Gribblenation

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.

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.

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 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).

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.

Cienega Road

2026-07-11T04:00:00.194-04:00

Cienega Road is an approximately 18-mile rural highway located in the Gabilan Range and San Andreas Fault Rift Zone south of Hollister. Cienega Road begins at Union Road near Hollister and terminates at California State Route 25 near Paicines via Cienega Valley.

Cienega Road is named after Cienega Valley and Rancho Cienega del Gabilán. This highway began to develop following the establishment of the Gilmore Colony vineyards in 1888. Originally the portion of highway between Union Road and Bird Creek was known as Bird Creek Road. The Cienega Road name was extended north of Bird Creek to Union Road at some point around World War II. Modern Cienega Road is now mostly associated with the Hollister Hills State Vehicular Recreation Area which was founded in 1975.

Part 1; the history of Cienega Road

Cienega Road begins at Union Road south of the city of Hollister near the San Benito River. From the Hollister area the corridor Cienega Road climbs into the Gabilan Range and follows the San Andreas Fault Rift Zone into Cienega Valley. Within the valley Cienega Road makes one-hundred-and-eighty-degree turn towards California State Route 25 near Paicines.

The northern extent of what is now Cienega Road appears in detail on the 1921 United States Geological Survey map of Hollister as Bird Creek Road. Bird Creek Road is shown originating at Nash Road in Hollister and jogging southward to the Union Road upon crossing the San Benito River. From Union Road (marked with blue pin) the corridor of Bird Creek Road is displayed extending southward into Cienega Valley where it crossed Bird Creek. Cienega Road is shown to branch south from Bird Creek near the Vineyard School.

The remainder of Cienega Road appears in detail on the 1921 United States Geological Survey map of Gonzales.

Bird Creek Road and Cienega Road both appear as minor local roadways on the 1935 Division of Highways map of San Benito County.

In 1947 Howard Harris established the Bird Creek Hunting Club on the Whitton property on Bird Creek Road. The hunting club became increasingly popular for private Off Highway Vehicle activities during the 1950s.

The 1955 United States Geological Survey map of Hollister is the first edition to display Bird Creek Road renamed as an extension of Cienega Road. In 1959 a then new tee beam bridge would be installed along Cienega Road just east of the terminus of Union Road at the San Benito River.

Howard Harris would purchase the Bird Creek Hunting Club in 1959. By 1970s the property was fully converted to a public Off Highway Vehicle recreation park. The state of California would purchase the park on October 1, 1975, as Hollister Hills State Vehicular Recreation Area.

In the 2000s San Benito County constructed extensions of San Benito Street and Union Road. The Union Road extension bisected Cienega Road and annexed the 1959-era San Bentio River Bridge. Cienega Road is now disconnected on both sides of the San Benito Road.

Part 2; a drive on Cienega Road

Southbound Cienega Road begins with a left turn from Union Road.

Southbound Cienega Road makes a right-hand turn at Cienega Road Extension.

Southbound Cienega Road makes another right-hand turn at Hospital Road. Traffic is advised that Hollister Hills State Vehicular Recreation Area is 4 miles away.

Cienega Road climbs to an unnamed pass in the Gabilan Range which overlooks Hollister facing northward.

Cienega Road crosses Bird Creek and the main entrance to the Hollister Hills State Vehicular Recreation Area.

Cienega Road passes through a series of hills and enters Cienega Valley.

Cienega Road crosses the San Benito River and reverses course northward towards Paicines.

Cienega Road makes a left-hand turn at Old Airline Highway.

Cienega Road parallels alongside California State Route 25 for approximately a mile and terminates at it near Paicines.

In Paicines traffic can find a historical plaque regarding the history of the New Idria Mercury Mine at the junction of California State Route 25 and Panoche Road (County Route J1). New Idria is located 54 miles from the junction east along Panoche Road and south of New Idria Road.

The California State Route 12 freeway in Santa Rosa

2026-07-10T04:00:00.176-04:00

The California State Route 12 freeway through Santa Rosa is a limited access corridor which opened during December 1964. The fully limited access corridor spans from Fulton Road/Wright Road eastward through downtown to Farmers Lane. This freeway corridor was developed with the expectation that it would continue east of Santa Rosa towards the community of Kenwood. The undeveloped portion of freeway has forced California State Route 12 onto an impractical routing along Farmers Lane towards 4th Street.

In 2024 much of the right-of-way held by Caltrans to construct the California State Route 12 east of Farmers Lane was purchased by Santa Rosa. This blog will examine not only the history of the California State Route 12 freeway corridor but the numerous the alignments the highway has had in Santa Rosa. The blog cover photo is an eastbound look at the end of the California State Route 12 freeway approaching Farmers Lane.

Part 1; the history of California State Route 12 in Santa Rosa

Santa Rosa is the County Seat and largest City in Sonoma County. Santa Rosa was settled in 1833 in Alta California and was named after Saint Rose of Lima. When California became an American State, Sonoma County was one of the original counties. The original County Seat of Sonoma County was in Sonoma, but it was soon moved to Santa Rosa by 1854. In 1867 Santa Rosa became an incorporated City as it was one of the few major communities north of San Francisco Bay.

