Gribblenation

Klamath Tour Thru Tree

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

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

Part 1; the history of the Klamath Tour Thru Tree

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

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

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

Part 2; a visit to the Klamath Tour Thru Tree

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

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

Browns Valley Road

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

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

Part 1; the history of Browns Valley Road

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

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

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

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

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

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

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

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

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

Part 2; a drive on Browns Valley Road

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

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

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

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

The Chandelier Tree and Drive-Thru Tree Park

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

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

Part 1; the history of the Chandelier Tree

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

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

Part 2; a drive through the Chandelier Tree

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

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

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

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

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

Cienega Road

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

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

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

Part 1; the history of Cienega Road

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

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

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

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

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

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

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

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

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

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

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

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

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

Part 2; a drive on Cienega Road

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

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

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

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

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

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

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

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

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

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

The California State Route 12 freeway in Santa Rosa

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Hazel Glen Road

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

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

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

Part 1; the history of Hazel Dell Road

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

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

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

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

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

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

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

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

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

Part 2; a drive on Hazel Dell Road

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

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

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

US Route 101 in Laytonville

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

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

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

Part 1; the history of US Route 101 in Laytonville

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Sequoia National Forest Road 13S04 to the Buck Rock Lookout

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Hacienda Bridge (River Road in Sonoma County)

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

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

The history of the Hacienda Bridge

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Santa Fe County Road (Fresno County)

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

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

Part 1; the history of Santa Fe County Road

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

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

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

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

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

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

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

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

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

Part 2; a drive on Santa Fe County Road

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

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

The North Graham Street ghost on ramp - Interstate 277 Charlotte

2026-06-28T14:41:08.056-04:00

Interstate 277 around Uptown Charlotte can be an adventure. From backed-up traffic and crazy merges to slaloming through lane changes, I-277 is one of Charlotte's most talked-about highways. One of its most challenging interchanges has been memorialized in a video game. There are also proposals to turn the urban Interstate into a river. And on the Sunday of Labor Day Weekend, they run a 10k on it.

If you've ever been struck in traffic on Inner I-277 between Graham Street and I-77, you may have wondered what this ramp stub was for. (Adam Prince - March 2019)

I-277 isn't a long highway, running at just under 4.5 miles. It offers great views of the skyline and of the constantly changing cityscape. And I will admit, I'll sometimes drive around 277 just to get a view of the growing city.

Above: The former North Graham Street ramp is located in the top center of the aerial photograph. The long ramp was removed around 2005 to make way for Music Factory Boulevard and apartments. (NCDOT - 1991)

Below: What was left of the North Graham Street on-ramp in June 2007 (Google Street View)

If you are stuck in traffic on the Outer 277 between Graham Street and Interstate 277, you may have noticed an odd feature of the road where an onramp to 277 once was or was supposed to go. There is an answer: it is a remnant of an old I-277 on-ramp from North Graham Street, eliminated around 2005. The ramp began at the modern intersection of Music Factory Boulevard and North Graham. It curved up to I-277 over what is now the residential parking lot for the Cadence Music Factory Apartments.

Another look from Music Factory Boulevard at the ghost stub from the former N. Graham Street on-ramp.

The removal of the ramp did not prevent drivers on North Graham Street from accessing Interstate 277. Drivers would now turn at 12th Street to use that on-ramp, which has been part of the highway since the beginning. The ramp's elimination removed one of the merge points in the Interstate's last mile before the Interstate 77 interchange, making one less lane weave and merge delay on I-277.

All photos taken by the post author unless otherwise noted.

Avila Beach Drive

2026-06-26T04:00:00.154-04:00

Avila Beach Drive is an approximately 4.5-mile highway in San Luis Obispo County which connects US Route 101 to Port San Luis. This roadway initially developed east of San Luis Obispo Creek in 1869 at the end of a tram line connecting Port Harford (now Port San Luis) to Avila Beach. The western half of Avila Beach Drive is built atop the former Pacific Coast Railway grade which went defunct in 1941. The current bridge over San Luis Obispo Creek connecting Avila Beach Drive to Port San Luis was constructed in 1967. The roadway was modernized to facilitate roadway access to the port facilities on San Luis Bay and the nuclear power plant facility at Diablo Canyon.

Part 1; the history of Avila Beach Drive

The corridor of Avila Beach Drive connects US Route 101 near Shell Beach along the shore of San Luis Bay to Port San Luis. Much of San Luis Bay during the period of Mexican governance in Alta California was part of Rancho San Miguelito.

Rancho San Miguelito was granted by Alta California Governor to Miguel Avila in 1842. Much of the Rancho lands comprised the coastline of San Luis Obispo Bay. Governor Pio Pico would extend Avila's grant in 1846 amid the conflict in the Mexican-American War. Rancho San Miguelito would reach a maximum extent of 14,198 acres before hostilities ended, and California became an American State.

In 1869 John Harford's 1,800-foot-long People's Wharf was constructed along San Luis Bay. Port Harford was initially connected via a roadway inland to San Luis Obispo. In 1873 part of this roadway was replaced with a narrow-gauge tram line to Avila Beach. From Avila Beach travels would continue along what is now Avila Beach Drive, Ontario Road and Higuera Street to San Luis Obispo. Avila Beach was named after Miguel Avila and is a reference to Rancho San Miguelito.

In 1875 Port Harford tram line would be replaced by Pacific Coast Steamship Company with the narrow-gauge San Luis Obispo-Santa Maria Valley Railroad. The line would be completed to Arroyo Grande in 1881 and to Santa Maria by 1882. The partially completed San Luis Obispo-Santa Maria Valley Railroad and Avila Beach Drive can both been seen on the 1882 Bancroft's map of California.

In 1882 the Oregon Improvement Company obtained a controlling interest of the Pacific Coast Steamship Company. The San Luis Obispo-Santa Maria Valley Railroad was subsequently reorganized as the Pacific Coast Railway. The line was extended to Los Alamos along with a spur to Sisquoc to take advance of the boom in the Cat Canyon Oil Field. The Pacific Coast Railway would lose most of their passenger traffic in 1894 when the Southern Pacific Railroad Coast Line would be constructed through Cuesta Pass.

The Pacific Coast Railway terminal at Port Harford can be seen on the 1897 United States Geological Survey map. The line can be seen passing Avila Beach and then existing Avila Beach Drive east of San Luis Obispo Creek.

In 1910 Union Oil would begin using Port Harford to ship oil extracted from western San Joaquin Valley. This led to an expansion of the port facility and Pacific Coast Railway terminus. The expansion would cease in the 1920s amid the Great Depression which saw a significant decline in use for shipping at Port Harford.

Avila Beach Drive can be seen as a major local highway on the 1935 Division of Highways map of San Luis Obispo County. The roadway is shown to still terminate at Avila Beach near San Luis Obispo Creek in the era. Port Harford is displayed as having been renamed as Port San Luis.

Pacific Coast Railway operations would cease in 1941, and line would be gradually demolished. The railroad grade west of Avila Beach would be converted into an extension of Avila Beach Drive to Port San Luis. This extension can be seen on the 1952 United States Geological Survey map of Arroyo Grande.

In 1954 San Luis Obispo County voters would approve a measure to create a harbor district which would improve and maintain Port San Luis. Part of this construction was the modern stringer bridge Avila Beach Drive now uses to cross San Luis Obispo Creek. This stringer span was completed in 1967.

Avila Beach Drive would become the primary access highway to Diablo Canyon Power Plant owned by Pacific Gas & Electric Company. Construction of Unit 1 of nuclear power plant facility would begin during April 1968. Unit 1 was commissioned during May 1985 which was followed by Unit 2 during March 1986.

Part 2; a drive on Avila Beach Drive

Westbound Avila Beach Drive begins at US Route 101/California State Route 1 Exit 195 between San Luis Obispo and Shell Beach.

Avila Beach Drive west of San Luis Bay Drive passes through Avila Beach.

Avila Beach Drive crosses San Luis Obispo Creek.

West of San Luis Obispo Creek the alignment of Avila Beach Drive is overlaid atop the Pacific Coast Railway grade. Avila Beach Drive passes Olde Port Beach and the turn off to Diablo Canyon Road.

Avila Beach Drive terminates at Port San Luis.

These views of San Luis Bay were taken from Fisherman's Beach near the intersection of Avila Beach Drive and Diablo Canyon Road.

Pyramid HIlls Road

2026-06-24T04:00:00.139-04:00

Pyramid Hills Road is a five-mile rural highway located in the namesake Pyramid Hills of Kings County. Pyramid Hills Road begins at York Avenue near the former Lemoore Road stage station of Dudley and terminates to the east at California State Route 33 in the Kettleman Plains.

The Pyramid Hills are a short mountain range which is a component of the larger Reef Ridge. The hills are named due to how they resemble Egyptian Pyramids during summer months. The Lemoore Road from Cottonwood Pass turned northeast through McClure Valley where it passed Dudley at Deadman Gap. Deadman Gap was closed sometime near the end of World War II when the Union Oil Company constructed a large well. Modern Pyramid Hills Road was constructed to the south near Dagany Gap as a replacement access road.

Part 1; the history of Pyramid Hills Road

The Pyramid Hills are a short mountain range located in Kings County. This specific range spans from approximately California State Route 41 at Little Tar Canyon southeast towards Dagany Gap (at Avenal Creek). The Pyramid Hills are named after the Egyptian Pyramids given they resemble each other greatly in the summer months. The Pyramid Hills are a part of the larger Reef Ridge geological structure.

