Gribblenation

The weird Main Street of Fresno

2026-06-05T04:00:00.091-04:00

Downtown Fresno until the 20th century never had a street signed as a "Main Street." Traditionally the downtown grid was signed with lettered north/south streets and east/west streets named after the California counties. This changed in 2002 when Civic Center Square was completed between the blocks of Tulare Street, O Street, Inyo Street and N Street. The 220-foot-long street branching west of O Street to the N Street Parking Pavillion was approved by the city council as Fresno's first and current "Main Street." This blog serves not only examine how Main Street came to be but also how the original downtown Fresno street grid was plotted by the Southern Pacific Railroad in 1872.

Part 1; the history of Main Street in Fresno

Traditionally there has been no Main Street in the city Fresno. When the city plot was laid out by the Southern Pacific Railroad in 1872 it did not include a Main Street. The main north/south roadways through downtown have traditionally been located on Broadway (originally, I Street and US Route 99), Fulton Street (originally J Street) and Van Ness Avenue (originally K Street). The east/west streets of downtown were named after the other counties in California.

The downtown Fresno street grid can be seen with an intact originally naming convention on the 1891 Thompson Atlas of Fresno County.

During the early years of the 2000s the Civic Center Square complex was constructed. The complex was complete by 2002 and included what is now Main Street. Main Street was a short road which connected from O Street west to the N Street Parking Pavillion. On the opposite side of O Street, the Robert E. Coyle United States Courthouse was dedicated during October 2005.

Main Street first appears on the 2012 United States Geological Survey map of Fresno South (marked via blue pin). Oddly this map edition displays Main Street as being traversable fully between O Street and N Street through the N Street Parking Pavillion. It is not fully clear why the city council elected to designate a connector street to a parking garage as the city's so-called "Main Street."

Part 2; a visit to Main Street in downtown Fresno

This view is facing southward on O Street in downtown Fresno towards Main Street.

The street blades at the O Street/Main Street intersection.

Main Street is approximately 220 feet in length and terminates at the entrance of the N Street Parking Pavillion in the middle of Civic Center Square.

Las Pilitas Road

2026-06-03T04:00:00.143-04:00

Las Pilitas Road is an approximately 7-mile rural highway located in the La Panza Range of San Luis Obispo County. This corridor begins at Pozo Road (former California State Route 178) and crosses the Salinas River. From the Salinas River the roadway continues eastward following Pilitas Creek to a terminus at Park Hill Road.

Las Pilitas Road was originally constructed in 1886 and has been largely known as "Rinconada-Pilitas Road" historically. This highway originally crossed the Salinas River via fords constructed in 1886 and 1898. In 1916 San Luis Obispo County would install a truss span at the Salinas River which was lengthened in 1948 with a timber post span. The 1916-era Salinas River Bridge was closed in 2006 when a modern concrete span was installed directly to the south.

Part 1; the history of Las Pilitas Road

What is now Las Pilitas Road was surveyed by San Luis Obispo County in 1886. The roadway (originally called Rinconada and Pilitas Public Road) included a ford of the Salinas River. East from the Salinas River the roadway continued into the La Panza Range following Pilitas Creek. The "Rinconada" portion of the roadway name was a reference to Rinconada Ranch which was located on the Salinas River. The roadway was alternatively known as the "San Jose Road" which was a reference to the original name for the community of Pozo.

The Salinas River ford crossing along Rinconada-Pilitas Road can be seen on the 1897 United States Geological Survey map of San Luis Obispo.

In 1898 San Luis Obispo County residents petitioned the county to replace the ford on Rinconada-Pilitas Road. The crossing was relocated to a new ford south of the original which used a series of switchbacks to lessen the grade.

In 1916 a steel truss bridge was constructed by San Luis Obispo County at Salinas River. A new roadway with grades of 10% was constructed east from Pozo Road as the new alignment of Rinconada-Pilitas Road to the Salinas River Bridge. Eminent domain through the property of Minnie Goforth was used to construct the new roadway alignment.

The first three alignments historically used by Las Pilitas Road east of Pozo Road to the Salinas River can be seen below in a San Luis Obispo County Surveyor's document.

Rinconada-Pilitas Road can be seen branching east from Pozo Road (then California State Route 178) on the 1935 Division of Highways map of San Luis Obispo County.

Originally the eastern approach to the 1916-era Salinas River Bridge was comprised of dirt fill. In 1948 the eastern approach was replaced with a timber post span as an extension of the bridge. The timber post span was installed to permit additional water through the Salinas River should the nearby Salinas Reservoir (constructed in 1941) need to make large releases.

The current name of Las Pilitas Road first appears on the 1952 United States Geological Survey map of Pozo. Reportedly the name Rinconada-Pilitas Road was still in use when the 1916-era Salinas River Bridge was painted in 1963.

The 1916-era Salinas River Bridge was replaced in 2006 with a concrete span located immediately to the south. The 2006 structure was funded as part of a Federal Aid Secondary program intended to replace aging bridges. The 1916-era bridge was closed and converted to pedestrian usage.

Much of the history seen in this blog was sourced by Roy Parsons of laspilitias.com and his excellent article on the history of Las Pilitas Road:

A brief history on the Las Pilitas Steel Bridge and Road

Part 2; a drive on Las Pilitas Road

Eastbound Las Pilitas Road branches from Pozo Road.

Las Pilitas Road ascends to a ridge located at approximately 1,400 feet above sea level. Traffic is advised of the 10% gradient descent ahead to the Salinas River.

Eastbound Las Pilitas Road descends to the Salinas River. The 1916-era Salinas River Bridge can be found immediately to the left of the 2006-era span.

The 1916-era Salinas River Bridge is now fenced off to pedestrian access. These views are facing eastward over the main truss of the structure. The historic placard notes the year 1917 and calls the structure the Rinconada-Las Pilitas Bridge.

This view faces north from the 2006-era Salinas River Bridge towards the 1916-era span.

These views face west towards the timber post span which was installed in 1948 as an extension of the 1916-era Salinas River Bridge.

Las Pilitas Road east of the Salinas River picks up the course of Pilitas Creek and ascends to a terminus at Park Hill Road located around approximately 2,200 feet above sea level.

Santa Fe Grade Road (Fresno County)

2026-06-01T07:43:23.011-04:00

Santa Fe Grade Road near Firebaugh in Fresno County is an approximately 0.3-mile rural roadway built on a repurposed railroad grade. Santa Fe Grade Road begins at Shaw Avenue and continues northwest as a public highway to the end of the asphalt. The grade was constructed by the San Francisco & San Joaquin Railroad during the 1880s but was found to be consistently flood prone. The grade was later sold to the Atchison, Topeka and Santa Fe Railroad in 1898 which later abandoned it to Fresno County.

Part 1; the history of Santa Fe Grade Road

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

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

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

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

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

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

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

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

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

Part 2; a drive on Old Santa Fe Grade Road

As noted in Part 1 the publicly accessible portion of Santa Fe Grade Road begins at Shaw Avenue. Fresno County street blades are infamously shorthanded and do not include "Road, Avenue or Boulevard."

The active portion of Santa Fe Grade Road continues northwest and terminates a short distance beyond San Diego Avenue.

Elkhorn Road (Monterey County)

2026-05-29T04:00:00.181-04:00

Elkhorn Road is an eight-mile rural highway fronting Elkhorn Slough in Monterey County. This highway was developed during the early 1870s as a frontage Southern Pacific Railroad when the line was extended south of Pajaro to Salinas. The Elkhorn Road corridor would act as the primary highway between Pajaro and Castroville until a bridge over Elkhorn Slough replaced the Moss Landing ferry in 1884.

During 1946 the Elkhorn Road bridge at Elkhorn Slough was removed and replaced with the modern crossing via a tidal gate. The modern corridor has since remained largely unaltered and is now mostly used for visitation to the Elkhorn Slough National Estuarine Research Reserve.

Part 1; the history of Elkhorn Road

Elkhorn Road is named for and fronts Elkhorn Slough. This seven-mile-long slough is named for the one abundant Tule Elk which once resided along the estuaries of Monterey Bay. Elkhorn Road itself was developed during the early 1870s when the Southern Pacific Railroad coastal route was being extended south from Pajaro to Salinas via Castroville. Elkhorn siding was plotted on what is now known as Hummingbird Island.

Elkhorn Road can be seen on the 1882 Bancroft's map of California. The corridor is shown as a frontage of the Southern Pacific Railroad and the primary connecting highway from Pajaro southward towards Castroville. An alternatively highway is shown to the west passing through Moss Landing (shown as Moss Log) and crossing over Elkhorn Slough via ferry.

Elkhorn Road was the more popular highway across Elkhorn Slough until 1884. During Spring of said year the Moss Landing ferry crossing of Elkhorn Slough was replaced by a tolled bridge. This undated photo from the early 20th century is of the Moss Landing bridge is from the Vierra family collection (courtesy Elkhorn Slough Foundation).

The northern terminus of Elkhorn Road is displayed utilizing what is now Hudson Landing Road north of Elkhorn Slough on the 1912 United States Geological Survey map of Capitola. Elkhorn Road is shown to cross over the Southern Pacific Railroad then over Elkhorn Slough via now derelict wooden bridge (marked via blue pin).

The majority of Elkhorn Road is displayed in detail on the 1915 United States Geological Survey map of San Juan Bautista. Elkhorn siding is displayed as being active on Hummingbird Island. The siding along with many others would be abandoned as the Southern Pacific converted from steam locomotives to diesel. The siding name was carried over to a Census Designated Place which still exists in modern times.

Elkhorn Road can be seen in detail on the 1935 Division of Highways map of Monterey County.

The 1954 United States Geological Survey map of Moss Landing is the first to display Elkhorn Road following the modern tidal gate span (marked via blue pin) over Elkhorn Slough. This tidal gate was part of 1946-era modifications to Elkhorn Slough which were part of the larger construction of Moss Landing Harbor. This construction also saw the Salinas River modified to empty into Monterey Bay further south near Neponset.

In 1979 Elkhorn Slough National Estuarine Research Reserve was designated. The reserve is comprised of 1,701 acres which is managed by National Oceanic & Atmospheric Administration, California Department of Fish & Wildlife and Elkhorn Slough Foundation. The purpose of the reserve is to mitigate potential future losses of the Monterey Bay tidal estuary areas.

Part 2; a drive on Elkorn Road

Southbound Elkhorn Road begins at Salinas Road (former California State Route 1) south of Pajaro. Southbound County Route G12 is carried from Salinas Road onto Elkhorn Road.

Southbound Elkhorn Road makes a right-hand turn approaching Hall Road. County Route G12 transitions from Elkhorn Road onto Hall Road.

Elkhorn Road continues south over the tidal gate structure at Elkhorn Slough.

The ruined pilings of the wooden Elkhorn Slough Bridge can be observed facing east from modern Elkhorn Road.

Elkhorn Road continues south flanking the Elkhorn Slough Reserve held lands and enters the Elkhorn Census Designated Place.

Elkhorn Road crosses over a ford of Elkhorn Slough approaching Hidden Canyon Road. Traffic is warned not to cross the roadway when it is covered due to the saltwater content.

Elkhorn Road winds through numerous switchbacks between Hidden Valley Road and Walker Valley Road.

Elkhorn Road levels out onto flat terrain and terminates at Castroville Road.

Hawaii Route 5600

2026-05-28T04:00:00.000-04:00

Hawaii Route 5600 is a 3.4-mile highway located near the town of Kapaa. This corridor is considered by the Hawaii Department of Transportation to be a Temporary Bypass of Kapaa and forms a loop of Hawaii Route 56. Hawaii Route 5600 is overlaid atop a former Lihue Sugar Plantation haul road which was rebuilt to State Highway standards in segments circa 1996 and 2007. Initially the Kapaa Bypass was only open during daylight hours but is now functional at all hours of the day. The segment of Hawaii Route 5600 between northern Kapaa to Kauai County Route 581 carries only one-way southbound traffic.

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 5600

Hawaii Route 5600 is aligned on Ala Kianoika Way and alternatively is known as the "Temporary Kapaa Bypass." Kapaa is the largest community on Kauai and had a 2020 census population of 11,652.

Kapaa was established in 1877 when 13,400 acres of land were leased to the Makee Sugar Planation. The venture was initially unsuccessful since the operators had little to no experience with processing sugar. Operations turned around and Kapaa began to boom into a modern plotted town site. Ultimately the Makee Sugar Plantation was sold to the much larger Lihue Sugar Plantation in 1916.

Kapaa would become a stop on Kuhio Highway (now Hawaii Route 56) on the Ahukini Terminal Railway. The highway was largely constructed to modern standards during the 1910s. The narrow gauge Ahukini Terminal Railway began operations between Ahukini Landing and Anahola in 1920.

Both Kuhio Highway and the Ahukini Terminal Railway can be seen passing through downtown Kapaa on this northbound facing photo dated July 6, 1924.

In 1955 the Hawaii Route System was expanded to Kauai. Hawaii Route 56 was initially assigned to the entire corridor of Kuhio Highway between Lihue and Kee Beach. Hawaii Route 56 can be seen passing through Kapaa on the 1959 Gousha Highway map of Kauai. Hawaii would become a State during 1959, and the year would also see the shuttering of the Ahukini Terminal Railway.

The Lihue Sugar Planation bypass road (shown as Private and marked by blue pin) which would later become Hawaii Route 5600 can be seen west of Hawaii Route 56 and Kapaa on the 1963 United States Geological Survey map of Kapaa. Records for the Kainanhola Stream Bridge indicate this roadway was completed during 1937.

