Gribblenation

Three Points Road (Los Angeles County)

2026-04-27T04:00:00.093-04:00

Three Points Road is a rural cutoff route which connects Pine Canyon Road (Los Angeles County Route N2) and California State Route 138 near Neenach of Antelope Valley. Originally the community of Three Points (named for the junction Pine Canyon, Oakdale Canyon and Oakgrove Canyon) was served by 265th Avenue West. The modern three-mile-long corridor of Three Points Road was developed by 1950 to serve as a softer transition to California State Route 138.

Part 1; the history of Three Points Road

Three Points Road is named in reference to the community near the extinct Neenach Volcano known as Three Points. Three Points itself is a reference to three canyons it sits in the middle of: Pine Canyon, Oakgrove Canyon and Oakdale Canyon. Three Points was homesteaded by the Laffery family in 1892. Nearby Gookins Lake was named after one of the Laffery family members.

Three Points (blue pin) can be seen at the intersection of Pine Canyon Road (now Los Angeles County N2) and 265th Avenue West on the 1903 United States Geological Survey map of Tejon. Unlike modern Three Points Road the alignment of 265th Avenue West was almost a direct northward jog from Three Points to Neenach. Neenach was formerly known as Cow Springs which was a known source of water on El Camino Viejo and Stockton-Los Angeles Road.

265th Avenue West appears between California State Route 138 (then Neenach Road) and Pine Canyon Road on the 1935 Division of Highways map of Los Angeles County.

The modern alignment of Three Points Road (then part of Pine Canyon Road) appears on the 1950 United States Geological Survey map of Manzana. The jog the modern highway alignment uses takes it to a softer transition at California State Route 138 by tracking slightly east of 265th Avenue.

The modern corridor name of Three Points Road first appears on the 1965 United States Geological Survey map of Neenach School. Pine Canyon Road was realigned towards the Old Ridge Route (former US Route 99) west of Three Points via what was Oakdale Canyon Road.

Part 2; a drive on Three Points Road

Northbound Three Points Road branches from Pine Canyon Road in Three Points. Pine Canyon Road westbound traffic is required to take a left-hand turn towards the Old Ridge Route. The old cafe building at this intersection was constructed in 1912 as the Three Points Cafe. Pine Canyon Road was designated as part of Los Angeles County Route N2 and likely is part of the reason why the corridor was realigned over Oakdale Canyon Road.

Three Points Road rapidly descends through Pine Canyon and empties out to a terminus at California State Route 138 near Neenach in Antelope Valley.

Bouquet Canyon Road (Los Angeles County)

2026-04-24T04:00:00.282-04:00

Bouquet Canyon Road is an approximately 25-mile-long highway corridor which is located in the city of Santa Clarita and Sierra Pelona Mountains of Los Angeles County. Bouquet Canyon Road begins at Saugus Junction (Magic Mountain Parkway and Railroad Avenue) in Santa Clarita where it serves as a major urban surface highway. Upon departing the city, the corridor of Bouquet Canyon Road ascends into the Sierra Pelona Mountains via the namesake canyon in Angeles National Forest. The mountains part of the highway is known for winding grade through the flood prone canyon floor.

Bouquet Canyon Road is named in reference to El Rancho del Buque which was located in Santa Clara Valley north of the Santa Clara River. Much of the highway corridor was developed after the arrival of the Southern Pacific Railroad in Santa Clara Valley in the 1880s. The short segment of Bouquet Canyon Road between Sagus Junction to Soledad Canyon Road carries particular historic significance as it was part of the Roosevelt Midland Trail, the original California State Route 7 and early US Route 6.

Part 1; the history of Bouquet Canyon Road

Bouquet Canyon Road is named after a canyon in the city of Santa Clarita a short distance north of the Santa Clara River. Bouquet Canyon itself was named after El Rancho del Buque which was owned by French born cattle rancher Francisco Chari during the period of Mexican Alta California. Chari previously was a sailor and was known locally to talk about his adventures on his "buque" which translates to "boat" in Spanish. Francisco Chari had renamed himself to obtain Mexican citizenship which was necessary for landownership. El Rancho del Buque was granted to Chari on August 25, 1845.

Locals began to refer to Chari as "El Buque" in reference to his favorite topic of conversation. During the American period of American statehood mapmakers would bastardize the name of El Rancho del Buque and rename the canyon it was located (originally known as Oak Canyon) at as "Bouquet Canyon." Alternatively, Bouquet Canyon has been at times been referred to in older sources as "Deadman Canyon."

In 1853 the Stockton-Los Angeles Road would be commissioned as a major wagon road between the two namesake cities. The corridor would descend southbound through San Francisquito Canyon into Santa Clara Valley. The wagon road would pass through El Rancho del Buque and over the Santa Clara River towards Beale's Cut in Newhall Pass.

By 1876 the Southern Pacific Railroad would complete the San Fernando Pass Tunnel. The Southern Pacific Railroad would also establish the railroad sidings of Newhall and Sagus in Santa Clarita Valley. Much of the route of the Stockton-Los Angeles Road was gradually replaced by the Southern Pacific Railroad which had been constructed through San Joaquin Valley and Tehachapi Pass prior to the completion of the San Fernando Pass Tunnel.

The arrival of the Southern Pacific Railroad would spur the modern development in much of Santa Clara Valley. Despite the emergence of Newhall and Sagus there is no major highway shown passing through Bouquet Canyon on the 1882 Bancroft's Map of California.

Bouquet Canyon Road can be seen branching north of Saugus Junction (blue pin) on the 1903 United States Geological Survey map of Santa Susana. Deadman Canyon is displayed in place of Bouquet Canyon.

Bouquet Canyon Road (again shown as Deadman Canyon) can be seen branching northeast from the Santa Clara River towards Texas Canyon on the 1900 United States Geological Survey map of San Fernando.

A small portion of Bouquet Canyon Road north from Sagus Junction to Soledad Canyon Road would be added to the State Highway System as part of the 1909 First State Highway Bond Act. Said act extended Legislative Route Number 23 south from Bridgeport in Mono County to Sagus in Los Angeles County. The corridor of Legislative Route Number 23 flanking the eastern frontage of the Sierra Nevada range has historically been promoted as "El Camino Sierra."

The Roosevelt Midland Trail was commissioned in 1913 as a major Auto Trail. This Auto Trail in California originally had several branches that split away from each other along Legislative Route Number 23 after the mainline route entered the state via Westgard Pass (modern California State Route 168):

- One route went north to Tioga Pass (modern California State Route 120) towards San Francisco.
- A second route went further north to Lake Tahoe and crossed the Sierra Nevada via Placerville (future US Route 50) towards San Francisco.
- A third route went south and went through Tehachapi Pass (future US Route 466 and California State Route 58) into San Joaquin Valley with an ultimate terminus of San Francisco. This spur appears to have been initially planned to be routed over a new highway over Piute Pass (unbuilt California State Route 168) on a short-cut to Fresno.
- The fourth route continued south on Legislative Route Number 23 towards Los Angeles. This fourth route ultimately would become what was considered the mainline of the Midland Trail and incorporated Bouquet Canyon Road south of Soledad Canyon Road.

Bouquet Canyon Road can be seen spanning from Texas Canyon to Elizabeth Lake Road via Santa Barbara National Forest on the 1915 Unites States Geological Survey map of Elizabeth Lake.

Bouquet Canyon Road from Sagus northeast to Elizabeth Lake can be seen in detailed on a 1920-era Automobile Club of Southern California map (courtesy SVChistory). Bouquet Canyon Road is described as having mostly easy grades aside from a short 12% incline. The roadway is noted to cross over streams multiple times during wet weather.

Bouquet Canyon Road is displayed in detail on the 1924 Rand McNally map of California. The segment between Soledad Canyon Road and Sagus Junction is displayed as part of the Roosevelt Midland Trail (46).

The intersection of the Ridge Route (formerly US Route 99 beginning in November 1926 and now Magic Mountain Parkway) and Bouquet Canyon Road can be seen below in a 1926-era photo from Saugus Junction (courtesy SVChistory). Automobile Club of Southern California signage can be seen indicating the portion of Bouquet Canyon Road immediately north of Saugus Junction as part of the Roosevelt Midland Trail. The Auto Trail would branch away from Bouquet Canyon Road a short distance north of Saugus Junction onto Soledad Canyon Road (towards Mint Canyon). The line seen in the background is the 1887-era Saugus Spur of the Southern Pacific Railroad.

A 1928 LaSalle Touring Car can be seen within Angeles National Forest along Bouquet Canyon Road (courtesy SCVhistory).

During March 1928 St. Francis Dam in San Francisquito Canyon collapsed. The collapse was catastrophic which caused flooding downstream along the Santa Clara River. It is thought the flooding caused at least 431 fatalities and destroyed 7,000 homes.

Investigation of the collapse of St. Francis Dam ultimately revealed that it was constructed atop a previously unknown fault line. Subsequently the Los Angeles Department of Public Works would allocate $5,000,000 to construct a new dam in the Sierra Pelona Mountains of Santa Barbara National Forest (renamed to Los Padres National Forest on December 3, 1936) along upper Bouquet Canyon. The project required the relocation of part of Bouquet Canyon Road to make way to for the dam and reservoir site. Bouquet Canyon Dam was completed by the summer of 1933 and was featured an August 24, 1933, Central Press Association article.

The initial Sign State Routes were announced in the August 1934 California Highways & Public Works. California State Route 7 was assigned to the corridor of Legislative Route Number 23 through the Newhall Tunnel and Newhall. California State Route 7 passed through the Newhall-Sagus area via San Fernadno Road, Newhall Avenue, Railroad Avenue, Bouquet Canyon and Soledad Canyon Road.

Bouquet Canyon Road is shown on the 1935 Division of Highways map of Los Angeles County as a major local highway (dotted red lines). The segment between Sagus Junction and Mint Canyon (Township 4 North, Range 16 West) is shown as part of California State Route 7 and Legislative Route Number 23 (solid red line)

The elimination of the Newhall Tunnel and a realignment of California State Route 7/Legislative Route Number 23 via the proposed 5.6-mile Mint Canyon Cutoff appear as budgeted projects for the 90th/91st Fiscal Year in the January 1937 California Highways & Public Works.

A letter dated February 1, 1937, by the California State Highway Engineer to the American Association of State Highway Officials (AASHO) Executive Secretary shows a detailed description of the planned extension of US Route 6 to Long Beach within California. Planned US Route 6 would replace California State Route 7 along Legislative Route Number 23 from US Route 395 near Bradys along Legislative Route Number 23 to US Route 99 south Newhall Pass in the Newhall-Sagus area.

A letter dated February 8, 1937, by the AASHO Executive Secretary to the State Highway Engineers of; Colorado, Nevada and California announced the approved extension of US Route 6 from Greeley, Colorado to Long Beach, California.

US Route 6 inherited the existing alignment of California State Route 7 in the Newhall-Sagus. US Route 6 can be seen on the 1938 Division of Highways Map departing US Route 99 through Newhall Pass towards Newhall. US Route 6 can be seen following LRN 23 through the Newhall-Sagus area via Newhall Avenue, Railroad Avenue, Bouquet Canyon Road and Soledad Canyon Road. A proposed realignment of US Route 6 bypassing Newhall-Sagus via Mint Canyon also be seen.

The excavation of the Newhall Tunnel appears as a story in the January 1938 California Highways & Public Works. The proposed Mint Canyon Cutoff is noted to have been surveyed during 1934. The Mint Canyon Cutoff is noted to 4.6-miles shorter than existing US Route 6/Legislative Route Number 23 in the Newhall-Sagus area.

The November 1938 California Highways & Public Works featured the ongoing excavation of the Newhall Tunnel.

The expanded US Route 6/Legislative Route Number 23 through Newhall Pass appears on the cover of the 1940 California Highways & Public Works. The same volume features a story regarding the elimination of the Newhall Tunnel.

The March 1940 California Highways & Public Works featured the ongoing final contract of the construction of the Mint Canyon Cutoff. The Mint Canyon Cutoff is noted to have a planned opening as the new alignment of US Route 6/Legislative Route Number 23 sometime during summer.

US Route 6/Legislative Route Number 23 is shown realigned onto the Mint Canyon Cutoff on the 1942 Division of Highways Map. The former alignment of US Route 6 through Newhall-Sagus on Railroad Avenue and Newhall Avenue appears as part of Legislative Route Number 79 and likely as an extension of California State Route 126. The legislative definition of LRN 79 was altered by 1939 Legislative Chapter 473 to have it end at US Route 6/LRN 23 at the Mint Canyon Cutoff. No portion of Bouquet Canyon Road has been part of the State Highway System since the opening of the Mint Canyon Cutoff.

The modern highway bridge carrying Bouquet Canyon Road over the Santa Clara River was constructed in 1972. The current span carries over 47,000 vehicles a day.

Part 2; the former State Highway segment of Bouquet Canyon Road in Santa Clarita

Bouquet Canyon Road south of the Santa Clara River Bridge intersects Soledad Canyon Road. As noted in Part 1 this small segment south from Soledad Canyon Road to Magic Mountain Parkway was once part of the Roosevelt Midland Trail, the original California State Route 7 and US Route 6.

Part 3; a drive on Bouquet Canyon Road in the Sierra Pelona Mountains

Vasquez Canyon Road terminates at Bouquet Canyon Road near the city limit of Santa Clarita.

A variable message sign on Bouquet Canyon Road east of Vasquez Canyon Road alerts traffic if there is a closure ahead in Bouquet Canyon.

Eastbound Bouquet Canyon Road enters Angeles National Forest near the Texas Canyon Fire Station.

Bouquet Canyon Road twists through the terrain of the corridor namesake canyon. The roadway corridor fords the wash at the canyon bottom which is often prone to flooding in wet weather.

Bouquet Canyon Road climbs above the Bouquet Reservoir and intersects Spunky Canyon Road. Leona Valley is signed as being 7 miles eastward from the Spunky Canyon Road junction.

Bouquet Canyon Road enters the Mojave Desert and terminates at Elizabeth Lake Road in Leona Valley.

Hawaii Route 550

2026-04-23T04:00:00.168-04:00

Hawaii Route 550 is a 14.1-mile rural highway located in the mountains on the western side of the island. Hawaii Route 550 begins at Hawaii Route 50 (Kaumualii Highway) at the coastal town of Waimea. From Waimea the highway climbs northward along Waimea Canyon Drive and Kokee Road to the entrance of Kokee State Park. Hawaii Route 550 ends at the Kokee State Park entrance and maintenance of Kokee Road continues under State Park Service jurisdiction to the Kalahua Lookout.

Kokee Road was part of the Kauai Belt Road between Kekaha and the Kalalua Lookout. The Kokee Road corridor has historically been long planned to continue northeast from Kalalua Lookout to the Waihina River. The entirety of Kokee Road was assigned as Hawaii Route 55 when the Hawaii Route System was extended to Kauai in 1955.

As the Kokee Road extension plans gradually fell apart it led to Hawaii Route 55 being renumbered as Hawaii Route 550. Hawaii Route 550 remained aligned on Kokee Road north of the Kitano Reservoir but was shifted onto Waimea Canyon Drive south of it. The bypassed portion of lower Kokee Road is now what comprises Kauai County Route 552.

This page is part of the Gribblenation Hawaii Roads series. A compellation of all Hawaii-related media from both Gribblenation and RoadwayWiz can be found by clicking here.

Part 1; the history of Hawaii Route 550

Much of the history of Kauai County Route 552 and Hawaii Route 550 are intertwined with that of Kooke Road. As presently configured Hawaii Route 550 is 13.5 miles spanning from Hawaii Route 50 (Kaumualii Highway) to the entrance Kooke State Park. The southern 6.8 mile portion of Hawaii Route 550 is overlaid on Waimea Canyon Drive whereas the upper 6.7 miles is on Kooke Road. Kokee Road continues another 5.1 miles to the Kalalau Lookout.

Prior to the construction of Kokee Road a trail existed north of Waimea to Kaunuohua Ridge. This trail terminated at the Kalalau lookout a short distance of Puu O Kila. Much of the lower parts of this trail followed the grade which would later become Waimea Canyon Drive.

The Kaunuohua Ridge trail can be seen in detail on the 1903 Hawaii Territory survey map.