The Pyramid Hills can be seen immediately east of McClure Valley and the community of Dudley on the 1892 Thompson Atlas of Tulare County. Kings County would split was western Tulare County on March 22, 1893.

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 Devils Den Oil Field included nearby McClure Valley and the Pyramid Hills.

The Pyramid Hills can be seen described in detail in the 1910 United States Geological Survey book titled Geology and Oil Resources of the Coalinga District. Dudley is described as flanking the western extent of the Pyramid Hills in McClure Valley. McClure Valley is cited to be part of the larger Devils Den region. McClure Valley was named after an early oil settler in the region.

Dudley is described by the United States Geological Survey as being a stage station located on the Lemoore Road. The Lemoore Road entered McClure Valley via Cottonwood Pass (now California State Route 41) and departed the area via Dudley at Deadman Gap in the Pyramid Hills. Upon crossing the Pyramid Hills the Lemoore Road continued over the Kettleman Hills to the shore of Tulare Lake. Dudley was once the home of the McClure Valley Post Office.

A roadway closely resembling the modern course of Pyramid Hills Road appears connecting Dudley to Devils Den via Dagany Gap on the 1914 United States Geological Survey map of Cholame. Dudley was located approximately a half mile north of the western terminus of modern Pyramid Hills Road at York Avenue (marked via blue pin). The roadway east through Dagany Gap displayed here more or less was aligned over the Avenal Creek bed.

The Dagany Gap Road through the Pyramid Hills is shown to be no longer present on the 1935 Division of Highways map of Kings County. The Lemoore Road through the Dudley town site is shown to be the only road through the Pyramid Hills.

A new roadway using an unnamed southerly pass in the Pyramid Hills is shown to have been constructed on the 1943 United States Geological Survey map. This road is shown to connect from the modern intersection of York Avenue/Pyramid Hills Road (marked via blue pin) and extended eastward to Union Oil Company roads near Dudley Station Stack east of the Pyramid Hills.

Modern Pyramid Hills Road appears on the 1953 United States Geological Survey map extending from York Avenue east to California State Route 33. The western terminus is marked via a blue indicating where it meets York Avenue near the former Dudley town site. Access to Deadman Gap and the Lemoore Road appears to have been blocked by construction of a large Union Oil well facility.

A large oil well facility and gravel pit are shown to be located on Pyramid Hills Road on the 1994 United States Geological Survey map. Pyramid Hills Road is displayed cresting the Pyramid Hills at approximately 700 feet above sea level.

Part 2; a drive on Pyramid Hills Road

From California State Route 41 traffic wishing to access Pyramid Hills Road must turn east on York Avenue.

York Avenue jogs directly eastward as a dirt grade through agricultural field where it terminates at Pyramid Hills Road. The intersection of York Avenue with Pyramid Hills Road is only marked with a yellow right-hand turn sign. Functionally York Avenue and Pyramid Hills Road act as a singular roadway from California State Route 41 to California State Route 33.

Pyramid Hills Road winds through a series of agricultural fields and obtains an asphalt surface approaching vacant Holmes Western Oil Company wells.

Pyramid Hills Road begins to ascend into an unnamed pass in the namesake Pyramid Hills. The range doesn't tend to resemble Egypt during winter months as it is often covered with emerald green grass.

Pyramid Hills Road enters the Kettleman Plains and terminates at California State Route 33.

See Canyon Road

2026-06-22T04:00:00.107-04:00

See Canyon Road is a six-mile rural highway located in the Irish Hills in San Luis Obispo County. The northern terminus of See Canyon Road is located at Prefumo Canyon Road whereas the southern terminus is at San Luis Bay Drive. See Canyon is named after Kentucky settler Joseph See who homesteaded in the area circa 1860. See Canyon since 1916 has become associated with apple orchards as the coastal weather is conducive for growing them.

Part 1; the history of See Canyon Road

See Canyon is located in the Irish Hills (formerly San Luis Hills) southwest of the city of San Luis Obispo. The period of Mexican Alta California the area was known as San Miguelito Canyon and was a reference to Rancho San Miguelito.

Avila would file a claim for Rancho San Miguelito with the Public Land Commission in 1851. Avila's second filed claim in 1852 would also be honored but the third he filed during the same year would not. The denial of the third of Avila's claims opened much of the Irish Hills up as public lands. In 1860 Kentucky native Joseph See would homestead in San Miguelito Canyon. See became a renown San Luis Obispo County resident and the canyon he resided at would be renamed in his honor.

See Canyon Road likely was developed as an access corridor to the property of Jospeh See. The roadway can be seen spanning from near Coon Creek southeast to San Luis Bay Drive on the 1897 United States Geological Survey maps of Port Harford and Arroyo Grande.

See Canyon Road since 1916 has been associated with apple orchards. The canyon terrain is conducive for growing apples due to the wet coastal weather of the southern Irish Hills.

See Canyon Road is shown as a minor local highway on the 1935 Division of Highways map of San Luis Obispo County.

See Canyon Road is shown to have been constructed to Prefumo Canyon Road on the 1941 United States Geological Survey map of Port San Luis Obispo.

Part 2; a drive on See Canyon Road

Southbound See Canyon Road begins at the terminus of Prefumo Canyon Road near Coon Creek.

See Canyon Road heading southbound has a dirt surface for about a half mile. The asphalt portion begins beyond a cattle guard.

Traffic on See Canyon Road is advised of 5.5 miles of curves ahead.

See Canyon Road makes a rapid descent and passes through numerous apple orchards before terminating at San Luis Bay Drive.

Prefumo Canyon Road

2026-06-19T04:00:00.128-04:00

Prefumo Canyon Road is an approximately 7.1-mile rural highway corridor mostly located in the Irish Hills west of the city of San Luis Obispo. The Prefumo Canyon Road corridor begins at Los Osos Valley Road in San Luis Obispo and crosses the Irish Hills to a terminus located at See Canyon Road. Prefumo Canyon Road is named after wealthy San Luis Obispo businessman Pietro Prefumo and has been in active use since the 1880s. The highway is frequently touted as one of the most scenic in San Luis Obispo County as it has numerous vistas of Morro Bay and Los Osos Valley.

Part 1; the history of Prefumo Canyon Road

Prefumo Canyon Road follows the general course of Prefumo Creek and Coon Creek in the Irish Hills west of San Luis Obispo. The road, Prefumo Creek and Prefumo Canyon are all named after settler Pietro Benedetto Prefumo. Pietro Prefumo was born in Genoa, Italy on February 20, 1844, and would eventually migrate to Sacramento where he met his wife, Ada.

Pietro Prefumo would later relocate to San Luis Obispo and became a successful businessman. Prefumo and his wife became significant property owners in the Shell Beach area by the turn of the 20th century. He would die on March 25, 1910, in San Francisco and is buried in San Luis Obispo.

Prefumo Canyon Road has existed at least since the 1880s. A barn at the top of the canyon has been dated to having been built during 1884. The upper portions of the road appear on the 1897 United States Geological Survey map of Port Harford, Cayucos and San Luis Obispo. In the era Prefumo Canyon Road began in Coon Creek and ascended northeast from See Canyon to the top of Prefumo Canyon in the Irish Hills (then the San Luis Range). The roadway from the top of Prefumo Canyon descended through Sycamore Canyon to Los Osos Valley instead of completely following Prefumo Creek.

Prefumo Canyon Road is shown as a minor local highway on the 1935 Division of Highways map of San Luis Obispo County. The highway is shown with a northern terminus at Los Osos Valley Road and Foothills Boulevard via Sycamore Canyon.

See Canyon Road is shown to have been constructed to Prefumo Canyon Road on the 1941 United States Geological Survey map of Port San Luis Obispo.

The northern portion of Prefumo Canyon Road is shown to have been realigned via Prefumo Creek closer to the city limit of San Luis Obispo on the 1942 United States Geological Survey map.

The 1965 United States Geological Survey map of Morro Bay South displays the terminal elevation of Prefumo Canyon Road as 1,336 feet above sea level.

In modern times Prefumo Canyon Road has been promoted as a scenic highway continuous with See Canyon Road by San Luis Obispo County. Prefumo Canyon Road in particular is valued by cyclists due to the vistas it has of Los Osos Valley and Morro Bay in addition to grades approaching 10% inclines.

Part 2; a drive on Prefumo Canyon Road

Southbound Prefumo Canyon Road branches from Los Osos Valley Road in the city of San Luis Obispo.

Prefumo Canyon Road narrows to a single lane roadway at the San Luis Obispo city limit.

Prefumo Canyon Road follows Prefumo Creek into the namesake canyon.

Prefumo Canyon Road begins to ascend into the Irish Hills through a series of switchbacks. Los Osos Valley can be viewed from the largest switchback.

Morro Bay can be seen from the upper portions of Prefumo Canyon Road.

Prefumo Canyon Road levels out at a plateau around 1,300 feet above sea level and passes through several rural ranching plots.

Prefumo Canyon Road rapidly descends to Coon Creek and becomes a dirt surfaced highway.

Prefumo Canyon Road terminates at See Canyon Road.