As Kapaa has grown Hawaii Route 56 has become increasingly congested. The former Lihue Sugar Planation Road (the company shuttered in 2000) south from Kauai County Route 581 (Kukui Road) was paved and repurposed as a temporary bypass numbered Hawaii Route 5600 by August 1996. In 2005 an Acrow bridge company prefabricated span was installed on the former sugar haul road at Moikeha Stream. The Hawaii Department of Transportation completed surfacing of the northern Kapaa Bypass north of Kauai County Route 581 during January 2007.

The segment of Hawaii Route 5600 from northern Kapaa southward to Kauai County Route 581 has always carried one-way southbound traffic. The remainder of the bypass routing is carried back to Hawaii Route 56 in a two-way traffic configuration. Initially Hawaii Route 5600 was only open during daylight hours but has since been fully opened to all hours of the day. Currently the Hawaii Department of Transportation only has long term planning goals for a true permanent bypass of Kapaa.

Hawaii Route 5600 appears on the Hawaii Department of Transportation maintenance logs for Kauai.

Part 2; a drive on Hawaii Route 5600

Southbound Hawaii Route 5600 begins in northern Kapaa near Hauaala Road. There are no Hawaii Route 5600 reassurance shields approaching the Kapaa Bypass, but placards notify traffic it can be used as an alternate to reach the Wailua River.

The one-way portion of Hawaii Route 5600 is a single lane width which carries traffic to a roundabout at Kauai County Route 581.

Hawaii Route 5600 south of Kauai County Route 581 widens to two-lanes and consolidates with Hawaii Route 56 south of downtown Kapaa near Papaloa Road.

Cuddy Valley Road

2026-05-27T04:00:00.095-04:00

Cuddy Valley Road is an approximately 5.1-mile-long rural highway located in the Transverse Ranges of Kern County. This corridor begins at the junction of Frazier Mountain Park Road and Lockwood Valley Road in the small community of Lake of the Woods. Cuddy Valley Road passes through the namesake Cuddy Valley where it has a western terminus at the junction of Mount Pinos Highway and Mil Potrero Highway. Cuddy Valley Road is presently maintained as Kern County Mountain Road 364. Cuddy Valley Road essentially is a modernization of El Camino Viejo which had been 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.

Part 1; the history of Cuddy Valley Road

The general corridor of Cuddy Valley Road follows the established routing of El Camino Viejo between Lockwood Valley Road and Mil Potrero Highway. The roadway name derived from Cuddy Valley through which the corridor traverses. Cuddy Valley Road is flanked to the south by the two notable Transverse Range peaks of Frazier Mountain and Mount Pinos.

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 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 on the 1882 Bancroft's map of California.

El Camino Viejo can be seen passing through Cuddy Valley 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.

Cuddy Valley Road appears as a major highway on the 1943 United States Geological Survey map of Cuddy Valley.

Modern Mount Pinos Highway was constructed in the late 1950s as a functional replacement for Mill Canyon Road. Mount Pinos Highway originates from the western terminus of Cuddy Valley Road near the San Emigdio Creek junction.

In 1971 Tenneco West would plot the resort community of Pine Mountain Club along 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.

Part 2; a drive on Cuddy Valley Road

Westbound Cuddy Valley Road begins at the junction of Frazier Mountain Park Road and Lockwood Valley Road at the small community of Lake of the Woods. Cuddy Valley Road is maintained as Kern County Mountain Road 364.

Cuddy Valley Road follows Cuddy Creek westward into Cuddy Valley. Cuddy Valley generally lies an elevation between 5,400-5,600 feet above sea level.

Cuddy Valley Road terminates at the junction of Mil Potrero Highway and Mount Pinos Highway. Traffic heading towards Pine Mountain Club is directed to turn right onto Mil Potrero Highway. California State Routes 166 and 33 are signed as being 29 miles away.

Hites Cove Road and the Hites Cove ghost town site

2026-05-25T04:00:00.075-04:00

Hites Cove Road is an approximately seven-mile rural highway corridor located in the Sierra Nevada range of Mariposa County. As presently configured Hites Cove Road begins as a paved roadway at Double Eagle Road in the neighborhood of Mariposa Pines. Hites Cove Road north of Mariposa Pines becomes Sierra National Forest Road 03S002 for approximately two miles and Off Highway Vehicle trail 19E200 for another four miles to the town site of Hites Cove.

Hites Cove Road is named after the ghost town of Hites Cove. This former community was the site of a mining strike by John Hite at the South Fork Merced River in 1861. Hites Cove was a prominent Gold Rush era community in Mariposa County which eventually grew important enough to warrant a twenty-stamp mill. John Hite petitioned the Mariposa County Board of Supervisors for the construction of Hites Cove Road in 1864. Functionally the road to Hites Cove would be complete in 1866 when a footbridge was constructed over the South Fork Merced River. The corridors of Darrah Road, Jerseydale Road and Scott Road were once part of the larger Hites Cove Road corridor.

Hites Cove would remain an active mining community until the first decade of the twentieth century. The town site was eventually abandoned and would later burn in 1924. Despite Hites Cove now being comprised of largely mining wreckage the corridor of Hites Cove Road still remains accessible to vehicles. The Off Highway Vehicle portion carries sustained grades of 10-12% and terminates at the South Fork Merced River where a footbridge to Hites Cove was once located.

Hites Cove Road can be seen terminating at Hite Cove and the South Fork Merced River on the 1870 California Geological Survey map of the Sierra Nevada adjacent to Yosemite Valley.

Part 1; the history of Hites Cove Road

Hites Cove (alternatively Hite Cove and Hite's Cove) is ghost town located on the South Fork Merced River. The mine was discovered by prospector John Hite in 1861. Hite and his partners would commission construction of a mining tunnel, and a ten-stamp mill in 1863. The mine at Hites Cover quickly grew into a small community with a rising economic profile in Mariposa County.

Hites Cove was initially only accessible via foot trails. On February 8, 1864, John Hite would petition the Mariposa County Board of Supervisors to construct a public roadway to his mining community. Hites Cove Road was commissioned to be constructed north from the Yosemite Road (now California State Route 49) near Bootjack. The roadway followed the general course of Snow Creek north from Bootjack to the community of Darrah. From Darrah the roadway continued northward skirting just east of Portuguese Ridge past Skelton's Ranch (later Jerseydale). From Skelton's Ranch the road to Hites Cove descended rapidly to the Hites Cove town site at the South Fork Merced River.

The 1864 petition to construct Hites Cove Road can be seen below (courtesy Ephriam Dickson of the Yosemite History Facebook group). The four signers of the petition (including John Hite) had spent $500 on construction of Hites Cove Road which included expenses for a footbridge over the South Fork Merced River. The South Fork Merced River footbridge would be completed by 1866.

William J. McCann would purchase the Hites Cove General Store via sheriff's debt sale in 1866. The original footbridge at the South Fork Merced River was destroyed by floods in 1867. McCann would spend $600 to rebuild the structure in 1868 and would toll it with Mariposa County approval. Hites Cove briefly obtained Post Office service in 1868. The original service run was short lived and was shuttered by 1869.

Hites Cove Road can be seen terminating at Hite Cove and the South Fork Merced River on the 1870 California Geological Survey map of the Sierra Nevada adjacent to Yosemite Valley. This map was based off surveys compiled between 1863-1867. Hites Cove Road can be seen branching north from the Yosemite Road at Bootjack. The corridor as originally configured also encompassed what is now Darrah Road, Jerseydale Road and Scott Road.

On December 12, 1871, McCann would petition the Mariposa County Board of Supervisors to recognize the mining trail north of Hites Cove to the Merced River as public right of way (courtesy Ephriam Dickson of the Yosemite History Facebook group). This mining trail is still managed by Sierra National Forest as the Hites Cove Trail south of California State Route 140 at Incline.

The trail connecting Hites Cove to the Merced River would be extended east to Yosemite Valley during 1872-1873. The May 9, 1873, Mariposa Gazette announced toll rates on the trail from Hites Cove to Yosemite Valley were fixed at 50 cents for pack animals, 25 cents for pedestrians and a dollar for horseback riders. A stub article from the Mariposa Gazette describing the Hites Cove-Yosemite Valley trail can be seen below (courtesy Ephriam Dickson of the Yosemite History Facebook group).

The Hites Cove-Yosemite Valley trail can be seen on the 1874 California Geological Survey map of the Sierra Nevada adjacent to Yosemite Valley.

Hites Cove would eventually grow large enough that a twenty-stamp mill was constructed. The community would obtain Post Office for the second time in 1878. The service would last until 1889 until shuttering. The community would obtain Post Office service for the final time circa 1901-1902.

Hite Cove and Hites Cove Road can be seen north of Jerseydale on the 1903 United States Geological Survey map of Yosemite.

Following the final decline in mining activity in Hites Cove the community would quickly dwindle to an abandoned ghost town. The community was far too remote and hard to access to remain viable after the economic engine ceased. Much of the Hites Cove-Yosemite Valley trail would be functionally replaced in 1907 with the commissioning of the Yosemite Valley Railroad.

The abandoned community of Hites Cove can be seen below in a 1911 era photo (courtesy California Gold Explorers). The town site and South Fork Merced River footbridge would be consumed by a forest fire in 1924. All that is left of the community is Hites Cove Road and numerous mining ruins.

The 1947 United States Geological Survey map displays the designation of Hites Cove Road as being truncated to just existing north of Jerseydale.

During the late 20th century, the neighborhood of Mariposa Pines would be constructed along Hites Cove Road. Currently the Mariposa County maintained portion of Hites Cove Road begins at Double Eagle Road in Mariposa Pines. Mariposa County maintenance extends to the northern neighborhood boundary and enters Sierra National Forest.

Within Sierra National Forest the initial two miles north of Mariposa Pines is maintained as Forest Road 03S002. Hites Cove Road north of Caroline Mine Road (Forest Road 03S002C) is maintained as an Off Highway Vehicle (OHV) road designated as trail 19E200. The OHV segment of Hites Cove Road is approximately four miles long and terminates at the South Fork Merced River across from the Hites Cove town site. The Forest Service Interactive Map indicates the OHV segment to have sustained grades of 10-12%. The OHV segment is open to cyclists and hikers all year, motorized traffic has access from March 1st through January 15th.

Part 2; a drive on Hites Cove Road

Modern northbound Hites Cove Road begins in Mariposa Pines as Scott Road gives way at Double Eagle Road.

The paved portion of Hites Cove Road gives way to dirt at the northern outskirts of Mariposa Pines.

As northbound Hites Cove Road departs Mariposa Pines traffic is advised the OHV portion along with the Savage Lundy Trailhead are both two miles ahead.

Hites Cove Road becomes Sierra National Forest Road 03S002.

Hites Cove Road passes a helicopter pad facility which has an open vista of the South Fork Merced River.

Hites Cove Road descends to a road fork. The left fork has a gate which accesses the OHV portion (trail 19E200) whereas the right fork transitions to Caroline Mine Road (Forest Road 03S002C). A map details the Hites Cove area and accessible trails. The gate is located at 3,901 feet above sea level according to the latest United States Geological Survey maps.

As the OHV segment of Hites Cove Road begins traffic is greeted with a sign indicating it is not a through road. A shield indicates the roadway ahead is intended for OHV use only. Normal high clearance vehicles area not capable of descending the slope ahead safely. Vehicles with low range four-wheel drive and lockers have been known to make the descent.

Hites Cove Road loses approximately 2,100 feet of elevation between the OHV gates and the bend at Marble Point. The initial descent to the first switchback is extremely steep and has numerous grades in excess of 20%. The sharp descent offers a clear view of the South Fork Merced River Canyon and the rock formation on the opposite bank known as Casa Diablo.

From the first switchback the tailing ponds of Hites Cove can be seen facing northward.

Hites Cove Road descends to the second switchback which overlooks Casa Diablo.

Hites Cove Road continues to rapidly descend to Marble Point. Marble Point is easily observed due to the contrasting white rocks stranding out.

The roadway retaining wall at Marble Point has been recently replaced with rocks sourced from the formation.

Hites Cove Road makes one final steep descent and begins to level out approaching the Savage Lundy Trail junction.

Hites Cove Road approaches a relatively deep ford at Nutmeg Gulch

As Hites Cove Road emerges from Nutmeg Gulch there is an increasing number of indications of a settlement. Roadway retaining walls can be seen on both sides of the South Fork Merced River. An open mine shaft can be found on Hites Cove Road.

Hites Cove Road enters a clearing at the town site of Hites Cove. A wire span for a former bridge over the South Fork Merced River can be found entangled in Cedar Trees. Hites Cove is located at 1,578 feet above sea level.

A portion of cobblestone paving can be found near the northern terminus of Hites Cove Road.

Hites Cove Road ends at a second clearing at the Hites Cove town site. A piece of iron piping can be found at the dispersed campground.

The wheel and foundation for the sawmill seen in Part 1 can be seen facing across the South Fork Merced River. When the river level is low hikers can be cross to the opposite bank onto the Hites Cove Trail. The Hites Cove Trail has two branches which terminate at California State Route 140.

Former US Route 91 and US Route 466 in Baker

2026-05-23T23:06:02.403-04:00

Baker is a former siding of the Tonopah & Tidewater Railroad located in the Mojave Desert of northern San Bernardino County, California. Former US Route 91 and US Route 466 originally were aligned through the community of Baker via Baker Boulevard. Following the construction of Interstate 15 the terminus of US Route 91 and US Route 466 were shifted around Baker for several years. This blog examines the history of US Route 91 and US Route 466 within the community Baker.