During the 1919 Third State Highway Bond Act Legislative Route Number 51 was added to the Highway System. Legislative Route Number 51 as originally defined was aligned between Santa Rosa east to Schellville. The original alignment of Legislative Route Number 51 east of Legislative Route Number 1 (the Redwood Highway and future US Route 101) branched away via 4th Street from Mendocino Avenue. Legislative Route Number 51 can be seen branching east of Santa Rosa towards Sonoma and Schellville on the 1920 Division of Highways State Map.

In 1933 Legislative Route Number 51 was extended west through Santa Rosa to Sebastopol. Legislative Route Number 51 multiplexed US Route 101 along Old Courthouse Square and Santa Rosa Avenue before splitting west along Sebastopol Road. The 1934 California HIghways & Public Works would announce a portion of California State Route 12 as being overlaid onto Legislative Route Number 51.

California State Route 12 can be seen passing through Santa Rosa in detail on the 1944 United States Geological Survey map.

The November/December 1948 California Highway and Public Works described a proposed divided bypass alignment for US Route US 101.

The opening of the so called "Santa Rosa Freeway" as the then new alignment of US Route 101 was featured in the May/June 1949 California Highway and Public Works. The Santa Rosa Freeway opening ceremony was held on May 20, 1949. Note: the term "freeway" was used for any divided roadway which included a grade separation. The Santa Rosa Freeway is described as a 4.3-mile section of new highway.

Subsequent to US Route 101 moving to the Santa Rosa Freeway the alignment of California State Route 12 in downtown was altered. California State Route 12 was shifted off of 4th Street approaching downtown and was realigned to meet US Route 101 via College Avenue. US Route 101 and California State Route 12 multiplexed on the Santa Rosa Freeway southward to Sebastopol Road where the latter split west. The 1950 Division of Highways State Map was the first edition to display the Santa Rosa Freeway.

The 1954 United States Geological Survey displays the downtown realignments of California State Route 12 and US Route 101 in detail.

On January 24, 1957, the California Highway Commission adopted a resolution declaring all of California State Route 12 between Sebastopol through Santa Rosa east to Kenwood to be a freeway. The adopted freeway alignment originated at existing California State Route 12 in Sebastopol eastward towards Farmers Lane in Santa Rosa. East of US Route 101 the freeway routing was aligned mostly along Hoen Avenue towards Kenwood. The Division of Highways reached freeway agreements with Santa Rosa on August 20, 1958, and May 5, 1959. The department would also reach freeway agreements with Sonoma County on September 29, 1958, and July 14, 1959.

The November/December 1963 California Highways and Public Works announced that the new freeway alignment of California State Route 12 in Santa Rosa was slated to open in Spring 1964. The freeway corridor is described as being 4.3 miles originating east of Sebastopol and crossing through Santa Rosa.

The May/June 1965 California Highways and Public Works Guide announced that the California State Route 12 freeway through Santa Rosa was completed during December 1964.

California State Route 12 appears as a freeway in Santa Rosa on the 1965 Division of Highway State Map. The initial freeway segment terminated east of downtown is shown terminating at Farmers Lane. California State Route 12 was rerouted from the end of the freeway up Farmers Lane to reach the existing alignment on 4th Street near Santa Rosa Creek.

The portion of the California State Route 12 freeway from Farmers Lane east to Kenwood was never constructed. Much of the reserved right-of-way purchased by the Division of Highways east of Farmers Lane following Hoen Avenue can be seen clearly on the 1983 United States Geological Survey map.

Since the 1960s Santa Rosa has experienced rapid growth which has seen it become the largest city on the Redwood Highway corridor of US Route 101. Locally there was considerable resistance for extending the California State Route 12 freeway east of Farmers Lane through Spring Lake Park. During May 2014 the California Transportation Commission proposed vacating right-of-way east of Farmers Lane due to lack of support to extend the freeway. It was reported during July 2023 that the Santa Rosa City Council intended to purchase 49 acres of right-of-way from Caltrans to construct 244 apartment units and a park. This purchase was expected to be finalized during January 2024.

Part 2; scenes from the California State Route 12 freeway in Santa Rosa

This photo is from northbound US Route 101 approaching the California State Route 12 freeway at Exit 488B in downtown Santa Rosa. Sebastopol and Sonoma are listed as control cities on the overhead gantry.

This view is along the eastbound California State Route 12 freeway approaching Farms Lane. Thru traffic is directed onto Farmers Lane, and an unused eastbound segment of the freeway can be seen branching towards Hoen Avenue. Heading westbound this freeway segment is accessible from Hoen Avenue.

Hazel Glen Road

2026-07-08T04:00:00.060-04:00

Hazel Dell Road is an approximately 4-mile rural highway located on the San Andreas Rift Zone in the Santa Cruz Mountains. Hazel Dell Road begins at the terminus of Browns Valley Road and extends southeast through a Coastal Redwood Grove to Mount Madonna Road.

The corridor of Hazel Dell Road traditionally has been the most direct link between Corralitos and Gilroy via Mount Madonna. This roadway has been in documented usage back to the era of Mexican Ranchos during the period of Alta California.