Modern highway development of lower Kokee Road began near the start of the 20th century. In 1900 a concrete slab bridge was constructed over Waipao Stream north of Kekaha. This span is now part of Kauai County Route 552 and reportedly the oldest active highway bridge on Kauai.

The history of Kuhio Highway is extensively documented in a United States Department of the Interior application to the National Register of Historical Places dated September 5, 2000. The application is heavily focused on the history of the portion of Kuhio Highway comprised by Hawaii Route 560 but also details much of the overall history of the Kauai Belt Road. The Kauai Belt Road includes Kokee Road.

National Register of Historical Places application for inclusion of Kuhio Highway

In 1911 the territorial legislature established a loan fund which provided revenue to construct belt roads on the Hawaiian Islands. A Loan Fund Commission was established for each inhabited island. The commission on Kauai was early to act and moved to construct numerous bridges over the island over the next five years to complete the Kauai Belt Road.

In 1915 completion of the Kauai Belt Road entered its final phase when Kauai County Supervisor proposed a $100,000 bond to construct the highway (Kokee Road) from Mana (near Barking Sands Beach) northeast to Haena. The purpose of this bond was to accelerate roadway construction so that the Belt Road could be completed by 1917. It was estimated that the roadway wouldn't be finished until 1923 using Loan Fund Commission money. Ultimately the bond measure would fail to pass and the road between Mana-Haena was only constructed to the Kalalau Lookout.

In 1918 camp lots began to be established at what is now Kokee State Park along the Kokee Road. The cooler weather at above the rim of Waimea Canyon proved to be popular and became a significant tourism draw on Kauai. Kokee Road and the Kokee Camps can be seen as major waypoints on the 1931 Hawaii Tourist Bureau map of Kauai.

During World War II the United States Army would construct a temporary log road from the Kalalau Lookout to the Wainiha River. The purpose of this road was to route a telephone line through Alakai Swamp from the Hanalei Coast to the Army Airfield near Mana. The temporary log road seems to have kept interest in completing the Kauai Belt Road alive.

In 1954 Kauai County began construction of an extension of Kokee Road from the Kalalau Lookout towards the Alakai Swamp (sourced from a 1967-era Sierra Club document). Construction made it to where the Puu O Kila Lookout is now located but became bogged down in the Alakai Swamp. Reportedly construction equipment kept getting stuck in the swamp lands and immediate additional funding was denied.

In 1955 the Hawaii Route System was expanded to Kauai. Hawaii Route 55 was assigned to the entire corridor of Kokee Road from Kehaka to the Kalalau Lookout. A second segment was established on Waihina Powerhouse Road which terminated at Hawaii Route 56 (Kuhio Highway) near Haena. Early Hawaii Route 55 can be seen on the 1959 Gousha Highway map of Hawaii. Hawaii would become the 50th State on August 21, 1959.

The conceptual extension of Kooke Road and Hawaii Route 55 from Kaunuohua Ridge to Wainiha Powerhouse Road appears on a 1962 Hawaii Department of Transportation planning map. This map suggests a far straighter alignment than the Alakai Swamp and rugged 3,000-foot descent along the cliffs of the Na Pali Coast would have permitted. Kokee Road is shown to have been assigned as Federal Aid Second Route 550.

Waimea Canyon Drive first appears on the 1970 United States Geological Survey map of Kauai. Waimea Canyon Drive is shown without a Hawaii Route number. The map displays Hawaii Route 55 as still being overlaid atop lower Kokee Road.

Interest in completing Kokee Road to Wainiha Powerhouse Road waned during the early 1970s and the planned extension disappeared from Hawaii Department of Transportation maps. Waihina Powerhouse Road was relinquished to Kauai County along with lower Kokee Road. Hawaii Route 55 would be renumbered as Hawaii Route 550 to denote it as a secondary highway and was rerouted along Waimea Canyon Drive.

Hawaii Route 550 appears on Waimea Canyon Drive and upper Kokee Road on 1983 United States Geological Survey maps of Kauai. It isn't fully clear when lower Kokee Road was assigned as Kauai County Route 552.

In recent decades maintenance of Kokee Road north of the Kooke State Park entrance at Mile Marker 14.1 has transferred to the State Park Service. An "end state highway" sign is located at Mile Marker 14.1. Despite Kooke Road within Kooke State Park no longer existing as a State Highway it still is signed with Hawaii Route 550 Mile Markers.

Part 2; a drive on Hawaii Route 550

Traffic in Waimea can access northbound Hawaii Route 550 at Waimea Canyon Drive from Hawaii Route 50. Traffic is advised Kauai County Route 552 is also accessible 3 miles to the west in Kekaha. Waimea was a major village and is most well-known for the landing of British Captain James Cook on January 20, 1778. The first Catholic mission in Hawaii was established at Waimea in 1820. Waimea would later become a center of sugar cane harvesting activity on western Kauai.

Waimea Canyon Drive quickly ascends to Kaleinamanu Ridge which is located at approximately 1,000 feet above sea level. Both Waimea and Waimea Canyon can both be viewed from the ridge.

Waimea Canyon Drive continues to rapidly ascend through the increasingly scenic vistas of Waimea Canyon. Waimea Canyon is often referred to the "Grand Canyon of Hawaii" due do to it resembling the famous Arizona canyon. Waimea Canyon was formed approximately 4 million years ago when the western side of Kauai began to collapse and pull away during a period of heavy volcanic activity. The modern weathered look of the canyon is from erosion caused by the Waimea River chipping away at the reddish volcanic rock.

Waimea Canyon Road passes the Red Dirt Waterfall (which wasn't running when these photos were taken).

Waimea Canyon Drive ascends through grades in excess of a 10% incline.

Waimea Canyon Drive enters Waimea Canyon State Park and intersects Kooke Road near the Kitano Reservoir (2,123 feet above sea level). Hawaii Route 550 transitions onto northbound Kooke Road. Kooke Road southbound to Kekaha is carried by Kauai County Route 552.

Northbound Kooke Road climbs above 2,500 feet above sea level and passes the Waimea Canyon Lookout.

Northbound Kooke Road has numerous unmarked vistas of Waimea Canyon.

Waipoo Falls can be seen from numerous pullouts on Kooke Road around Hawaii Route 550 Mile Marker 12.0.

Kooke Road passes the Puu Hinahina Lookout. From the lookout vistas of Waimea Canyon and the island of Lihua can be found. The Cliff Trail permits access to numerous falls within in Waimea Canyon.

Hawaii Route 550 terminates at Mile Marker 14.1 at the entrance of Kooke State Park. The end of the State Highway corridor is marked with a white placard.

Kokee Road passes the NASA Kokee Park Geophysical Observatory which is part of the larger Pacific Missile Range Facility.

Kooke Road passes the Kooke Natural History Museum.

Kooke Road winds through a series of switchbacks to the Awaawpuhi Trail. This trail marks the boundary of the Na Pali Coast watershed.

Kokee Road passes a Hawaii Air National Guard Radar Station and ascends to around 4,000 feet above sea level.

Kooke Road passes the Kalalau Lookout and continues a short distance to the Puu O Kila Lookout. The Kalalau Lookout is a wide vista of Kalalau Valley and much of the rugged Na Pali Coast. Kalalau Valley is only accessible by land via a trail out of Haena State Park. Said trail (the Kalalau Trail) is considered to be one of the most dangerous in the United States due to haggard terrain and unpredictable weather conditions.

Hudson Ranch Road

2026-04-22T04:00:00.206-04:00

Hudson Ranch Road is an approximately 21.3-mile rural highway located mostly in the Transverse Ranges of Kern County. This highway begins at Cerro Noroeste Road at Apache Saddle near Pine Mountain Club and extends west to California State Routes 166 and 33 near Soda Lake Road. Despite small portions of Hudson Ranch Road dipping into Ventura County this corridor is fully maintained as Kern County Road 364.

Hudson Ranch Road was constructed as part of the Cerro Noroeste Road between 1934-1940. The original purpose of this highway was to facilitate access to the ski resort the top of the peak of Cerro Noroeste (elevation 8,283 feet above sea level). This ski resort would shutter during the 1970s and much of Cerro Noroeste Road would be renamed after Hudson Ranch. Hudson Ranch Road carries a gentle winding grade which overlooks much of southern San Joaquin Valley and the surrounding terrain.

Part 1; the history of Hudson Ranch Road

Hudson Ranch Road as a corridor is heavily tied historically to the Kern County mountain known as Cerro Noroeste. Said peak lies in the San Emigdio Mountains of Los Padres National Forest and has a terminal elevation of 8,283 feet above sea level. In Spanish the name Cerro Noroeste translates to "Northwest Mountain." The peak lies within Township 9 North, Range 22 West.

Cerro Noroeste wasn't yet notable enough to be even displayed on the 1898 Official map of Kern County. The closest road to the peak is shown to be El Camino Viejo along San Emigdio Creek north of what is now Mil Potrero Highway in Pine Mountain Club.

Cerro Noroeste appears as an unnamed peak (marked via blue pin) on the 1903 United States Geological Survey map of Mount Pinos. The elevation of the peak is shown to have been then surveyed at 8,312 feet above sea level.

The same map edition displays part of what is now Hudson Ranch Road extending a short distance east of Klipstein Canyon Road (junction marked via blue pin) to the community of Pattiway. Functionally this roadway was part of the larger corridor of Soda Lake Road out of Carrizo Plain.

Cerro Noroeste would be added to the Santa Barbara Forest Reserve in 1905. The reserve would be declared as Santa Barbara National Forest on March 4, 1907.

During much of the early 20th century Cerro Noroeste was often referred to as "Mount Abel" in reference to former Kern County Fourth District Supervisor Stanley Abel. Stanley Abel was based out of Taft and held office during 1916-1940. Abel is known mostly in modern times for his infamous and unsavory connections to the Ku Klux Klan. The attempt to rename Cerro Noroeste was never a formal endeavor but rather was pushed by western Kern County newspapers.

The construction of a roadway from Pattiway to Cerro Noroeste began in 1934 as a Civil Works Administration project. What is now Hudson Ranch reportedly originated as a Kern County road construction camp. The purpose of the Cerro Noroeste Road was to facilitate access to a planned ski resort.

Santa Barbara National Forest would be renamed as Los Padres National Forest on December 3, 1936. The name change was spurred by the numerous counties served by the forest which didn't feel an association with the city of Santa Barbara. The name "Los Padres" was intended to be a reference to all the Spanish Missions which the coastal counties have generally been historically tied to.

The Cerro Noroeste Road would be completed under the supervision of the Works Progress Administration. The then new roadway was opened following a dedication ceremony held on July 28, 1940.

Cerro Noroeste Road first appears on the 1943 United States Geological survey maps of Sawmill Mountain, Apache Canyon, Santiago Creek and Ballinger Canyon.

During 1971 the resort community of Pine Mountain Club was developed by the Tennaco corporation. As part of the development a Forest Service Road between Cerro Noroeste Road and Cuddy Valley Road was modernized. This corridor was turned over to Kern County as a public highway in 1972 and now known as Mil Potrero Highway.

The Cerro Noroeste Ski Resort would close during the mid-1970s. Conjecture has it that the Forest Service revoked the permit to operate the facility following an incident during which a non-paying skier was threatened with a shotgun.

In 1985 much of the lands through which Cerro Noroeste Road passed through north of the Los Padres National Forest boundary were designated as the Bitter Creek National Wildlife Refuge. This refuge is managed by the United States Fish & Wildlife Service.

Since the closure of the Cerro Noroeste Ski Resort the peak since has become far more associated with the Tumamait Trail and nearby Chumash Wilderness. Said wilderness area was designated in 1992 and comprises 38,150 acres of Los Padres National Forest mostly south of Cerro Noroeste.

During the 21st century Cerro Noroeste Road north of Apache Saddle was renamed as "Hudson Ranch Road." This name change reportedly was made following a request by Hudson Ranch to the Kern County board of Supervisors. Modern Hudson Ranch Road is 21.3 miles and is maintained as Kern County Road 364. Despite some small portions of Hudson Ranch Road dipping into Ventura County the entire corridor is Kern County maintained.

Part 2; a drive on Hudson Ranch Road

Westbound Hudson Ranch Road begins at the intersection of Mil Potrero Highway and Cerro Noroeste Road. What remain signed as Cerro Noroeste Road is maintained as Los Padres National Forest Route 95.

Westbound Hudson Ranch Road departs the Pine Mountain Club area and intersects Quatal Canyon Road.

Westbound Hudson Ranch Road begins to descend through the mountains and opens onto a vista of San Emigdio Canyon. This canyon was the original Spanish roadway to San Joaquin Valley known as El Camino Viejo.

Hudson Ranch Road passes by the namesake Hudson Ranch. Just west of the ranch the roadway opens onto a wide vista of San Joaquin Valley and San Emigdio Canyon.

Hudson Ranch Road has small pullouts which overlook the snaking roadway.

Westbound Hudson Ranch Road departs Los Padres National Forest and enters the Bitter Creek National Wildlife Refuge.

Hudson Ranch Road begins a rapid descent. The corridor intersects Klipstein Canyon Road near the former community of Pattiway.

Hudson Ranch Road terminates at California State Route 166 and 33 near the turnoff for Soda Lake Road.

Vasquez Canyon Road (Los Angeles County)

2026-04-20T04:00:00.100-04:00

Vasquez Canyon Road is a four-mile rural cutoff corridor in Los Angeles County near the city limit of Santa Clarita. This corridor was originally developed as a connection between Sierra Highway (then US Route 6) and Bouquet Canyon Road during the late 1930s. Los Angeles County would modernize, surface and realign the cutoff during the 1970s. Vasquez Canyon Road is named after infamous Gold Rush era bandit Tiburcio Vásquez who was known to have several hideouts in the Santa Clarita area.

Part 1; the history of Vasquez Canyon Road

Vasquez Canyon Road is named after infamous Gold Rush era bandit Tiburcio Vásquez. Tiburcio Vásquez was born on April 11, 1835, in Monterey of what was then the capital of Mexican Alta California. Vásquez was part of a middle-class family with connections to the 1776 De Anza Expedition.

Following California becoming a U.S. state Tiburcio Vásquez would turn to crime. Vásquez was a protégé of Anastacio Garcia and was present when the latter murdered Monterey constable William Hardmount in 1854. Vásquez's criminality would become increasingly infamous through the next two decades through his involvement in numerous violent shootouts. During the 1870s he would relocate along with his gang to Southern California and was known to have numerous hideouts within what is now Santa Clarita. He would ultimately be apprehended by a Los Angeles County Sheriff's posse on May 14, 1874, and would be later hanged in San Jose on March 19, 1875.

Vazquez Canyon Road was developed by Los Angeles County as a cutoff between Sierra Highway (then US Route 6) and Bouquet Canyon Road during the late 1930s. The roadway first appears on the 1940 United States Geological Survey map of San Fernando. Despite being named "Vasquez Canyon Road" the actual roadway skirts just south of the namesake canyon.

Vasquez Canyon Road appears modernized, surfaced and realigned southward on the 1979 United States Geological Survey map of Los Angeles. The original alignment closer to Vasquez Canyon appears on maps now as Far Hills Road and Lost Creek Road.

Part 2; a drive on Vasquez Canyon Road

Westbound Vasquez Canyon Road begins at Sierra Highway near the Santa Clarita city limit.

Vasquez Canyon Road crosses over Cruzan Mesa and emerges into Bouquet Canyon.

Vasquez Canyon Road terminates at Bouquet Canyon Road.

Sand Canyon Road (Los Angeles County)

2026-04-17T04:00:00.110-04:00

Sand Canyon Road is an approximately six-mile highway mostly located in the city of Santa Clarita. The Sand Canyon Road corridor begins at the terminus of Little Tujunga Canyon which is located in the namesake Sand Canyon. Northbound Sand Canyon Road continues over the Santa Clara River and Antelope Valley Freeway (California State Route 14) to a terminus at Sierra Highway (former US Route 6).

Sand Canyon Road originally only spanned from Sand Canyon in the San Gabiel Mountains north to Lost Canyon Road. The corridor was extended to Sierra Highway during the late 1930s. The Sand Canyon Road interchange with the Antelope Valley Freeway opened to traffic during August 1963.