Shell Creek Road

2026-06-17T04:00:00.119-04:00

Shell Creek Road is an 11-mile rural highway corridor located in the La Panza Range of eastern San Luis Obispo County. This highway corridor originates at California State Route 58 (Carissa Highway) and largely follow Camatta Canyon north to San Juan Road. Shell Creek Road has significant ties historically back to Rancho San Juan Capistrano del Camote and modern San Juan Ranch. The highway largely is known for large super blooms in Spring seasons following significant wet weather.

Part 1; the history of Shell Creek Road

Shell Creek Road passes through Camatta Canyon in the La Panza Range of San Luis Obispo County. Said canyon is mostly known in modern times for the rare and endangered purple amole which is endemic to the area. The roadway is often popular for flower enthusiasts during Spring blooms. The northern extent of Shell Creek Road approaching San Juan Creek passes through the Shandon wine region.

Camatta Canyon was part of Rancho San Juan Capistrano del Camote. Said Rancho was granted by then Mexican Governor Pio Pico to Tomas Herrera and Geronimo Quintana on July 11, 1846. Rancho San Juan Capistrano del Camote was something a rarity in Alta California as it was largely used to herd sheep. Herrera and Quintanta raised a calvary of approximately 30 men which fought on the Mexican side at the Battle of Natividad on November 16, 1846.

Following the Mexican loss in the Mexican-American War much of Alta California would become the American State of California. Herrera and Quintana filed a patent for Rancho San Juan Capistrano del Camote with the Land Commission on August 14, 1852. Their claim was rejected by the Land Commission on December 26, 1854, due to the Rancho having been obtained four days after the conquest of Monterey by the United States.

Following a series of 1858 murders the lands of Rancho San Juan Capistrano del Camote would be declared public land in Federal Court on August 8, 1860. A considerable portion was purchased by Robert Flint in 1874 which was incorporated into San Juan Ranch. San Juan Ranch formed the basis for the development of Camatta Canyon and still exists in modern times.

Modern Shell Creek Road can be seen on the 1915 United States Geological Survey map of Cholame. The road is shown crossing San Juan Creek and being aligned south through Camatta Canyon (then spelled Commatti Canyon).

The southern extent of Shell Creek Road can be seen branching away from Camatta Creek along Shell Creek on the 1922 United States Geological Survey map of Pozo. The Shell Creek Road corridor can be seen terminating at what is now California State Route 58.

Shell Creek Road can be seen as a minor local highway south of US Route 466 and California State Route 41 near Shandon on the 1935 Division of Highways map of San Luis Obispo County.

Part 2; a drive on Shell Creek Road

Northbound Shell Creek Road branches from California State Route 58 (Carrisa Highway) near Wilson Corner.

Shell Creek Road briefly follows Shell Creek which merges into Camatta Creek and Camatta Canyon.

Shell Creek Road winds through Camatta Canyon amid numerous ranching and winery parcels.

Shell Creek Road crosses a ford of San Juan Creek and terminates at a mutual intersection with San Juan Road/Gillis Canyon Road/Cammati-Shandon Road.

Bay Boulevard (San Luis Obispo County)

2026-06-15T04:00:00.146-04:00

Bay Boulevard is an approximately 4-mile highway following the eastern extent of Morro Bay between California State Route 1 and Los Osos Valley Road. This major San Luis Obispo County roadway connects the two coastal communities of Morro Bay and Baywood-Los Osos. Bay Boulevard north of Los Osos Creek was developed as part of a stage road corridor between San Luis Obispo and Morro Bay during the 1860s. Bay Boulevard would not become a truly direct link between Morro Bay and Baywood-Los Osos until a stringer bridge was constructed over Los Osos Creek in 1966.

Part 1; the history of Bay Road

The consolidated community of Baywood-Los Osos is located on the southern tidal estuary of Morro Bay. The community is also located at the western end of Los Osos Valley which also connects it to the city of San Luis Obispo.

Los Osos Valley during the Spanish era was known as "La Canada de Los Osos" due to the significant number of black bears once present in the area. The valley and Morro Bay were first recorded by Don Gaspar de Portola y de Rovira as part of his famous 1769 expedition of Las Californians. Los Osos Valley was first inhabited by the Chumash tribe approximately around the year 500 AD. The Chumash resided in the area for a time after Spanish contact.

In 1868 during the Gold Rush era of California the town of Sunshine Beach was founded in western Los Osos Valley where the Sweet Springs Nature Preserve is presently located. Sunshine Beach was not successful and never fully developed as viable town site. Nonetheless, the endeavor led to a roadway being constructed from San Luis Obispo across Los Osos Valley. This roadway avoided crossing Los Osos Creek due to the erratic tidal estuary. This corridor now forms the basis of modern Los Osos Valley Road, Turri Road and Bay Boulevard north of Los Osos Creek. The San Luis Obispo-Morro Bay Road can be seen passing through Los Osos Valley on the 1882 Bancroft's map of California.

A second attempt to develop southern Morro Bay was launched in 1889 as El Moro but for the most part was also a failure. What is now Baywood Park was first surveyed in 1889 as a 3,000-lot subdivision. Conceptually the subdivision was intended be part of a coastal narrow-gauge railroad line and act as a way to entice the Southern Pacific Railroad to build their Coast Line continuation through Chorro Valley versus the Cuesta Grade. Ultimately the Southern Pacific elected for the Cuesta Grade and the Baywood Park concept was largely shelved.

Los Osos Valley can be seen in detail on the 1897 United States Geological Survey map Cayucos. Modern Turri Road and the portion of Bay Boulevard north Los Osos Creek can be seen as major roadway. The valley is shown devoid of named settlements.

Los Osos Valley Road, Turri Road and Bay Boulevard are all shown as major local roadways connecting San Luis Obispo to Morro Bay on the 1935 Division of Highways map of San Luis Obispo County.

The 1943 United States Geological Survey map of Cayucos displays significant development in Baywood Park. A bridge is displayed on Santa Ysabel Avenue connecting to Turri Road over Los Osos Creek.

Baywood Park and Cuesta-By-The-Sea are shown as active communities on the 1951 United States Geological Survey map of Cayucos.

During 1966 an extension of Bay Boulevard would be extended to Los Osos Valley Road. This construction required a new stringer bridge be constructed at Los Osos Creek. The modern extent of Bay Boulevard appears on the 1981 United States Geological Survey map of San Luis Obispo. The communities of Baywood Park, Los Osos and Cuesta-By-The-Sea have all since consolidated into the Census Designated Place called Baywood-Los Osos.

Part 2; a drive on Bay Boulevard

Southbound Bay Boulevard begins at the outskirts of Morro Bay at California State Route 1 Exit 277.

Bay Boulevard crosses Chorro Creek and passes through the southern grounds of Morro Bay State Park. The roadway emerges onto the eastern extent of Morro Bay.

Bay Boulevard crosses the Los Osos Creek Bridge and enters Baywood-Los Osos.

As Bay Boulevard approaches Los Osos Valley Road traffic is advised the latter can be used to reach US Route 101. Bay Boulevard terminates a short distance beyond the traffic light at Bay Oaks Drive.

Santa Rita Road (San Luis Obispo County)

2026-06-12T04:00:00.130-04:00

Santa Rita Road is approximately 15.4-mile rural highway located in the Santa Lucia Mountains of San Luis Obispo County. This corridor begins in Templeton at Templeton Hills Road and becomes a dirt surfaced roadway upon departing the city westbound. Santa Rita Road is carried over the Santa Lucia Mountains via an unnamed pass and terminates at Old Creek Road near Cayucos.

Historically what is now called Santa Rita Road was known as "Cayucos-Templeton Road." Portions of the road connecting Cayucos directly to Templeton first began to appear on maps in the late 1890s. Approximately 14 miles of Santa Rita Road remain unpaved but are easy to traverse in dry weather by any motorized vehicle.

Part 1; the history of Santa Rita Road

Historically what is now called Santa Rita Road was known as Cayucos-Templeton Road. As the original name implies it was once the primary highway across the Santa Lucia Mountains which linked Templeton in Salinas Valley west to Cayucos on the Pacific Ocean. Much of the roadway is located directly above the courses of Santa Rita Creek and Old Creek.

Cayucos was founded in 1867 along the coast by Captain James Cass. Cass had obtained 320 acres of land from what had been Rancho Morro y Cayucos. Originally overland access from Cayucos through the Santa Lucia Mountains was provided by a stage road following modern Old Creek Road, Apple Road, York Mountain Road, Jack Creek Road, Oakdale Road and California State Route 46 to the outskirts of what is now Paso Robles.

The Cayucos-Paso Robles Road can be seen on the 1882 Bancroft's map of California.

The origins of Templeton can be traced to 1886 when land on what had been Rancho de Paso Robles was purchased by the West Coast Land Company. The West Coast Land Company sought to establish a town site and siding on the Southern Pacific Railroad south of nearby Paso Robles. This community was intended to be called "Crocker" in honor to Southern Pacific Railroad President Charles F. Crocker. Ultimately Charles F. Crocker requested the community be named "Templeton" in reference to his son.

Templeton can be seen on the 1890 George F. Cram Railroad Map of California alongside the Southern Pacific Railroad.

Portions of what became Cayucos-Templeton Road first appear on the 1897 United States Geological Survey map of Cayucos. The portion of what is now Santa Rita Road east of Old Creek Road (Township 28 South, Range 11 East) can be seen branching east of Old Creek to where a series of switchbacks are now located. It does not appear that during this era the road extended all the way east to Templeton.