Part 1; the history of US Route 91 and US Route 466 through Baker

Baker was a siding of the Tonopah & Tidewater Railroad which incorporated on July 19, 1904. The Tonopah & Tidewater Railroad was spurred by interests by the Francis Marion Smith of the Pacific Coast Borax Company. The Pacific Coast Borax Company would locate the Lila C. Mine in 1901 in the Black Mountains near the eastern outskirts of Death Valley. The Lila C. Mine was located 135 miles from the nearest railroad line in Ivanpah, California. The Tonopah & Tidewater Railroad was plotted with the intent to reach the Lila C. Mine and eventually northward towards the Bullfrog Mining District, Goldfield and Tonopah. The Tonopah & Tidewater Railroad intended to eventually reach San Diego hence why "Tidewater" appears in its name.

The Tonopah & Tidewater Railroad was initially planned to be built from Las Vegas, Nevada by agreement with the Los Angeles & Salt Lake Railroad. Several miles of line of the Tonopah & Tidewater Railroad were constructed in 1905 before the agreement to connect with the Los Angeles & Salt Lake Railroad fell through. The initial southern terminus of the Tonopah & Tidewater Railroad was subsequently changed to the Atchison, Topeka & Santa Fe Railroad (previously the Atlantic & Pacific Railroad) at Ludlow, California. This realignment of the Tonopah & Tidewater Railroad took it directly northward to Soda Lake.

The Tonopah & Tidewater Railroad reached the Los Angeles & Salt Lake Railroad siding of Crucero by 1906 and was constructed north to Death Valley Junction by 1907. Ultimately the Tonopah & Tidewater Railroad would merge with the Bullfrog-Goldfield Railroad in 1908 which brought it northward to Goldfield, Nevada. Baker would be constructed as a siding of the Tonopah & Tidewater Railroad on the north shore of Soda Lake in 1908.

The Tonopah & Tidewater Railroad along with Baker can be seen on 1917 Geographical, Topographical, State Highway and Railroad Map of California branching from the Atchison, Topeka & Santa Fe Railroad north from Ludlow.

Much of the corridor that would become US Route 91 in the Californian Mojave was proceeded by other historical roads. The first European roadway across the Mojave was known as the Old Spanish Trail. The Old Spanish Trail largely incorporated known Anasazi and Paiute pack routes across the desert regions. The Old Spanish Trail was documented in a voyage between Santa Fe and Los Angeles in 1830. This expedition by the Spanish would later be built upon as part of the Mormon Road.

The Mormon Road was scouted by a party led by Jefferson Hunt which was searching for a supply route from Salt Lake City to Southern California through 1847-1848. The Mormon Road ultimately utilized much of the established trade routes of the Old Spanish Trail through the Mojave Desert which took it past the future site of Goodsprings. The Mormon Road was later reorganized and improved into the Los Angeles-Salt Lake Road by 1855 which was capable of facilitating wagon travel.

The Mormon Road between the Mojave River and Las Vegas can be seen on the 1873 Bancroft's map of California and Nevada.

The Arrowhead Trail was an Auto Trail which was plotted out in 1915 when promoter and race car driver Charles H. Bigelow drove the entire planned route from Salt Lake City to Los Angeles. The Arrowhead Trail largely followed the path of the Los Angeles-Salt Lake Road which took it through the Beaver Dam Mountains, Mesquite, Bunkerville, St. Thomas, Valley of Fire and Las Vegas. South of Las Vegas the Arrowhead Trail would initially diverge from the Los Angeles-Salt Lake Road towards Searchlight and Bannock, California. From Bannock the Arrowhead Trail would turn westward and run concurrently with the National Old Trails Road to Cajon Pass via Barstow.

The Arrowhead Trail would ultimately incorporate into the Arrowhead Trails Association during December of 1916 in Los Angeles. The early Arrowhead Trail between Las Vegas and Barstow can be seen on the 1917 Arrowhead Trail Map.

Charles H. Bigelow can be seen at what is likely the 1911 Indianapolis 500 behind the wheel of his Mercer race car with his on-board mechanic. Charles H. Bigelow was born on August 26, 1872, in Kilbourne, Illinois and died on June 8, 1958, at Los Angeles, California.

The Arrowhead Trail and Clark County were both excluded from the initial run of State Highways adopted by the Nevada State Legislature in 1917. 1919 Legislation would add the Arrowhead Trail to the State Highway System as parts of Nevada State Routes 6 and 5. Nevada State Routes 6 and 5 can be seen described in detail in the 1919-1920 Nevada Department of Highways Biennial.

Conceptually Nevada State Route 6 was planned to enter California south of Las Vegas by way of the sidings of Jean, Borax and Roach towards Ivanpah Valley. This planned routing can be seen on the 1919 Nevada Department of Highways map.

On December 26, 1920, the Los Angeles Times would report that the Arrowhead Trails Association proposed a major realignment south of Las Vegas known as the "Silver Lake Cutoff." The Silver Lake Cutoff would initially follow Las Vegas Boulevard to Jean, Goodsprings Road to Goodsprings. Within Goodsprings the Arrowhead Trail followed Spring Street, Esmerald Street, Reimann Road and Columbia Mill Road. West of the Goodsprings the Silver Lake Cutoff followed what is now Sandy Valley Road over Columbia Pass and Kingston Road to the California state line near Ripley (now Sandy Valley). The Silver Lake Cutoff within California would branch southward from the Nevada state line via Kingston Road, Winters Pass and Silver Lake towards Daggett. The cutoff ultimately would save approximately 90 miles of travel through the Mojave Desert.

The Arrowhead Trail (18) can be seen aligned along the Silver Lake Cutoff (Nevada State Route 6) south of Las Vegas via Jean, Goodsprings, Columbia Pass, Ripley, Kingston, Francis Spring, Silver Lake and Coyote Well on the 1924 Rand McNally Auto Trails map of California and Nevada. The Silver Lake Cutoff is shown emerging from the Calico Mountains a short distance east of Daggett. The Evergreen National Highway (20) is shown using the original alignment of the Arrowhead Trail south of Las Vegas towards Searchlight on Nevada State Route 5.

1925 California Legislative Chapter 369 would add the Silver Lake Cutoff north of Barstow and Daggett and an extension of Legislative Route Number 31. The June 1925 California Highways & Public Works reported that the Arrowhead Trail north of Daggett to the Nevada state line was formally under California Division of Highways maintenance.

By October of 1925 the Joint Board on Interstate Highways submitted a final report to the Secretary of the Department Agriculture. Part of the final report regarding the US Route System would be a list of routing points for all purposed US Routes. The full list of the US Routes originally submitted in October of 1925 can be viewed on the link below:

Report of Joint Board on Interstate Highways; October 30th, 1925

While the US Route System submitted in October of 1925 was fairly close to what was implemented in November of 1926 there was some significant differences. The most glaring or "well known" difference is that US Route 60 was planned on the routing which ultimately became US Route 66. Regarding US Route 91 the routing points were clear aside from the southern terminus in the Mojave Desert of California. In the October 1925 report submitted by the Joint Board on Interstate Highways US Route 91 is shown simply as ending at US Route 60:

The US Route System within California was approved by California Highway Commission with no changes recommended which can be seen in the January 1926 California Highways & Public Works. US Route 91 was stated to enter California and end near Needles.

The then new alignment of the Arrowhead Trail and Nevada State Route 6 can be seen on the 1925 Rand McNally Junior Map of Nevada. This map shows proposed US Route 91 following Nevada State Routes 6 and 5 through the state. The US Route System wouldn't be finalized until November 11, 1926, when it was approved by the Secretary of Agriculture. Ultimately US Route 91 follow the entirety of Nevada State Route 6 from the California state line near Jean northeast to the California state line near Mesquite. US Route 91 would initially follow presumptive Nevada State Route 6 through Jean and Goodsprings to the Silver Lake Cutoff at the California state line. Within California the alignment of US Route 91 would be originally carried by Legislative Route Number 31 and the Silver Lake Cutoff to Daggett.

The July 1926 California Highways & Public Works noted the Silver Lake Cutoff portion of the Arrowhead Trail was assumed as part of Legislative Route Number 31 as an exception to standard Division of Highways practices. The article noted the Division of Highways typically would only assume maintenance of a modernized roadway once constructed to state standards. The Silver Lake Cutoff was an exception due to no other direct highway then existing from Barstow/Daggett towards Las Vegas. Division of Highways maintenance operations began on the Silver Lake Cutoff during November 1925.

The 1927 Nevada Department of Highways Biennial reported on the status of construction of US Route 91 south of Jean to the California state line at Ivanpah Valley. The 12.09-mile segment south of Jean was not yet under construction and was pending completion of California's Legislative Route Number 31.

The 1929-1930 Nevada Department of Highways Biennial announced the new alignment of US Route 91/Nevada State Route 6 south of Jean to the California state line was under construction. The segment was anticipated to be completed by Spring 1931.

The November 1929 California Highways & Public Works announced construction of a new alignment of US Route 91 between Barstow and Yermo was underway.

The January 1930 California Highways & Public Works announced the completion of the new alignment of US Route 91 between Yermo and Dunn. Much of this segment contains what is now modern day Yermo Road.

The California State Highway Engineer sent a letter to the American Association of State Highway Officials (AASHO) Executive Committee on January 24, 1930, requesting that the south terminus of US Route 91 be relocated from Daggett to Barstow. The existing alignment of US Route 91 between Yermo and Daggett was slated to be relinquished as a State Highway.

Contract bids were let for construction of the new alignment of US Route 91 between Dunn and Cronise Valley were announced in the August 1930 California Highways & Public Works.

A letter sent to the California State Highway Engineer dated November 11, 1930, the AASHO Executive Committee announced the approved changing the terminus of US Route 91 from Daggett to Barstow. The extension of US Route 91 to Barstow was considered during the AASHO Executive Committee meeting on May 25, 1930.

US Route 91 was ultimately relocated over an extension of 1st Avenue in Barstow via the Barstow Overhead. The Barstow Overhead is discussed in detail in the June 1930 California Highways & Public Works. The Barstow Overhead provided a grade separation of the Atchison, Topeka & Santa Fe Railway which US Route 91 previously lacked in Daggett. The Barstow Overhead opened to traffic on April 28, 1930.

The 1930 Division of Highways map displays the projected new alignment of US Route 91. The new alignment is shown to be completed from Barstow to the vicinity of Cronise Valley. The original terminus of US Route 91 in Daggett via Daggett-Yermo Road is shown to no longer be a state highway. US Route 91 is shown using an extension of Yermo Road to reach the outskirts of North Barstow. US Route 91 followed 1st Avenue across the Barstow Overhead to a terminus at US Route 66 at Main Street in Barstow.

The 1932 Nevada Department of Highways map displays US Route 91/Nevada State Route 6 as being complete south of Jean to the California state line in Ivanpah Valley. The map displays US Route 91 following an unclear routing over no known road back to the Silver Lake Cutoff. It is likely at the time that continuation signage for US Route 91 still followed Goodsprings Road and Sandy Valley Road to the California state line.

This National Map Company sectional appears to depict the state of US Route 91 mostly as it was by early 1932 (David Rumsey indicates 1927 but the map shows no date). The full Silver Lake Cutoff is shown carrying US Route 91 from Goodsprings south over the California state line towards Daggett. The constructed portion of Legislative Route Number 31 is shown terminating a short distance from Baker in the vicinity of Halloran Summit. Nevada State Route 6 is shown terminating at the California state line south of Jean and not yet connecting to another highway segment.

The April 1932 California Highways & Public Works reported that US Route 91 was under construction between Halloran Summit and Mountain Pass. The article stub notes after the active project were completed only 21.5 miles of Legislative Route Number 31 were left to modernize. The Halloran Summit-Mountain Pass segment of US Route 91 was completed in 1932 and functionally were the last piece necessary to provide a link to the Nevada state line in Ivanpah Valley. It is unclear why no Division of Highways document goes into greater detail regarding the completion of Legislative Route Number 31 to the Nevada state line. The 1932-1934 Division of Highways Biennium did announce the completion of the segment via a list of contracts.

The June 1932 California Highways & Public Works announced the completion of two new segments of the modernized alignment of US Route 91 during the previous spring season. The first segment was from Cronise Valley east to within six miles of Baker. The second segment was from six miles west of Baker to Halloran Summit. The latter project zone included construction of modern Baker Boulevard.

US Route 91 was joined by a multiplex of US Route 466 between the Nevada State Line southward to the outskirts of Barstow. US Route 466 ultimately would split west from US Route 91 at the outskirts of Barstow towards Tehachapi Pass and did not cross the Barstow Overhead. The first documents acknowledging the existence of US Route 466 in California can be found during October/November 1933 in the AASHO Database.

The 1934 Division of Highways Map of California shows US Route 91 mostly paved and fully graded on Legislative Route Number 31 between Barstow and Baker. Notably US Route 466 did not make an appearance on this map edition.

California State Route 127 was announced in the August 1934 California Highways & Public Works as having a south terminus at US Routes 91 and 466 in Baker. California State Route 127 followed the ironically like numbered Legislative Route Number 127 which had been commissioned in 1933.

In 1913 the Lila C. Mine was no longer viable which led to the Tonopah & Tidewater Railroad attempting to extend the spur from Death Valley Junction to Ryan (on Dante's Peak Road). Ultimately extension of this line was blocked which led to a new narrow-gauge line known as the Death Valley Railroad being constructed from Death Valley Junction to Ryan in 1914. The decline of mining in the Bullfrog Mining District, Goldfield and Tonopah led to the abandonment of the Tonopah & Tidewater north of Beatty, Nevada by 1928.