Part 1; the history of Sand Canyon Road

Sand Canyon Road is named after a canyon located in the San Gabriel Mountains at the southeast city limit of Santa Clarita. Sand Canyon originates near Magic Mountain and carries a wash westward into the city of Santa Clarita. Upon entering the city Sand Canyon turns northward and empties into the Santa Clara River near Humphreys station (commissioned by Southern Pacific Railroad in 1876). The ranching neighborhood through which Sand Canyon passes co-opted the name and was annexed into the larger city of Santa Clarita on December 25, 1987.

Sand Canyon Road first appears on the 1900 United States Geological Survey map of San Fernando. The corridor is shown to originate near the junction of Sand Canyon and Bear Canyon (marked by blue pin) in the Gabriel Mountains. Sand Canyon Road is shown intersecting Placerita Canyon Road and extending north to Lost Canyon Road near Humphreys station.

Construction of Little Tujunga Canyon Road commenced northward from the Los Angeles neighborhood of Pacoima in 1928. Construction of the highway corridor was intended to facilitate hiking access to the San Gabriel Mountains of Angeles National Forest. Notably the Buck Canyon Bridge would be a major milestone of the first year of construction on Little Tujunga Canyon Road. By 1931 the highway was extended through Pacoima Canyon and Bear Canyon to Sand Canyon Road. It is unclear why the corridor was not named as an extension of Sand Canyon Road.

Sand Canyon Road appears as a minor local highway on the 1935 Division of Highways map of Los Angeles County.

Sand Canyon Road was extended north of the Santa Clara River during the late 1930s to US Route 6 at Sierra Highway. This extension appears on the 1940 United States Geological Survey map of San Fernando. The terminus at Sierra Highway is mark by blue pin.

On August 23, 1963, the first segment of the Antelope Valley Freeway (then US Route 6 and now California State Route 14) was dedicated at the then new Sand Canyon Road Overpass. The first freeway segment opened spanned from Solemint Junction east to Red Rover Mine Road. The dedication ceremony was presided over by Los Angeles County 5th District Supervisor Warren Dorn. The Sand Canyon Pass Overpass is featured prominently in the August 29, 1963, Newhall Signal and Saugus Enterprise.

Part 2; a drive on Sand Canyon Road

Northbound Little Tujunga Canyon Road becomes Sand Canyon Road upon crossing a wash at the namesake canyon.

Sand Canyon Road enters the city of Santa Clarita and intersects Placerita Canyon Road.

Northbound Sand Canyon Road passes through the Sand Canyon neighborhood and crosses under the Union Pacific Railroad (formerly Southern Pacific).

Sand Canyon Road crosses the Santa Clara River and the Antelope Valley Freeway.

Sand Canyon Road continues north of the Antelope Valley Freeway to a terminus at Sierra Highway.

Hanapepe Swinging Bridge

2026-04-16T04:00:00.065-04:00

The Hanapepe Swinging Bridge is a 186-foot-long steel reinforcement pedestrian span located at the Hanapepe River on the Hawaiian island of Kauai. This structure was originally constructed in 1911 to facilitate pedestrian worker traffic between downtown Hanapepe and Hanapepe Valley. The span was damaged by Hurricane Iniki in 1992 and underwent restoration which was completed in 1996.

This page is part of the Gribblenation Hawaii Roads series. A compellation of all Hawaii-related media from both Gribblenation and RoadwayWiz can be found by clicking here.

Part 1; the history of the Hanapepe Swinging Bridge

The Hanapepe Swinging Bridge was constructed over the Hanapepe River in 1911. This 186-foot-long bridge was built to facilitate workers being able to access Hanapepe Valley directly from downtown Hanapepe. This wire suspension swinging structure cuts off the 1911-era Hanapepe Road Bridge by about a half mile.

The Hanapepe Swinging Bridge fell out of favor for commuters as the Kaumualii Highway (now Hawaii Route 50) was modernized when a then new highway span was installed at the Hanapepe River in 1938. The swing span would remain a notable attraction in downtown Hanapepe due to the width of the structure drawing tourists to cross.

The Hanapepe Swinging Bridge appears north of Hanapepe Road on the 1963 United States Geological Survey map of Hanapepe.

The Hanapepe Swinging Bridge was severely damaged in 1992 by Hurricane Iniki. The original cables were replaced with modern steel, and the damaged planks were replaced. The restored swinging bridge would reopen to the public in 1996.

Part 2; a visit to the Hanapepe Swinging Bridge

These photos depict a crossing of the Hanapepe Swinging Bridge northward from Hanapepe Road.

The view facing eastward towards the Hanapepe Swinging Bridge.

A platform facing south over the Hanapepe Swinging Bridge displays the modern steel cables which are now part of the structure.

Mil Potrero Highway (Kern County)

2026-04-15T04:00:00.082-04:00

Mil Potrero Highway is an approximately 8.2-mile component of Kern County Mountain Road 364 located along the San Andreas Fault Rift Zone in the San Emigdio Mountains. This corridor begins at the junction of Cuddy Valley Road/Mount Pinos Highway and extends westward through the community of Pine Mountain Club to the junction of Cerro Noroeste Road/Hudson Ranch Road at Apache Saddle.

Mil Potrero Highway from Cuddy Valley to San Emigdio Canyon follows the general corridor of El Camino Viejo. El Camino Viejo was in common use by 1780 and was the original inland Spanish highway to Los Angeles. The Tenneco corporation would develop Mil Potrero Highway in the early 1970s to facilitate access to the then new resort community of Pine Mountain Club.

Part 1; the history of Mil Potrero Highway

The general corridor of Mil Potrero Highway from Cuddy Valley Road to San Emigdio Canyon follows the established routing of El Camino Viejo. The remaining part of the corridor west to Cerro Noreste Road and Hudson Ranch Road was developed as part of the construction of the Pine Mountain Club community during the early 1970s.

Since the Spanish Missions were located along the coast the majority of travel in Spanish Las Californias was along El Camino Real. Travel into the interior of Las Californias through San Joaquin Valley was a difficult prospect given the lack of civilization and more so due to the Tule Marshes of Kern Lake, Buena Vista Lake, Tulare Lake and the San Joaquin River. Travel inland to the San Francisco Bay Area from Los Angeles was desired by some which led to the creation El Camino Viejo which was in common use as early as 1780.

El Camino Viejo was the first European route from Los Angeles to San Joaquin Valley. From Los Angeles the highway continued northward into San Fernando Valley and to Mission San Fernando Rey de Espana. From San Fernando Valley the highway ascended into the Sierra Pelona Mountains. El Camino Viejo entered San Francisquito Canyon to San Francisquito Pass where it emptied into Antelope Valley in the western flank of the Mojave Desert near Elizabeth Lake.

Upon entering Antelope Valley, the route of El Camino Viejo turned west along the San Andreas Fault to what is modern day Gorman where it intersected part of what would become the Ridge Route. Unlike the Ridge Route (the original alignment of US Route 99) which turned north into Tejon Pass to reach San Joaquin Valley via Grapevine Canyon the course of El Camino Viejo continued west into Cuddy Valley. El Camino Viejo passed through Cuddy Valley along the northern flank of Frazier Mountain and Mount Pinos into San Emigdio Mountains.

El Camino Viejo continued northward through San Emigdio Canyon and emerged into San Joaquin Valley near the shores of Kern Lake. The highway followed the western watershed of Tulare Lake following the general corridor of modern California State Route 33 towards Corral Hollow Pass in the Diablo Range.

El Camino Viejo continued to serve Las Californias until the Mexican War of Independence. Las Californias became a Mexican Territory in 1821 and was renamed to Alta California in 1824. Mexican governance brought further civilization to San Joaquin Valley, but it largely remained a remote landscape with few changes to El Camino Viejo. Everything would change following the discovery of Gold in Sutter's Mill along the South Fork American River in the Sierra Nevada range during January of 1848.

In February of 1848 the Treaty of Guadalupe Hidalgo was ratified which ceded Alta California to the United States at the conclusion of the Mexican-American War. By March news of the discovery of gold at Sutter's Mill was published by newspapers in San Francisco. The New York Herald published their article on the gold discovery in August of 1848 bringing widespread attention to the newly acquired Californian territory.

Then United States President James Polk spoke of the gold discovery in California in December 1848. By 1849 the California Gold Rush had begun which spurred growth throughout California. A large percentage of the influx of settlers made their way to the Sierra Nevada range to take advantage of the plentiful mining claims. California itself would become a State in 1850.

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.

Originally the Stockton-Los Angeles Road utilized an established path from San Joaquin Valley south over the 5,285-foot above sea level Old Tejon Pass in the Tehachapi Mountains to Antelope Valley. At the time Old Tejon Pass was simply known as "Tejon Pass" and was an ancient Native American Trail used to traverse the Tehachapi Mountains. In 1772 by Spanish Explorers surveyed Old Tejon Pass and the route became an established way of reaching eastern San Joaquin Valley. Old Tejon Pass was later used by the Jedediah Smith expedition of Alta California in 1827.

In 1853 Castac Pass through Grapevine Canyon west of the Old Tejon Pass was surveyed by Robert S. Williamson of the Army Corps of Engineers for a possible path of Transcontinental Railroad. The 1853 surveying expedition found Castac Pass through Grapevine Canyon to be a far more viable route for travelers and the primary alignment was of the Stockton-Los Angeles Road was shifted west from Old Tejon Pass.

Castac Pass had a far lower terminal elevation at 4,144 feet above sea level and had a gentler grade through Grapevine Canyon. In 1854 a U.S. Army Garrison was established at Fort Tejon in Grapevine Canyon near modern Lebec to protect settlers and travelers along the Stockton-Los Angeles Road. In time Castac Pass became known as Fort Tejon Pass and eventually simply Tejon Pass. Tejon Pass would later become part of the Ridge Route alignment and Interstate 5.

The 1857 Britton & Rey's Map of California shows all the major routes traversing the mountains between San Fernando Valley and San Joaquin Valley. Highlighted below the Cuddy Canyon alignment of El Camino Viejo, the path over Old Tejon Pass, and the primary route of the Stockton-Los Angeles Road over Tejon Pass can be seen. The route of El Camino Viejo and Stockton-Los Angeles Road south of Antelope Valley took an identical path through San Francisquito Canyon to San Fernando Valley. Mount Pinos can be seen as a major waypoint a short distance west of Fort Tejon.

The establishment of Fort Tejon spurred commercial logging interests in the San Emigdio Mountains, Mount Pinos and Frazier Mountain. In 1854 a sawmill was established along the northern flanks of Frazier Mountain. The lumber mill supplied wood for much of the construction of buildings at nearby Fort Tejon. A sawmill on the northern flank of Mount Pinos was established by Joseph Gale. Gale's sawmill would begin to also supply lumber for construction of buildings at Fort Tejon (history of Los Padres National Forest) by 1857.

El Camino Viejo can be seen passing through Cuddy Valley and San Emigdio Canyon on the 1882 Bancroft's map of California.

El Camino Viejo can be seen passing through Cuddy Valley and San Emigdio Canyon in detail on the 1903 United States Geological Survey map of Mount Pinos.

El Camino Viejo would begin to become modernized beginning with the plotting of Frazier Park in Cuddy Canyon circa 1925. The portion of El Camino Viejo from US Route 99 west to Frazier Park was renamed as Frazier Mountain Park Road. The segment west of Lockwood Valley Road to through Cuddy Valley west to San Emigdio Creek would be renamed as Cuddy Valley Road. It isn't clear what the remaining part of the roadway through San Emigdio Canyon was called during the era.

In 1971 Tenneco West would plot the resort community of Pine Mountain Club near San Emigdio Creek. Part of the development of the new community included the modernization of existing El Camino Viejo from Cuddy Valley Road to San Emigdio Canyon. Tenneco West would also construct an additional segment from San Emigdio Canyon west to Cerro Noroeste Road (now partially Hudson Ranch Road). The improved roadway through Pine Mountain Club was named Mil Potrero Highway during February 1972.

Most of modern Mil Potrero Highway west from Cuddy Valley Road to San Emigdio Canyon is located above the previous grade of El Camino Viejo. The older roadway to San Joaquin Valley was abandoned. It was eventually repurposed as the 5.2 mile El Camino Viejo Bike Trail and 3.23 El Camino Viejo Wilderness Trail of the Wind Wolves Preserve.

Modern Mil Potrero Highway appears on 1991 era United States Geological Survey maps. These maps display the highway as largely fronting the San Andreas Fault Rift Zone. Mil Potrero Highway is a component of Kern County Mountain Road 364.

Part 2; a drive on Mil Potrero Highway

Westbound Mil Potrero Highway begins at the junction of Cuddy Valley Road and Mount Pinos Highway. This junction is located at approximately 6,000 feet above sea level at the western extent of Cuddy Valley. Traffic heading westbound is notified Pine Mountain Club in addition to California State Routes 166 and 33 can be reached by following Mil Potrero Highway.

Westbound Mil Potrero Highway rapidly descends along San Emigdio Creek and reaches the top of San Emigdio Canyon at approximately 4,800 feet above sea level. The corridor of Mil Potrero Highway splits from the historic corridor of El Camino Viejo around this point.

Mil Potrero Highway enters Pine Mountain Club.

Mil Potrero Highway passes through Pine Mountain Club. Upon departing the community, the highway reaches a terminus at Apache Saddle where it meets Cerro Noroeste Road and Hudson Ranch Road. Westbound traffic and Kern County Mountain Road 364 both transition onto Hudson Ranch Road.

Big Tujunga Canyon Road

2026-04-13T04:00:00.212-04:00

Big Tujunga Canyon Road is approximately 13-mile-long rural highway located mostly in the San Gabriel Mountains of Los Angeles County. As presently configured Big Tujunga Canyon Road begins at Angeles Forest Highway (County Route N3) and extends west to Oro Vista Avenue in the Los Angeles neighborhood of Sunland.

The earliest parts of Big Tujunga Canyon Road were constructed between Mount Gleason Road northeast to Hoyt Ranch at Vasquez Creek in the 1890s. The highway was extended east to Big Tujunga Dam in 1931. In 1958 Big Tujunga Canyon Road would be extended east again from dam to a terminus at Angeles Forest Highway.

In 1959 the corridor of Big Tujunga Canyon was added to the definition of planned Legislative Route Number 266. Said planned state highway was developed as a trans-San Gabriel Mountain corridor which would have connected with US Route 466. During 1964 the Big Tujunga Canyon corridor would be transferred to Segment B definition of California State Route 118. Ultimately the California Highway Commission never made a formal route adoption for a State Highway in Big Tujunga Canyon. The corridor of Big Tujunga Canyon Road was planned to be extended west to Foothill Boulevard but ultimately only was ever built to Oro Vista Avenue in the 1970s.

Part 1; the history of Big Tujunga Canyon Road

Big Tujunga Canyon is located northeast of the Los Angeles neighborhoods of Sunland and Tujunga. The canyon name refers to Big Tujunga Creek which passes through the area along a 28.8-mile course descending from the San Gabriel Mountains to Tujunga Wash. The word "Tujunga" is derived from the name of the Tongva tribal village of Tuxunga.

During the 1880s Silas Hoyt would mine Big Tujunga Creek and establish a ranch. During 1884 Hoyt would construct a shack in Big Tujunga Canyon which expanded into a lodging complex by 1890. Early Big Tujunga Canyon Road would be constructed northeast from Sunland to the Hoyt property.

Early Big Tujunga Canyon Road can be seen branching northeast from Sunland at the end of Mount Gleason Avenue on the 1900 United States Geological Survey map of San Fernando. Notably Big Tujunga Creek is displayed as "Tujunga River."

The 1900 United States Geological Survey map of Tujunga displays Big Tujunga Canyon Road terminating at Hoyt Ranch. Hoyt Ranch is shown to at the confluence of Big Tujunga Creek and Vasquez Creek.

The 1909 Thurston map of Greater Los Angeles displays a zoomed-out view of Big Tujunga Canyon Road between Sunland and Hoyt Ranch. Notably Angeles National Forest would be established the year prior in 1908.

In 1931 Big Tujunga Dam was constructed by the Los Angeles Department of Power and Water. Said dam was intended as a flood control mechanism and was initially called "Big Tujunga Dam #1" until the completion of Hansen Dam in 1940.

