell Road terminates at Redwood Road. The roadway continues ahead as the beginning of Browns Valley Road.

Browns Valley Road continues west through a Redwood Grove in the Santa Cruz Mountains and emerges into Green Valley.

Westbound Browns Valley Road makes a right-hand turn approaching Amesti road towards Corralitos.

Browns Valley Road crosses Corralitos Creek and terminates at Eureka Canyon Road in Corralitos.

The Chandelier Tree and Drive-Thru Tree Park

2026-07-13T04:00:00.090-04:00

The Chandelier Tree and Drive-Thru Tree Park are notable attractions which were located on early US Route 101 (Redwood Highway) in Leggett. The Chandelier Tree is a 276 foot high Coastal Redwood which had a tunnel carved into the trunk circa 1936-1937 by the Underwood family. Despite Leggett being bypassed by modern US Route 101 in early the 1970s and replaced with California State Route 271 Drive-Thru Tree Park remains a popular stopping point for travelers in northern Mendocino County.

Part 1; the history of the Chandelier Tree

The Chandelier Tree is a Coastal Redwood located in the community of Leggett along the southern segment of California State Route 271 (formerly US Route 101 and the Redwood Highway). The Coastal Redwood grove the tree is located in was purchased by Charles and Hazel Underwood in 1922. Underwoods carved a tunnel through the Chandelier Tree either in 1936 or 1937 as the central feature of Drive-Thru Tree Park. Chandelier Tree became a popular destination on the early Redwood Highway and remains so despite Leggett having been bypassed by US Route 101 during the 1970s.

The Chandelier Tree name is derived from the almost upright branches jutting from the trunk from approximately 100 feet. These branches give the tree a chandelier-like appearance. The tree was originally thought to be 315 feet high but has been since laser measured to 276 feet high.

Part 2; a drive through the Chandelier Tree

The southern segment of California State Route 271 passes through Leggett and intersects the entrance to the Drive-Thru Tree Park at Postmile MEN 16.20.

Drive-Thru Tree Road passes through a park entrance station and crosses under the Chandelier Tree.

The placard above the Chandelier Tree still indicates the original claimed height of 315 feet.

The Chandelier Tree tunnel is approximately seven-feet-wide by seven-feet-high. Larger vehicles often have to fold their mirrors inward and some are too large to fit through the tunnel. This Chevrolet Colorado Z72 was barely able to fit through the tunnel.

Drive-Thru Tree Park has numerous other features such as wooden carving and a fallen Coastal Redwood log.