In 1933 Death Valley National Monument was created which placed a barrier to Borax Mining in Death Valley. The Tonopah & Tidewater Railroad attempted to linger on as a tourism line to Death Valley National Monument, but it did not prove viable. The remainder of the Tonopah & Tidewater Railroad was approved for abandonment by the Interstate Commerce Commission in 1940. Unlike most of the sidings of the Tonopah & Tidewater Railroad the community of Baker easily outlived its parent line due to being on the major highway corridor of US Routes 91 and 466.

US Routes 91 and 466 through Baker during the mid-20th Century would become a major corridor of travel as the multiplex was the primary connecting route from Las Vegas to the interior of Southern California. In the original version of the Interstate Highway System the route of US 91/466 from Barstow north to the Nevada State Line was approved as a chargeable Interstate on July 7, 1947. Ultimately original version the Interstate Highway System was not legislatively approved.

In the events leading to the 1956 Federal Highway Aid Act the alignment of US Routes 91 and 466 north of Barstow to the Nevada State Line was retained as a planned Interstate. This 1955 planning map shows the potential Interstate north of Barstow to the Nevada State Line as a being planned as a four-lane limited access road slated to be complete by 1965. Ultimately the Federal Highway Aid Act was signed into law on June 29, 1956. US Routes 91 and 466 from Barstow north to the Nevada State Line was assigned to become part of Interstate 15.

The September/October 1961 California Highways & Public Works announced the opening of the Baker Grade as a full freeway alignment of US Routes 91/466 and Interstate 15. This new segment of Interstate 15 is stated to have been 25 miles in length originating from the eastern outskirts of Baker towards Halloran Summit at Cima Road. Previous to being upgraded to a freeway the segment of US Routes 91 and 466 northeast from Baker towards Halloran Summit was known as "Bloody Baker Grade" due to the high number of accidents seen on the busy roadway.

The upgraded Baker Grade can be seen on the 1962 Division of Highways State Map.

During the 1964 State Highway Renumbering the Legislative Route Numbers were dropped from the State Highway System. The 1964 Division of Highways State Map shows US Routes 91 and 466 from Barstow to the Nevada State Line legislatively defined as part of Route 15. US Route 91 is shown truncated from Long Beach to Barstow. This truncation was one of many approved by AASHO during 1963.

US Route 466 was approved for truncation from Morro Bay to California State Route 127 in Baker by the AASHO Executive Committee during June 1964. This truncation would see US Route 466 terminate on Baker Boulevard at the intersection with California State Route 127 (Death Valley Road).

The 1965 Division of Highways Map shows US Routes 466 ending at California State Route 127 in Baker.

Interstate 15 was announced as being completed to freeway standards north of Barstow in the September/October 1965 California Highways & Public Works. The article notes that an 18-mile segment of recently opened freeway through Baker which relocated US Route 91/Interstate 15 to a bypass of the community. Numerous photos of the recently completed I-15 north of Barstow are shown. Much of the early history of US Route 91, Legislative Route Number 31 and the Arrowhead Trail was also recapped. The bypass route of US 91/I-15 would move the terminus of US Route 466 in Baker to the California State Route 127 Exit at Death Valley Road.

The AASHO Executive Committee approved a Division of Highways request to truncate US Route 91 to California State Route 127 in Baker on November 27, 1966. The truncation of US Route 91 saw it terminate with US Route 466 at the California State Route 127 Exit on Interstate 15.

US Route 91 can be seen truncated to California State Route 127 in Baker on the 1967 Division of Highways Map. Oddly the 1967 Division of Highways Map shows no indication of US Route 466.

On December 4, 1971, US Route 466 was eliminated as a US Route by the AASHO Executive Committee. This request was made by the Division of Highways in reference to the remaining segment of US Route 466 multiplexed with Interstate 15 to California State Route 127 in Baker. The Division of Highways request to eliminate US Route 466 was made in concurrence with the States of Arizona and Nevada.

During May of 1974 Caltrans petitioned the AASHO to truncate US Route 91 from California. This request by Caltrans was made alongside additional requests to truncate US Route 91 from Nevada and Arizona which were heard during the June 1974 AASHO Executive Committee Meeting. This ultimately led to US Route 91 being truncated from California State Route 127 in Baker northward to Brigham City, Utah.

Part 2; exploring former US Route 91 and US Route 466 in Baker

From Interstate 15 southbound former US Routes 91 and 466 on Baker Boulevard can be accessed via Exit 248.

Baker Boulevard enters the community of Baker as the Interstate 15 Business Route. South of the Van Ella Road intersection the notable Alien Fresh Jerky can be located on Baker Boulevard.

Alien Fresh Jerky is a novelty beef jerky store which has an obvious alien motif. Alien Fresh Jerky was originally established in 2000 Crystal Springs, Nevada and moved to Baker in 2002.

South of Alien Fresh Jerky the World's Tallest Thermometer can be found on Baker Boulevard.

The World's Tallest Thermometer was built in 1991 by the Young Electric Sign Company. The World's Tallest Thermometer features a height of 134 feet which is a reference to the record high temperature measured in Death Valley on July 10, 1913.

Baker Boulevard intersects California State Route 127 (Death Valley Road) south of the World's Tallest Thermometer. From 1964 until the Baker Bypass opened in 1965 this would have been the south terminus of US Route 466.

Baker Boulevard south of California State Route 127 crosses a 1940s era bridge and merges back in with Interstate 15. San Bernardino is signed as 132 miles due south from Baker. US Routes 91 and 466 would have followed the freeway grade southward towards Yermo Road near Dunn siding.

As noted in Part 1 when the Baker Bypass was completed in 1965 it saw the terminus of US Route 466 shift to Exit 246 at California State Route 127. US Route 91 was truncated to Exit 246 in 1966 along a multiplex with Interstate 15 and US Route 466. US Route 466 would be removed from this terminus point in 1971 which was followed later US Route 91 in 1974.

Version History

- Originally published on April 8, 2021.

- First revised on May 23, 2026.

The Vague Original Southern Terminus of US Route 91 in the Californian Mojave Desert

2026-05-23T21:45:54.138-04:00

From a modern standpoint, the routing of Interstate 15 between Barstow to the Nevada state line is very clear. Historically regarding US Route 91 this wasn't the case as the hostile and barren parts of the Mojave Desert in San Bernardino County had few good roadways.

In 1920 the Arrowhead Trail commissioned the Silver Lake Cutoff from Las Vegas southwest to Daggett. The Silver Lake Cutoff saved 90 miles of travel from the original highway corridor by using an alignment utilizing Jean, Goodsprings, Ripley, Kingston and Silver Lake. Although the Silver Lake Cutoff existed during the early development of the US Route System it was far more haggard than the original Arrowhead Trail alignment south of Las Vegas through Searchlight and Bannock.

During the planning phase of the US Route System the southern terminus of US Route 91 was to be located at US Route 60 (later US Route 66) in Bannock, California to the west of Needles. When the US Route System was formally commissioned during November 1926 the terminus of US Route 91 was relocated to Daggett via the Silver Lake Cutoff. The original terminus of US Route 91 was located at US Route 66 in Daggett via what is now Daggett-Yermo Road.

In 1930 the Barstow Overhead would be completed over the Atchison, Topeka & Santa Fe Railway yard. US Route 91 was realigned from Daggett via an extension of Yermo Road into Barstow where it terminated at US Route 66 via the Barstow Overhead (1st Avenue). The extension of US Route 91 to Barstow would be followed up by the piecemeal relocation of the highway off of the Silver Lake Cutoff during the following several years.

The blog cover photo is of the 1925 Rand McNally map of California and Nevada. This map displays the then projected terminus of US Route 91 when it was intended to end in Bannock.

Part 1; the history of the southern terminus of US Route 91 in the California Mojave Desert

The early alignment of US Route 91 in the Mojave Desert of California passed through the communities of Daggett and Yermo. Both towns have histories tied to historic overland routes and railroads through the Mojave.

The Mormon Road between the Mojave River and Las Vegas can be seen on the 1873 Bancroft's map of California and Nevada.

Daggett was founded in 1882 after the finding of silver to the north in Calico. The site of Daggett was located on the Atchison, Topeka & Santa Fe Railway and was originally called Calico Junction. The community was renamed after then California Lieutenant Governor John Daggett visited during Spring 1883.

Yermo is one of the original sidings of the Los Angeles & Salt Lake Railroad. Said line was mostly constructed across the Mojave Desert between 1903-1905. The siding of Otis was plotted along the projected railroad corridor in 1902. When the siding obtained Post Office in 1905 it was renamed as "Yermo." The name "Yermo" translated from Spanish means "wilderness" or "wasteland."

The November 1929 California Highways & Public Works announced construction of a new alignment of US Route 91 between Barstow and Yermo was underway.

Contract bids were let for construction of the new alignment of US Route 91 between Dunn and Cronise Valley were announced in the August 1930 California Highways & Public Works.

Ultimately US Route 91 was approved to be extended southward from Barstow to US Route 6 in Long Beach by the AASHO Executive Committee during June of 1947. The extension of US Route 91 to Long Beach was as far as the highway would get before it began to be consumed by the 1964 California State Highway Renumbering and construction of Interstate 15.

Part 2; visiting the planned terminus of US Route 91 at US Route 60 in Bannock

Of note; the initially planned route of US Route 91 to US Route 60 near Bannock was adopted as Legislative Route Number 146 in 1933. In August 1934 this new segment of State Highway would become part of the first California State Route 195 which in turn ultimately became a US Route by way of US Route 95 in 1940.

In 2012 I took a picture of US Route 95 meeting the former alignment of US Route 66 near Bannock on what had been planned as the south terminus of US Route 91 at US Route 60. Said junction is known today as "Arrowhead Junction" as a reference to the Arrowhead Trail.

Part 3; visiting the original terminus of US Route 91 at US Route 66 in Daggett

Much of former US Route 91 and 466 can be on Yermo Road west of Interstate 15. Part 3 begins with an approach to former US Routes 91 and 466 via Interstate 15 southbound Exit 198 onto Minneola Road.

Minneola Road accesses former US Routes 91 and 466 with a right-hand turn onto Yermo Road southbound.

Former US Routes 91 and 466 southbound passes by what appears to be an older agricultural inspection station approaching Yermo Interchange Road in Yermo.

Former US Routes 91 and 466 pass through the heart of Yermo and intersects Calico Road.

As former US Routes 91 and 466 southbound on Yermo Road approaches Daggett-Yermo Road it passes by Peggy Sue's 50s Diner.

Peggy Sue's 50s Diner originally opened in 1954 and was reopened under the current ownership in 1987.

At the intersection of Yermo Road and Daggett-Yermo Road the original alignment of US Route 91 would have turned left towards Daggett. The post-1930 highway would have continued ahead on Yermo Road towards Barstow. US Route 466 was always located on Yermo Road.

US Route 91 originally would have followed Daggett-Yermo Road south into Daggett where it would have terminated as US Route 66 (signed as National Old Trails Road) upon crossing the Atchison, Topeka & Santa Fe Railway grade (now Burlington North, Santa Fe).

Part 4; former US Route 91, the Barstow Overhead and Barstow Harvey House

After November 1930 the starting point of US Route 91 began at US Route 66 (Main Street) in Barstow by way of 1st Avenue over the Barstow Overhead. The Barstow Overhead was a Parker Through Truss design which is 1,165.1 feet in length and carries a 14.5-foot clearance over the Atchison, Topeka & Santa Fa Railway yard. The deck width of the structure was 24 feet and was long obsolete well before it was replaced in 2024. North of the span US Route 91 continued north on 1st Avenue and picked up US Route 466 at what is now Old Highway 58.

The Barstow Overhead once could be viewed from the train platform at the Barstow Harvey House. The Barstow Harvey House opened in 1911 as a replacement for the 1885 ATSF Station which burned in 1908.

The 1933 1st Avenue Bridge would have carried US 91 over the Mojave River north from the Barstow Harvey House. The 1933 1st Avenue Bridge is a Deck Plate Girder design which is 747.1 feet in length.

Version History

- This blog was first published on September 22, 2019.

- This blog was revised for the first time on May 23, 2026.

A Little Bit of Everything - Allegheny County's Blue Belt

2026-05-23T20:30:43.678-04:00

Of the five colored belt routes within Allegheny County, the Blue Belt runs the closest to Downtown Pittsburgh. Like the Yellow Belt, it is a full loop. However, the Blue Belt is the only one that enters Pittsburgh's City Limits. The Blue Belt connects many inner-ring suburbs and city neighborhoods. It is the most urban and dense of the five belt routes, but the route does have its share of green. Finally, there are plenty of surprises throughout the drive.

To see the entire photo set on flickr, head here.

The Route:

West 8th Avenue (PA 837) in Homestead. The Blue Belt turns left here to cross the Monongahela River via the Homestead Grays Bridge.

We'll start our journey where PA 885 meets PA 837 at the Glenwood Bridge in Hays. We'll take PA 837 South, headed towards Homestead. The Blue Belt enters the former heart of the steel industry before turning left to cross the Monongahela via the Homestead Grays (High-Level) Bridge. After crossing the river, the Blue Belt enters the City of Pittsburgh and the Squirrel Hill neighborhood.

Much of the Blue Belt runs through older established Pittsburgh neighborhoods and suburbs like Squirrel Hill.

Here, the Blue Belt travels through one of Pittsburgh's more established areas. Running along Shady and Fifth Avenues, the Blue Belt passes through dense older urban neighborhoods that, on a very nice spring afternoon, were filled with pedestrians, families, and tourists.

The stone arch bridges carrying the Brilliant Cutoff Rail Viaduct (higher and right) and Lincoln Avenue (lower and left) are impressive landmarks.

The Blue Belt then turns onto Washington Boulevard (PA 8) through a ravine leading to the Allegheny River. Along the way, the Blue Belt opens into a view of the Brilliant Cutoff Viaduct and the Lincoln Avenue Bridge. Both stone arch bridges date to the start of the 20th century and show that some of Pittsburgh's best bridges don't cross rivers.