The face of Big Tujunga Dam can be seen in a 2000-era National Park Service photo.

Construction of Big Tujunga Dam would extend Big Tujunga Canyon Road to the dam construction site. Big Tujunga Canyon Road was bridged to Angeles Forest Highway by a Forest Service access road through Maple Canyon which does not appear on the 1935 Division of Highways map of Los Angeles County.

The road through Maple Canyon between Big Tujunga Canyon Road and Angeles Forest Highway can be seen on the 1939 United States Geological Survey map of Mount Lowe.

In 1958 Los Angeles County would construct a concrete tee beam bridge over Big Tujunga Creek below Big Tujunga Dam. This bridge was part of a project which extended Big Tujunga Canyon Road to Angeles Forest Highway and bypassed the Forest Service access road in Maple Canyon.

The corridor of Big Tujunga Canyon would become part of Legislative Route Number 266 which was defined by 1959 Legislative Chapter 1062. The initial definition of Legislative Route Number 266 was as follows:

"Legislative Route Number 9 (California State Route 118) near Sunland to Legislative Route Number 58 (US Route 466), including a connection to Legislative Route Number 61 (California State Route 2) north of La Canada. Legislative Route Number 266 appears for the first time on the 1960 Division of Highways Map as a planned State Highway.

As part of the 1964 State Highway Renumbering the Legislative Route Numbers were deleted. The planned State Highway segment in Big Tujunga Canyon from Sunland to Angeles Forest Highway (planned California State Route 249) was codified as Segment B in the legislative definition of California State Route 118. The planned Big Tujunga Canyon State Highway appears as part of California State Route 118 on the 1964 Division of Highways map.

Ultimately the California Highway Commission never adopted a freeway or expressway routing for California State Route 118 through Big Tujunga Canyon. The unconstructed segment still appears in the Legislative definition of California State Route 118 to modern times.

During the 1970s Big Tujunga Canyon Road would be extended west of Mount Gleason Road to Oro Vista Avenue. Big Tujunga Canyon Road was planned to reach Foothill Boulevard (former California State Route 118), but the extension was never constructed. The Oro Vista Avenue terminus (blue pin) of Big Tujunga Canyon Road can be seen on the 1979 United States Geological Survey map of Los Angeles.

Part 2; a drive on Big Tujunga Canyon Road

Westbound Big Tujunga Canyon Road begins near the southern terminus of Angeles Forest Highway (Los Angeles County Route N3).

The upper portions of Big Tujunga Canyon Road are mountainous and winding. The highway quickly snakes westward via a downhill grade to the Big Tujunga Dam Overlook.

The vista from the Big Tujunga Dam Overlook.

A vista of Big Tujunga Canyon Road from Angeles Forest Highway.

Rosecrans Avenue Overpass

2026-04-10T04:00:00.130-04:00

In 1995 the Atchison, Topeka and Santa Fe Railway installed the modern Rosecrans Avenue Overpass. The current 300 feet long Polygonal Warren Through truss is the third railroad overpass structure to have been built at the intersection of Rosecrans Avenue and Aviation Boulevard. The modern structure was proceeded by a 164.1-foot-long span built in 1964 which was a replacement for the original 1924-era overpass.

An overview of the Rosecrans Avenue Overpass

The intersection of Rosecrans Avenue and Aviation Boulevard (originally Redondo Road) lies at the boundaries of three cities. The city of Hawthorne occupies the lands east of the intersection, El Segundo occupies the northwest corner and whereas Manhattan Beach is located at the southeast corner.

Since 1924 the intersection Rosecrans Avenue and Redondo Road would be the location of a railroad overpass structure. The original overpass was a 100-foot-long pony truss/plate girder design built by the Atchison, Topeka and Santa Fe Railway (ATSF) in 1924. The structure was part of a line which connected from El Segundo Junction southeast to the Wilmington area.

The 1924-era ATSF Overpass can be seen crossing the intersection of Rosecrans Avenue and Redondo Road on the 1924 United States Geological Survey map of Inglewood.

A station can be seen present at El Segundo Junction on the 1950 United States Geological Survey map of Venice. Redondo Road can be seen renamed as "Aviation Boulevard." Aviation Boulevard is a reference to Los Angeles International Airport (LAX) which opened during October 1928.

During 1964 the ATSF would install a then new Warren through truss overpass at the Rosecrans Avenue/Aviation Boulevard intersection. The second span was 164.1 feet long and included a 158.1-foot-long main span.

In 1993 the ATSF Overpass would be twinned when the Los Angeles Metropolitain Transportation Authority (MTA) Green Line Bridge would be constructed over the Rosecrans Avenue/Aviation Boulevard intersection. Increasing amounts of automotive traffic on Rosecrans Avenue necessitated the widening of the roadway. Such a widening was not possible with presence of the 1964-era ATSF Overpass.

A 300 foot long Polygonal Warren through truss was designed by the ATSF. The then new 760-ton overpass structure was constructed at the northwest abutment of the Rosecrans Avenue/Aviation Boulevard intersection. The intersection was closed to automotive traffic on July 28, 1995, and the new overpass was rolled into place upon the installation of falsework. The intersection would quickly reopen to traffic on July 31, 1995. Following installation of the new overpass structure the ATSF would reverse the process to remove the 1964-era span.

The ATSF would merge with the Burlington Northern Railroad in December 1996 to form the Burington Northern and Santa Fe Railway (BNSF). The 1995-era Rosecrans Avenue/Aviation Boulevard Overpass was selected as a Prize Design by the National Steel Bridge Alliance and American Institute of Steel Construction during October 1996. Judges commented on the installation procedure as being particularly innovative and unique.

This view along westbound Rosecrans Avenue in Hawthorne faces towards the 1995-era ATSF Overpass. The MTA Green Line Bridge is located immediately west of the ATSF Overpass.

Hawaii Route 50

2026-04-09T04:00:00.322-04:00

Hawaii Route 50 is the longest Sign Route on the island of Kauai at 32.6 miles. The entirety of Hawaii Route 50 is overlaid atop Kaumualii Highway from Lihue west to the Pacific Missile Range Facility at Barking Sands.

Hawaii Route 50 is one of the original 1955-era State Highway designations on Kauai. Much of the Kaumualii Highway corridor was constructed during the sugar plantation boom of the late Hawaiian Kingdom. The first tee beam bridge in Hawaii would be constructed along the Kaumualii Highway in 1911 at the Hanapepe. Much of this highway would be modernized to two-lane standards through the 1930s and 1940s.

This page is part of the Gribblenation Hawaii Roads series. A compellation of all Hawaii-related media from both Gribblenation and RoadwayWiz can be found by clicking here.

Part 1; the history of Hawaii Route 50 and Kaumualii Highway

Hawaii Route 50 is the longest highway on Kauai at 32.6 miles. The highway begins at Rice Street in downtown Lihue and follows Kaumualii Highway west along the southern coast of Kauai. The terminus of Hawaii Route 50 is located at Lio Road near the entrance to the Pacific Missile Range Facility at Barking Sands.

Kaumualii Highway is named after Kaumuali'i. Kaumiali'i was the last high chief of Kauai who reigned from 1793 to 1810. During his reign both Kauai and Nihau were ruled as an independent nation state. In 1810 Kauai became a vassal of Kamehameha's unified Kingdom of Hawaii. Kaumaul'i would continue to govern Kauai until his death on May 30, 1824.

Much of what became Kaumualii Highway was developed on Kauai during the Kingdom of Hawaii plantation boom. A functional highway from Lihue west to Mana is displayed prominently on the 1903 Hawaii Territory map of Kauai.

National Register of Historical Places application for inclusion of Kuhio Highway

One of the first major modern highway projects on the Kauai Belt Road was at the Hanapepe River in the town of Hanapepe. During 1911-1912 the first tee beam bridge in the Hawaiian Islands was constructed over the river as part of the then new alignment of Kaumualii Highway. The 1911-Hanapepe River Bridge permitted automobile access to western Kauai when there had been none previously.

In 1915 completion of the Kauai Belt Road entered its final phase when Kauai County Supervisor proposed a $100,000 bond to construct the highway from Mana (near Barking Sands Beach) northeast to Haena (now Kauai County Route 552, Hawaii Route 550 and Kokee Road). The purpose of this bond was to accelerate roadway construction so that the Belt Road could be completed by 1917. It was estimated that the roadway wouldn't be finished until 1923 using Loan Fund Commission money. Ultimately the bond measure would fail to pass and the road between Mana-Haena would never be fully constructed.

During the late 1930s through the 1940s much of Kaumualii Highway would be rebuilt with modern bridge structures designed for two lane traffic. Major spans were erected westward from Lihue as follows:

1936 - A steel stringer bridge was constructed at Nawiliwili Stream.

1937 - A concrete slab bridge was constructed at Weoweopilau Stream.

1934 - A concrete slab bridge was constructed at Waihohonu Steam.

1934 - A tee beam bridge was constructed at Omao Stream.

1934 - A stringer bridge was constructed at Lawai Stream.

1936 - A tee beam bridge was constructed at Wahiawa Stream.

1938 - A tee beam bridge at the Hanapepe River was constructed to replace the 1911-era span (see below for more).

1948 - Tee beam bridges were constructed at Mahinauli Stream and Aakukui Stream.

1940 - A tee beam bridge was constructed at the Waimea River.

The 1938-era Hanapepe River Bridge along with the 1911-era span can both be seen in the below photo taken during 1941.

In 1955 the Hawaii Route System was expanded to Kauai. Hawaii Route 50 was assigned to the entire corridor of Kaumualii Highway from Lihue west to Bonham Air Force Base at Barking Sands. Early Hawaii Route 50 can be seen on the 1959 Gousha Highway map of Hawaii. Hawaii would become the 50th State on August 21, 1959.

During 1957 numerous concrete bridges would be constructed on Kaumualii Highway west of Waimea. These structures stood as some of the last major improvements constructed on Hawaii Route 50 during the remaining decades of the 20th Century. It is likely that early Hawaii Route 50 originally used Mana Road west of Kekaha. Mana Road is located near the former railroad line of the Kekaha Sugar Company west of Kekaha to Mana.

By 2014-2015 Kaumualii Highway from Rice Street in Lihue west to Anonui Street was widened to four-lane expressway standards. The original 1936-era Nawiliwili Stream Bridge was repurposed to carry eastbound Hawaii Route 50 traffic whereas the then new 2014 span was pressed into service for westbound traffic.

During October 2016 the Historic American Engineering Record filed a report on the 1938-era and 1911-era Hanapepe River Bridges. The 1938-era span was then up for replacement and would be replaced by the Hawaii Department of Transportation in 2019. The 1938-era span was demolished upon Hawaii Route 50 being realigned onto the new Hanapepe River Bridge.

Hawaii Route 50 appears on the Hawaii Department of Transportation inventory list for Kauai.

Part 2; a drive on Hawaii Route 50

Westbound Hawaii Route 50 begins at Lihue at Rice Street. Traffic transitions from the terminus of Hawaii Route 56 at Rice Street onto Hawaii Route 50. Lihue historically was a small village which has been continuously occupied since pre-European contact. The town was formally named in 1837 by Royal Governor Kaikio'ewa when he relocated the Kauai governing seat from Waimea. The town has remained a commercial hub on Kauai and was selected as the Kauai County upon it being created in 1905.

Hawaii Route 50 intersects Hawaii Route 58 at Nawiliwili Road.

Hawaii Route 50 passes through Puhi and narrows to two-lanes.

Hawaii Route 50 intersects Kauai County Route 520 at Knudson Gap. This county route permits access to the town of Koloa.

Hawaii Route 50 enters the community of Lawai where it intersects Kauai County Route 530 at Koloa Road.

Hawaii Route 50 passes through Kalaheo and intersects Hawaii Route 540.

Hawaii Route 50 passes a vista of the Hanapepe River.

As Hawaii Route 50 approaches Eleele it passes the opposite terminus of Hawaii Route 540.

Hawaii Route 50 enters Eleele where it intersects Hawaii Route 541. Hawaii Route 541 permits access to Port Allen along Hanapepe Bay. Said port was constructed in 1906 as Eleele Landing. The port facility served as the head of the narrow-gauge Kauai Railway. The then new port facility and Kauai Railway permitted direct shipping access to the sugar plantations at Koloa and Kalaheo. In 1909 Eleele Landing was renamed as Port Allen. The new name was intended to honor Honolulu businessman Samuel Clesson Allen. Allen was originally a resident of Maine who was a ship owner and invested heavily in development of a port in Hanapepe Bay.

Hawaii Route 50 enters Hanapepe and intersects the original alignment of the Kaumualii Highway at Hanapepe Road. Prior to European contact the Hanapepe River was the site of a major village along southern Kauai. The modern town site would begin to develop in 1880 when the Eleele Plantation was founded. Additional plantations would be founded by the end of the century which would consolidate with the McBryde Sugar Company in 1899. Hanapepe would develop into a modern town plot which was largely centered around Hanapepe Road and the 1911-Hanapepe River Bridge. A construction boom would take place in the 1920s through the early 1930s. Hanapepe is often cited as the inspiration for the unnamed town in the movie Lilo and Stitch.

Hawaii Route 50 crosses the 2019-era Hanapepe River Bridge and intersects Kauai County Route 543 at Lele Road.

Hawaii Route 50 crosses the numerous vacant sugar fields west of Hanapepe and crosses the Waimea River Bridge into the town of Waimea. On the eastern side of the Waimea River the site of Russian Fort Elizabeth can be found. The fortification was constructed in 1817 following a treaty between Kuamuali'i and Russian-American Company representative Georg Anton Schäffer. The site is considered significant due to it being the most prominent location from which Russia sought influence over the Hawaiian islands.

Hawaii Route 50 passes through Waimea and intersects Hawaii Route 550 at Waimea Canyon Road. Hawaii Route 550 provides the most direct access northward to Waimea Canyon and Kooke State Parks. Waimea was a major village and is most well-known for the landing of British Captain James Cook on January 20, 1778. The first Catholic mission in Hawaii was established at Waimea in 1820. Waimea would later become a center of sugar cane harvesting activity on western Kauai.

Hawaii Route 50 passes through Kekaha and intersects Kauai Route 552 at Akialoa Road. Hawaii Route 50 continues west of Kekaha and terminates at the end of Kaumualii Highway approaching Barking Sands. Commercial sugar cane harvesting in Kekaha would begin in 1878 via a venture started by Valdimir Knudson and Hans L'Orange. The pair obtained sugar lease agreements in nearby Mana in 1886 and began operating the first steam locomotives between the two towns in 1887. The two mills would consolidate as Kekaha Sugar Company in 1898. Kekaka Sugar Company would later be purchased by Amfac in 1975 and shuttered in 2000.

Mount Pinos Highway

2026-04-08T04:00:00.363-04:00

Mount Pinos Highway is an approximately 10.2-mile rural corridor located in the Transverse Ranges of Los Padres National Forest. This corridor is named after Mount Pinos which is piece of the Salinian Block located at 8,831 feet above sea level.

Modern Mount Pinos Highway was constructed in the late 1950s as a functional replacement for Mill Canyon Road. The modern paved highway is eight miles long and fully maintained as Kern County Road 349 despite briefly dipping into Ventura County. The paved segment terminates at 8,300 feet above sea level at the Mount Pinos Nordic Base.

The remaining 2.2 miles of Mount Pinos Highway is a dirt surface corridor annexed from Mill Creek Road which continues to the summit of Mount Pinos and the Tumamait Trail. This dirt portion is generally closed to automotive access but is popular with hikers and cross-country skiers. Mount Pinos is the highest point in Ventura County and Los Padres National Forest.

Part 1; the history of Mount Pinos Highway

Mount Pinos is mountain peak located in Transverse Ranges of Southern California. At an elevation of 8,847 feet above sea level Mount Pinos is the highest point in Ventura County.

Mount Pinos lies close the San Emigdio Mountains but is comprised of materials from southernmost portion of the Salinian Block. The Salinian Block lies along the western trace of the San Andreas Fault and is generally comprised of uplifted granite. Mount Pinos carries a prominence of 4,800 feet from the surrounding terrain and is easily observable on clear days from southern San Joaquin Valley.