Part 1; the history of Hazel Dell Road

Hazel Dell Road is part of the original highway corridor between the communities of Corralitos and Gilroy. The Hazel Dell Road corridor begins at Browns Valley Road near Corralitos and extends southeasterly to the foot of Mount Madonna Road.

Mount Madonna Road was the original highway over the Santa Cruz Mountains which connected Gilroy, Watsonville and Corralitos. Traditionally the roadway was known as "Watsonville Road" through much of duration it served both communities. The roadway is named after nearby Mount Madonna which lies at an elevation of 1,897 feet above sea level.

The origin of Gilroy date back to Alta California and the arrival of Scotsman John Gilroy. John Gilroy was a crew member of armed merchant ship Issac Todd which was sent by the North West Company during the War of 1812 to capture American Fort Astoria. The Issac Todd arrived in the Spanish port of Monterey in January of 1814 where John Gilroy was either left behind or jumped ship to recover from Scurvy.

John Gilroy was a barrel maker and spent the next several years plying his trade in northern Alta California. John Gilroy eventually came to Rancho San Ysidro (which was on the Spanish El Camino Real) where he converted to Catholicism and became the first English speaking naturalized citizen of Alta California. In 1821 (the same year the Mexican's won independence from Spain) John Gilroy married Maria Clara who was the daughter of rancher Ygnacio Ortega. Upon the death of Ygnacio Ortega in 1833 Rancho San Ysidro was divided up between his three children. Following the Mexican-American War of 1848 the property rights to Rancho San Ysidro were granted to John Gilroy.

John Gilroy's property would soon grow into a town bearing his name. Given the close proximity of Gilroy to Pacheco Pass it became a stop on the Butterfield Overland Mail route from 1858 to 1861. In 1868 Gilroy incorporated as a town and successfully lobbied to become a stop on the new Southern Pacific Railroad Line. The core of Gilroy was relocated westward to where the Southern Pacific Railroad would pass by, and the original town core came to be known as Old Gilroy. The Southern Pacific reached Gilroy by 1869 and was reincorporated as a city in March of 1870.

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

Eastbound Hazel Dell Road can be seen branching east of Browns Valley Road at Redwood Canyon on the 1919 United States Geological Survey map of New Almaden. The Hazeldell School can be located along Browns Creek. This school appears to be the naming origin for Hazel Dell Road.

The eastern portion of Hazel Dell Road can be seen approaching Mount Madonna Road on the 1917 United States Geological Survey map of Morgan Hill. Much of the alignment seen here is now Old Hazel Dell Road.

The modern alignment of Hazel Dell Road near Mount Madonna Road first appears on the 1955 United States Geological Survey map. This map edition displays the San Andreas Fault Rift Zone which runs through the Hazel Dell Road corridor.

Part 2; a drive on Hazel Dell Road

Westbound Hazel Dell Road branches from Mount Madonna Road near Simas Lake.

Westbound Hazel Dell Road enters the forested area and intersects Old Hazel Dell Road. The older alignment no longer carries thru traffic.

Hazel Dell Road picks up the course of Browns Creek and follows it through a grove of Coastal Redwood. The Hazel Dell Road designation ends at Redwood Road and becomes Browns Valley Road.

US Route 101 in Laytonville

2026-07-06T04:00:00.181-04:00

Laytonville is an unincorporated community located in Mendocino County along US Route 101 (Redwood Highway). This small community has been US Route 101 since 1926 and part of the Redwood Highway since the 1909 First State Highway Bond Act. While improvements to the highway in Laytonville have been minimal it has seen substantial modernization in the general area.

This blog will serve as an exploration of the history US Route 101 in the Laytonville area. The blog cover depicts a southward view on US Route 101 in the community during the 1940s.

Part 1; the history of US Route 101 in Laytonville

What is now Laytonville was founded in 1874 by Nova Scotian settler Frank B. Layton. Layton established a blacksmith shop on the stage route between Willits and the Bell Springs Grade. The Laytonville Post Office would open for service during 1879.

The history of what would become US Route 101 in Laytonville began with the approval of the 1909 First State Highway Bond Act. The First State Highway Bond Act was approved by voters during 1910 and was the genesis point of some of the most notable highways in California. Legislative Route Number 1 as originally plotted was a new State Highway which was designated between San Francisco north to Crescent City.

Early Legislative Route Number 1 can be seen passing through Laytonville below in 1910 (public domain photo).

The July 1914 California Highway Bulletin announced surveys for Legislative Route Number 1 from Arnold north through Laytonville to the Rattlesnake Grade were complete. These surveys comprised 24 miles of State Highway.

Prior to the construction of Legislative Route Number 1 wagon borne traffic heading north from Cummings to Humboldt County had to ascend the treacherous Rattlesnake Grade (also known as the Bell Springs Grade). The Rattlesnake Grade is described in the July 1916 California Highway Bulletin as being only passable during the summer months. The initial northward climb on the Rattlesnake Grade ascended grades as high as 20% the from Cummings to the 4,100-foot-high Bell Springs Mountain. The descent from Bell Mountain to Dyerville (now on California State Route 254/Avenue of the Giants) is described as having grades as steep as 30% amid an elevation drop of just over 3,900 feet. The construction of Legislative Route Number 1 (then known as the Mendocino State Highway) sought to follow the Eel River watershed to bypass the Rattlesnake Grade.