Passing the entrance to the Pittsburgh Zoo, the Blue Belt meets the Green Belt at the Allegheny River before the two routes cross together on the Highland Park Bridge. Once on the North Shore of the River, the Blue Belt splits south on the PA 28 Freeway towards the city. It leaves Route 28 at the Millvale exit (Exit 3B), but not after a confusing series of signs that could have you take the wrong exit (PA 8 North - Exit 5) or miss the right turn onto Evergreen Avenue. I did both; however, I did refamiliarize myself with Millvale as a result.

A sharp right onto Bascom Avenue from Perrysville Avenue here will keep you on the Blue Belt. (The turn was not marked.)

The Blue Belt runs up the ravine from Millvale along Evergreen Avenue and Peoples Road. This stretch of the Blue Belt through the North Hills has the more familiar suburban feel that its companion belts share. It is when the Blue Belt re-enters the Pittsburgh City Limits around Perrysville that the drive gets interesting.

I did not expect this more secondary, and narrow, stretch of the Blue Belt on Benton Avenue.

Homes in Brighton Heights.

One of a few brick-paved stretches of the Blue Belt, approaching the McKees Rocks Bridge.

The Blue Belt takes on a mix of working-class city neighborhoods, missing signage, surprisingly forested city streets, and the occasional brick road as it winds down from Perrysville Avenue (US 19) to the Ohio River and McKees Rocks Bridge. Following Bascom and Benton Avenues into the Brighton Heights neighborhood, the Blue Belt offers a slice of Pittsburgh rarely found by most travelers.

The Blue Belt crosses the Ohio River via the McKees Rocks Bridge.

Coming down the hillside along the brick-paved Brighton Heights Boulevard, the Blue Belt crosses the McKees Rocks Bridge into the community that the lengthy, nearly 100-year-old bridge is named after. Here, the Blue Belt winds its way through McKees Rocks, Ingram, and Crafton, continuing the mix of older industrial communities and older city suburbs. Additional brick streets are found in Crafton as the Blue Belt splits into one-way couplets (Noble and Union Avenues).

The Blue Belt through McKees Rocks, and below, another brief stretch of brick roadway in Crafton.

After crossing the Parkway in Green Tree, the Blue Belt enters the suburban South Hills. A mix of city neighborhoods, including Banksville and Beechview, and bedroom boroughs like Dormont. The density returns through these neighborhoods, as does the occasional crossing of a Pittsburgh Regional Transit Light Rail train.

The Blue Belt along PA 121 in suburban Green Tree.

Pittsburgh Regional Transit's Red Line crosses the Blue Belt after leaving Potomac Station.

Leaving Dormont via McNeilly Avenue, the Blue Belt passes older shopping centers as it reaches the Saw Mill Run area and the city's Overbrook neighborhood. A quick left onto Route 51, followed by a quick right onto Maytide Street, keeps you on the Blue Belt as you skirt the edges of Overbrook, Carrick, and Brentwood.

Becks Run Road (Blue Belt) approaching PA 837.

After crossing Brownsville Road, the Blue Belt takes on Becks Run Road, following the Becks Run ravine down to East Carson Street and the Monongahela River. Here, under the rail trestle, is one of Pittsburgh's sweetest places, Page's Dairy. The date-night, post-ballgame team outing, family ice cream spot has been around for 75 years. Often, the line wraps around the building and into the parking lot. It's a great way to finish your Blue Belt adventure.

Can't go wrong with a stop at Page's.

From Page's, a right turn onto PA 837 keeps you on the Blue Belt. About two miles later, at PA 885 and the Glenwood Bridge, the Blue Belt completes its full loop around the city.

Conclusion:

By far, the Blue Belt was the most enjoyable of the five routes. It, like the Yellow Belt, had a little bit of everything. However, there's more variety along the Blue Belt within the city neighborhoods and small communities. Being closer to the city has a lot to do with it.

The Blue Belt takes a right turn here onto Potomac Avenue in Dormont. But drivers wouldn't know it as the arrow has been missing for years.

As always, the same issues of confusing and missing signage plagued the route. Arrows sometimes were missing, or signs for upcoming turns were nowhere to be found. The missing signage really shows how much of an afterthought the Belt System really is.

The Blue Belt is a great alternative for those in various parts of Allegheny County to get to the Pittsburgh Zoo. The drive through the North Hills, through Brighton Heights, down to the Ohio River was very surprising. It took me through parts of the city I had never been through. So was the route through Ingram and Crafton. That is what I enjoyed the most about the Blue Belt - the variety and being able to see Pittsburgh neighborhoods throughout.

While I am skeptical of the modern need for the Allegheny County Belt System, it did accomplish a few things for me. One, it got me out to explore. Two, I saw many parts of the Pittsburgh area I had not seen in a long time or wasn't familiar with - if I had even been to that part of the city at all. Maybe, in the end, that's the charm of the Belt Routes. You find yourself curious about it - what is it - where does it go? And if the urge is enough, you go and explore it and see a few new places and things.

All photos taken by the post author - April 11, 2026.

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Buckeye Road (Mariposa County)

2026-05-22T04:00:00.075-04:00

Buckeye Road is an approximately three-mile rural highway corridor located in the Sierra Nevada foothills of Mariposa County. Buckeye Road begins at Ben Hur Road and extends west to the intersection of Old Highway/Yaqui Gulch Road near the ghost town of Bridgeport.

Buckeye Road is named after Buckeye Creek and the Buckeye Mining District. The roadway was constructed in 1947 along with the current bridge over Mariposa Creek. Buckeye Road functionally acts as a continuation of the far older corridors of Yaqui Gulch Road and Agua Fria Road.

Part 1; the history of Buckeye Road

Buckeye Road is named after Buckeye Creek and the larger Buckeye Mining District. Said district originally began being worked during the 1860s near the communities of Bridgeport and Guadalupe. The district was originally accessible via the road to the original Mariposa County seat of Aqua Fria (now Agua Fria Road and Yaqui Gulch Road).

Buckeye Creek appears south of Guadalupe and Bridgeport on the 1868 Whitney map of the Sierra Nevada adjacent to Yosemite Valley. No crossing of Mariposa Creek (then called Mariposa River) is shown connecting to Ben Hur Road.

The 1912 United States Geological Survey map of Mariposa displays Yaqui Gulch Road ending at the Granite King Mine which was part of the larger Buckeye Mining District. This map displays Ganns Corral Road crossing Mariposa Creek and terminating at Ben Hur Road near Silver Bar Road. A crossing over Mariposa Creek is shown to service a single home west of Ben Hur Road. This crossing (marked by blue pin) is where Buckeye Road would later cross Mariposa Creek.

The Granite King Mine was worked sporadically until shuttering in 1941. Following World War II in 1947 Mariposa County would construct the Buckeye Road Bridge over Mariposa Creek. The then new bridge was a steel stringer design.

Modern Buckeye Road appears on the 1947 United States Geological Survey map connecting spanning from Old Highway east to Ben Hur Road. Functionally Buckeye Road acts as a continuation of Yaqui Gulch Road and Agua Fria Road.

Part 2; a drive on Buckeye Road

Westbound Buckeye Road begins at Ben Hur Road. Traffic is advised that California State Route 140 is accessible six miles away via Buckeye Road and Yaqui Gulch Road.

Westbound Buckeye Road crosses over the single lane Mariposa Creek Bridge.

Buckeye Road continues west and terminates at Old Highway near the former town site of Bridgeport. Westbound traffic can continue west on Yaqui Gulch Road to California State Route 140 and Agua Fria Road to California State Route 49.

Ruins of the Ahukini Terminal Railway on Kauai, Hawaii

2026-05-21T04:00:00.198-04:00

Unlike most railroads in the Hawaiian Islands the former right-of-way of the Ahukini Terminal Railway is fairly easy spot. Much of the 2-foot, 6-inch narrow gauge line has had repurposed right-of-way and bridges.

The Ahukini Terminal Railway opened in 1920 and serviced the numerous sugar cane fields of the Lihue Plantation. The main line of the railway system ran north/south from Ahukini Landing near what is now Lihue Airport to Anahola Bay. The main line was extended south to Nawiliwili Bay in 1931, and numerous branch lines existed throughout eastern Kauai. The last train on the Ahukini Terminal Railway ran in 1959.

This blog serves as a brief historical overview of the Ahukini Terminal Railway and a spotlight of numerous structures from the line which still exist. The blog cover is facing towards two remaining railway bridges at Moikeha Canal in Kapaa.

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 Ahukini & Terminal Railway

By the late 1890s the Lihue Plantation (founded in 1849) was using Ahukini Landing as a port for their shipping operations. On November 25, 1910, the Army Corps of Engineers filed a report which examined numerous locations on Kauai for a major deep-water port. The report determined that Ahukini Landing was inferior as a port location compared to Nawiliwili Bay, Koloa Bay and Hanapepe Bay.

The Lihue Plantation was undeterred by the Army Corps of Engineers assessment and chose Ahukini Landing as terminus of a new railroad line. The Ahukini Terminal Railway opened in 1920 as a line connecting the numerous sugar plantations on eastern Kauai. This railway was comprised of 2 foot, 6-inch narrow gauge track which initially spanned north to Kapaa and Keilia via the Wailua River. By May 1921 the line had been extended northward to Anahola Bay.

This photo is of the Ahukini Terminal Railway bridges at Hanamaulu Stream in 1923 (Amfac Incorporated Collection). The high trestle was part of the original line segment whereas the concrete span at the bottom was a spur then under construction.

The original Ahukini Terminal Railway dock facility at Ahukini Landing can be seen below as it was in 1924 (Ahukini Recreation Pier State Park photo).

Both Kuhio Highway and the Ahukini Terminal Railway can be seen passing through downtown Kapaa on this northbound facing photo dated July 6, 1924. Numerous branch lines existed within the vicinity of Kapaa.

In 1931 the Ahukini Terminal Railway was extended south to Nawiliwili Bay. This extension was constructed to service additional Lihue Plantation interests which had developed there. The end of the line can be seen below at Nawiliwili Bay in 1935 (Victor Norton Collection). In 1930 Nawiliwili Bay was dredged to accommodate large ships, and large seawall was installed. Much of the funding for these improvements were provided by George Wilcox.

Much of the Ahukini Terminal Railway can be seen in detail on the 1954 United States Geological Survey map of Kauai. The line segments between Ahukini Landing, Lihue and the Wailua River can be seen below.

The line segments north of the Wailua River through Kapaa to Anahola Bay can be seen below.

The Ahukini Terminal Railway's Baldwin Locomotive 0-6-0 known as #1 Kalalau can be seen below in a state of disrepair at the Lihue Plantation sugar mill facility (Charles Mack Wills photo).

The last train on the Ahukini Terminal Railway ran in 1959. Following the decommissioning of the line most of the bridges were left in place and were not initially repurposed. Lihue Plantation representatives would indicate during a series of 1964-1965 letters that the railway records were subject to an unauthorized burn when the warehouse they were stored at was demolished.

During the 1990s approximately 8.5 miles of the Ahukini Terminal Railway mainline right of way was repurposed in the Kapaa area as the Ke Ala Hele Makalae Trail. This trail incorporates several of the railroad bridges once used by narrow-gauge trains.

In 2009 the Ahukini Terminal Railway bridge at the Wailua River was retrofitted with a Acrow Bridge Company prefabricated road span. This prefabricated structure has been pressed into service as the northbound lanes of Hawaii Route 56 (Kuhio Highway).

Part 2; ruins of the Ahukini Terminal Railway

This bridge at Nawiliwili Stream in Lihue carried the 1930s era Ahukini Terminal Railway to Nawiliwili Bay. It is now part of the Shoreline Access Trail.

This bridge over Hawaii Route 583 approaching Wailua Falls was once part of an Ahukini Terminal Railway spur line to the company town of Opaeopaeilio.

As noted in Part 1 the northbound lanes of Hawaii Route 56 cross the Ahukini Terminal Railway bridge at the Wailua River via a prefabricated road deck.

Two Ahukini Terminal Railway Bridges can be found at Moikeha Canal in Kapaa. The bridge in the foreground was a spur line which still has embedded narrow-gauge track in it. The bridge in the background was part of the mainline which has been incorporated into the Ke Ala Hele Makalae Trail.

Devils Den Road (Kings County)

2026-05-20T04:00:00.135-04:00

Devils Den Road is an approximately 6.2-mile dirt highway corridor which exists in the Kettleman Hills of rural Kings County. The Devils Den Road corridor begins as a continuation of Barker Road at the Kern County/Kings County line and extends northeast to 25th Avenue via Avenal Gap.

The Devils Den Road corridor is named after the Devils Den Oil Field which was discovered in 1910. Said oil field was once host to a company town known as "Devils Den" which stood near the junction of modern California State Route 33 and Barker Road. Devils Den Road was once the favored highway over the Kettleman Hills until Legislative Route Number 125 (now California State Route 41) was adopted as State Highway in 1933.

Part 1; the history of Devils Den Road

Devils Den is a formation which is located in northwest Kern County at the eastern flank of Avenal Ridge and the Pyramid Hills. The land which comprises Devils Den can be seen under the ownership of the Aferitz Oil Company on the 1898 Official map of Kern County in Township 25 South, Range 18 East.

During 1910 the Devils Den Oil Field was discovered amid the start of the Westside Oil Boom. A small company town known as "Devils Den" was established along what is now Barker Road to accommodate workers at the oil field. The site was connected to the Lemoore area via a then new roadway constructed through Avenal Gap in the Kettleman Hills to the southern shoreline of Tulare Lake in Kings County. This roadway through Avenal Gap would become what is now known as Devils Den Road.