The Chumash Native Americans for name Mount Pinos is "Iwihimu." In the Samala language this name means "place of mystery." The summit of Mount Pinos is considered the center of the Chumash universe and is referred to as "Liyikshup."

The current name "Mount Pinos" came from Spanish explorers who found it notable due to the abundance of pine trees they found. Mount Pinos was an important waypoint on the Spanish overland corridor known as El Camino Viejo a Los Ángeles (translated as the Old Road to Los Angeles). This corridor is more well known in modern times as "El Camino Viejo."

The establishment of Fort Tejon spurred commercial logging interests in the San Emigdio Mountains and on Mount Pinos. A sawmill on the northern flank of Mount Pinos was established by Joseph Gale. Gale's sawmill would begin to supply lumber for construction of buildings at Fort Tejon (history of Los Padres National Forest) by 1857. Gale hauled lumber from Mount Pinos eastward along a road constructed through Mill Canyon which emerged into Cuddy Valley at what is now Lockwood Valley Road.

Logging operations would continue for decades along Mount Pinos. During the 1860s rumors would persist that a lost Spanish gold was located somewhere along the mountain. No significant sources of gold were ever found but the southern flank of the mountain was found to have ore deposits. These deposits were worked in the 1890s and early 1900s. These mining claims led to the plotting of the small community of Stauffer which was located near the existing logging road at Mill Canyon in Lockwood Valley.

Mount Pinos would be added to the Santa Barbara Forest Reserve in 1905. The reserve would be declared as Santa Barbara National Forest on March 4, 1907. Sawmill Mountain, Mount Pinos, the Mill Canyon Road (shown as a foot trail) and Frazier Borax Mine at Stauffer can all be seen on the 1908 United States Geological Survey map of Mount Pinos.

The 1924 Rand McNally Auto Trail map of California displays no major roadways from Lockwood Valley to the top of Mount Pinos.

During the early 1930s there would be numerous Civilian Conservation Corps projects within Santa Barbara National Forest. These projects were largely intended to enhance recreational access to National Forest lands. The Mill Canyon Road was upgraded to modern automotive standards along with Seymour Creek Road. Both roads are shown emerging from Lockwood Valley Road (shown as Lockwood-Ozema Road) towards the general vicinity of Mount Pinos on the 1935 Division of Highways map of Ventura County.

The first reported use of Mount Pinos as Forest Service fire lookout is from 1927. During World War II circa 1942-1943 a dual service fire lookout and Aircraft Warning Service (AWS) tower was constructed on the mountain. The structure was staffed by Forest Service workers who would report unknown aircraft sitings to the Army.

The Mount Pinos AWS tower can be seen below in a photo sourced from firetower.org.

The 1943 United States Geological Survey map displays Mill Canyon Road as the primary highway from Lockwood Valley to Mount Pinos. Mill Canyon Road is shown to be up to modern highway standards as far west as the junction with Seymour Creek Road. Seymour Creek Road is displayed as a primitive Forest Road.

Mill Canyon Road can be seen terminating at the Mount Pinos AWS tower on the 1943 United States Geological Survey map of Sawmill Mountain. Mount Pinos is then shown with an elevation of 8,831 feet above sea level. This has been corrected via modern surveys to 8,847 feet above sea level.

Following World War II usage of the Mount Pinos AWS tower seems to have waned. The mountain became more popular for recreational hiking due to the relatively easy to reach summit. The 1956 Shell Highway Map of California displays Mill Canyon Road as a major highway serving Mount Pinos.

During the late 1950s Kern County would construct Mount Pinos Highway as a new access road to the top of the namesake mountain. The then new highway despite dipping briefly into Ventura County was assigned as Kern County Road 349. The corridor originated at the intersection of Cuddy Valley Road and Mil Potrero Highway. The first westbound eight miles were comprised of a new surfaced grade whereas the final two miles to Mount Pinos were annexed from the existing Mill Canyon Road.

Mount Pinos Highway first appears on the 1959 United States Geological Survey map of Los Angeles. According to Pjamm Cylcing the gradient of the paved portion of Mount Pinos Highway is an average 5.6% incline. The steepest portions of the corridor are noted to be around 11% incline a short distance south of Cuddy Valley Road.

Mount Pinos Highway has become a popular departure point for winter cross country skiing. The Mount Pinos Nordic Patrol was established in 1976 as a volunteer rescue service based out of the paved end of Mount Pinos Highway.

Part 2; a drive and hike on Mount Pinos Highway

Westbound Mount Pinos Highway begins at the terminus of Cuddy Valley Road at Mil Potrero Highway. Traffic wishing to access California State Routes 33 and 166 are directed to follow Mil Potrero Highway westbound through Pine Mountain Club onward to Hudson Ranch Road. Mount Pinos Highway traffic is advised to continue straight and continue on the roadway for 8 miles.

Westbound Mount Pinos Highway begins a quick ascent and intersects Burbank Road.

Mount Pinos Highways continues to climb via a gentle but winding grade. Kern County Road 349 Postmile paddles are observable even in segment which dips into Ventura County. Mount Pinos Highway intersects both Mill Canyon Road (Forest Road 9N04) and Seymour Creek Road (Forest Road 8N05) a short distance from McGill Campground.

Mount Pinos Highway passes by the Mount Pinos Campground.

The paved portion of Mount Pinos Highway terminates at 8,300 feet above sea level. Numerous trails branch away from the parking area in front of the Mount Pinos Nordic Base. The Chula Vista Campground is where part of the now abandoned segment of Mill Canyon Road can be found. Signage indicates Mount Pinos can be reached by following the dirt part of Mount Pinos Highway.

A short distance from the beginning of the dirt portion of Mount Pinos Highway a gate is encountered. This gate appears to be maintained by Edwards Air Force Base and is intended to keep vehicles off the roadway. The road is largely open to only hikers and cross-country skiers.

The dirt part of Mount Pinos Highway is an easy grade which quickly emerges onto a clearing facing Mount Pinos.

An unmanned Edwards Air Force Base radar installation is located at the summit of Mount Pinos.

Two United States Geological Survey bench markers can be found at Mount Pinos.

The view facing east from the summit of Mount Pinos.

The view from Mount Pinos facing northward towards the San Emigdio Mountains, San Joaquin Valley and the Sierra Nevada range.

The start of the Tumamait Trail can be found immediately west of Mount Pinos. The trail is named after Vincent Tumamait who was a local native storyteller who lived from 1919-1992. Numerous features can be seen at the beginning of the trail such as Wheeler Gorge, Cuyama Valley, Carrizo Plain, the fold of the San Andreas Fault and San Joaquin Valley.

Little Tujunga Canyon Road

2026-04-06T04:00:00.172-04:00

Little Tujunga Canyon Road is an approximately 13-mile-long rural highway located in Angeles National Forest in the San Gabriel Mountains of Los Angeles County. As presently configured Little Tujunga Canyon Road begins at Osborne Street near the Los Angeles city limit in Pacoima and terminates at Sand Canyon Road near the city limit of Santa Clarita.

Little Tujunga Canyon Road is well renown for being an engaging curvy mountain highway which has numerous vistas of the San Gabriel Mountains. The highway was constructed during 1928-1931 to facilitate a hiking boom in Angeles National Forest. The corridor has two notable wooden truss bridges located in Buck Canyon and Pacoima Canyon.

Part 1; the history of Little Tujunga Canyon Road

Little Tujunga Creek is located northeast of the Los Angeles neighborhood of Pacoima. Said creek flows from the San Gabriel Mountains into Tujunga Wash. The word "Tujunga" is derived from the name of the Tongva tribal village of Tuxunga.

Construction of Little Tujunga Canyon Road commenced northward from the Los Angeles neighborhood of Pacoima in 1928. Construction of the highway corridor was intended to facilitate hiking access to the San Gabriel Mountains of Angeles National Forest. Notably the Buck Canyon Bridge would be a major milestone of the first year of construction on Little Tujunga Canyon Road. By 1931 the highway was extended through Pacoima Canyon and Bear Canyon to Sand Canyon Road near Newhall (now part of the city of Santa Clarita).

Little Tujunga Canyon Road can be seen on the 1935 Division of Highways map of Los Angeles County.

Little Tujunga Canyon Road can be seen facing northward in a 1940s era photo (San Fernadno Valley History photo).

Snowy conditions on Little Tujunga Canyon Road can be seen in a 1954-era photo (Los Angeles Public Library).

In 1959 the Buck Canyon Bridge and Pacoima Wash Bridge were both widened to two lane standards. Both wooden trusses went under cultural study in 2017 in advance of a wider Environmental Impact Report for their replacement.

Part 2; a drive on Little Tujunga Canyon Road

Osborne Street becomes Little Tujunga Canyon Road upon reaching the northern Los Angeles city limit in Pacoima. Northbound traffic is warned to expect curves for the next 11 miles.

Little Tujunga Canyon Road enters the namesake canyon and Angeles National Forest.

Little Tujunga Canyon Road crosses the Buck Canyon Bridge. The wooden design of this structure along with the Pacoima Wash Bridge form a unique looking triangle shaped trusses.

Little Tujunga Canyon Road climbs up Buck Canyon and skirts through a gap at Dillion Divide. Said divide is located at approximately 2,700 feet above sea level.

Little Tujunga Canyon Road begins a winding descent through Pacoima Canyon and crosses the Pacoima Wash Bridge.

Northbound Little Tujunga Canyon Road climbs to the top of Pacoima Canyon and enters Bear Canyon. Facing back southward reveals how winding the roadway in Pacoima Canyon actually is.

Little Tujunga Canyon Road intersects western Santa Clara Truck Trail. The Bear Divide Ranger Station and Los Angeles County Camp 9 Fire Department are listed as waypoints heading westbound.

Traffic is warned of 2 miles of mudflow conditions as Little Tujunga Canyon Road approaches the eastern junction with Santa Clara Truck Trail.

From the eastern Santa Clara Truck Trail junction there is a pullout which reveals an overlook of Little Tujunga Canyon Road snaking through Bear Canyon.

Little Tujunga Canyon Road descends through Bear Canyon and crosses a wash at the mouth of Sand Canyon. Little Tujunga Canyon Road terminates, and the road becomes Sand Canyon Road.

The roads of Avalon, California

2026-04-03T04:00:00.449-04:00

The city of Avalon is located on Santa Catalina Island in Los Angeles County. Much of the city street grid network was laid out from 1887 through 1929 as the community developed. Modern Avalon is substantially different than mainland California cities given the street network is designed for golf carts and small cars. It isn't uncommon to see Japanese Kei Car within Avalon and the city allegedly has a twenty year wait list for ownership. This blog explores the most notable roadways in the city of Avalon.

Part 1; a general history of Avalon and the city street grid

Archeological evidence for Native American inhabitation of Santa Catalina Island exists back to 5000 BC. Prior to European contact the lands along Avalon Bay on Santa Catalina Island were inhabited by the Tongva. By the 1830s era of Mexican governance in Alta California most of the Tongva population had either died off or had been relocated forcibly by missionaries. In 1846 the island was granted to Thomas M. Robbins as Rancho Santa Catalina by Governor Pio Pico.

Following the Mexican-American War the state of California would be established. During the early California Gold Rush Santa Catalina would see a brief mining boom following the finding of precious metal samples in 1854 by a party led by George Yount. By 1863 there were approximately seventy established mines on Santa Catalina Island which were often host to small mining camps. The Union Army would evict the miners in 1864 fearing Santa Catalina Island would become a base for piracy. The Army barracks above Isthmus Cove of Two Harbors is the oldest standing structure on the island.

Following the Civil War, German immigrant Augustus William Timms would establish a sheep herding business on Santa Catalina Island. Timms shipping vessel known as the Rosita was repurposed to carry vacationers to Avalon Bay to swim and fish. By 1883 Timms' Landing was comprised of three permeant wooden structures and approximately thirty tents. In July 1887 the entirety of Santa Catalina Island would be purchased by Los Angeles real estate developer George Rufus Shatto. Between 1887-1891 Shatto would subdivide a town site on Avalon Bay for lots ranging from $150 to $2,000. Shatto would lay out the street grid which is still used by the modern city of Avalon and would commission construction of the original Hotel Metropole on the Crescent Avenue.

Originally the town site at Avalon Bay was referred to as "Shatto" but it was never formalized. George Shatto's sister-in-law would suggest the town be called "Avalon" in reference to the island of Arthurian legend. By July 1891 the community had grown large enough to necessitate a school district.

In 1891 the Banning Brothers would purchase the entirety of Santa Catalina Island which included the small resort community of Avalon. Most of the community buildings within central Avalon were constructed during the era of Banning Brothers ownership. The notable Island Mountain Railway would open in downtown Avalon in 1904. Said line was a funicular design which permitted travel from an amphitheater at Avalon Bay to a ridge located near what is now the Buena Vista Scenic Overlook on Wrigley Road. From the vista the line descended back down to the water level at Lover's Cove.

The Island Mountain Railway can be seen in a 1905 era photo looking west from what is now the Three Palms Scenic Overlook on Wrigley Road. Pebbly Beach Road is shown not have yet been constructed.

The 1913 Wilson Map Company map of Santa Catalina Island shows the cross-island Stagecoach Road from Avalon as already having been constructed. Avalon would incorporate as a city on June 26, 1913.

The same map displays the early street grid of Avalon. Pebbly Beach Road is shown to have been constructed as an eastward extension of Crescent Avenue.

The Island Mountain Railway and Avalon Ampitheater can be seen in a 1914 era photo from the C.C. Pierce Photography Collection (courtesy PBS Southern California). The line would shutter in 1918 following a fire in Avalon which caused a tourism depression. The railway would reopen in 1921 but would ultimately close for a final time in 1923.

During February 1919 chewing gum magnate William Wrigley Jr. would purchase a controlling interest in Santa Catalina Island from the Banning Brothers. Wrigley would relocate the Chicago Cubs Spring Training facility to Avalon in 1921 at the corner of Tremont Street and Avalon Canyon Road. The Spring Training facility can be seen in an undated photo (Society for American Baseball Research). Cubs Spring Training would operate in Avalon until 1951 (excluding 1942-1945 World War II era disruptions).

In 1923 the idea of a Chimes Tower above Avalon was suggested by the wife of William Wrigley Jr. A site was chosen in the hills west of Crescent Avenue so the chimes could be heard throughout the community. To make the site of Chimes Tower accessible the so-called "Chimes Tower Road" was constructed branching from Stagecoach Road. The Avalon Chimes Tower would be complete in 1926 and is one of the most prominent features of the city.

During February 1928 construction of Catalina Casino and St. Catherine Way began. The casino building was located at what had been previously known as Sugarloaf Point. The twelve-story high structure opened on May 29, 1929, at the cost of $2,000,000. The building name uses the Spanish meaning for "casino" which roughly translates to "a place of gathering." The structure has never housed a gambling facility but rather contains a ballroom and theater.

Following the death of William Wrigley Jr. in 1932 his son Phillip took over the Santa Catalina Island Company. Construction of the Wrigley Memorial & Botanical Gardens along Avalon Canyon Road would take place between July 1933 through June 1934. The body of William Wrigley Jr. was originally interred at the memorial tower in a sarcophagus. His body was moved to Glendale, California in 1947.

The modern street grid layout of Avalon appears on a 1947 era tourism map of Santa Catalina Island.

In 1975 Phillip Wrigley deeded the Wrigley family shares Santa Catalina Island to the Catalina Island Conservancy. Said conservancy had been founded in 1972 and controls the undeveloped wilderness areas of Santa Catalina Island.

Part 2; scenes along Crescent Avenue

Crescent Avenue functions the main street of Avalon along the waters of Avalon Bay. The corridor spans from Pebbly Beach Road west to Maiden Lane.

Crescent Avenue from Clarissa Avenue west to Metropole Avenue as presently configured is only open to pedestrian traffic. The city of Avalon signs a bannered Truck Route which detours into the city via Clarissa Avenue.

Crescent Avenue westbound between Clarrissa Avenue and Catalina Avenue at night.

Scenes on Crescent Avenue west from Catalina Avenue to Metropole Avenue.

The Metropole Market Place and Hotel Metropole Entrance off of Crescent Avenue.

Westbound Crescent Avenue ends a short distance west of a roundabout which accesses St. Catherine Way, Whittley Avenue and Marilla Avenue.