Legislative Route Number 1 (red line) can be seen passing through Laytonville on the 1917 California State Automobile Association Map. The planned highway is shown branching from the Bell Springs Grade north of Laytonville at Cummings into the South Fork Eel River Canyon.

Legislative Route Number 1 would be extended to the Oregon State Line during the 1919 Third State Highway Bond Act and came be known as the Redwood Highway. In November 1926 the US Route System was created by the American Association of State Highway Officials. US Route 101 from San Francisco north to Crescent City was aligned over the Redwood Highway. Both US Route 101 and the Redwood Highway can be seen aligned through Laytonville on the 1927 Rand McNally Highway Map of California.

The September 1932 California Highways & Public Works featured the straightening of US Route 101 over Rattlesnake Summit north of Laytonville. The straightening eliminated 89 curves between Rock Creek a short distance north of the Bell Springs Grade.

US Route 101 likely during the early 1930s can be seen below (photo attribution unknown).

The October 1937 California Highways & Public Works featured an ongoing project which removed an additional 49 curves from US Route 101 over Rattlesnake Summit. The project was let with a time limit which required it be complete by November 1937.

This photo of US Route 101 was taken during the late 1930s (photo attribution unknown).

The January 1939 California Highways & Public Works featured the Long Valley Creek Bridge on US Route 101 between Willits and Laytonville. This structure was noted to be one of many inadequate bridges in Division of Highways District I.

This photo of southbound US Route 101 in Laytonville was taken during the 1940s (photo attribution unknown). The California State Automobile Associate sign on the right notes Ukiah to be 47 miles away.

The March/April 1958 California Highways & Public Works announced US Route 101 north of Laytonville between Farmhouse Inn Tan Oak Park was being widened to four-lane expressway standards during the summer season.

The July/August 1958 California Highways & Public Works announced US Route 101 south of Laytonville between Reeves Creek and Old Sherwood Road was being widened to four lane standards.

The September/October 1961 California Highways & Public Works back cover featured the recently widened four-lane segment of US Route 101 between Willits and Laytonville.

The July/August 1962 California Highways & Public Works announced the California Highway Commission adopted 2 miles of conventional highway to be realigned on US Route 101 approximately 3.5 miles north of Laytonville.

This aerial photo of US Route 101 in Laytonville was taken in 1964 (E.F. Clements postcard).

Part 2; a drive on US Route 101 through the Laytonville area

US Route 101 between Willits and Laytonville intersects the western segment of California State Route 162 at Postmile MEN 59.30. This roadway provides access to Covelo on the Round Valley Reservation and Mendocino Pass Road. Mendocino Pass Road is a seasonal highway which connects to eastern California State Route 162 in Sacramento Valley.

US Route 101 continues north and enters Laytonville proper. At Postmile MEN 69.50 the highway intersects Branscomb Road.

US Route 101 north of the Laytonville business area is named CHP Officer Paul C Jarske Memorial HIghway.

As northbound US Route 101 departs Laytonville and approaches the grade to Rattlesnake Summit traffic is advised Leggett is 21 miles away.

US Route 101 crosses Rattlesnake Summit and intersects Bell Springs Road at Postmile MEN 81.18. As noted in Part 1, the Bell Springs Grade was previously the primary highway north to Humboldt County before the Redwood Highway was constructed.

Sequoia National Forest Road 13S04 to the Buck Rock Lookout

2026-07-04T16:00:00.000-04:00

Sequoia National Forest Road 13S04 (Buck Rock Road) is an approximately 4.49-mile-high clearance dirt corridor. Buck Rock Road begins at Forest Road 14S11 (Horse Corral Road) in Tulare County and terminates to the north in Fresno County at Forest Road 14S02 (Burton Road). Buck Road is the point of access to the famous Buck Rock Lookout which is located at an elevation of 8,502 feet above sea level.

Buck Rock Lookout has been in use as a fire observation platform since the creation of Sequoia National Forest in 1908. Originally the fire lookout was a simple platform which was accessible via a series of ladders and ropes. The current live-in cabin atop Buck Rock is a 4-A design which was constructed circa 1921-1922 and began service during the 1923 fire season.

In 1942 the 172-step staircase to Buck Rock Lookout was constructed to replace the previous ladder and rope system. The lookout was used by the Army during World War II as part of the Aircraft Warning Service. Ultimately Buck Rock survived the shuttering of most of the Forest Service fire lookouts during the 1980s and has remained in service. Buck Rock Lookout was added to the National Register of Historical Places in 1998, and the 4-A live-in cabin is one of three known to still exist.

Part 1; the history of the Buck Rock Overlook and Forest Road 13S04

The formation now known as Buck Rock was known to the tribes of the western Sierra Nevada and Finger Rock. Buck Rock is located at 8,502 feet above sea level and towers above the much of the surrounding terrain. From the top of the rock Kings Canyon, Hume Lake, Converse Basin, Redwood Mountain, the Giant Forest and Great Western Divide are easily observed. On clear days the Santa Lucia Mountains can be viewed 150 miles to the west along with Tehachapi Mountains 130 miles to the south.