The Devils Den townsite along Barker Road during the early 1910s after heavy rains (Michael J. Semas collection photo).

Devils Den Road can be seen spanning the Kettleman Hills via Avenal Gap on the 1914 United States Geological Survey map of Lost Hills. In this era there was no north/south roadway crossing the Kettleman Plains.

Devils Den Road and Devils Den both can be seen in detail on the 1917 California State Automobile Association map.

The town of Devils Den can be seen on the then new Coalinga-Bakersfield Road (now Barker Road) on the 1930 United States Geological Survey map of Avenal Gap. The start of modern Devils Den Road at the Kern County/Kings County line can be seen marked via blue pin. The Coalinga-Bakersfield Road crossed Kettleman Plain which by proxy permitted better access over the Kettleman Hills than the existing Course of Devils Den Road. This map edition displays Devils Den Road as "Lemoore Road."

In 1933 the Coalinga-Bakersfield Road would be added to the State Highway System as part of Legislative Route Number 138 from Legislative Route Number 57 in Taft to Legislative Route Number 10 in Coalinga. In the August 1934 California Highways & Public Works this corridor would be announced as part of California State Route 33.

The town of Devils Den can be seen along California State Route 33 (solid red line which is now Barker Road) near the junction of Devils Den Road on the 1935 Division of Highways map of Kern County.

Devils Den Road can be seen as a minor rural highway on the 1935 Division of Highways map of Kings County. The Devils Den Road corridor can be seen contrasted to the winding initial alignment used by California State Route 41 (Legislative Route Number 125) through the Kettleman Hills south of Kettleman City.

The 1943 United States Geological Survey of La Rambla is the first edition to display the modern name of Devils Den Road. The corridor is shown to span from California State Route 33 near Devils Den across Avenal Gap to Lemoore Road. Lemoore Road has been since renamed to 25th Avenue.

During 1946 the Bureau of Land Management would assume control of the Devils Den Oil Field. The agency has since offered access to the oil field for lease via public auctions.

California State Route 33 was rerouted in 1960 onto a bypass of the Devils Den town site. The former alignment through the community would become Barker Road. The then new alignment of California State Route 33 bypassing Devils Den can be seen on the 1961 Division of Highways map. The town would continue to appear on United States Geological survey maps until the 1990s.

The Devils Den Oil Field presently comprises 400 acres. The land was last put up for lease auction by the Bureau of Land Management during May 2015. Currently the oil field has no lease holder.

Part 2; a drive on Devils Den Road

The Kings County variant of Devils Den Road can be reached by following Barker Road north of California State Route 33. The asphalt on Barker Road gives way to dirt as Devils Den Road begins at the Kings County line. A discontinuous segment of Devils Den Road is also signed within Kern County westward from Barker Road south of modern California State Route 33.

Northbound Devils Den Road crosses the Kettleman Hills via Avenal Gap and terminates at 25th Avenue. The entire corridor is a high-quality dirt grade which is regularly used by agricultural trucks transporting product from nearby farmlands.

Silver Bar Road (Mariposa County)

2026-05-18T04:00:00.104-04:00

Silver Bar Road is seven-mile loop of Ben Hur Road in the Sierra Nevada foothills southern Mariposa County. This mostly dirt surface rural corridor is named after the Silver Bar Mine which once located in the vicinity of Lookout Mountain. John Hite was known to have petitioned the Mariposa County Board of Supervisors to construct a roadway local silver mines in 1885 but was met with rejection. Nonetheless modern Silver Bar Road appears on maps shortly after Hite's petition.

Part 1; the history of Silver Bar Road

Silver Bar Road is named after the Silver Bar Mine. The historic location of the Silver Bar Mine location is not fully clear other than it was located a short distance from Lookout Mountain northeast of the community of Ben Hur. The Silver Bar Mine and Silver Lane Mine are the only two known significant silver strikes within Mariposa County. Numerous modern mining claims filed as "Silver Bar" are centered around property near the intersection of Old Oak Road and Ashworth Road.

Ben Hur itself was a small community was had been established in 1859 by Morgan Quick and originally was known as Rancheria Place. The ranch at what became Ben Hur was owned and operated by the Quick family of Mariposa County for six generations. Post Office service would operate in the community from 1890-1902 and 1904-1951. The community's name is a reference to the 1880 novel Ben Hur: A Tale of the Christ.

Wealthy Mariposa County resident John Hite filed for a petition to the Board of Supervisors to construct a public highway to the silver mining region near Becknell's corral (namesake of Becknell Creek) during July 1885. The Board of Supervisors would deny this petition in August 1885.

Silver Bar Road does appear as a loop of Ben Hur Road on the 1912 United States Geological Survey map of Mariposa (terminus points marked by blue pins). Silver Bar Road is shown to pass by the lands of Larew Ranch a short distance south of Lookout Mountain. Becknell Creek is originating near the southern terminus of Silver Bar Road.

Silver Bar Road is shown (Township 6 South, Range 18 East) as a minor loop of Ben Hur Road on the 1935 Division of Highways map of Mariposa County.

Part 2; a drive on Silver Bar Road

Southbound Silver Bar Road begins as a surfaced highway at Ben Hur Road in the Mormon Bar area.

Southbound Silver Bar Road becomes a dirt highway a short distance past Dusty Oak Road.

Silver Bar Road passes east of Lookout Mountain and intersects Ashworth Road.

Southbound Silver Bar Road continues as a dirt highway through several rural ranching properties and reaches a terminus at Ben Hur Road a short distance from the site of Ben Hur ghost town.

Darrah Road (Mariposa County)

2026-05-15T04:00:00.082-04:00

Darrah Road is an approximately five-mile rural highway corridor located in the Sierra Nevada foothills of Mariposa County. As presently configured Darrah Road begins at the terminus of Jerseydale Road and extends south to California State Route 49 at the community of Bootjack.

Darrah Road was once part of the larger Hite Cove Road which had been commissioned in 1864. The modern corridor is named for Richard Darrah's station, which was located at the intersection of Darrah Road, Triangle Road and Jerseydale Road. Darrah Station served stage travelers on their way to the Sweetwater Mining District in addition to Hite Cove. The 1878 Mount Buckingham School is the only structure still standing which was on the Darrah Station property.

Part 1; the history of Darrah Road

Darrah Road is named after Darrah Station which was located on the property owner Richard Darrah. Darrah Station served those venturing to Hite Cove and the Sweetwater Mining District along what would become Hite Cove Road. The mines at Hite Cove had been discovered on the South Fork Merced River in 1861 whereas the Sweetwater Mining District had been active seen early 1850s.

Founder John Hite and his partners would commission construction of a mining tunnel, and a ten-stamp mill in 1863. The mine at Hites Cover quickly grew into a small community with a rising economic profile in Mariposa County. Hites Cove was initially only accessible via foot trails. On February 8, 1864, John Hite would petition the Mariposa County Board of Supervisors to construct a public roadway to his mining community. Hites Cove Road was commissioned to be constructed north from the Yosemite Road (now California State Route 49) near Bootjack. The roadway followed the general course of Snow Creek north from Bootjack to the community of Darrah. From Darrah the roadway continued northward skirting just east of Portuguese Ridge past Skelton's Ranch. From Skelton's Ranch the road to Hites Cove descended rapidly to the Hites Cove town site at the South Fork Merced River.

In 1878 the Mount Buckingham School was constructed as a two-story building next to Snow Creek near Darrah Station. The school site was moved closer to Darrah Station on land donated by Richard Darrah in 1910. Reportedly the schoolhouse was once the site of a traditional duel and served as a place of education until 1953.

Darrah Station can be seen on the 1897 United States Geological Survey map of Yosemite. The station is shown to be at the northeast intersection of what is now Darrah Road, Triangle Road and Jerseydale Road.

The southern terminus of Darrah Road is shown to be located at Bootjack and the Bootjack-Ahwahnee Highway on the 1912 United States Geological Survey map of Mariposa. Bootjack was founded during the start of the California Gold Rush. The community would not come to prominence until the 1870s when it became the hub of stage travel to Hite Cove via Hite Cove Road and Wawona via Chowchilla Mountain Road. The origin of the community's name is unclear and there are numerous theories.

Darrah Station is no longer shown as being present north of Bootjack along Darrah Road on the 1935 Division of Highways map of Mariposa County. Hite Cove had burned during the 1920s and the Sweetwater Mining District would shutter in the 1930s decade.

Part 2; a drive on Darrah Road

Southbound Jerseydale Road terminates at Triangle Road and becomes Darrah Road. The Mount Buckingham School can be found at the southwest intersection of Darrah Road and Triangle Road.

Darrah Road largely follows the course of Snow Creek and crosses it via a fairly new bridge constructed in 2023. The previous span at this crossing had been constructed in 1948.

Darrah Road passes through Bootjack and terminates at California State Route 49.

Kapaia Swinging Bridge

2026-05-14T04:00:00.064-04:00

Kapaia Swinging Bridge is a 125-foot-long pedestrian span which crosses Hanamaulu Stream near Lihue. This span was installed in 1948 as a replacement for an earlier bridge to Immaculate Conception Catholic Church. The Kapaia Swinging Bridge was closed in 2006 following maintenance neglect but ultimately was restored in 2018.

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.

The history of the Kapaia Swinging Bridge

Kapaia Swinging Bridge serves as a pedestrian footbridge from Lihue to Immaculate Conception Catholic Church. Said footbridge crosses Hanamaulu Stream at the end of Laukini Road and connects to the church grounds.

Immaculate Conception Catholic Church was constructed in 1924. Originally the church was served via a conventional footbridge at Hanamaulu Stream. This bridge can be seen in a 1920s photo which can be found at the end of Laukini Road. The current highway bridge carrying Hawaii Route 56 wasn't constructed until 1933.

The original footbridge at Hanamaulu Stream was destroyed in 1941. The structure wasn't replaced until the Kapaia Swinging Bridge was constructed in 1948. This wire/cable suspension swinging bridge is 125 feet long and the main span is 80 feet in length.

The Kapaia Swinging Bridge was closed to pedestrian traffic in 2006 due to maintenance neglect. The structure was placed on the Hawaii State Register of Historic Places in 2008. The main foot span of the structure was heavily damaged during a storm on March 9, 2012. Following the storm restoration of the structure would take place in 2018 using the original design drawings.

These views are facing the Kapaia Swinging Bridge from the end of Lankini Road.

These photos are approaching the Kapaia Swinging Bridge heading west from Immaculate Conception Catholic Church.

Midoil Road (Kern County)

2026-05-13T04:00:00.077-04:00

Midoil Road is an approximately 5-mile rural highway which traverses the oilfields of western Kern County. This highway begins at A Street in Taft and extends northwest to Midway Road in Fellows.

Midoil Road was constructed as a frontage of the Sunset Railroad following the discovery of the Midway Gusher in 1909. The roadway is named after Midoil siding which was once located between Taft and Fellows. Midoil Road is designated as Kern County Mountain Road 272.

Part 1; the history of Midoil Road

Midoil Road is named after the former Sunset Railroad siding of Midoil. This rural highway corridor begins at the end of A Street and extends northwest through the Midway-Sunset Oil Field in the Temblor Range foothills to Midway Road in Fellows. Midoil Road is designated as Kern County Mountain Road.

In 1901 Post Office Service would be established at the Sunset Oil Field town site of Maricopa. Between 1901 and 1908 the Sunset Railroad was constructed by the Southern Pacific Railroad mainline southwest from Bakersfield. One spur of the line ended at Maricopa whereas another was constructed from Pentland Junction to Siding #2.

Locals originally requested the Southern Pacific Railroad assign the name "Moro" to Siding #2. Company officials deemed the name to be too similar to the coastal town of Morro Bay and instead designating the siding facility as "Moron." The intention was for the name to take the Spanish meaning of "knoll" or "hillock" but came to be associated with the English meaning for lack of intelligence. Moron was renamed as Taft in 1909 in honor of President William Howard Taft.

In 1909 the Midway Gusher would be discovered northwest of Taft. An extension to the Midway Oil Field was constructed from Taft to service the new oil wells. Sidings were plotted at Midoil, Warren, Fellows and at a terminus in Shale. Midoil Road was constructed as a frontage of rails from Taft to Fellows. The name of Fellows come from a Sunset Railroad contractor by the name of Charles A. Fellows.

Main Street in Fellows (now Midway Road) can be seen as it was circa 1910 (courtesy Kern County History Fans).

Midoil Road appears south of the Sunset Railroad on the 1910 United States Geological Survey map of Buena Vista Lake and 1912 edition from McKittrick. Much of the original infrastructure and buildings in Fellows would burn in a large fire circa 1913.

Midoil Road appears a minor local highway on the 1935 Division of Highways map of Kern County.

In 1960 the Maricopa branch of the Sunset Railroad was abandoned. This was followed by the spur between Pentland Junction and Shale (via Taft) in 1976. The tracks along Midoil Road weren't removed until the current century.

Fellows in recent decades has declined to a near ghost town. Most older structures in the community have been demolished. Since 2000 the community has had an approximately 66% population decline and only had 52 residents on the 2020 census.

Part 2; a drive on Midoil Road

Northbound Midoil Road begins at the terminus of A Street near the city limit of Taft.

Midoil Road departs Taft and passes the unmarked site of Midoil siding in oil fields in the Temblor Range foothills.

Midoil Road enters Fellows and terminates at Midway Road.

Midway Road continues north and passes through the largely derelict downtown Fellows. Numerous abandoned sidewalks and abandoned building plots can be found approaching Mocal Road.