Part 3; a drive on St. Catherine Way

St. Catherine Way begins at Crescent Avenue in downtown Avalon and extends west to the private resort road of Playa Azul.

Westbound St. Catherine Way initially follows Avalon Bay from Crescent Avenue to the Avalon Casino.

St. Catherine Way continues west of Catalina Casino along Descanso Bay and terminates at the privately owned Playa Azul. Rental carts and vehicles are directed to turn around past the Zip Line Eco Tour facility.

Part 4; a drive on Avalon Canyon Road to the Wrigley Memorial

General public access of Avalon Canyon Road extends from Tremont Street to the gate to Wrigley Memorial & Botanical Gardens. The roadway extends south of the Wrigley Memorial to Divide Road.

The paved part of Avalon Canyon Road extends from Tremont Street south to the gate of Wrigley Memorial & Botanical Gardens.

South of the gate Avalon Canyon Road is a dirt surface. Most visitors hike to the Wrigley Memorial. Those wishing to drive beyond must purchase a pass from the Catalina Island Conservancy.

The Wrigley Memorial tower carries an Egyptian theme and overlooks Avalon Bay.

Part 5; a drive on Pebbly Beach Road and Wrigley Road

Pebbly Beach Road begins at Crescent Avenue and ends at Wrigley Road near the namesake Pebbly Beach.

Wrigley Road begins at Dump Road and extends west to Clemente Avenue downtown Avalon.

Eastbound Pebbly Beach Road begins at Crescent Avenue and passes by Lover's Point.

Pebbly Beach Road enters an industrial area where the only automotive gasoline is available in Avalon. Pebbly Beach Road terminates at Wrigley Road. Signage directs rental cart traffic to turn onto westbound Wrigley Road.

Westbound Wrigley Road quickly ascends to the Three Palms Scenic Overlook.

Wrigley Road continues west to the Buena Vista Scenic Overlook of downtown Avalon.

The ruins of the Island Mountain Railway summit station can be found at the Buena Vista Scenic Overlook.

Wrigley Road descends through a winding grade and terminates at Clemente Avenue.

Part 6; a drive on Stagecoach Road and Chimes Tower Road

Stagecoach Road begins at Vieudelou Avenue and extends west to Airport Road. The name designation was once carried all the way west over Santa Catalina Island to the Two Harbors area. The actual roadway still is used but now carries multiple names.

Chimes Tower Road begins at Stagecoach Road and winds above St. Catherine Way to Vieudelou Avenue.

Stagecoach Road begins at the end of Vieudelou Avenue. Traffic heading uphill is directed to follow Stagecoach Road one-way to Chimes Tower Road.

Stagecoach Road ascends to the Smith Rose Overlook of Avalon.

Stagecoach Road ascends to a ridge where it intersects Chimes Tower Road. Traffic without a Catalina Conservancy Pass can't continue through the gate (via QR code) on Stagecoach Road and must return to Avalon on the one-way Chimes Tower Road.

Chimes Tower Road winds above St. Catherine Way to the namesake tower.

Chimes Tower Road returns to Stagecoach Road and Vieudelou Avenue.

Part 7; scenes and other facts about Avalon Roads

For the most part the center of Avalon can easily be walked. Most locals own golf carts and use them as their primary means of transportation. Rental carts are available, but the rates tend to be very high per hour and there are high amounts of competition for reservations from people departing cruise ships. The city tries to discourage (citation desired) private citizens from renting their carts, but they are often available if you ask around.

Cars aren't banned on Santa Catalina Island, but the city of Avalon limits their usage. The city requires two existing full-size vehicle permits leave the island before any new permits are issued. Trucks and SUVs aren't uncommon to see but most cars in Avalon are small. I found the Scion iQ to be common amongst modern cars given they are two-seat Toyota based city vehicles. Japanese Kei cars and vintage Mini Coopers are easily found in the city. Essentially any gasoline powered vehicle under 130 inches (55 inches in width) in length is considered by the city as an Autoette (including golf carts). Each residence by default is permitted a single Autoette.

Vons and Starbucks appear to be the only big chain businesses in Avalon. The Vons parking lot is configured largely for golf carts and small cars.

The 1911 Hanapepe River Bridge (Old Kaumualii Highway)

2026-04-02T04:00:00.069-04:00

The 1911-era Hanapepe River Bridge is located in the Kauai community of Hanapepe and is the first tee beam span constructed in the state of Hawaii. This structure served as Kaumualii Highway during the 1911-1917 era development boom of the Kauai Belt Road. Much of the business district would be subsequently constructed immediately east of this span along what is now Hanapepe Road.

The 1911-era Hanapepe River Bridge was replaced in 1938 by a two-lane span a short distance to the south. The 1938 span would become part of Hawaii Route 50 when the Hawaii Route System was expanded to Kauai in 1955. Ultimately the 1911-era Hanapepe River Bridge would outlive the 1938-era replacement as the latter span was replaced and demolished in 2019.

This page is part of the Gribblenation Hawaii Roads series. A compellation of all Hawaii-related media from both Gribblenation and RoadwayWiz can be found by clicking here.

Part 1; the history of 1911 Hanapepe River Bridge

The 1911-era, 1938-era and 2019-era Hanapepe River Bridges have all been at points of time components of the Kaumualii Highway (now Hawaii Route 50). Kaumualii Highways begins at Rice Street in downtown Lihue and continues west along the southern coast of Kauai. The western terminus is located at Lio Road near the entrance to the Pacific Missile Range Facility at Barking Sands.

National Register of Historical Places application for inclusion of Kuhio Highway

Prior to European contact the Hanapepe River was the site of a major village along southern Kauai. The modern town site would begin to develop in 1880 when the Eleele Plantation was founded. Additional plantations would be founded by the end of the century which would consolidate with the McBryde Sugar Company in 1899. Hanapepe would develop into a modern town plot which was largely centered around Hanapepe Road and the 1911-Hanapepe River Bridge. A construction boom would take place in the 1920s through the early 1930s. Hanapepe is often cited as the inspiration for the unnamed town in the movie Lilo and Stitch.

In 1938 a tee beam bridge would be constructed at the Hanapepe River as the then new alignment of Kaumualii Highway. The then new bridge was built concurrent with a bypass of downtown Hanapepe which redirected traffic from the heart of the community.

The 1938-era Hanapepe River Bridge along with the 1911-era span can both be seen in the below photo taken during 1941. In 1955 the Hawaii Route System was expanded to Kauai. Hawaii Route 50 was assigned to the entire corridor of Kaumualii Highway from Lihue west to Bonham Air Force Base at Barking Sands.

Part 2; a visit to the 1911 Hanapepe River Bridge

As modern westbound Hawaii Route 50 departs Eleele it passes by the original alignment of the Kaumualii Highway at Hanapepe Road. Traffic is advised that the historical downtown area can be accessed via Hanapepe Road.

Hanapepe Road is lined with older commercial buildings from the sugar plantation heyday of Hanapepe. The Hanapepe Swinging Bridge can be found a short distance north of downtown. This swinging span was constructed in 1911 to aid plantation workers coming and going from job sites.

Hanapepe Road has numerous murals painted onto older buildings. Several depict characters from Lilo and Stitch.

Westbound Hanapepe Road makes a right-hand turn onto itself at Hana Road. Traffic is advised of the one-lane 1911-era Hanapepe River Bridge ahead.

This view faces west over the Hanapepe River Bridge. The year "1911" is stamped onto the structure and an elevated walkway permits pedestrian access. It is unclear if this walkway was an original structural element.

Frazier Mountain Park Road

2026-04-01T04:00:00.131-04:00

Frazier Mountain Park Road is an approximately 7.1-mile-long rural highway located Cuddy Canyon of Kern County. This corridor begins at Interstate 5 Exit 205 and extends through the community of Frazier Park to the junction of Lockwood Valley Road and Cuddy Valley Road. Frazier Mountain Park Road is presently maintained as Kern County Mountain Road 368. Frazier Mountain Park Road essentially is a modernization of El Camino Viejo which had been in common use as early as 1780.

Frazier Park was established in 1925 south of Frazier Mountain by Harry McBain. The original road through the community was inherited from El Camino Viejo and came to be known as Frazier Mountain Park Road. Frazier Mountain Park Road moved to a bypass in 1971 when a series of three bridges were constructed to the south over Cuddy Creek. The original corridor in Frazier Park was subsequently renamed as Mount Pinos Way.

Part 1; the history of Frazier Mountain Park Road

The general corridor of Frazier Mountain Park Road follows the established routing of El Camino Viejo between Tejon Pass and Cuddy Valley. The roadway is named after the 8,017-foot-high Frazier Mountain and is located north of it. Frazier Mountain is part of the Transverse Ranges and is similar to nearby Mount Pinos.

Frazier Mountain can be seen near the junction of the Stockton-Los Angeles Road and El Camino Viejo on the 1882 Bancroft's map of California.

El Camino Viejo in the vicinity of Frazier Mountain can be seen in detail on the 1903 United States Geological Survey map of Tejon Pass.

In 1925 a new community was plotted north of Frazier Mountain by Henry McBain. The then new community was named after Frazier Mountain in 1926. The Frazier Park Post Office would open on September 14, 1927.

Frazier Park can be seen west of Tejon Pass and US Route 99 on the 1935 Division of Highways map of Kern County. El Camino Road west of Tejon Pass to Lockwood Valley Road was renamed as Frazier Mountain Park Road.

Frazier Mountain Park Road can be seen in detail passing through downtown Frazier Park on the 1942 United States Geological Survey map of Frazier Park.

In 1971 Frazier Mountain Park Road was realigned onto a southern bypass of Frazier Park. The then new bypass route required three bridges over Cuddy Creek be constructed. The original highway aligned through Frazier Park was renamed as Mount Pinos Way and is signed as the "Old Town Business Loop."

Both Frazier Mountain Park Road and Mount Pinos Way appear at Frazier Park on the 1991 United States Geological Survey map of Frazier Park. The entirety of Frazier Mountain Park Road is maintained as Kern County Mountain Road 368.

Part 2; a drive on Frazier Mountain Park Road

Westbound Frazier Mountain Park Road begins at Interstate 5 Exit 205 near Tejon Pass. Traffic departing the freeway is advised Frazier Park is 3 miles away. The Mount Pinos Recreation Area is signed as being 12 miles away.

Westbound Frazier Mountain Park Road upon departing the freeway intersects Lebec Road (in Kern County) and Ralphs Ranch Road (in Los Angeles County). Both roadways were part of US Route 99 along the original Ridge Route alignment.

Frazier Mountain Park Road rides the Kern County/Los Angeles County line briefly as a four-lane highway. The roadway narrows and enters Los Padres National Forest.

Frazier Mountain Park Road enters Frazier Park and passes Mount Pinos Way.

From Frazier Mountain Park Road there are numerous signs for the "Old Town Business Loop" directing traffic to Mount Pinos Way. This particular sign is seen approaching Monterey Trail.

Frazier Mountain Park Road continues west of Frazier Park through Cuddy Canyon and terminates at Lockwood Valley Road. Traffic continuing west transitions onto Cuddy Valley Road.

Jesus Maria Road (Calaveras County)

2026-03-30T04:00:00.132-04:00

Jesus Maria Road is a mostly single lane rural highway corridor located in the Sierra Nevada foothills of Calaveras County. As presently configured Jesus Maria Road begins at Railroad Flat Road and extends approximately 13 miles west to California State Route 26 near Mokelumne Hill.

Jesus Maria Road is named after the former Gold Rush era townsite of Jesus Maria. The town and road were both named after a Mexican farmer who resided in the area during the mining heyday of Calaveras County. The town of Jesus Maria would largely be defunct by the 1890s and there are no longer any vintage structures remaining. Much of Jesus Maria Road east of the namesake town originally followed Whiskey Slide but was realigned onto the modern alignment in the 1940s. Calaveras County designates Jesus Maria Road as County Road 27 and has recently surfaced most of the corridor.

Part 1; the history of Jesus Maria Road

Jesus Maria Road is named after the former mining community and ghost town of Jesus Maria. The community was founded around placer mining claims found on what is now Jesus Maria Creek near the beginning of the 1850s. The community's name comes from a Mexican farmer who sold melons to miners. Little is known about Jesus Maria other than he resided near the town which bore his name and was listed as being 53 years of age in an 1860 era census.

Jesus Maria likely had a peak population approaching 500 residents as the community had 213 registered votes in an 1854 election. Approximately half of the community would burn in an 1861 and later in the decade it would become more popular as a hub for farming. Most of the mining ditches (such as Whiskey Slide) in the area were repurposed as irrigation systems.

Early Jesus Maria Road is displayed in detail on the 1889 United States Geological Survey map of Jackson. The alignment used in 1889 is shown to be virtually identical to the modern highway from the vicinity of Mokelumne Hill to the Jesus Maria town site. East of the Jesus Maria townsite the roadway is shown to largely follow Whiskey Slide to the vicinity of modern Whiskey Slide Road. Continuing eastward much of Jesus Maria Road is shown following much of the modern alignment with the exception of a southeast jog towards a sawmill near Sheep Ranch.

By the early 1890s much of Jesus Maria was largely devoid of inhabitants. Notably the early home of John and Louisa Gnecco would burn in 1898. By the stare of the 20th century there was reportedly only three 1850s era adobe structure left in Jesus Maria. Jesus Maria Road can be seen passing through the remains of the town site in a 1900 era photo (Calaveras County Historical Society).

The January 18, 1936, Calaveras Prospect reported only two remaining adobe structures belonging to the Carvana and Gnecco families in Jesus Maria. The Carvana Store can be seen along Jesus Maria Road in 1937 (Judge Smith Collection photo sourced from the Calaveras County Historical Society).

The modern alignment of Jesus Maria Road east of the namesake town site first appears on the 1948 United States Geological Survey map of Mokelumne Hill. The then new alignment is shown passing through Giuffra Ranch through a winding grade south of Whiskey Slide. The eastern end of Jesus Maria Road is shown to be realigned to where it now terminates at Railroad Flat Road.

In 1947 the Jesus Maria townsite was purchased by Willard Hughes. Hughes was an ancestor of one of the original town inhabitants. It isn't clear when the Carvana Store was demolished but it wasn't present when the 2015 era Butte Fire burned the Jesus Maria town site. The fire destroyed the remaining 1850s adobe structure once owned by the Gnecco family. Much of Jesus Maria Road would be resurfaced after the Butte Fire.

Part 2; a drive on Jesus Maria Road

Westbound Jesus Maria Road begins at Railroad Flat Road.

Jesus Maria Road is striped for two lanes westward to Rainbow Road. The corridor drops to a wide single lane from this point.

Jesus Maria Road continues west and intersects Whiskey Slide Road. The Jesus Maria Road corridor is signed with Postmile paddles indicating it is designated as Calaveras County Road 27.

Jesus Maria Road emerges onto the burn scar of the Butte Fire. The cleared forest provides a clear view of Jackson Butte across the Mokelumne River in Amador County.

Jesus Maria Road descends to the Jesus Maria town. There are no vintage structures left in the former community. A historical plaque used to be present but appears to have been destroyed by the Butte Fire.

Jesus Maria Road continues west and crosses a bridge located at the confluence of Santa Maria Creek at the North Fork Calaveras River.

Jesus Maria Road climbs from the North Fork Calaveras River and terminates at California State Route 26 near Mokelumne Hill.

Did Caltrans just kill the G26 cutout US Route shields?

2026-03-29T23:47:00.001-04:00

The US Route System was formally created by the American Association of State Highway Officials during November 1926. Through the history of the system the only state to which has elected to maintain cutout US Route shields has been California. The G26 series cutout US Route shields have become a favorite in the road enthusiast hobby and are generally considered to be much more visually pleasing than the standard Federal Highway Administration variant. However, the G26 shield series appears to have been killed off on January 18, 2026, when Caltrans updated their Manual of Uniform Traffic Control Devices.

This blog will examine the history of the US Route shield specifications in California and what is happening with the 2026 changes. The blog cover photo is facing towards the terminus of California State Route 136 and at a G26-2 specification US Route 395 shield. In the background Mount Whitney can be seen in the Sierra Nevada range.