The original road to Buck Rock and the Big Meadow Mine was routed through the property of Horace Whitaker. Much of Horace Whitaker's ranching holdings were obtained from the early 1870s through the 1880s. Whitaker owned property from near Orosi northeast through the Badger area to the vicinity of Redwood Mountain. The roadway northeast from Badger to the Whitaker Ranch holdings would form the basis for Whitaker Forest Drive, Redwood Canyon Road and Forest Road 14S11 (Horse Corral Road).

The Kings River Lumber Company originally planned on constructing a railroad from Sanger to Converse Basin. The rugged terrain of Kings Canyon proved too formidable of an engineering challenge construction of a railroad grade. This led to the Kings River Lumber Company beginning construction on the 54-mile Sanger Log Flume. The flume was complete months prior to the establishment of General Grant National Park and Sequoia National Park in mid-year 1890. The logging operations around Converse Basin led to movements to preserve the Redwood Sequoia groves.

The Redwood Mountain Grove and the Evans Grove Complex (including the Little Boulder Grove) were excluded from the boundaries of early General Grant National Park. The Redwood Mountain Grove was later added to the Sierra Forest Reserve, which was established on February 14, 1893, by then President Benjamin Harris.

Buck Rock was named by Federal Land Managers in 1904. The reason the current name for the formation was chosen is not known. It appears the Buck Rock name was in use before being officially renamed as it appears on the 1903 United States Geological Survey map. Buck Rock is shown to be on a trail north of the Big Meadow Mine which permitted access to the Little Boulder Sequoia Grove near Burton Pass.

Buck Rock would become part of Sequoia National Forest on July 1, 1908. The then new National Forest recognized the strategic value of Buck Rock as a fire overlook and installed an observation platform atop the formation. The original fire lookout lacked a shelter which was reached via a series of ladders and ropes. The early fire lookouts upon spotting a fire would have to rapidly repel from the top of Buck Rock and ride on horseback to make reports about their observations.

The earliest United States Geological Survey map of Sequoia National Forest displays the Buck Rock Lookout (circa 1908-1910). The map displays Buck Rock Road spanning from Horse Corral Road northward to Burton Pass near the Boulder Creek Sequoia Grove. This map edition displays the Buck Rock Overlook being located at 8,502 feet above sea level.

The Forest Service would eventually develop 4-A style live-in lookout to replace many of the prominent fire observation platforms. A 4-A lookout was constructed atop Buck Rock beginning in 1921 and would become active during the 1923 fire season. The Buck Rock Lookout and lookout Buck McGee can be seen below in a photo from 1925. McGree was the lookout at Buck Rock circa 1923-1928.

The 4-A lookout atop Buck Rock upon opening in 1923 was still accessed via system of ladders and ropes. In 1942 the ladders were replaced with the 172-step staircase which still access the structure. During much of World War II women staffed the Buck Rock Lookout as part of the Army Aircraft Warning Service.

During the 1980s the majority of Forest Service fire lookouts were decommissioned. Buck Rock Lookout proved to valuable enough that it remained in service. The 4-A live-in cabin atop Buck Rock is one of the three remaining examples known to still exist. Buck Rock Lookout was added to the National Register of Historical Places on August 20, 1998.

Part 2; a drive on Forest Road 13S04 to Buck Rock Lookout

Forest Road 13S04 (Buck Rock Road) begins at Horse Camp along Forest Road 14S11 (Horse Corral Road) at an elevation of 7,662 feet above sea level. Traffic is advised that Buck Rock is located 2 miles to the north. The northbound beginning of Buck Rock Road is located in Tulare County.

Buck Rock Road is comprised of a sandy dirt surface which requires use of a high clearance vehicle. In dry conditions four-wheel drive is not required.

Northbound Buck Rock Road passes the Buck Rock Campground approximately a half mile north of Horse Corral Road.

Buck Rock Road continues northward and begins to ascend to the Buck Rock Lookout. Buck Rock Road intersects Forest Road 13S04B (Buck Rock Overlook Road) which accesses the overlook. The visitor hours at the overlook are listed on a gate sign as 10:30 AM-5 PM.

Forest Road 13S04B ends at the bottom of the stairs to the Buck Rock Lookout. A historical plaque was installed at the bottom of the stairway in 2023 by the Tulare County Historical Society.

The stairway to the top of Buck Rock Lookout as noted in Part 1 has 172 steps.

Being located at 8,502 feet above sea level Buck Rock Lookout towers above the surrounding terrain.

Scenes from the interior of the 4-A live-in cabin atop Buck Rock Lookout.

Buck Rock Road begins a descent north from Forest Road 13S04B and enters Fresno County after two switchbacks.

Northbound Buck Rock Road terminates at Forest Road 14S02 (Burton Road) near Burton Pass. Burton Pass is located at an elevation of 7,687 feet above sea level.