Jerseydale Road (Mariposa County)

2026-05-11T04:00:00.092-04:00

Jerseydale Road is an approximately six-mile-long rural highway in Mariposa County. As presently configured Jerseydale Road begins at the intersection of Darrah Road/Triangle Road and terminates at the site of the Sweetwater Mine in Sierra National Forest.

Jerseydale Road was part of Hites Cove Road which had been commissioned in 1864. The roadway traditionally served the Sweetwater Mining District and Skelton's Ranch. By the 1880s a small mining community would develop and would come to be known as Jerseydale upon receiving Post Office service in 1889. The Jerseydale Post Office would operate until 1930, and the Sweetwater Mining District would shutter later in the decade.

Part 1; the history of Jerseydale Road

Jerseydale Road and the namesake community of Jerseydale are historically linked to the Sweetwater Mining District at the northern end of Clark's Valley. The Sweetwater Mining District was placer mined beginning in the early 1850s in the early days Mariposa County. By 1853 the Sweetwater Mine along Sweetwater Creek was the site of a 12-stamp mill.

Skelton's Ranch was located nearby along what is now Skelton Creek at the southern end of the Sweetwater Mining District. The ranch would become a major waypoint of importance following the establishment of the mine at Hites Cove in 1861. Founder John Hite and his partners would commission construction of a mining tunnel, and a ten-stamp mill in 1863. The mine at Hites Cover quickly grew into a small community with a rising economic profile in Mariposa County.

Hites Cove was initially only accessible via foot trails. On February 8, 1864, John Hite would petition the Mariposa County Board of Supervisors to construct a public roadway to his mining community. Hites Cove Road was commissioned to be constructed north from the Yosemite Road (now California State Route 49) near Bootjack. The roadway followed the general course of Snow Creek north from Bootjack to the community of Darrah. From Darrah the roadway continued northward skirting just east of Portuguese Ridge past Skelton's Ranch. From Skelton's Ranch the road to Hites Cove descended rapidly to the Hites Cove town site at the South Fork Merced River.

By the 1860s the Sweetwater Mining District transitioned away from placer to hard rock operations. By the 1880s a small permanent settlement began to develop which obtained Post Office as Jerseydale in 1889. The first newspaper mention of the community appeared in the September 21, 1889, Sacramento Union.

Jerseydale can be seen on the 1897 United States Geological Survey map of Yosemite. The town is shown to be located at the intersection of modern Jerseydale Road and Scott Road (marked by blue pin). Jerseydale Road is shown to terminate at the site of the Sweetwater Mine. The community of Jerseydale was known to have three operating stamp mills by 1900.

Between 1912-1920 the community of Jerseydale held an annual fair. Numerous photos from the community during the fair events can be seen in an article written by Tom Phillips.

The Jerseydale Post Office would shutter in 1930. Mining in the Sweetwater District would shuttering later the same decade. Jerseydale was never fully abandoned but does not resemble a town in modern times. The community doesn't appear along Jerseydale Road on the 1935 Division of Highways map of Mariposa County. The Mariposa Ranger Station marked on this map was located near the Jerseydale town site (Township 4 South, Range 19 East).

Part 2; a drive on Jerseydale Road

Northbound Jerseydale Road begins a mutual intersection with Darrah Road and Triangle Road. This photo faces west on Triangle Road where traffic would turn right onto Jerseydale Road.

As northbound Jerseydale Road begins traffic is advised there is no access to Yosemite National Park. Sierra National Forest roadways at the terminus of Jerseydale Road do connect to California State Route 140 but are designed for high clearance vehicles.

Northbound Jerseydale Road winds through uphill grades to the Jerseydale Campground. Said campground is operated by Sierra National Forest.

Jerseydale Road branches left an unpaved corridor at wye with Scott Road. Scott Road continues to Mariposa Pines and Hite Cove Road.

Jerseydale Road continues as a dirt surfaced corridor approximately one mile northward to the site of the Sweetwater Mine and Forest Road 05024 (Sweetwater Road).

Yaqui Gulch Road (Mariposa County)

2026-05-08T04:00:00.000-04:00

Yaqui Gulch Road is an approximately 3-mile rural highway located in Mariposa County. This highway corridor is one of the oldest identifiable roadways in the state as it once served the original Mariposa County seat of Aqua Fria along with nearby Guadalupe and Bridgeport. The community of Agua Fria was founded in 1849 by Sonoran Miners and became the first Mariposa County seat in February 1850. The County Seat was not long lived in Agua Fria as it would be moved to Mariposa in November 1851. The community of Agua Fria would burn during a fire in 1866 and was never rebuilt.

Part 1; the history of Yaqui Gulch Road

Yaqui Gulch Road was once consolidated with what is now Aqua Fria Road. Both Aqua Fria Road and Yaqui Gulch Road connected the early Mariposa County communities of Agua Fria, Guadalupe and Bridgeport.

Mariposa County was incorporated on February 18, 1850, as one of the original counties following California becoming an American state. Mariposa County initially was by far the largest county by area in California which was centered around mining claims in the Sierra Nevada foothills. The original county seat was the now ghost town of Aqua Fria.

Aqua Fria was centered around claims struck by Sonoran miners in 1849. The town site was located near Agua Fria Creek near two cold water springs. At the height of the community, it boasted about a dozen stores, several gambling halls and a hotel. The Aqua Fria Post Office would open on October 7, 1851. Despite Agua Fria obtaining Post Office service the Mariposa County seat would relocate to Mariposa on November 10, 1851.

Guadalupe was located approximately two miles south of Agua Fria near the confluence of Guadalupe Creek and Aqua Fira Creek. This mining community would emerge in the early 1850s but was never very large in size. By 1859 a 15-stamp mill would operate at Guadalupe.

Bridgeport was founded in 1852 at the highway crossing near Aqua Fria Creek which was on the Fremont Land Grant site. The community reached a peak population of about 3,000 during the California Gold Rush and was once the home of the Washburn Brothers who would later construct the Wawona Road (now in Yosemite National Park).

After losing the Mariposa County seat the community of Aqua Fria began a quick decline. The community would be destroyed during a fire on June 22, 1866, and would never be rebuilt. Despite being then recently destroyed the community of Agua Fria appears on the 1868 Whitney map of the Sierra Nevada adjacent to Yosemite Valley. What is now Agua Fria Road (Upper and Lower) appears on the map connecting Princeton (now Mount Bullion) to the now ghost town Guadalupe. Bridgeport can be seen a short distance south of Guadalupe on Agua Fria Creek and along an unmarked connecting road to White Rock. Bridgeport would finally fade in the twentieth century when the modern alignment now used by California State Route 140 was constructed to the north what is Old Highway (the original alignment of the Yosemite All-Year Highway.

Part 2; a drive on Yaqui Gulch Road

Northbound Yaqui Gulch Road begins at the intersection of Old Highway and Buckeye Road. The community of Bridgeport would have been located a short distance to the west on Old Highway.

Yaqui Gulch Road passes through Guadalupe Valley where the ghost town of Guadalupe was once located.

Yaqui Gulch Road passes through the namesake gulch and terminates at California State Route 140.

The town site of Agua Fria is located a short distance of Yaqui Gulch Road via a short westward jog to the beginning of Agua Fria Road. There is nothing to identify the site of Agua Fria now aside from historical plaques.

Kauai County Route 543

2026-05-07T04:00:00.056-04:00

Kauai County Route 543 is the shortest County Route on the island of Kauai at 0.8 miles. This highway corridor was designated in 1962 as Hawaii Route 543. Hawaii Route 543 followed Lele Road from Hawaii Route 50 to Port Allen Airport. The Hawaii Department of Transportation did not retain this highway after 1968 when the County Route System was split from State Highway System.

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 Kauai County Route 543

Kauai County Route 543 is fully aligned over Lele Road which serves to connect Hawaii Route 50 (Kaumaualii Highway) to Port Allen Airport. Port Allen Airport became the first passenger air terminal on Kauai which began service on November 12, 1929. The facility would serve as the only airstrip for commercial flights until the opening of Lihue Airport during January 1950. Modern Port Allen Airport generally sees over 5,000 flight operations a year which are most comprised of general aviation and helicopter flights.

Lele Road was assigned as Hawaii Route 543 sometime around 1962. The highway can be seen on the 1963 United States Geological Survey map of Hanapepe.

Hawaii Route 543 was removed from the State Highway System in the late 1960s and transferred to Kauai County. This transferred likely occurred in 1968 when the State Highway System and County Route System were split. Kauai County has since maintained Lele Road as County Route 543.

Part 2; a drive on Hawaii Route 543

Southbound Kauai Coute 543 begins as Hawaii Route 50 approaches Lele Road west of the Hanapepe River. Port Allen Airport is signed as being 0.8 miles away.

Kauai County Route 543 follows Lele Road south to Port Allen Airport where it terminates.

Petroleum Club Road (former California State Route 33 and US Route 399 past the Lakeview Gusher)

2026-05-06T04:00:00.288-04:00

Petroleum Club Road is an approximately 5.3-mile rural highway located in the Sunset Oil Field of western Kern County. This corridor was constructed as a frontage road of the Sunset Railroad and would be the site of the Lakeview Gusher in 1910. Petroleum Club Road was the original alignment of California State Route 33 and US Route 399 between 1934-1938. In 1938 the West Side Highway was constructed west of Lakeview Gusher and still serves as the current alignment of California State Route 33.

Part 1; the history of Petroleum Club Road

Petroleum Club Road is the original highway which linked the oil communities of Maricopa and Taft. Both cities were developed around the early boom of the Sunset Oil Field. The early Sunset Oil Field can be seen centered along Cienega Canyon Road southwest of Buena Vista Lake in Township 11 North, Range 23 West on the 1898 Kern County Surveyors map.

The Sunset Railroad frontage road between Maricopa and Taft can be seen on the 1910 United States Geological Survey map of Buena Vista Lake.

On March 15, 1910, Lakeview Gusher #1 blew in at a drilling depth of 2,225 feet along the Maricopa-Taft Highway. The Lakeview Gusher destroyed the Union Oil derrick platform and initially had an outflow of approximately 18,000 barrels a day. The gusher reached a maximum outflow of 90,000 barrel of oil a day before it was brought under control. The Lakeview Gusher flowed for 544 days and would go onto produce over 4,000,000 recoverable barrels. Taft would incorporate as a city on November 7, 1910, and Maricopa would incorporate on July 25, 1911.

The Maricopa-Taft Highway would be surfaced in Portland Cement by Kern County. The corridor can be seen as a major local highway on the 1917 California State Automobile Association map.

In 1933 Legislative Chapter 767 the Maricopa-Taft Highway would be added to the State Highway System as a component of Legislative Route Number 138. The 1933-era definition of Legislative Route Number 138 was:

- Legislative Route Number 2 (US Route 101) near Ventura to Legislative Route Number 57 in Cuyama Valley.

- Legislative Route Number 57 near Maricopa to Legislative Route Number 10 near Coalinga.

The Taft-Maricopa Highway appears as part of Legislative Route Number 138 on the 1934 Division of Highways map.

In the August 1934 California Highways and Public Works Guide the Sign State Routes were announced. California State Route 33 was announced as a State Highway originating at US Route 50 near Tracy and terminating at California State Route 166 (Legislative Route Number 57) in Maricopa.

The first mention of US Route 399 can be found in a letter by the Division of Highways to the American Association of State Highway Officials Executive Secretary dated September 6, 1934. US Route 399 appears as a proposed US Route which would connect US Route 101 to US Route 99 via Maricopa and Taft. US Route 399 is described as having a proposed length of 131 miles beginning from a south terminus at US Route 101 in Ventura along with a north terminus at US Route 99 in Bakersfield.

California State Route 33 and US Route 399 multiplexed from Taft south to California State Route 166 in Maricopa. California State Route 33 terminated in Maricopa (on California Street) whereas US Route 399 followed the Ventura-Maricopa Highway through Wheeler Gorge and Ojai to US Route 101 in Ventura. This multiplex on the Taft-Maricopa Highway can be seen on the 1935 Gousha Highway map of California.

The multiplex of California State Route 33 and US Route 399 can be seen in greater detail on the 1935 Division of Highways map of Kern County.

US Route 399 heading southbound originally passed through Ford City via Harrison Street and entered Taft along 6th Street where it met California State Route 33 at San Emigdio Street. California State Route 33 southbound originally entered Taft at San Emigdio Street where it picked up US Route 399 at 6th Street. Both highways multiplexed along 6th Street, Kern Street, 1st Street, Main Street, a series of now abandoned roads and Wood Street to the Taft-Maricopa Highway.

The June 1935 California Highways & Public Works featured the realignment of California State Route 33 (Legislative Route Number 138) through Taft which opened on May 28, 1935. The then new alignment was constructed onto two extensions of Kern Street on both sides of downtown. The multiplex of US Route 399 and California State Route 33 was realigned to meet at Kern Street and 6th Street.

The February 1938 California Highways & Public Works featured the opening of the new alignment (the West Side Highway) of California State Route 33 and US Route 399 south from Taft to Maricopa. The article describes the older Taft-Maricopa Highway as being winding and comprised of 18-foot-wide Portland Cement. The then new alignment opened on January 9, 1938, and is described as having no grades greater than 5%. The older Taft-Maricopa Highway would come in time to be known as Petroleum Club Road.

In 1949 California State Route 33 was extended from Maricopa east multiplexed with California State Route 166 to US Route 99 near Wheeler Ridge. This multiplex first appears on the 1950 Division of Highways map.