The 2026 Caltrans Manual of Uniform Traffic Control Devices revision killed the G26 series cutout US Route shields

When the US Route System was created by the American Association of State Highways Officials (AASHO) during November 1926 the original reassurance highway shield was a cutout design which resembled the Great Seal of the United States. The original shield design was an embossed stamped steel design with porcelain enamel paint. The shield carried the highway number in the bottom of the shield and the state name in the crown.

The standard size for the original US Route shield had a height of 16 inches and a width of 16.5 inches. A smaller city design was also permitted by AASHO but never had an analog in California.

This graphic depicts the standard design of the original US Route shield (Scott Nazelrod and Levente Jakab graphic).

Below the original US Route shield design can be seen at the junction of US Routes 60 and 89 in Wickenburg during May 1931 (Arizona Highways photo).

The January 1926 volume of California Highways & Public Works covered the then planned US Route System. The initial draft of the US Route System was approved by the Secretary of Agriculture during November of 1925. The US Route System within California was approved by California Highway Commission with no changes recommended. The article describes the standardization of the planned US Route shield and features a drawing of the design.

The Division of Highways would outsource the initial run of US Route shields in California to the Automobile Club of Southern California (ACSC) and California State Automobile Association (CSAA). The Auto Clubs had previously been contracted to sign Auto Routes within California along with several neighboring states. The ACSC covered southernmost counties in California whereas the CSAA covered the majority of California north of the Los Angeles County/Kern County line.

The Auto Clubs would begin to sign the US Routes in California beginning in 1928. The Auto Club designs of the US Route shield rather than using an embossed sign used a flat variation instead. This flat variation was coated in porcelain to ensure longevity in-field. The Auto Club logo was also included at the bottom of the shield.

Below an original Auto Club style US Route 466 shield can be seen on J Street (now Sierra Highway) in Mojave multiplexed with California State Route 7 at some point between 1935-1937. The California Sign Route system was commissioned during August 1934 and was also initially signed by the Auto Clubs.

The initial Auto Club style US Route and State Sign Route shields specifications were changed in 1937 to include an option for reflectors. The reflectors were intended to be used in applications where enhanced visibility would be valuable. The new reflector designs for the US Route and State Sign Route shields were featured in an April 1937 California Highways & Public Works regarding "Guide" signs. A simplified version of the US Route shield intended for overhead gantry use is shown in the chart graphics. This simplified gantry design would form the basis for what became the G26-1 US Route shield.

The 1937 Auto Club US Route shield design can be seen prominently displayed at the Four-Level Interchange in downtown Los Angeles below during late 1940s.

The simplified gantry-style US Route shield can be seen below on southbound US Route 97 at the California state line.

The first Federal Manual of Uniform Traffic Control Devices (MUTCD) was published in 1935 and incorporated the original AASHO US Route design. The standard US Route shield was modified in 1948 to use what is now modern Federal Highway Administration (FHWA) typeface. The 1948 shield unlike the original was not embossed and included an option for a 24x24 square blank shield. The 24x24 shield was simplified with the state name, cross bar and "U.S." all omitted.

1948-specification MUTCD US Route shields can be seen below in a publicity photo taken for a May 1963 article in the Flint Journal.

The Division of Highways would pick up responsibility for signing the State Highway corridors during the 1940s. The California specification US Route shield would be simplified along with the State Sign Route shield in 1956. The US Route shield design remained a cutout but was enlarged for visibility. The new design omitted the California state name and crossbar was removed. An option remained for usage of reflectors in the US Route shield. The 1956-specification would form the basis for the G26-2 style US Route shield.

The September/October 1956 California Highways & Public Works featured the changes to both the US Route shield and State Sign Route spade.

A 1956-style California style US Route 466 shield can be seen below as a display piece (Dennis and Tinker Darr photo). The 1956 specification still used steel and non-reflective porcelain.

In 1961 the standard MUTCD US Route shield switched to the 24x24 blank whereas the more ornate 1948-era cutout was retained for reassurance use. Most states would opt to use the 24x24 blank shield as aluminum and reflective surfacing vinyl started to become widely adopted. The 24x24 blank was not adopted in California.

A 1961-era specification MUTCD style US Route 312 shield from Montana can be seen below (Tom Fearer collection).

In 1964 the California Division of Highways adopted the modern G26 series US Route shields and green G28 series State Sign Route shields. The 1964-specification shields were constructed from aluminum and used reflective vinyl sheeting. The use of reflective vinyl negated the need to use reflectors on G26-2 shields. Reflectors would continue to be used on G26-1 gantry US Route shields until the late 1990s.

Below a modern G26-2 US Route 395 shield can be seen at the terminus of California State Route 136.

Below a modern G26-1 US Route 101 shield can be seen on California State Route 1 near Rockport in northern Mendocino County.

In 1966 Congress would pass the Highway Safety Act. Said act required all state highway departments to create a safety program by December 31, 1968, and adhere to uniform standards set by the United States Department of Transportation (USDOT) as a condition for Federal-Aid funds. Non-compliance carried a 10% reduction in funding as a penalty.

The Federal Highway Administration was created on April 1, 1967, as a branch of the USDOT. The FHWA was assigned responsibility for overseeing changes to specification in the Federal MUTCD. The FHWA updated the US Route shield design to the modern M1-4 specification in 1971. The 1971 shield had a fattened shield crown to permit larger numbers and a wider 36-inch design to accommodate three-digit highways. The design is intended to be promote better visibility with highway numbers but in the opinion of this author is quite ugly.

A modern 1971-specification two-digit US Route 67 shield from Texas can be seen below (Tom Fearer collection).

A modern 1971-specification three-digit US Route 202 shield for Pennsylvania can be seen below (Tom Fearer collection).

The California Division of Highways would be consolidated into modern Caltrans in 1972. Caltrans would mostly retain the Division of Highways MUTCD specifications well into the 21st century. This included the use of G26 series cutout US Route shields instead of M1-4 style blanks.

Some states such as Florida also had derivatives of the US Route shield. The Florida Department of Transportation had been using colored US Route shields until the FHWA threatened funding reductions under the purview of the 1966 Highway Safety Act. The threatening of Federal-Aid reductions for the most part has kept states in line with using the M1-4 US Route shield in addition to other Federal MUTCD standards.

The G26 series US Route shields can be seen as being specified in the Chapter 2D of the 2014 Caltrans MUTCD.

On January 18, 2026, Caltrans published a new revision of the state MUTCD. The Caltrans specifications were updated align the 2023 revision of the FHWA MUTCD.

A full copy of the 2026 Caltrans MUTCD can be found at the below hyperlink. It does contain other items popular in the road enthusiast hobby such as Mile Markers.

2026 Caltrans MUTCD

2026 Caltrans MUTCD Chapter 2D specifies the use of M1-4 US Route shields. The chapter contains no mention of the G26 cutout US Route shields. There is no explanation given in the chapter for the elimination for the G26 shield series.

Did Caltrans just kill the G26 cutout US Route shields? Every indication in the 2026 Caltrans MUTCD seems to indicate the G26 shield series is in fact dead. At this point it is not clear why Caltrans elected to change to the M1-4 US Route shield. It is possible that someone made a mistake on the latest Caltrans MUTCD but that doesn’t seem likely with how frequently the M1-4 appears in the document. Thus far nobody in the hobby has able to obtain a comment from Caltrans on the matter.

In the opinion of this author the elimination of the cutout US Route shield is an outright shame and one of the most disappointing things to happen in the realm of standardized highway signage in quite some time. The timing is especially disappointing given the US Route System is celebrating a centennial anniversary on November 11, 2026.

The G26 series of cutout US Route shields will likely persist on California highways for decades to come. Gantry replacements of G26-1 shields often comes slowly due to funding requirements and many G26-2 were replaced in recent years with SB1 funds. It is likely that cutout US Route shields in California will be still plentiful for several decades.

Incidentally this happens to be the 3,000th article posted on the blogger.com iteration of Gribblenation. If you have read this far, we are celebrating our 25th year as a site and may have an upcoming podcast about our history as part of Season 3 of California Highways: Route by Route.

Sheep Ranch Road (Calaveras County)

2026-03-27T04:00:00.128-04:00

Sheep Ranch Road is an approximately 13.4-mile rural highway located in the Sierra Nevada foothills of Calaveras County. This roadway begins at Main Street in the town of Murphys and terminates at Railroad Flat Road after passing through the namesake community of Sheep Ranch. Sheep Ranch is a town site which was plotted following the discovery of gold in 1860 at ranching lands owned by George Johnson. The community is most famous for the Sheep Ranch Mine which was worked from 1867-1942.

Part 1; the history of Sheep Ranch Road

Sheep Ranch Road is named after the Gold Rush community of Sheep Ranch. Said community is located approximately nine miles north of the town of Murphys.

During the early California Gold Rush George Johnson owned a sizeable sheep ranch north of Murphys. Johnson's ranch was found to have gold ore deposits in 1860 which led to an influx of miners settling in the area. The mining camp grew into a small town called "Sheepranch." The early community was famous for being part of an open range which sheep freely roamed at.

Early Sheepranch was bolstered by the opening of the Sheep Ranch Mine in 1867. The community would receive Post Office service beginning in 1877 and a formal town site would be surveyed in 1878. The Sheepranch town plot was formally patented by a Calaveras County judge J.H. Reed in 1880. George Hurst (father of William Randolph Hearst) would purchase the Sheep Ranch Mine in 1897 but sold it off in 1898. The Sheep Ranch Mine would remain worked as an actively until 1942. In modern times the community's name appears in official records as "Sheep Ranch."

Sheep Ranch Road appears in detail on the 1891 United States Geological Survey map of Big Trees. The corridor of Sheep Ranch Road was part of a larger highway which connected Murphys northwest to Mokelumne Hill via Sheep Ranch, Mountain Ranch and Jesus Maria.

Modern Sheep Ranch Road appears on the 1914 Punnett Brothers map of Calaveras County aligned from Main Street in Murphys to Railroad Flat Road (near Mountain Ranch) via Sheep Ranch.

Sheep Ranch Road appears as a major local highway (dotted line) on the 1935 Division of Highways map of Calaveras County.

Part 2; a drive on Sheep Ranch Road

Northbound Sheep Ranch Road begins at Main Street in Murphys. The history of Vallecito and Murphys are strongly tied together. Both were founded by John and Daniel Murphy during the California Gold Rush. What became Vallecito was plotted first as Murphy's Diggings. The brothers would found another gold mining camp a short time later to the northeast which was initially known as New Murphy's Diggings. New Murphy's Diggings would receive Post Office Service in 1851 and would be renamed as Murphy's. The community's name would be shortened to just "Murphy" in 1894.

Sheep Ranch Road from Main Street to Church Street only carries one-way northbound traffic. Sheep Ranch Road quickly climbs out of Murphys to a bluff where it intersects Mercer Cave Road. Mercer Caverns is a popular tourist attraction in the Murphys area. The caverns were discovered in 1885 by Walter J. Mercer who filed a mining claim. The caverns being part of the Calaveras Formation contained large amounts of marble and thus never had any sizeable precious metal deposits. Mercer Caverns was fully mapped in 1986 and found to be 3,389 feet long.

Sheep Ranch Road descends to San Domingo Creek and crosses it via a culvert style bridge.

Northbound Sheep Ranch Road climbs to a junction with Avery-Sheep Ranch Road. Traffic continuing straight transitions to eastbound Avery-Sheep Ranch Road whereas traffic wishing to continue on northbound Sheep Ranch Road must turn left. Signage indicates Sheep Ranch is 2.2 miles from the junction.

Sheep Ranch Road continues northward and crosses San Antonio Creek. The roadway continues to ascend and enters the community of Sheep Ranch. Sheep Ranch is located at 2,359 feet above sea level.

Sheep Ranch Road approaches Main Street and performs a hairpin. Main Street in Sheep Ranch has several vintage structures and historic plaques. The community was almost wiped by the 2015 Butte Fire which was stopped approximately a quarter mile from town.

Sheep Ranch Road departing Sheep Ranch passes through a small rancheria reserved for the California Valley Miwok Tribe. This 0.92-acre reservation was purchased by the Federal Government in 1916 for Miwok tribal members local to the Sheep Ranch area and was originally known as "Sheep Ranch Rancheria."

Sheep Ranch Road widens to two lanes and ascends to a terminus at Railroad Flat Road.

Hawaii Route 541

2026-03-26T04:00:00.090-04:00

Hawaii Route 541 is the shortest State Highway on the island of Kauai at 0.37 miles. This highway begins at Hawaii Route 50 (Kaumaualii Highway) in Eleele and follows Waialo Road the commercial facilities at Port Allen. Hawaii Route 541 is one of the original 1955-era Hawaii Routes designated for Kauai and functionally has never been altered. Port Allen is the second largest commercial port on Kauai and was originally constructed in 1906 as the head of the Kauai Railway.

This page is part of the Gribblenation Hawaii Roads series. A compellation of all Hawaii-related media from both Gribblenation and RoadwayWiz can be found by clicking here.

Part 1; the history Hawaii Route 541

Hawaii Route 541 serves Port Allen which is located on Hanapepe Bay in the community of Eleele. Said port was constructed in 1906 as Eleele Landing. The port facility served as the head of the narrow-gauge Kauai Railway. The then new port facility and Kauai Railway permitted direct shipping access to the sugar plantations at Koloa and Kalaheo.

In 1909 Eleele Landing was renamed as Port Allen. The new name was intended to honor Honolulu businessman Samuel Clesson Allen. Allen was originally a resident of Maine who was a ship owner and invested heavily in development of a port in Hanapepe Bay. Port Allen Airport became the first passenger air terminal on Kauai which began service on November 12, 1929.

During the 1930s Port Allen would see an influx of lumber imports onto Kauai. The port was used extensively in 1935 for the offloading of timber to be used by the Civilian Conservation Corps for construction of their camp at Kokee.

Despite the Kauai Railway shuttering in 1947 the facility at Port Allen would remain popular to ship sugar exports from. In 1948 the United States Army Corps of Engineers would undertake several projects to modernize the facility. The Army constructed a 1,126-foot-long breakwater, excavate a 35-foot trench and 500-foot harbor entrance.

In 1955 the Hawaii Route System was expanded to Kauai. Hawaii Route 541 was assigned to Waialo Road which connected Hawaii Route 50 (Kaumaulii Highway) in Eleele to Port Allen.

Functionally Hawaii Route 541 has never changed and can be seen in detail on the 1963 United States Geological Survey map of Hanapepe. Port Allen in modern times is the second largest commercial port on Kauai.

Part 2; a drive on Hawaii Route 541

Hawaii Route 541 begins at Hawaii Route 50 in Eleele.

Hawaii Route 541 is the shortest state highway on Kauai at 0.37 miles. The highway follows Waialo Road southward to the entrance to the Port Allen Commercial Pier where it terminates.

Former California State Route 4 on Main Street in Douglas Flat

2026-03-23T04:00:00.069-04:00

Douglas Flat is a small former mining community founded in the 1850s in Calaveras County between Vallecito and Murphys. When California State Route 4 was commissioned in 1934 it followed the existing highway corridor through Douglas Flat via Main Street. The original corridor would persist until 1961 when Main Street was bypassed a new alignment located a short distance eastward. The 1961-era bypass of Douglas Flat was part of larger project which saw California State Route 4 also bypass Vallecito and Murphys.

The original alignment of California State Route 4 in Douglas Flat can be seen in detail on the 1948 United States Geological Survey map of Columbia.

Part 1; the history of California State Route 4 in Douglas Flat

Douglas Flat was settled as a mining camp during the early 1850s between what is now Vallecito and Murphys. By 1857 the Harper and Lone Star claims had produced $130,000 in gold. The community was located near ancient river deposit of gold which is known as the Central Hill Channel.

Vallecito was brought into the State Highway by 1924 Legislative Chapter 375 as Legislative Route Number 24. Said legislation filled a gap in Legislative Route Number 24 (Alpine State Highway) from Calaveras Big Trees west to Angels Camp. The original Alpine State Highway alignment through Douglas Flat was carried by Main Street.

In the August 1934 California Highways & Public Works the initial Sign State Routes were announced. California State Route 4 was announced as the highway crossing Ebbetts Pass via Legislative Route Number 24 and terminating at California State Route 89 (near the unbuilt segment of Legislative Route Number 23) near Markleeville. California State Route 4 was signed through Douglas Flat originally along Main Street.