The Slab (former US Route 101 on the South Fork Eel River Viaduct)

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

The South Fork Eel River Viaduct is an abandoned portion of the early Redwood Highway located between Leggett and Confusion Hill in Mendocino County. This span was constructed in 1923 and is more popularly known as "The Slab." The South Fork Eel River Viaduct is 525 feet in length and served as part of US Route 101 from 1926 until 1982. The structure was ultimately bypassed by an inland cut and left abandoned.

Part 1; the history of the South Fork Eel River Viaduct

The South Fork Eel River Viaduct is a former component of the early Redwood Highway located between Leggett and Confusion Hill. This structure is often referred to as the "The Slab" by abandoned highway enthusiasts.

The history of what would become the Redwood Highway (later US Route 101) begins with the approval of the 1909 First State Highway Bond Act. The First State Highway Bond Act was approved by voters during 1910 and was the genesis point of some of the most notable highways in California. Legislative Route Number 1 as originally configured was a then new State Highway which was designated between San Francisco north to Crescent City.

Legislative Route Number 1 would be extended to the Oregon State Line during the 1919 Third State Highway Bond Act. The planned alignment of Legislative Route Number 1 can be seen between Garberville of Humboldt County and Cummings along the South Fork Eel River in Mendocino County on the 1917 California State Automobile Association Map.

The completed Redwood Highway/Legislative Route Number 1 between Cummings and Garberville can be seen on the 1920 Clason Highway Map of California.

During 1923 much of the Redwood Highway between Leggett and Piercy would be widened. The cliffs above the confluence of the South Fork Eel River and Bridges Creek were too narrow for a conventional highway widening. Subsequently the South Fork Eel River Viaduct was installed as it was able to provide a 24-foot-wide road deck through the difficult terrain.

During November 1926 the US Route System was created by the American Association of State Highway Officials. US Route 101 from San Francisco north to Crescent City was aligned over the Redwood Highway. Both US Route 101 and the Redwood Highway between Garberville and Cummings can be seen on the 1927 Rand McNally Highway Map of California.

US Route 101 can be seen crossing the South Fork Eel River Viaduct north of Leggett in Township 24 North, Range 17 West on the 1935 Division of Highways Map of Mendocino County.

US Route 101 can be seen passing over the South Fork Eel River Viaduct on the 1950 United States Geological Survey map of Piercy.

The 525 foot long South Fork Eel River Viaduct was featured in the January/February 1967 California Highways & Public Works. The structure is noted to be a substandard piece of US Route 101 which was in need of modernization due to carrying 5,000 vehicles a day in summer months.

Construction of an inland bypass of the South Fork River Viaduct broke ground in 1980. During 1980 the Bridges Creek Bridge was replaced with a box beam span. The bypass of the South Fork Eel River Viaduct needed to be excavated from a rocky cliff and was opened to traffic in 1982.

Upon being bypassed the South Fork River Viaduct was abandoned by Caltrans District 1. The older alignment of US Route 101 may have been open to traffic for a time until it became sufficiently covered in rockfall.

Part 2; a visit to the South Fork Eel River Viaduct

The abandoned South Fork Eel River Viaduct can be found on northbound US Route 101 just beyond the Bridges Creek Bridge at Postmile MEN M97.64. Traffic can pull off the roadway in front of gate immediately in front of the viaduct structure.

These views are along the South Fork Eel River Viaduct facing southward. The concrete viaduct design has an obvious slab-like aesthetic which lends itself well to the "The Slab" nickname. Rockfall has covered much of the structure and knocked out some of the railings.

These views are facing northward from the South Fork Eel River Highway towards modern US Route 101. The rails on this structure were once were painted white, but it has gradually been stripped away.

Hacienda Bridge (River Road in Sonoma County)

2026-07-03T04:00:00.094-04:00

The Hacienda Bridge was constructed by the Northwestern Pacific Railroad in 1914 at the Russian River near Hacienda siding. During the mid 1930s the rails atop this structure were removed from this span and Sonoma County would repurpose it was part of River Road in 1945. This truss was widened to two-lanes in 1948 still carries River Road over the Russian River.

The history of the Hacienda Bridge

The Hacienda Bridge was constructed by the Northwestern Pacific Railroad in 1914 near Hacienda siding. The span was part of the Fulton and Guerneville Branch which originated at the mainline westward from Fulton. The Fulton and Guerneville Branch was originally completed in 1872 as a standard gauge spur line the San Francisco & Northern Pacific Railroad. The line was eventually extended to Cazadero by 1877.

The Fulton and Guerneville Branch along with the Hacienda Bridge (marked via blue pin) can be seen east of Guerneville on the 1920 United States Geological Survey map of Healdsburg.

The Fulton and Guerneville Branch ceased operations on November 14, 1935. The line appears in detail at Hacienda siding on the 1935 Division of Highways map of Sonoma County. Sonoma County would repurpose the Hacienda Bridge as part of Hacienda Road in 1945. The repurposed span linked communities of Hacienda and Forest Hills over the Russian River.

Pictured is a before and after comparison of the Hacienda Bridge at the Russian River near Forest Hills in Sonoma County. The Hacienda Bridge was widened from a single-lane to a two-lane configuration as part of Federal Aid Secondary program. These photos were featured in the January 1949 Department of Public Works Division of Highways Biennial Report. The structure was widened as a cooperative between Sonoma County and the Division of Highways.