One of the first major highway maps to display the completed Cayucos-Templeton Road was the 1917 edition by the California State Automobile Association.

The portions of Cayucos-Templeton Road from Old Creek east to Templeton can be seen in detail on the 1919 United States Geological Survey maps of Adelaida and Paso Robles. The roadway is shown to crest at an unnamed pass located at approximately 1,200 feet above sea level.

Cayucos-Templeton Road appears as a minor local highway on the 1935 Division of Highways map of San Luis Obispo County. The bridge over Old Creek near Old Creek Road was replaced in 1940.

The name "Cayucos-Templeton Road" appears on United States Geological Survey maps as late as the 1961 Adelaida edition. It isn't clear when the roadway name was formally changed to Santa Rita Road.

The bridge over Santa Rita Creek along Santa Rita Road in Templeton was replaced in 1971. The segment in/around Templeton along with the portion near the Old Creek Bridge remain the only portions of Santa Rita Road ever to receive an asphalt surface.

Part 2; a drive on Santa Rita Road

The easiest access to westbound Santa Rita Road from US Route 101 in Templeton is to use Exit 224 and follow Vineyard Drive west.

Santa Rita Road winds through Templeton neighborhoods and departs the city limit at the Santa Rita Creek Bridge.

Santa Rita Road continues as a surfaced roadway a short distance west of Templeton. Yellow advisory signs warn traffic of the winding grade ahead in the Santa Lucia Mountains and that Santa Rita Road might be impassable in wet weather.

Santa Rita Road descends into a gulch flanking the southern bank of Santa Rita Creek. The asphalt gives way to a short dirt segment.

A second asphalt section of Santa Rita Road is short lived and gives way to a much longer dirt segment.

Westbound Santa Rita Road initially follows a gentle grade along Santa Rita Creek before making a rapid ascent to an unnamed summit above the forest line.

Santa Rita Road makes a sustained descent through switchbacks and picks up the course of Old Creek.

Santa Rita Road levels out and continues west through a residential area to a final asphalt segment.

Santa Rita Road crosses the Old Creek Bridge and reaches a western terminus at Old Creek Road.

Huer Huero Road

2026-06-10T04:00:00.067-04:00

Huer Huero Road is a 6-mile rural highway corridor located southeast of Creston in the La Panza Range. This corridor begins at Parkhill Road and follows Middle Fork Huer Huero Creek to California State Route 58.

Huer Huero Road is named after Huer Huero Creek and Rancho Huerhuero. Rancho Huerhuero was granted during the period of Alta California in segments circa 1842 and 1846. The Rancho would form the basis for much of the ranching properties in the La Panza Range in the 1870s and the community of Creston in 1884.

Part 1; the history Huer Huero Road

Huer Huero Road runs along the course of Middle Fork Huer Huero Creek. Both the road and creek are named after Mexican era Rancho Huerhuero. The three branches of Huer Huero Creek converge near Creston and flow to the Salinas River north of Paso Robles.

Rancho Huerhuero was a 15,685-acre Mexican-era land grant given by Alta California Governor Juan Alvarado to Jose Mariano Bonilla in 1842. Bonilla's grant was extended in 1846 by Governor Pio Pico. Rancho Huerhuero extended from Paso Robles along Huer Huero Creek through much of the Creston area. The Rancho was patented during the American period of California during 1852 and gradually was subdivided. The community of Creston would be founded on the former Rancho in 1884.

Modern Huer Huero Road appears on the 1917 California State Automobile Association map. The corridor was likely present much earlier as ranching subdivision of Rancho Huerhuero was taking place in the area through the 1870s and 1880s.

Huer Huero Road appears as major local highway on the 1922 United States Geological Survey map of Pozo. The highway corridor is shown to largely follow Middle Fork Huer Huero Creek from what is now California State Route 58 southeast to Las Pilitas Road (formerly Rinconada-Pilitas Road).

Huer Huero Road appears truncated to then new Parkhill Road (marked via blue pin) on the 1947 United States Geological Survey map of San Luis Obispo.

Part 2; a drive on Huer Huero Road

Northbound Huer Huero Road branches from Parkhill Road in the La Panza Range.

Traffic on Huer Huero Road is advised of 4 miles of curves ahead.

Huer Huero Road heads generally northwest following Middle Fork Huer Huero Road through a series of ranching properties to a terminus at California State Route 58.

The James Dean Memorial Junction interchange (California State Routes 41 and 46)

2026-06-08T04:00:00.403-04:00

The James Dean Memorial Junction interchange structure opened during June 2025 as a grade separation between California State Routes 41 and 46 in Cholame Valley. This interchange structure is located a short distance eastward from the infamous 1955 crash site which took the life of actor and racecar driver James Dean. The crash site was once a Y-junction between US Route 466 and California State Route 41 which was reconfigured in 1959. This blog will examine the history of the highway junction in Cholame Valley from stage route times through the US Route 466-era and into construction period of the current interchange.

Part 1; the history of James Dean Memorial Junction

James Dean Memorial Junction is located in Cholame Valley of eastern San Luis Obispo County. Long before the existence of the State Highway System this valley has served as the junction for the highways crossing Polonio Pass and Cottonwood Pass in the Temblor Range. The so-called Lemoore Road departed Cholame Valley heading northeast over Cottonwood Pass towards the shores of Tulare Lake. The Polinio Pass Road departed the area eastward towards the outskirts of Bakersfield.

The junction of the Lemoore Road and Polonio Pass Road (marked via blue pin) can be seen east of Cholame on the 1915 United States Geological Survey map.

The Polonio Pass Road was adopted into the State Highway System as part of the 1916 Second State Highway Bond Act. The then new State Highway corridor was initially defined as:

"An extension connecting the San Joaquin valley trunk line (Legislative Route Number 4) at or near Bakersfield with the coast trunk line (Legislative Route Number 2) in San Luis Obispo county, through Cholame Pass (Polonio Pass), by the most direct and practical route."

The Polonio Pass Road appears listed as a Second State Highway Bond Act corridor in the July 1916 California Highway Bulletin. The Polonio Pass Road would typically be referred to as the "Cholame Lateral" in state documents into modern times.

The Polonio Pass Road appears as Legislative Route Number 33 on the 1918 California Highway Commission map. The corridor is displayed under the map legend as "proposed."

1933 Legislative Chapter 767 defined Legislative Route Number 125 as a then new State Highway between Morro Bay and the southern boundary of Yosemite National Park. Legislative Route Number 125 ran northeast from Morro Bay and met Legislative Route Number 33 and the Cholame Lateral in Shandon. Legislative Route Number 125 departed northeast in Cholame Valley northeast via Cottonwood Pass towards Lemoore and Fresno.

During June 1933 the California Division of Highways petitioned the American Association of State Highway Officials (then AASHO, now AASHTO) for an extension of US Route 64 west of Raton, New Mexico to Morro Bay, California. The extension of US Route 64 was not considered ideal by AASHO due to proposed routing including a lengthy multiplex of US Route 66 from Santa Fe, New Mexico to Barstow, California.

Within California, US Route 64 as proposed would have split from US Route 66 in Bartow and followed Legislative Route Number 58 west over Tehachapi Pass to Bakersfield. From Bakersfield, proposed US Route 64 would follow US Route 99 north along Legislative Route Number 4 to Famoso. From Famoso, proposed US Route 64 would follow Legislative Route Number 33 west over the Poloino Pass to Cholame. From Cholame, proposed US Route 64 was to follow Legislative Route Number 125 to Morro Bay by way of Shandon, Creston, Rocky Canyon and Atascadero.

An alternate proposed routing of US Route 64 in New Mexico did little to mitigate the lengthy multiplex of US Route 66 in Arizona and California. The alternate proposed routing for US Route 64 diverged from US Route 66 in Albuquerque southward multiplexed along US Route 85 to San Antonio. From San Antonio the proposed alternate corridor of US Route 64 multiplexed US Route 60 to Springerville, Arizona and would replace US Route 260 west to Holbrook. The alternate routing of US Route 64 did not resolve the multiplex along US Route 66 from Holbrook west to Barstow, California. Ultimately, the proposal to extended US Route 64 was to be reviewed by the AASHO Executive Committee during their October 1933 meeting.

During their August 1933 meeting AASHO suggested US Route 466 to the California Division of Highways as an alternative to the lengthy extension of US Route 64. US Route 466 was initially proposed as originating in Barstow, California and terminating at Morro Bay. The Division of Highways via telegram to AASHO dated August 10, 1933, expressed that such a short US Route located entirely in-state would not provide the same utility as their US Route 64 extension proposal.

During the October 1933 AASHO meeting a compromise was reached which brought US Route 466 into existence. US Route 466 would begin at US Route 66 in Kingman, Arizona and travel northwest to the site of Boulder Dam at the Nevada state line. Within in California, US Route 466 would retain the same Barstow-Morro Bay (by way of Polonio Pass) alignment desired by the California Division of Highways for their US Route 64 extension proposal.

The first description of US Route 466 in Nevada is a letter dated November 14, 1933. In said letter the Nevada State Highway Engineer describes the routing of US Route 466 to the AASHO Executive Secretary. The origin point of US Route 466 is stated to be from the site of Boulder Dam westerly via Nevada State Route 26 and Nevada State Route 5 to Las Vegas. From Las Vegas, US Route 466 multiplexed US Route 91 along Nevada State Route 8 to the California state line at Primm. US Route 466 would continue to multiplex US Route 91 along Legislative Route Number 31 in California to Barstow where it would branch off towards Morro Bay.