California State Route 4 can be seen passing through Douglas Flat along Main Street on the 1935 Division of Highways map of Calaveras County (solid red line).

The original alignment of California State Route 4 in Douglas Flat can be seen in detail on the 1948 United States Geological Survey map of Columbia.

The November/December 1961 California Highways & Public Works announced a project to rebuild and straighten California State Route 4 between Angels Camp-Murphys had recently been completed. The project bypassed Vallecito via a new alignment straying north of Angels Road and Main Street. The new State Highway alignment tied into an extension of Parrotts Ferry Road which bypassed Vallecito to the east. The same project also bypassed Main Street in Douglas Flat in addition to Main Street and Big Trees Road in Murphys.

Part 2; a drive along Main Street in Douglas Flat

From modern California State Route 4 traffic is advised of a historical California State Historical Plaque #272 can be found on along the original alignment on Main Street. Said plaque is reportedly missing and is in need of replacement.

There are very few structures from the heyday of the Douglas Flat community to be found on Main Street. One significant remaining structure is the Italian Store built by Antonio and Caterina Gagiardo in 1861. The structure once served as a Wells Fargo office for a time and contained a safe which housed gold from the nearby mines.

Main Street consolidates with modern California State Route 4 east of the Italian Store.

Old Wards Ferry Road

2026-03-20T04:00:00.091-04:00

Old Wards Ferry Road is an approximately 3.6-mile portion of the original alignment of Wards Ferry Road located near the city of Sonora, California. As currently configured this older alignment begins at modern Wards Ferry Road near Curtis Creek and terminates in Sonora at Sanguinetti Road. The Olds Wards Ferry Road corridor is largely defined by the single lane 1914-era arch concrete bridge at Curtis Creek.

Wards Ferry Road is one of the oldest road corridors in Tuolumne County having been set up as a ferry crossing by Joesph Ward during 1850. Wards Ferry Road was once the primary connecting highway between the communities of Big Oak Flat and Sonora. Wards Ferry Road is most well-known from the largely one-lane wide alignment through Murderer's Gulch where it crosses the Tuolumne River via heavily graffitied 1971 Wards Ferry Bridge. Pictured as the blog cover is the 1897 Wards Ferry Bridge as it was during 1951. The 1897 Wards Ferry Bridge was built upon the anchoring piles of the original 1879 Wards Ferry Bridge which had burned during 1891.

Part 1; the history of Old Wards Ferry Road

According to Groveland Museum historian Joe Hopkins a ferry crossing across the Tuolumne River across what is now known as Murderer's Gulch was developed by Joseph Ward during 1850. Joseph Ward was ultimately murdered by the highway robbers during 1854 at the site of his ferry at the Tuolumne River. The murder of Joseph Ward would be the inspiration for the name for what is now known as Murderer's Gulch. The highway between Sonora and Big Oak Flat would ultimately assume the name "Wards Ferry Road" from the site of Joseph Ward's ferry. Below a 2019 ABC 10 interview with Joe Hopkins can be viewed:

Below Wards Ferry Road can be seen as the primary highway connecting Sonora and Big Oak Flat on the 1873 Bancroft's Map of California, Nevada, Utah and Arizona.

During 1879 a tolled suspension bridge was constructed in Murderer's Gulch at the site of Wards Ferry. According to Jon Hicks and Ron P. Parker the 1879 Wards Ferry Bridge was burned by bandits January 31, 1891, to cover the murder toll taker Charles Pease and his friend Byron Lowe. The 1879 Wards Ferry Bridge can be seen in the undated photo below (courtesy Ron P. Parker).

The original northern terminus of Wards Ferry Road was located at Sanguinetti Road in Sonora. This can be seen on the 1893 United States Geological Survey map of Sonora (marked in blue).

According to Ron P. Parker a truss span was completed utilizing the anchoring piles of the 1879 Wards Ferry Bridge on November 12, 1897. Below the 1897 Wards Ferry Bridge can be seen along with a wagon crossing the Tuolumne River (courtesy Ron P. Parker).

Wards Ferry Road and the site of the 1897 Wards Ferry Bridge can be seen below on the 1912 United States Geological Survey Map of the Sonora Area.

During 1914 Tuolumne County constructed an arch concrete bridge on Wards Ferry Road at Curtis Creek. This 46.9-foot-long single lane structure would be the impedes for the alignment of Wards Ferry Road to shift towards Tuolumne Road.

Wards Ferry Road was largely unaffected by the completion of the first iteration Don Pedro Dam in 1923. The original Don Pedro Reservoir was not large enough to reach the sites of Murderer's Gulch and the 1897 Wards Ferry Bridge. The 1897 Wards Ferry Bridge can be seen during 1951 in a University of California Davis sourced photo.

The 1935 Division of Highway map of Tuolumne County displays Wards Ferry Road realigned north of Curtis Creek towards Tuolumne Road near Standard. This new alignment while less direct to Sonora did not require replacing the Curtis Creek Bridge. The original alignment from near Curtis Creek to Sonora became known as Old Wards Ferry Road.

Olds Wards Ferry Road can be seen in greater detail on the 1948 United States Geological Survey map of Sonora. The split between Old Wards Ferry Road and the realigned Wards Ferry Road is marked in blue.

During 1971 Don Pedro Dam was heighted which led to the catchment area of Don Pedro Reservoir expanding to Murderer's Gulch and the 1897 Wards Ferry Bridge. The 1897 Wards Ferry Bridge truss span was removed which left only the anchoring piles intact. A new Wards Ferry Bridge was constructed downstream which has in modern times come to be known as the "Graffiti Bridge" due to the large amount of vandalism it has been subject to. The site of the 1879 and 1897 Wards Ferry Bridges can be viewed in a photo taken on May 26, 2022.

Part 2; a drive on Old Wards Ferry Road

Old Wards Ferry Road splits from modern Wards Ferry Road near Curtis Creek.

Northbound Old Wards Ferry Road crosses the Curtis Creek Bridge. This bridge still has stamping which indicates it was constructed in 1914.

Old Wards Ferry Road widens to two lanes and crosses over a bridge at Sullivan Creek.

Old Wards Ferry Road crosses over the modern California State Route 108 freeway and enters the city of Sonora.

Olds Wards Ferry Road crosses the Sierra Railroad and terminates at Sanguineti Road.

Hawaii Route 540

2026-03-19T04:00:00.121-04:00

Hawaii Route 540 is a 3.9-mile alternate of Hawaii Route 50 which loops to/from said highway via Halewili Road. This highway was originally designated as Hawaii Route 54 in 1955. Hawaii Route 54 was aligned initially aligned through Numila via Sugar Mill Road and McBryde New Mill Road until the early 1960s. The corridor was renumbered as Hawaii Route 540 in the 1970s which denoted it to be a secondary highway.

This page is part of the Gribblenation Hawaii Roads series. A compellation of all Hawaii-related media from both Gribblenation and RoadwayWiz can be found by clicking here.

Part 1; the history of Hawaii Route 540

Hawaii Route 540 is aligned over Hawawili Road and forms a loop of Hawaii Route 50 (Kaumualii Highway. The loop begins near Kalaheo and ends near Eleele near the turnoff towards Hawaii Route 541. Much of Hawaii Route 540 passes through land which was part of the McBryde Sugar Plantation. The highway passes by the former company ghost town of Numila.

The McBryde Sugar Company incorporated in 1899 as a consolidation of Eleele Plantation, the McBryde Estate, and Koloa Agricultural Company. The company town of Numila once housed over 1,000 Japanese migrant workers who worked at the sugar mill facility. The larger McBrydge Sugar Company plantation can be seen on the 1903 Hawaii Territory Survey map of Kauai.

Numila was served by the Kauai Railway out of nearby Port Allen between 1906-1947. The line can be seen illustrated below on a Forgotten Lands, Places and Transit map. The Kauai Railway passed directly through Numila and followed much of the grade now used by Hawaii Route 540 west of the company town.

In 1955 the Hawaii Route System was expanded to Kauai. Hawaii Route 54 was assigned as a loop of Hawaii Route 50 which passed directly through Numila via McBryde New Mill Road and Sugar Mill Road. The original configuration of Hawaii Route 54 between Eleele to Kahaheo via Numila (displayed as McBryde) can be seen as a major highway on the 1959 Gousha Highway map of Hawaii. Hawaii would become the 50th State on August 21, 1959.

The original alignment of Hawaii Route 54 through Numila was short lived. The highway is shown to be realigned onto a bypass on the 1963 United States Geological Survey map of Hanapepe.

During the early 1970s Hawaii Route 54 was renumbered to Hawaii Route 540. The purpose of this renumbering was to denote the corridor as a secondary highway. The mill at Numila would shutter in 1972 which was followed by closure of the McBryde Sugar Company in 1996.

Hawaii Route 540 appears on the current Hawaii Department of Transportation inventory for Kauai.

Part 2; a drive on Hawaii Route 540

Westbound Hawaii Route 540 begins at Hawaii Route 50 a short distance from Kalaheo.

Westbound Hawaii Route 540 begins with a descent towards the Numila town site. Traffic can enter the town at McBryde New Mill Road.

These views are from the original alignment of Hawaii Route 54 in Numila along McBryde New Mill Road. Most of the worker homes in Numila still stand and appear to have staff from the Kauai Coffee Company Estate keeping them in a state of arrested decay.

The Kauai Coffee Company was created in 1987 as a subsidiary of the McBryde Sugar Company. The Kauai Coffee Company Estate occupies 3,100 acres of land which is largely centered around Numila. This is the largest coffee estate in the United States and exceeds the size of the Kona Coffee District on the Big Island.

Westbound Hawaii Route 540 terminates at Hawaii Route 54 in Eleele.

Algerine Road (Tuolumne County)

2026-03-16T04:00:00.055-04:00

Algerine Road is a 4.4 mile mostly single lane rural highway located in Tuolumne County. The corridor of Algerine Road begins at Jacksonville Road near the outskirts of Jamestown and terminates at the intersection of Twist Road and Algerine-Wards Ferry Road.

Algerine Road is named after the 1853-era mining community of Algerine. Said mining community was located along Algerine Road at Curtis Creek. The mines at Algerine were known for hydraulic processing of gold ore which rapidly depleted in the early California Gold Rush. Algerine Road once served as the most direct highway between Jamestown and the Tuolumne River crossing at Wards Ferry. In 1925 a single-lane tee beam bridge was installed at Curtis Creek near the former Algerine town site.

The history of Algerine Road

Algerine Road is named after the ghost town of Algerine (alternatively Algerine Camp). The Algerine mining camp was located approximately two miles from the town of Curtisville (namesake of Curtis Creek) and was founded in May 1853. Algerine was most well-known for a hydraulic ditch which was used to process profitable amounts of gold ore. The community was short lived and was comprised of mostly temporary structures. Despite the town site largely being abandoned relatively early into the California Gold Rush the Algerine Ditch still appears on modern maps.

Algerine was described in the 1882 book titled "A history of Tuolumne County."

Algerine Road was developed not only to serve the namesake community but also as a cutoff between Jamestown and Wards Ferry. Algerine Road is shown as a major highway on the 1882 Bancroft's map of California. The map also displays the location of Algerine Camp along Curtis Creek.

Algerine and Algerine Road both appear in detail on the 1893 United States Geological Survey map of Sonora. Despite being long defunct the community still appears on modern United States Geological Survey maps.

In 1925 a concrete tee beam bridge was constructed Curtis Creek where the community of Algerine once stood. This one-lane structure is one of the few pieces of evidence of the former mining community and once important status Algerine Road had as a connector to the Tuolumne River crossing at Wards Ferry.

Jacksonville Road (Tuolumne County)

2026-03-13T04:00:00.110-04:00

Jacksonville Road is an approximately 10-mile-long rural highway located in the Sierra Nevada foothills of Tuolumne County. The corridor of Jacksonville Road begins at California State Routes 49 and 120 at the Don Pedro Reservoir and extends northward to Campo Seco Road at the outskirts of Jamestown. Jacksonville Road is named after the former community of Jacksonville. Jacksonville had been founded in 1849 during the height of the California Gold Rush. The town site was ultimately razed and submerged during the expansion of the Don Pedro Reservoir in the late 1960s.

Jacksonville and Jacksonville Road can both be seen on the 1935 Division of Highways map of Tuolumne County.

Part 1; the history of Jacksonville Road

Jacksonville was a community located on the Tuolumne River in southwest Tuolumne County. Jacksonville was settled during Spring 1849 by Julian Smart along a location on the Tuolumne River which became a hot bed of mining activity. Jacksonville was named in honor of Colonel Alden Jackson who settled in the community during Autumn of 1849. Jacksonville obtained Post Office Service during October 1851 and is reported to have had a census population of 252. Unlike many other Gold Rush era mining towns Jacksonville would remain relevant into the onset of American involvement in World War II due to the prospects of the Eagle-Shawmut Mine.

Jacksonville can be seen in southwest Tuolumne County the 1857 Britton & Rey's Map of California.

Jacksonville Road appears on the 1882 Bancroft's map of California spanning from Jacksonville northwest to Seco near Jamestown.

Jacksonville appears on the 1893 United States Geological Survey map of Sonora. Jacksonville is shown to be located on the southern end of Jacksonville Road near the Moffat Bridge. The Moffat Bridge connected Jacksonville to the original Priest Grade and Big Oak Flat.

Jacksonville and Jacksonville Road can both be seen on the 1935 Division of Highways map of Tuolumne County. The southern terminus of the Jacksonville Road is shown to be located at California State Routes 49 and 120 near the Tuolumne River.

The southern terminus of Jacksonville Road can be seen in greater detail on the 1947 United States Geological Survey map of San Jose.

The November/December 1962 California Highways & Public Works announced a public hearing was held May 18, 1962, in Sonora to discuss the relocation of California State Route 120 from Yosemite Junction to Groveland due to the proposed expansion of the Don Pedro Reservoir. The proposed realignment of California State Route 120 also would include portions of California State Route 49 through the Chinese Camp and Jacksonville area.

California State Route 49/California State Route 120 near Jacksonville appears on the cover of the July/August 1963 California Highways & Public Works. California State Route 49/California State Route 120 are cited to have been straightened during 1957. A portion of the older alignment can be seen on the left side of the cover photo.

The July/August 1963 California Highways & Public Works announced that an adopted realignment corridor of California State Route 120 and California State Route 49 between Yosemite Junction-Moccasin had been selected in anticipation of the Don Pedro Reservoir being expanded. At article regarding California State Route 49 in the same volume features a photo of the highway near Jacksonville.

Construction on the expansion of Don Pedro Dam began in August 1967 and was formally dedicated upon completion during May 1971. California State Route 120 and California State Route 49 were realigned in the Chinese Camp-Moccasin corridor to a new two-lane expressway. The town site of Jacksonville was submerged under the waters of Don Pedro Lake. Jacksonville Road was extended approximately by one mile to meet the then new state highway alignment via a bridge over the Don Pedro Reservoir. The older terminus of Jacksonville Road is still present and is now signed as Harney Road.

Part 2; a drive on Jacksonville Road

Modern California State Routes 49 and 120 crosses over the Don Pedro Reservoir via the James E. Roberts Memorial Bridge.

Upon crossing the James E. Roberts Memorial Bridge California State Routes 49 and 120 intersect Jacksonville Road. North of the intersection an overlook of Don Pedro Lake faces the former town site of Jacksonville. Historic plaques regarding the history of Jacksonville and Don Pedro Lake can be found at the overlook.

Northbound Jacksonville Road crosses over the Don Pedro Reservoir via a bridge constructed in 1970.

Jacksonville Road continues north and crosses over Sullivan Bridge via a bridge constructed in 1970.

An older alignment of Jacksonville Road over Sullivan Creek can be found west of the modern highway. The alignment is now part of private property, and a vintage arch concrete bridge has been repurposed as part of a driveway.

Jacksonville Road enters the community of Stent and makes a left-hand turn at Stent Cutoff Road. The community was founded around the Jumper Mine a short southeast from Jamestown.

Jacksonville Road narrows and enters the Jamestown area. The highway makes a sharp right approaching Bell Mooney Road.

Jacksonville Road terminates at Campo Seco Road near an intersection with Algerine Road.