The May/June 1956 California Highways & Public Works announced a contract to realign US Route 399 onto a bypass of Ford City and Taft had been awarded during March 1956. The new alignment began at the Sunset Railroad in Taft and extended 2.4 miles northeast. This new expressway as completed as a two-lane configuration in during 1956 and was planned to be eventually expanded to four lanes.

The then new US Route 399 bypass of Ford City and Taft appears in the September/October 1958 California Highways & Public Works. The then new junction of California State Route 33 and US Route 399 was located south of downtown Taft.

On May 1, 1963, the Division of Highways submitted a request to the American Association of State Highway Officials Executive Committee to remove US Route 399 as part of the planned 1964 California State Highway Renumbering. This request was considered by the Executive Committee on June 19, 1963, and met with their approval. US Route 399 subsequently would effectively cease to exist come New Year 1964. US Route 399 was replaced by California State Route 119 from Bakersfield to Taft and saw California State Route 33 realigned from Maricopa via the Ventura-Maricopa Highway to Ventura. The Legislative Route Numbers were also dropped during the 1964 State Highway Renumbering.

California State Route 33 can be seen realigned from Maricopa over the Ventura-Maricopa Highway to Ventura on the 1964 Division of Highways State Map.

In 1960 the Maricopa branch of the Sunset Railroad was abandoned. This was followed by the spur between Pentland Junction and Shale (via Taft) in 1976. The tracks along Petroleum Club Road weren't removed until the current century.

Part 2; a drive on Petroleum Club Road

California State Route 33 passes northbound through Maricopa on California Street and intersects the pre-1938 alignment at Petroleum Club Road.

Northbound Petroleum Club Road passes the site of the Lakeview Gusher. Numerous ruins from the Union Oil derrick in addition to oil slicks are still easy to find.

Petroleum Club Road crosses over Cadet Road.

Petroleum Club Road continues north towards Taft and terminates at modern California State Route 33 near Wood Street.

East Westfall Road (Mariposa County)

2026-05-04T04:00:00.079-04:00

East Westfall Road is an approximately four-mile rural cutoff located in Mariposa County. This corridor was commissioned in 1895 as a direct link between Triangle Road southeast to Chowchilla Mountain Road at the property of Joe Westfall. While seemingly obvious it isn't clear exactly who East Westfall Road is named after. Amusingly Fremont Westfall who namesake of West Westfall Road was known to have resided for a time next to Joe Westfall along what is now modern East Westfall Road.

Part 1; the history of East Westfall Road

On May 7, 1895, W.B. Duncan would petition the Mariposa County Board of Supervisor to construct what is now East Westfall Road. The corridor was intended to begin at the property of Joe Westfall at the road to Wawona (Chowchilla Mountain Road) and terminate at the road to Darrah and Snow Creek (Triangle Road).

Joe Westfall's property was located next to the residence of Fremont Westfall. It is unclear if the two were related as the Mariposa County genealogy report contradicts itself. Joe appears to have for a time have at the very least employed Fremont.

Unlike East Westfall Road the namesake for West Westfall Road is clearer as it was named for Fremont Westfall. Westfall was born in Kansas in 1861 and would later move to the Mariposa area in 1882. Westfall was mostly known for supplying the Grub Gulch mine in what is now Madera County and raising cattle in the White Rock area. It is highly likely East Westfall Road was named in honor of Joe Westfall given Fremont was far more for his ranching endeavors.

East Westfall Road can be seen branching northwest (blue pin) of Chowchilla Mountain Road on the 1912 United States Geological Survey map of Mariposa. Clark's Mill is shown to have once been present on East Westfall Road.

Part 2; a drive on East Westfall Road

Westbound East Westfall Road (yes, that is a mouthful) begins at Chowchilla Mountain Road.

The two-lane asphalt surface on East Westfall Road gives way to dirt a short distance from Chowchilla Mountain Road.

The dirt segment of East Westfall Road is winding but largely with minimal gradients. The dirt segment appears to have been top layered over an asphalt surface which is something of a rarity for Mariposa County.

East Westfall Road resumes a second asphalt segment which continues to Triangle Road.

Madera County Roda 820 and Oak Grove Road

2026-05-01T08:52:00.000-04:00

The combined ten-mile corridor of Madera County Road 820 and Oak Grove Road is located in the Sierra Nevada foothills north of the community of Raymond. Madera County Road 820 begins northbound at Road 800 and becomes Oak Grove Road at the Mariposa County line. The mostly dirt surfaced Oak Grove Road continues to a terminus at Indian Peak Road.

Oak Grove Road was initially developed in the late 1880s. The original alignment began at the ghost town of Ben Hur and terminated at Indian Peak Road via the ranch of J.W. Coleman. Oak Grove Road would be realigned in 1912 to towards Road 800 (then Bailey Flats Road) upon completion of the Striped Rock Creek Bridge. The Striped Rock Creek Bridge is one of the few remaining Thru Truss spans in California which still carries a wooden plank road deck. The corridor of Oak Grove Road is named after the Oak Grove School which was once located near the Coleman ranch property.

Part 1; the history of Madera County Road 820 and Oak Grove Road

Much of what is now Oak Grove Road in Mariposa County was built in the late 1880s between Ben Hur at Bicknell Creek eastward to Bailey Flat at the confluence of the East and West Forks of the Chowchilla River. Specifically, J.W. Coleman petitioned the Mariposa County Board of Supervisors on February 7, 1887, for a new road spanning from Bicknell's Old Adobe (Ben Hur) eastward to Bailey Flats. A plat and survey were filed with Mariposa County in February 1888 which in turn declared it a public highway.

Early Oak Grove Road is displayed in detail on the 1912 United States Geological Survey map of Mariposa. The corridor is shown to originate at Bicknell Creek near Ben Hur (indicated by blue pin in the below).

East from Ben Hur the corridor of Oak Grove Road passed Buckeye Hill and the ranch of J.W. Coleman (shown as Coleman Flat). From Coleman Flat the Oak Grove Road corridor turned northward via Striped Rock towards what is now Indian Peak Road (marked via blue pin). Indian Peak Road continued southeast towards Bailey Flats at the Madera County line (split from Fresno County in 1893).

The 1912 United States Geological Survey map of Mariposa didn't capture a then recent major realignment of Oak Grove Road. In 1912 Mariposa County would construct a then new Thru Truss Bridge over Striped Rock Creek. Upon completion the Striped Rock Creek Bridge the corridor of Oak Grove Road would be realigned south of what is now Blade Creek Road towards the Madera County line. The new terminus of Oak Grove Road was relocated to Bailey Flats Road (now Madera County Road 800).

After World War II Madera County would drop named roadways in favor of numbered highways. Oak Grove Road north of Bailey Flats Road to the Mariposa County line was rebranded as Road 820.

Part 2; a drive on Madera County Road 820 and Oak Grove Road

Madera County Road 820 splits from Road 800 via the course of Striped Rock Creek. Traffic is warned about the weight limits of the Striped Rock Creek Bridge two miles ahead.

The asphalt on Road 820 gives way at the Mariposa County line as Oak Grove Road begins.

Northbound Oak Grove Road crosses the Striped Rock Creek Bridge. The structure is a rarity given most Thru Truss Bridges remaining in California don't have a wooden plank road deck. The structure was surveyed in 1991 as only carrying 50 vehicles a day.

Oak Grove Road continues northbound and intersects Oak Grove School Road. Both roadway corridors are named after the Oak Grove School which was located near J.W. Coleman's ranch.

Oak Grove Road becomes an asphalt surfaced highway a short distance north of Oak Grove School Road.

Oak Grove Road continues northbound and widens enough for a center strip approaching the original corridor alignment at Blade Creek Road. Modern Blade Creek Road does not connect west to Ben Hur Road.

Oak Grove Road terminates at Indian Peak Road.

Kauai County Route 552

2026-04-30T04:00:00.223-04:00

Kauai County Route 552 is a 7.6-mile rural highway located in the mountains on the western side of the island. This County Route corridors begins at Hawaii Route 550 at Waimea Canyon Drive/Kokee Road junction and follows lower Kokee Road 7.3 miles to Alae Road in Kekaha. The remaining 0.3 miles of Kauai County Route 552 are carried by Alae Road to Hawaii Route 50 (Kaumualii Highway).

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 Kauai County Route 552

Much of the history of Kauai County Route 552 and Hawaii Route 550 are intertwined with that of Kooke Road. As presently configured Kauai County Route 552 is 7.6 miles in length. The County Route corridor begins at Hawaii Route 50 in Kehaka and follows Alae Road north 0.3 miles to Kokee Road. The County Route corridor continues along Kokee Road another 7.3 miles north to Hawaii Route 550 at Waimea Canyon Drive near the Kitano Reservoir. Kokee Road itself continues as Hawaii Route 550 to near Mile Marker 14 at the entrance of Kokee State Park and 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.

Part 2; a drive on Kauai County Route 552

Southbound Kauai County Route 552 begins as Hawaii Route 550 reaches the Kooke Road/Waimea Canyon Drive junction near the Kitano Reservoir (2,123 feet above sea level). Hawaii Route 550 branches south towards Waimea along Waimea Canyon Drive whereas Kauai County Route 552 follows the lower parts of Kooke Road.

Kauai County Route 552 begins to descend via a nearly 6% sustained grade. The highway has several pullouts which look directly at the island of Nihau.

Kauai County Route 552 winds through a gentle series of switchbacks and crosses the 1900-era Waipao Stream Bridge.

Kauai County Route 552 continues south to the terminus of Kokee Road at Kekaha Road in Kekaha. The County Route designation transitions onto Alea Road.

Kauai County Route 552 follows Alae Road to a terminus at Hawaii Route 50 (Kaumualii Highway).

Klipstein Canyon Road (Kern County)

2026-04-29T00:41:00.003-04:00

Klipstein Canyon Road is an approximately 6.2-mile rural highway located in the San Emigdio Mountains of Kern County. This highway begins at Hudson Ranch Road and travels northward through Cienega Canyon and Devils Gulch to California State Routes 166 and 33 near Maricopa. Klipstein Canyon Road is maintained as Kern County Mountain Road 277.

What is now Klipstein Canyon Road was part of the original stage corridor in Cienega Canyon between Cuyama Valley and Kern Lake. Following construction of the Grocer Grade in Sunset Canyon the Cienega Canyon corridor would mostly become associated with an oil boom at Pattiway. During the 1950s the northern part of the highway was realigned near Klipstein Ranch to better align with Maricopa. The highway name was changed to Klipstein Canyon Road despite Cienega Canyon never having been actually renamed.

Part 1; the history of Klipstein Canyon Road

What is now Klipstein Canyon Road was part of the original stage corridor between southern San Joaquin Valley and Cuyama Valley. East of Cuyama Valley travelers would reach the San Emigdio Mountains near the rural community of Pattiway (originally Paleto). From Pattiway the roadway turned northeast through Cienga Canyon by way of Klipstein Ranch where it emerged near the shore of Kern Lake.

The Cienga Canyon Road northeast from Paleto to San Joaquin Valley can be seen originating on the 1898 Kern County Surveyor map in Township 10 South, Range 24 West.

Paleto was originally named in reference to the Paleto Hills region of the San Emigdio Mountains. The community became large enough in 1891 to warrant Post Office. The request to the Post Office asked for the name "Pathway." The Postal Service would grant the request but misread the requested name as "Pattiway."

The Cienga Canyon Road can be seen near Pattiway on the 1903 United States Geological Survey map of Mount Pinos. When this map had been published a new direct highway called the "Grocer Grade" was built from Cuyama Valley northeast through Sunset Canyon to the oil boom town of Maricopa. The Grocer Grade now carries California State Routes 166 and 33.

Pattiway would see an oil boom which lasted through much of the 1920s. The community school had a peak enrollment during the 1920-1921 school year with 419 students. The oil boom would ensure continued regular use of Cienega Canyon Road which was the primary route used between Pattiway and the Sunset Railroad near Hazelton and Pioneer.

Cienega Canyon Road can be seen as a minor rural roadway on the 1935 Division of Highways map of Kern County. The corridor is shown to extend from Pattiway northeast to California State Route 166 near Pentland.

Pattiway would see a major decline during the 1930s and the community school would close in 1936. The Pattiway Branch of the Kern County Library can be seen below in a 1941 era photo (courtesy Kern County History Fans).

The August 18, 1952, Bakersfield Californian (courtesy Kern County History Fans) announced grading along the road from Maricopa to the Pattiway town site via Klipstein Ranch was taking place. The article mentions the grading was being conducted by the Time Oil Company who was leasing 4,000 acres at the Pattiway town site from the Universal Consolidated Oil Company. The Pattiway town site was likely demolished to make way for these drilling operations.

The 1952-era grading by the Time Oil Company realigned Cienga Canyon Road towards California State Routes 166 and 33 in Sunset Canyon to link more directly with Maricopa via Devils Gulch. The roadway was renamed "Klipstein Canyon Road" in reference to Klipstein Ranch.

Klipstein Canyon Road as presently configured appears in detail on the 1991 United States Geological Survey map of Ballinger Canyon. Cienga Canyon and Creek have never been renamed. Klipstein Canyon Road is maintained as Kern County Mountain Road 277.

Part 2; a drive on Klipstein Canyon Road

Northbound Klipstein Canyon Road begins at Hudson Ranch Road (formerly Cerro Noroeste Road) near the town site of Pattiway.

Northbound traffic is advised of flood prone conditions as Klipstein Canyon Road begins. Traffic is also advised of a turnaround which appears to be intended for large freight vehicles.

Klipstein Canyon Road descends via a series of switchbacks into Cienega Canyon.

Klipstein Canyon Road picks up Cienega Creek and passes Klipstein Ranch.

Klipstein Canyon Road turns northwest towards California State Routes 166 and 33 via Devils Gulch.