California State Route 41 was announced as one of the original Sign State Routes in the August 1934 California Highways & Public Works. California State Route 41 entered Cholame Valley along Legislative Route Number 125 via Cottonwood Pass. California State Route 41 initially multiplexed US Route 466 from the Y-junction in Cholame Valley west to Shandon. From Shandon California State Route 41 would continue westward on Legislative Route Number 33 to Paso Robles and Cambria.

The junction of US Route 466 and California State Route 41 in Cholame Valley can be seen on the 1935 Gousha Highway map of California.

The Y-junction of US Route 466 and California State Route 41 in Cholame Valley can be seen in greater detail on the 1935 Division of Highways map of San Luis Obispo County.

California State Route 41 was straightened over Cottonwood Pass during 1941. The modernization of the corridor made it far more practical way for San Joaquin Valley traffic to reach the coast of San Luis Obispo. The improved routing over Cottonwood Pass opened on September 2, 1941, and was featured in the September 1941 California Highways & Public Works. The article noted traffic had previously preferred using Kecks Road and crossing to Cholame Valley on US Route 466 over Polonio Pass.

The 1943 United States Geological Survey map of Cholame displays the Y-junction of US Route 466 and California State Route 41 in substantial detail. The Y-junction was located a short distance east of Cholame Valley Road.

The Y-junction of US Route 466 and California State Route 41 was the site of a fatal crash which claimed the life of actor James Dean on September 30, 1955. Dean was increasingly becoming involved with motorsports and had purchased a Porsche 550 Spyder nicknamed the "Little Bastard" on September 21, 1955. Dean was inexperienced with his Porsche 550 and elected to drive it up from Los Angeles to the Salinas Road Racing event scheduled for October 1st and 2nd.

Dean drove the Little Bastard north from Los Angeles with Porsche mechanic Rudolf Karl "Rolf" Wütherich as a passenger. The pair headed into San Joaquin Valley via US Route 99 and then west on California State Route 166. Dean elected to branch off at California State Route 166 to avoid Bakersfield traffic and followed it Maricopa. From Maricopa his routing turned north on California State Route 33 towards US Route 466. Dean stopped at Blackwell's Corner at the junction of US Route 466 and California State Route 33 where the last photo of him alive was taken (Sanford Roth collection). Dean's Ford Country Squire Wagon which was used to tow his racecars can be seen in the background.

Dean departed Blackwell's Corner at approximately 5:15 PM and crested Polonio Pass on westbound US Route 466. At approximately 5:45 PM Cal Poly student Donald Turnupseed was driving his 1950 Ford Tudor on eastbound US Route 466. Turnsupseed crossed the center line veering left to turn onto California State Route 41 towards Fresno which put him into the path of travel of Dean. Dean attempted an evasive maneuver which failed and struck Turnupseed almost head-on. The accident resulted the Little Bastard cartwheeling several times and landing in a gully.

Dean suffered a broken neck and severe internal/external injuries from the crash. Wütherich was thrown from the Little Bastard on impact and was knocked unconscious. Dean was pronounced dead on arrival at the Emergency Room of Paso Robles Memorial Hospital. Wütherich suffered a broken jaw and numerous femur injuries which were necessary to repair surgically. Turnupseed sustained only minor facial injuries from the crash.

The San Luis Obispo County Sheriff's Office coroner called for an official inquest into the fatal crash in Cholame Valley on October 11, 1955. Turnupseed testified that he didn't see Dean's Little Bastard while attempting to turn onto northbound California State Route 41. Following additional testimony by witnesses and California Highway Patrol officers the coroner's inquest jury came back with a verdict of no criminal culpability by Turnupseed in the death of James Dean.

The May/June 1957 California Highways & Public Works announced a new expressway grade for California State Route 41 east of Paso Robles to the Estrella River was in the process of being constructed.

The July/August 1957 California Highways & Public Works announced the upcoming realignment of US Route 101 on the Paso Robles Bypass. The Paso Robles Bypass Project is stated to be 5.1 miles in length which would tie into the existing divided highway segments on both ends of the city. The Paso Robles Bypass Project included a tie-in with the recently completed realignment of California State Route 41 from Huerhuero Creek east to the Estrella River. Upon being bypassed the road to the 1910 Estrella River Bridge came to be known as "River Grove Road."

During June of 1958 the Division of Highways sought and obtained permission to relocate US Route 466 off of Legislative Route Number 125 between Atascadero and Shandon. The Division of Highways noted that California State Route 41/Legislative Route Number 33 between Paso Robles-Shandon had recently been improved and was by far the favored highway for traffic. Legislative Route Number 125 between Atascadero-Shandon is noted to be substandard in design and despite being part of US Route 466 since 1933 was never signed as such. US Route 101 through Paso Robles is noted to be in the process of going through a freeway upgrade. The new alignment of US Route 466 would see it briefly multiplex California State Route 41 west of Shandon to Paso Robles via 24th Street and US Route 101 south to Atascadero via Spring Street.

The September/October 1958 California Highways & Public Works announced three project zones for US Route 466/California State Route 41 from the Estrella River eastward of Shandon to Palo Prieto Road (now Bitterwater Road). The ultimate aim was to extend the expressway corridor to Cholame Valley and bypass Shandon.

Improvements to US Route 466 over Polino Pass began to manifest in 1959. The September/October 1959 California Highways & Public Works announced a realignment project for US Route 466 was underway. The project corridor originated at the existing Y-junction with California State Route 41 in Cholame Valley and extended east to the Kern County line near Polonio Pass.

The improved Cholame Lateral between the Estrella River and Poloino Pass was featured in the May/June 1960 California Highways & Public Works. US Route 466/California State Route 41 were noted to now bypass Shandon. The Cholame Valley Y-junction where James Dean was killed was altered to softened (third photo below) the turnoff for northbound California State Route 41 towards Cottonwood Pass. US Route 466 over Polonio Pass was relocated to a straightened alignment whereas the original so-called Antelope Grade was abandoned. The Shandon Bypass was accepted by the Division of Highways on November 6, 1959, whereas the improvements to Polino Pass were complete during August 1959.

As part of the 1964 State Highway Renumbering US Route 466 was truncated to Baker. California State Route 46 was assigned to a new corridor from Famoso west to Cambria. California State Route 41 was rerouted away from Cambria to a new terminus in Morro Bay by way of Creston and Atascadero.

In 1977 the James Dean Memorial was erected in Cholame. The memorial is a stainless-steel sculpture growing around an ailanthus tree. The memorial is located next to where the Cholame Post Office once stood. Another more informal memorial has consistently existed at the actual crash site where the Y-junction of US Route 466 and California State Route 41 was altered in 1959.

The junction of California State Route 41 and California State Route 46 was named James Dean Memorial Junction on August 15, 2002, by way of Senate Concurrent Resolution 52, Chapter 107. Private donations paid for memorial signage which could be seen from California State Route 46.

In May 2017 following a fatal accident at the junction of California State Route 41 and California State Route 46 Bakersfield.com reported San Luis Obispo County was seeking funding methods to build a grade separation. During March 2018 the California Transportation Commission would award $197 million to widen California State Route 46/California State Route 41 to a four-lane expressway in Cholame Valley along with construction of a grade separation. The California Transportation Commission would make a formal alignment adoption during October 2020 following the corridor Final Environmental Impact Report being completed.

Construction of the California State Route 41/California State Route 46 grade separation broke ground during April 2023. During January 2024 traffic between Cholame and the interchange structure was shifted onto the new eastbound lanes of California State Route 46. The interchange structure was formally opened by Caltrans on June 12, 2025.

The California State Route 41/California State Route 46 interchange dedication can be seen below (Paso Robles Daily News). The ceremony was presided over by Caltrans District 5 Director Scott Eades.

While the California State Route 41/California State Route 46 interchange is functional the four-lane expressway around it is not. The four-lane expressway corridor currently under construction will extend from the Shandon Rest Area eastward over the Antelope Grade and Polonio Pass. This corridor is currently scheduled for completion during Spring 2027.

On April 28, 2026, Assembly Concurrent Resolution 101 named California State Route 46 between Cholame and Antelope Road as "James Dean Memorial Highway." The memorial highway designation applies to Postmiles 54.038-58.300 and does not specifically name the interchange structure.

Part 2; the James Dean Memorial

These photos of the James Dean Memorial at Cholame during February 2017 by Gribblenation's Tom. The highway shot seen in the second photo below at the time was westbound California State Route 46 and southbound California State Route 46. The road segment now appears as Old State Route 46 on mapping services.

Part 3; a look back at James Dean Memorial Junction before the interchange conversion

These photos from April 2019 depict a journey along northbound California State Route 41/eastbound California State Roure 46 approaching James Dean Memorial Junction. The actual crash site of James Dean in 1955 can be seen on the left in the fourth photo roughly where the "do not enter" signs are located. A James Dean Memorial Junction placard can be seen in the fifth photo.

James Dean Memorial Junction can be seen below from Southbound California State Route 41 during January 2020.