The Hacienda Bridge 530.9 feet in length and has a 25.3-foot-wide road deck. The structure can be seen below as it was in 2009 (photos by Craig Philpott and hosted by bridgehunter.com).

California State Route 12 and the terminus of El Camino Real in Sonoma

2026-07-01T04:00:00.000-04:00

The city of Sonoma historically has been the terminus of the American Auto Trail known as El Camino Real. The Auto Trail since 1906 has terminated at Mission San Francisco Solano at the intersection of 1st Street East and Spain Street. Since August 1934, the city has been served by California State Route 12. California State Route 12 since being designated has always used Sonoma Highway, Napa Street and Broadway to traverse the downtown area. The California Highway Commission adopted a 13.8-mile-long freeway bypass in 1962 which had Kenwood and Schellville as terminus points.

Ultimately the freeway adoption for California State Route 12 was rescinded by the California Transportation Commission 1977. This blog serves to explore the history of both El Camino Real and California State Route 12 in Sonoma.

California State Route 12 can be seen passing through Sonoma along Sonoma Highway, Napa Street and Broadway on the 1951 United States Geological Survey Map.

Part 1; the history of El Camino Real and California State Route 12 in Sonoma

The origins of modern Sonoma are linked to 1823 when Padre José Altimira established Mission San Francisco Solano. Mission San Francisco Solano was unique from the other Catholic Missions of El Camino Real in several ways. It was one of two Missions constructed north of San Francisco Bay and the only one constructed by Mexican authorities versus the Spanish.

The route of El Camino Real was intended to solidify a path of travel between the Catholic Missions of Las Californias. In 1804 Alta California was formed out of the larger Las Californias. El Camino Real would ultimately connect 21 Catholic Missions of Alta California ranging approximately 600 miles spanning from Mission San Diego de Alcala in San Diego north to Mission San Francisco Solano in Sonoma. Even after the advent of Mexican Alta California the path of travel through the established corridor of El Camino Real would remain the primary overland route.

In 1833 the Congress of the Union would pass the Mexican Secularization Act. This act ended Roman Catholic stewardship and removed control of large tracts of land associated with the Missions. Alta California governor José Figueroa would appoint Presidio of San Francisco Commandant Mariano Guadalupe Vallejo with responsibility of converting Mission San Francisco Solano into a town. The Sonoma town street grid would be plotted in 1835 and was laid out around a central plaza. The Sonoma civil government would be established in 1844.

Following the Mexican-American War much of Alta California would become the American State of California. Sonoma County was one of the original counties created on February 18, 1850. Sonoma was selected as the first Sonoma County seat, but it was a short-lived tenure. The county seat was moved to Santa Rosa in 1854 via a bill in the State Senate.

Sonoma can be seen at the then terminus of the Glen Ellen Branch Railroad and along multiple stage roads on the 1882 Bancroft's map of California. The Glen Ellen Branch was constructed from San Pablo Bay to Sonoma after the line incorporated in 1878. Sonoma would incorporate as a city on September 3, 1883.

Sonoma was ultimately designated as the northern terminus of the American El Camino Real which began being signed as an Auto Trail starting in 1906. El Camino Real entered Sonoma via Broadway towards the city plaza. The highway used Napa Street and 1st Street East to reach a terminus at Mission San Francisco Solano.

During the 1919 Third State Highway Bond Act Legislative Route Number 51 was added to the Highway System. Legislative Route Number 51 as originally defined was aligned between Santa Rosa east through Sonoma to Schellville. Legislative Route Number 51 would ultimately use Sonoma Highway, Napa Street and Broadway. Legislative Route Number 51 can be seen branching east of Santa Rosa towards Sonoma and Schellville on the 1920 Division of Highways State Map.

The 1934 California HIghways & Public Works would announce a portion of California State Route 12 as being overlaid onto Legislative Route Number 51. The alignment of California State Route 12 also used Sonoma Highway, Napa Street and Broadway.

California State Route 12 can be seen passing through Sonoma along Sonoma Highway, Napa Street and Broadway on the 1951 United States Geological Survey Map. Fundamentally the highway alignment has never been altered.

The March/April 1960 California Highways & Public Works announced the California Highway Commission was conducting studies on a 13.8-mile segment of freeway routing between Kenwood and Schellville. This corridor was intended bypass Sonoma and act as an extension of the Sebastopol-Kenwood freeway corridor adopted in 1957.

Selection of an adopted alignment for the Kenwood-Schellville segment of freeway was contentious. The Division of Highways preferred a modified Alternative P which appeared in the September 28, 1961, Press Democrat (courtesy cahighways.org). The Alternative P alignment bypassed Boyes Hot Springs, Sonoma and Schellville with a planned westerly routing. The freeway corridor strayed closely to much of the developed areas of El Verano.

The May/June 1962 California Highways & Public Works announced the California Highway Commission made a formal freeway alignment adoption in the Kenwood-Schellville corridor.