Part 4; a drive through the James Dean Memorial Junction interchange

These photos are from southbound California State Route 41 approaching the James Dean Memorial Junction interchange during December 2025. Traffic heading west onto California State Route 46 oddly is greeted with a gantry mistake which signs it as multiplex with US Route 101 instead of "To US Route 101." The interchange formally has no memorial name assigned.

This photo from December 2025 faces north on Cholame Valley Road at the incomplete westbound California State Route 46 overpass.

These photos (also from December 2025) are from eastbound California State Route 46 approaching the James Dean Memorial Junction interchange. Presently only California State Route 41 is signed on the interchange gantry whereas California State Route 46 is directed to follow orange construction signage.

The fully functional four lane expressway on eastbound California State Route 46 approaching the James Dean Memorial Interchange can be seen below during late May 2026.

The Tale of Tollhouse Road, western California State Route 168 and failed Piute Pass Highway

2026-06-07T13:01:06.661-04:00

Western California State Route 168 is entirely located in Fresno County and is linked historically to the Tollhouse Road corridor. Tollhouse Road is one of the oldest highways in the Sierra Nevada range of Fresno County. The corridor presently begins in at Clovis Avenue in downtown Clovis and extends northeast to Huntington Lake.

In 1866 the Woods Brothers established mining claims on Pine Ridge.  In 1867 Fresno County would grant the brothers a toll franchise to construct a roadway to the desirable logging areas atop Pine Ridge and near Dinkey Creek.  The Woods would establish a tollhouse at the start of their franchise road and lumber mill.   The lumber mill attracted settlers which led to the establishment of the mountain town of Tollhouse.  

Fresno County would purchase the Tollhouse Road in 1878 and make it a public highway.  The county would remove the tolls and incorporate the corridor into the existing county road network.  Prior to the establishment of Clovis in 1890 the Tollhouse Road extended all the way west into Fresno.  In 1923 the corridor between Tollhouse and Pine Ridge would largely be realigned onto switchbacks.  The older alignment often appears as Burrough Mountain Road on modern maps.

The development of Kaiser Pass Road began in 1920 when construction broke ground from the eastern terminus of Tollhouse Road.  Kaiser Pass Road was subject to numerous California Highway Commission studies during the 1920s decade which would have incorporated as part of the Piute Pass Highway.  The highway over Piute Pass was intended to link Huntington Lake to Lake Sabrina via elevations cresting 11,000 feet above sea level.  

The Tollhouse Road would become part of the State Highway System in 1933 following an extension of Legislative Route Number 76 west of the Bishop area.  The corridor was largely added to the State Highway inventory to help facilitate travel to the Big Creek Project.  Ultimately the Piute Pass corridor nor Kaiser Pass Road were never added as part of the State Highway.  The entirety of Legislative Route Number 76 would be assigned as California State Route 168 during August 1934. 

In 1956 California State Route 168 and Tollhouse Road were realigned over Tamarack Ridge to Huntington Lake.  During the 1960s much of Tollhouse Road was slated to be replaced via a planned freeway realignment of California State Route 168.  The freeway corridor was planned to begin in Fresno and extend up Pine Ridge up to the vicinity of Shaver Lake.  Within the Sierra Nevada this new freeway would open between Lodge Road and Auberry Road by the early 1970s.  This new freeway bypassed the community of Tollhouse and the largest incline on the Tollhouse Road. 

California State Route 168 was subsequently realigned off a portion of Tollhouse Road via Morgan Canyon Road, Auberry Road and Lodge Road.  This alignment was intended to be temporary and took it through the community of Prather.  Ultimately the planned freeway extension west to Clovis was never constructed.  

Western California State Route 168, Tollhouse Road and Kaiser Pass Road can be seen below as they were displayed on the 1935 Division of Highways map of Fresno County.

Part 1; the history of Tollhouse Road, western California State Route 168 and the planned Piute Pass Highway

Tollhouse Road (alternatively known as the Toll House Grade) is one of the oldest highways in the Sierra Nevada range of Fresno County. The corridor presently begins in at Clovis Avenue in downtown Clovis and extends northeast to Huntington Lake. A discontinuous segment exits in the city of Fresno near southwest intersection of Ashlan Avenua and Millbrook Avenue.

In 1866 the Woods Brothers established mining claims on Pine Ridge.  In 1867 Fresno County would grant the brothers a toll franchise to construct a roadway to the desirable logging areas atop Pine Ridge and near Dinkey Creek.  The Woods would establish a tollhouse at the start of their franchise road and lumber mill.   The lumber mill attracted settlers which led to the establishment of the mountain town of Tollhouse.  

Fresno County would purchase the Tollhouse Road in 1878 and make it a public highway.  The county would remove the tolls and incorporate the corridor into the existing county road network.  Prior to the establishment of Clovis in 1890 the Tollhouse Road extended all the way west into Fresno.  

The 1882 Bancroft's map of California displays early Tollhouse Road beginning in Fresno and extending eastward to Dinkey Creek.  The Big Dry Creek Post Office, Academy and Tollhouse are shown to be major waypoints along the corridor. 

A sketch of Tollhouse drawn by C.A. Yancey was displayed in the 1891 Thompson Atlas of Fresno County.  The sketch depicts numerous horsedrawn wagons and carts actively using the Tollhouse Road.  C.A. Yancey was a property owner who lived in the community.  

The original alignment of Tollhouse Road above the Tollhouse community appears on the 1891 Thompson Atlas in Township 10 South, Range 24 East.  Above Tollhouse the Tollhouse Road corridor intersected what is now Peterson Road near Pine Ridge.  Peterson Road was the primary access to many of the early lumber claims in the Pine Ridge area.  

The 1891 Thomas Atlas in Township 11 South, Range 23 East displays Tollhouse Road passing by Humphrey's Station and by the Sentinel Store.

The 1891 Thompson Atlas in Township 11 South, Range 22 East displays Tollhouse Road passing through Academy and westward towards the Clovis town plot.  Academy was the site of the first secondary school in Fresno County and was founded in 1872.  Academy was located near the intersection of what was once the Stockton-Los Angeles Road southeast of Millerton.

By 1893 a new logging pond was constructed at Stevenson Creek north of Ockenden.  The Shaver town site and sawmill were constructed next to the pond which was also linked with an extension of the Tollhouse Road.  The sawmill at Shaver had a 45-mile-long flume which connected to Clovis.

The Shaver logging flume can be seen above Tollhouse Road in an 1890s era photo (Eastern Fresno County Historical Society).  

An advertisement for the evening Pine Ridge Stage can be seen below as it was featured in the July 13, 1899, Fresno Morning Republican (Eastern Fresno County Historical Society).  The stage departed Fresno at 7 PM and was non-stop to Shaver on Mondays, Wednesdays and Fridays.  Return service from Shaver departed from on Sundays, Tuesdays and Thursdays. 

Horses can be seen hauling a wagon on Tollhouse Road above Tollhouse along the ascent to Pine Ridge (year unknown, Eastern Fresno County Historical Society). 

The Shaver logging pond and sawmill can be seen as they were in 1900 (Mono Hot Springs and Gene Rose photo). 

Tollhouse Road can be seen terminating at the Shaver sawmill and town site on the 1904 United States Geological Survey map. 

In 1902 John S. Eastwood approached William G. Kerckhoff with plans for the development of the Big Creek Hydroelectric Project.  Kerckhoff was affiliated with Henry E. Huntington the founder of the Pacific Light & Power Company (PL&P).  Eastwood would conduct reconnaissance additional surveys for PL&P through 1905.  The surveys of Eastwood called a single large reservoir and two powerhouses along Big Creek above the Pine Ridge region. 

Construction of the Big Creek Hydroelectric Project began in February 1910.  A company town site known as Big Creek was selected above the Shaver sawmill which required an extension of Tollhouse Road.  The PL&P had initial financing issues as they only sold $2,500,000 of their $10,000,000 in issued bonds.   

Pictured is the 1912 Pasear Auto Tour of California making the climb west of Bishop through the eastern Sierra Nevada range to Lake Sabrina.  At the time this photo was taken Lake Sabrina was relatively new as the reservoir had only been completed in 1907.  The road to Lake Sabrina would become part of Legislative Route Number 76 in 1931. 

Construction on the dams at the site of Huntington Lake would commence in 1912.  This construction led to another extension of Tollhouse Road from the Big Creek town site to the site of Huntington Lake.  Tollhouse road was insufficient for hauling large amounts of construction material which was to be supplemented by the San Joaquin & Eastern Railroad (SJ&E).  

Construction of the of the SJ&E broke ground on February 5, 1912.  The line was completed during July 1912.  The line quickly gained an infamous reputation as one of the curviest in the world.  The SJ&E featured 255 grades of 5.2%, 1,078 curves and 43 bridges.  The haggard nature of the line led to it being nicknamed "Slow, Jerky and Expensive."

An automotive stage service along the Tollhouse Road was advertised in the July 24, 1912, Fresno Morning Republican (Eastern Fresno County Historical Society).  The automotive service left Fresno all days except Sunday at 4 AM and stopped in Clovis for breakfast.  From Clovis the automotive stage continued in the Sierra Nevada foothills where it arrived in Tollhouse at 9 AM.  The rest of the journey above Tollhouse up Pine Ridge to Shaver was made by a horsedrawn stage which departed at 10 AM.  Changes to the service were prompted to compete with the San Joaquin & Eastern Railroad.  

The concept for Trans-Sierra Highway over Piute Pass originated with the Roosevelt Midland Trail Auto Trail Association.  The Roosevelt Midland Trail had been commissioned in 1913 as an Auto Trail which would link Washington D.C. west to Los Angeles and San Francisco.  The mainline of the Midland Trail entered California via Westgard Pass and split into branches upon entering Owens Valley.  

The original intention by the Roosevelt Midland Trail Association was to have the mainline cross the Sierra Nevada via Piute Pass and Tollhouse Road into San Joaquin Valley.  The planners intended for the diverging spurs to branch away to San Francisco and Los Angeles west of the crest of the Sierra Nevada.  Ultimately three spurs of the Auto Trail ran through San Francisco via Tioga Pass, Echo Summit and Tehachapi Pass.  A single spur would run south from Owens Valley along the so-called "El Camino Sierra" towards Los Angeles.  

The 1914 Weber map of Fresno County displays the extension of Tollhouse Road to the site of Huntington Lake.  The SJ&E and is shown to terminate at the three main dams of Huntington Lake which were completed in 1913.  In 1917 the PL&P would into Southern California Edison.  Huntington Lake was later supplemented by a fourth dam which was complete by 1919. 

In 1919 the concept of the Piute Pass Highway was brought to a higher profile by highway construction promoter Wisner Gillette Scott.  A 1919 article in the Western Highway Builder magazine featured Scott's vision for the Piute Pass Highway.  The Piute Pass corridor was intended to mainly serve to create something akin to highways located in the European Alps and to top the Tioga Pass Road in Yosemite National Park which crested at 9,941 feet above sea level.  The article claimed only 13 miles of new road construction would be needed and the Piute Pass Highway would have a terminal elevation of 11,409 feet above sea level. 

In September 1919, California Congressman John Raker would introduce a bill authorizing the examination by the War Department for the improvement, construction and maintenance of a national system of military highways in the western United States.  The bill included a provision through which the proposed military roads could be used for civilian recreation.  The bill specifically included language to include a road from Fresno by way of Huntington Lake to Bishop via Piute Pass.  

In 1917 Southern California Edison surveyed the location of Kaiser Pass Road from Huntington Lake to the site of Florence Lake Dam.  Construction of Kaiser Pass Road began from the end of Tollhouse Road at Huntington Lake in 1920.  On September 8, 1920, the first car to crest Kaiser Pass.  Ultimately Kaiser Pass Road would be completed to the site of Florence Lake Dam in 1922. 

In 1922 Fresno Chamber of Commerce Members would partake in a trip over Tollhouse Road and Kaiser Pass Road as a show of support for the proposed Piute Pass Highway.  The Chamber of Commerce would actively lobby for construction of the Piute Pass corridor which was supported by the California Highway Commission.  In January 1923, the state of California introduced a bill which included $15,000 in funding for the survey of the Piute Pass Highway.  

In 1923 the corridor between Tollhouse and Pine Ridge would largely be realigned onto switchbacks.  The older alignment often appears as Old Tollhouse Road and Burrough Mountain Road on modern maps.

The Roosevelt Midland Trail (46) appears on the 1924 Rand McNally Auto Trail map of California as descending into Owens Valley via Westgard Pass.  Spurs of the Auto Trail can be seen branching north and south from the Big Pine area. 

The same map displays Tollhouse Road but not Kaiser Pass Road.  

In 1924 the so-called High Sierra Piute Pass Association would promote the Piute Pass Highway in the Oakland Tribune.  A survey of the Piute Pass corridor was made during summer the same year by representatives from the California Highway Commission and Automobile Club of Southern California.  The initial survey estimated the Piute Pass Highway would cost approximately $1,000,000 to construct.  The November 1924 California Highways & Public Works announced the completion of the Piute Pass Highway survey.  

The original Cressman's Store can be seen on Tollhouse Road in Pine Ridge during 1920s (Eastern Fresno County Historical Society).  This store would be opened by Ammon N. Cressman in 1904. 

Tollhouse Road and the planned Piute Pass Highway were recommended for inclusion into State Highway System by the Highway Advisory Committee.  The Tollhouse Road/Piute Pass Highway corridor appears as Corridor 154 in the 1925 Report of a Study of the State Highway System of California.  The Lake Sabrina Road appears as Corridor 202.  The combination of Corridors 154 and 202 is listed to have a planned distance of 156 miles.

In April 1925 the State Legislature approved a second bill which allocated $25,000 to survey the cost of the proposed Piute Pass Highway.  This survey would be conducted the following summer by the California Highway Commission, the Fresno County Chamber of Commerce and an envoy of other interested parties.  In 1927 Assembly Bill 539 was introduced to formally adopt a location for the Piute Pass Highway corridor.  The bill ultimately did not leave with a full recommendation of the State Assembly. 

In 1917 Southern California Edison would purchase the Shaver sawmill and logging pond.  The community of Shaver was relocated to the southwest to make way for the Shaver Lake reservoir.  Shaver Lake Dam was completed along Stevenson Creek in 1927 and flooded over the original Shaver town site.  The construction of Shaver Lake required Tollhouse Road be relocated to the west on higher grades.   

This advertisement from the Kingsburg Hudson dealership on Draper Street boasted about the second generation Super Six (Model Years 1928-1933) having climbed Tollhouse Road with four passengers in high gear (Eastern Fresno County Historical Society). 

A similar add regarding the 1928 Essex Super Six having climbed Tollhouse Road appeared in the August 28, 1928, Fresno Morning Republican (Eastern Fresno County Historical Society).

In 1929 Assembly Bill 126 was introduced to again formally have the Division of Highways locate an alignment for the Piute Pass Highway.  The bill failed in the assembly as the planned corridor lost much of the momentum it had at the assembly due to the ongoing Great Depression. 

The Tollhouse Road would become part of the State Highway System in 1933 following an extension of Legislative Route Number 76 west of the Bishop area.  The corridor was largely added to the State Highway inventory to help facilitate travel to the Big Creek Project.  Another bill was introduced in 1933 to include the Piute Pass Highway into Legislative Route Number 76, but it again failed in the State Assembly. 

The 1933 definition of Legislative Route Number 76 was as follows:

1.  Legislative Route Number 23 near Bishop to the Nevada State Line near Montgomery Pass.
2.  Legislative Route Number 23 to Lake Sabrina.
3.  Legislative Route Number 125 at Shaw Avenue to Huntington Lake.  

The SJ&E would shutter in 1933 which left Legislative Route Number 76 as the primary means of accessing Huntington Lake.  Part of the railroad grade was repurposed as SJ&E Road, Jose Basin Road and Old Railroad Grade Road.  

The June 1934 California Highways & Public Works announced a contract had been awarded to oil surface Tollhouse Road from Academy to the eastern end of Huntington Lake.  

In the August 1934 California Highways and Public Works the initial run of Sign State Routes was announced.  The entirety of Legislative Route Number 76 was assigned as California State Route 168.  The map insert featured in the volume displayed the projected Piute Pass Highway between Huntington Lake and Lake Sabrina. 

Western California State Route 168, Tollhouse Road and Kaiser Pass Road can be seen below as they were displayed on the 1935 Division of Highways map of Fresno County.  Western California State Route 168 originated at California State Route 41 (Legislative Route Number 125) in Fresno and followed Shaw Avenue east to downtown Clovis.  California State Route 168 initially passed through downtown Clovis via Shaw Avenue, Clovis Avenue and 3rd Street.  From 3rd Street the highway softly transitioned onto Tollhouse Road.

This photo from 1936 is along Kaiser Pass Road at Kaiser Pass (Doug Fraley photo).  The California State Automobile Association sign indicates Kaiser Pass as being located at 9,305 feet above sea level.  

The 1937 Gousha map of California displays the projected path of the Piute Pass Highway between Huntington Lake and Lake Sabrina.  The planned connection is shown to originate at the western segment of California State Route 168 at Huntington Lake.  From Huntington Lake the planned highway routing followed Kaiser Pass Road to Florence Lake.  From Florence Lake the planned Piute Pass Highway routing can be seen projected to the eastern segment of California State Route 168 at Lake Sabrina. 

On March 4, 1940, Congress would approve rebranding and expanding General Grant National Park as Kings Canyon National Park.  Kings Canyon National Park would annex large amounts of Sierra, Sequoia and Inyo National Forests which granted them further protection.  The expanded National Park outright blocked Forest Service plans to construct an extension of California State Route 180 (Kings Canyon Road) east of Cedar Grove to Kearsarge Pass.  Much of the northern Kings Canyon National Park boundary lapped the surveyed corridor of the Piute Pass Highway.  

The "Gateway To The Sierras" sign would be added to California State Route 168 along Clovis Avenue during 1940.  The sign is a porcelain design which was fabricated by the Fresno Neon Sign Company.  The wooden elements of the sign were replaced with metal in 1946. 

In 1956 California State Route 168 and Tollhouse Road were realigned onto a new routing which bypassed Big Creek and much of Huntington Lake.  The state highway corridor still terminated at Kaiser Pass Road upon crossing Rancheria Creek.  The original corridor of California State Route 168 was renamed as Huntington Lake Road.  

The then new alignment of California State Route 168 and Tollhouse Road appears on the 1956 Division of Highways map.  