The Press Democrat announced on February 3, 1977, that the California Transportation Commission was seeking public comment on vacating the Kenwood-Schellville freeway adoption (courtesy cahighways.org). The adoption appears to have been rescinded as it no longer appears a planned routing of California State Route 12 in state documents.

Part 2; scenes along California State Route 12 and El Camino Real in Sonoma

Eastbound California State Route 12 departing Boyes Hot Springs enters Sonoma via Sonoma Highway. The State Route corridor makes a left-hand turn at Napa Street.

Eastbound California State Route 12 heads into downtown Sonoma where it turns right at Broadway and picks up El Camino Real.

These views of a California State Route 12 shield and El Camino Real bell can be found on westbound Napa Street approaching Broadway.

The plaza in Sonoma is bounded by Napa Street, 1st Street East, Spain Street and 1st Street West. This is one of the few Mexican-style plazas still present in a downtown area in California. Sonoma City Hall lies inside the plaza and was completed in 1908.

Mission San Franciso Solano and the terminus of El Camino Real can be found at the northeast corner of 1st Street East and Spain Street. The Mission structure is no longer an active church and has been part of Sonoma State Historic Park since 1909.

Eastbound California State Route 12 departs Sonoma on Broadway towards California State Route 121 in Schellville.

Santa Fe County Road (Fresno County)

2026-06-29T04:00:00.028-04:00

Santa Fe County Road near Mendota in Fresno County is an approximately 4-mile rural roadway built on a repurposed railroad grade. Santa Fe Grade Road begins at Jefferson Avenue and continues northwest to San Benito Avenue. The grade was constructed by the San Francisco & San Joaquin Railroad during the 1880s but was found to be consistently flood prone. The grade was later sold to the Atchison, Topeka and Santa Fe Railroad in 1898 which later abandoned it to Fresno County.

Part 1; the history of Santa Fe County Road

The origin of Santa Fe Grade Road lies in the 1880s when San Francisco & San Joaquin Valley Railroad president Claus Spreckels was attempting to acquire right-of-way. Spreckels' line was in competition with the Southern Pacific Railroad to build a line in western San Joaquin Valley. Any prospective westside line would have to cross the properties owned by the so-called "Cattle King of California" Henry Miller. Miller held a substantial amount of ranching land in the area around modern-day Los Banos and western Merced County.

According to the Los Banos Enterprise Miller had held a grudge against Spreckels due to the circumstances surrounding a previous banking loan. Spreckels had been a San Francisco banker during the 1860s and 1870s. During that time Miller sought a loan from Spreckels to replenish his depleted cattle herds around Los Banos. Spreckels requested a form of security on the loan which was taken as an insult by Miller.

When Spreckels approached Miller regarding granting a railroad easement the latter granted it in low lying flood prone terrain. Miller waited until 1891 when approximately 100 miles of the overall San Francisco & San Joaquin Railroad had been constructed before granting another easement through his land to the Southern Pacific Railroad. The land granted to the Southern Pacific Railroad was located on better terrain which rarely flooded. By the time an easement had been granted to the Southern Pacific Railroad approximately thirty miles of San Francisco & San Joaquin Railroad had been graded in Merced County. The grade spanned from the Stanislaus County line near modern day Newman southeast into the Kings County near Lemoore and the Tulare Lake basin.

The Southern Pacific Railroad line between Gustine and South Dos Palos was completed by 1891. From Newman the new Southern Pacific line crossed through Gustine, Ignomar and the original town site of Los Banos near modern day Volta. From Volta the line crossed through the modern downtown area of Los Banos onward to South Dos Palos.

The San Francisco & San Joaquin Railroad shuttered development of their flood prone grade. The company would relocate and construct their line mostly through eastern San Joaquin Valley between 1895 and 1898. Following completion, the line was sold to the Atchison, Topeka and Santa Fe Railroad (ATSF) during late 1898.

The ATSF would abandon the thirty miles of grade between Newman and South Dos Palos to Merced County. Merced County would repurpose the so-called "Santa Fe Grade" as a public highway.

The entirety of Santa Fe Grade Road can be seen as a minor local highway on the 1935 Division of Highways Map of Merced County. Santa Fe Grade Road north of California State Route 140 near Gustine is no longer a public road.

The 1935 Division of Highways Map of Fresno County displays a southern portion of Santa Fe Grade Road south of the Merced/Fresno County line. The Fresno County segment is shown to originate near Oxalis siding and terminate to the southeast near Mendota. This portion is still signed as a public roadway a short distance north of Shaw Avenue.

The Santa Fe Grade can be seen continuing southeast from Mendota into Kings County to a terminus near early California State Route 198 along Jackson Avenue (near Lemoore in Township 19 South, Range 19 East). The portion of south of Mendota has largely been since razed with the exception of Santa Fe County Road between San Benito Avenue and Jefferson Avenue. Santa Fe County Road is used in modern times as part of a cutoff between Mendota and Tranquility.

Part 2; a drive on Santa Fe County Road

Jefferson Avenue heading westbound from Tranquility transitions onto northwest Santa Fe County Road. The roadway transition is marked via Fresno County sourced street blades.

Santa Fe County Road continues northwest for 4 miles and transitions softly onto northbound San Benito Avenue.