The September/October 1958 California Highways & Public Works provided insight regarding construction of the then new alignment of California State Route 168 and Tollhouse Road between Shaver Lake and Huntington Lake.  The 17-mile segment of new highway was completed by the United States Bureau of Public Roads in 1956 and turned over to Division of Highways in 1957.  The primary propose for the realignment was to ease access to recreational areas at China Peak and Huntington Lake.  The China Peak Mountain Resort would open in 1958. 

The cover the September/October 1959 California Highways & Public Works featured the western segment of California State Route 168 near Huntington Lake.

The 1966 Division of Highways map displays much of western California State Route 168 having an adopted realignment corridor.  The planned realignment of California State Route 168 is shown to originate at the planned California State Route 180 freeway in Fresno and tie into existing Tollhouse Road at Shaver Lake.  

In 1974 a new four-lane expressway portion of California State Route 168 opened between Lodge Road near Prather and the top of Pine Ridge.  The state highway was subsequently realigned off a portion of Tollhouse Road via Morgan Canyon Road, Auberry Road and Lodge Road.  This alignment was intended to be temporary and took it through the community of Prather.  Ultimately the planned freeway extension west to Clovis was never constructed.  Caltrans District 6 still posts the Prather alignment of California state Route 168 with "T" Postmile paddles.  

The realignment of California State Route 168 through Prather can be seen on the 1975 Caltrans map.

California State Route 168 in Clovis would be moved onto the Sierra Freeway between 1999 and 2001. The freeway saw the original surface alignment of the highway on Shaw Avenue, Clovis Avenue and 3rd Street relinquished to Fresno and Clovis. The State Highway corridor still utilizes Tollhouse Road from the northeast Clovis city limit to Morgan Canyon in addition to the segment east of Auberry Road to Huntington Lake.

The current alignment of western California State Route 168 appears on the 2005 Caltrans map. The never constructed expressway portion between Clovis and Prather still appears as having an adopted alignment.

The Creek Fire of 2020 of would devastate much of the Pine Ridge area. The fire began on September 4th at approximately 6:45 PM between Shaver Lake, Big Creek and Huntington Lake. The fire would grow to approximately 5,000 acres by the following afternoon and would be driven by high winds which churned it into a firestorm. The fire would cross California State Route 168 on September 7th and began to burn on both sides of Pine Ridge.

The Creek Fire would ultimately grow to a size of 379,895 acres before it was declared fully contained on December 24, 2020. The fire destroyed Cressman's General Store and half of the homes in Big Creek. In total 856 structures were destroyed and the approximate damages were estimated to be $500,000,000.

The 2024 SHOPP, adopted on March 31, 2024, defined Shaver Lake Viaduct as a realignment along the shoreline of Shaver Lake between California State Route 168 Postmiles FRE 49.1-49.5. The project was adopted due to the repeated occurrence of slope failures due to the presence of groundwater and saturated soils. Construction of the viaduct began during April 2026 and is expected to be completed by summer 2030. The project is projected to cost the state $7,784, 900 and Federal government $27,805,000.

Part 2; a drive on western California State Route 168

The western segment of California State Route 168 begins in Fresno at California State Route 180 Exit 60. This photo depicts the transition from westbound California State Route 180 (Sequoia-Kings Canyon Freeway) onto eastbound California State Route 168 (Sierra Freeway).

Eastbound California State Route 168 is carried along the Sierra Freeway through Fresno for approximately four miles and enters the city of Clovis at the Shaw Avenue exit (Exit 4). The Sierra Freeway ends at approximately Postmile FRE R10.588 at a traffic light which accesses Owens Mountain Parkway and Tollhouse Road.

Eastbound California State Route 168 departs the city limits of Clovis approaching Shepard Avenue at Postmile R11.837. The highway narrows to two-lanes east of Shepard Avenue and picks up the bisected Tollhouse Road corridor.

California State Route 168 intersects Academy Avenue at Postmile FRE 15.45 and passes through the town site of Academy. A variable message sign overhead indicates the conditions ahead in the Sierra Nevada foothills. Functionally Academy is a ghost town as there is little left from the community aside from a historical plaque and a quarry.

California State Route 168 intersects Sample Road at Postmile FRE 18.548.

California State Route 168 branches away from Tollhouse Road onto Morgan Canyon Road at Postmile T22.697.

California State Route 168 intersects Millerton Road at Postmile FRE T24.700.

California State Route 168 follows Morgan Canyon Road into Prather and intersects Auberry Road at a roundabout. The state highway corridor branches eastward through the roundabout onto Auberry Road. This photo is from when the Prather roundabout was new in early 2017.

Eastbound California State Route 168 enters the Auberry area. At Postmile FRE T31.127 California State Route 168 continues ahead onto Lodge Road whereas Auberry Road branches to the left.

California State Route 168 eastbound branches left from Lodge Road and begins the ascent to Pine Ridge at Postmile FRE T32.861. The highway expands to a four-lane expressway which begins at approximately 1,700 feet above sea level and reaches approximately 4,800 feet above sea level upon reaching Pine Ridge. An advisory sign indicates if Kaiser Pass Road is open for the season. The highway intersects and merges back in with Tollhouse Road at Postmile FRE R36.18.

California State Route 168 narrows to two-lanes approaching Cressman's General Store near Postmile FRE 39.40.

Cressman's General Store can be seen below as it was from westbound California State Route 168 in October 2019 before the 2020 Creek Fire. The store as of June 2026 is still in the process of being rebuilt.

California State Route 168 enters the community of Shaver Lake and intersects Dinkey Creek Road at Postmile FRE 44.995.

California State Route 168 passes through the community of Shaver Lake and approaches the reservoir of the same name.

Continuing eastward California State Route 168 approaches Shaver Lake before descending down a large slope over Stevenson Creek in the face of Shaver Lake Dam. The highway strays west of the reservoir and emerges at Postmile FRE 49.00 at a Southern California Edison structure. The building indicates the Shaver Lake Reservoir to be located at 5,370 feet above sea level.

California State Route 168 intersects Huntington Lake Road at Postmile FRE 49.663. California State Route 168 continues ahead on Tollhouse Road towards Huntington Lake via Tamarack Ridge. As noted in Part 1, Huntington Lake Road was the original alignment of California State Route 168 and Tollhouse Road.

Modern California State Route 168 crests Tamarack Ridge at 7,582 feet above sea level. The highway descends towards Huntington Lake and intersects the entrance to China Peak Mountain Resort upon crossing Big Creek. California State Route 168 crosses Rancheria Creek where it terminates at the intersection of Kaiser Pass Road and Huntington Lake Road (Postmile FRE 65.858.

Part 3; a drive on Kaiser Pass Road

From the terminus of California State Route 168 traffic is advised that both Edison Lake and Florence Lake are both 20 miles away. Florence Lake is the terminal destination along the Kaiser Pass Road corridor. Both Mono Hot Springs and Edison Lake are located on Edison Lake Road.

The first 5 eastbound miles of Kaiser Pass Road are two lanes. Near the end of the two-lane segment traffic can enjoy a vista of Huntington Lake.

Kaiser Pass Road begins a single lane ascent to the namesake pass. The elevation of Kaiser Pass has been corrected in modern times to 9,184 feet above sea level. Kaiser Pass Road at the pass intersects a road which permits access to White Bark Vista and the Dusy-Ershim Off Highway Vehicle Trail.

Kaiser Pass Road crests the rim of the Kaiser Ridge and descends via a single-lane grade to the eastern portal of the Ward Tunnel. Kaiser Pass Road intersects Edison Lake Road a short distance east of the Ward Tunnel portal. The Ward Tunnel diverts water from the South Fork San Joaquin River at Jackass Meadows through a 13-mile course under Kaiser Ridge to Huntington Lake. The first water delivery through the tunnel was made on April 13, 1925.

Part 4; a drive on Huntington Lake Road

The Huntington Lake portal of the Ward Tunnel can be found near the western terminus of Kaiser Pass Road a short distance from California State Route 168 and Huntington Lake Road.

Huntington Lake Road forms a 16.8-mile loop of modern California State Route 168. The roadway begins as two-lanes through the communities of Lakeshore and Cedar Crest but narrows to a single lane at Manzanita Dam.

West of Manzanita Dam the course of Huntington Lake Road begins a descent towards the San Joaquin River Canyon following the course Sheep Thief Creek. The grades on the descent average around 10% and peak around 13.5%.

Huntington Lake Road expands back to two lanes at the Big Creek community and continues to a terminus at California State Route 168 near Shaver Lake.

Part 5; a drive on Tollhouse Road south of Pine Ridge

From Pine Ridge California State Route 168 westbound branches from Tollhouse Road onto the four-lane expressway towards Prather. Traffic can follow a 16.1-mile segment of Tollhouse Road from Pine Ridge through the Tollhouse community back to California State Route 168.

Between Pine Ridge and Tollhouse, the descent on Tollhouse Road averages approximately 7%. The downhill grade briefly exceeds 10% through the switchbacks. Upon reaching Tollhouse traffic was once greeted with a button-copy style sign from the era when California State Route 168 passed through the community. The sign has been recent replaced by Fresno County with a conventional vinyl sign.

From Tollhouse the looming scale of Pine Ridge becomes obvious. A historical plaque can be found which details the history of the community and Tollhouse Road.

Tollhouse Road passes Humphrey's Station and merges back in with California State Route 168 at Morgan Canyon Road.

Version History

- This blog was first published on July 28, 2017.

- This blog was first updated on June 6, 2026.

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.