Gribblenation

Legacy of US Route 466 Part 6: Cameron siding and Tehachapi Pass

2026-10-27T04:00:00.166-04:00

When US Route 466 was created during October 1933 it was aligned through Tehachapi Pass at Cameron siding. The then new US Route would inherit the alignment of the Tehachapi Pass Highway which was constructed concurrent with the Southern Pacific Railroad 1876. US Route 466 at Tehachapi Pass would be realigned onto an expressway grade during 1957 which bypassed a bottleneck prone jog by Cameron Road. Modern Cameron Road from California State Route 58 at Exit 159 west to the crossing the railroad crossing at the former siding carries the original alignment US Route 466.

The original eastern terminus of Cameron Road was located at US Route 466 at Tehachapi Pass a short distance after crossing the Southern Pacific Railroad. This original eastern terminus is clearly displayed on the 1943 United States Geological Survey map.

Part 1-Part 4 of the US Route 466 Legacy Series can be found below:

Legacy of US Route 466 Part 1: California State Route 46

Legacy of US Route 466 Part 2: Tehachapi to Bakersfield

Legacy of US Route 466 Part 3: Morro Bay to Shandon via Rocky Canyon

Legacy of US Route 466 Part 4: Hoover Dam

Legacy of US Route 466 Part 5: North Barstow and Old Highway 58

Part 1; the history of US Route 466 at Cameron siding and Tehachapi Pass

Tehachapi Pass is located in the Tehachapi Mountains of Kern County. The pass is located along Cache Creek near Cameron siding at an elevation of 3,771 feet above sea level. The pass marks the transition zone where the Mojave Desert begins.

Tehachapi Pass was a well-known path of travel to Native Americans prior to European contact. The first Europeans to likely explore Tehachapi Pass were part of the Jedidiah Smith Expedition of Mexican Alta California during early 1827. The expedition followed the mountains west from Cajon Pass and entered San Joaquin Valley either via Tehachapi Pass or Tejon Pass (September 1950 California Highways & Public Works).

The 1827 expedition of Jedidiah Smith laid out the framework for most modern established roadways through the Transverse Ranges and Sierra Nevada to San Joaquin Valley. Tehachapi Pass would become one of many highway routes which became popular for emigrants traveling to California after the beginning of the California Gold Rush. Originally the Tehachapi Pass Road west of the Mojave Desert followed what is now known as Oak Creek Pass. Oak Creek Pass can be found along modern Tehachapi-Woodford Road and was closer to known sources of water (September 1950 California Highways & Public Works).

Tehachapi Pass can be seen as 1857 Britton & Rey's map of California with a spelling considerably different than in modern times. The originally Tehachapi Pass corridor was part of the Butterfield Overland Mail Route which operated from September 1858, through April 1861.

In the early 1870s the Southern Pacific Railroad would begin construction of their railroad line through the Tehachapi Mountains. The railroad line intended to cross over to the Mojave Desert via Cache Creek which had a far lower terminal elevation than the existing Tehachapi Pass Road. The planned Southern Pacific Railroad through the Tehachapi Mountains can be seen on the 1873 Bancroft's map of California as a black line.

The Southern Pacific Railroad line through the new Tehachapi Pass along Cache Creek was completed during July 1876. Tehachapi Pass was the last link in the Southern Pacific system completed between Los Angeles and San Francisco. Cameron siding was established along the then new railroad grade and frontage road. The frontage road following the Southern Pacific would become the then new established Tehachapi Pass Highway.

Cameron siding can be seen along the Southern Pacific Railroad and the Tehachapi Pass Highway on Tehachapi Pass on the 1898 Official map of Kern County.

The 1915 United States Geological Survey map displays the Tehachapi Pass Highway west of Mojave passing through Cameron siding at Tehachapi Pass. West of Cameron the highway continued westward through Eric, Monolith, Sullivan and Tehachapi.

1931 Legislative Chapter 82 authorized the extension of Legislative Route Number 58 from Barstow west to Bakersfield via Tehachapi Pass and existing County Highways. At Tehachapi Pass the then new State Highway corridor passed through Cameron siding.

Legislative Route Number 58 west of Barstow to Bakersfield can be seen for the first time on the 1932 Division of Highways Map.

During June 1933 the California Division of Highways petitioned the American Association of State Highway Officials (AASHO) 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. An alternate proposed routing of US Route 64 in New Mexico did little to mitigate the lengthy multiplex of US Route 66 in Arizona. 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 via Tehachapi Pass. 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 (now Hoover Dam) at the Nevada state line. Within Nevada the routing of US Route 466 entered Las Vegas where it then followed US Route 91 into California towards North Barstow. West of the Barstow area US Route 466 would retain the same Barstow-Morro Bay alignment which was desired by the California Division of Highways for their US Route 64 extension proposal. Tehachapi Pass Highway would become a component of US Route 466 as it was part of Legislative Route Number 58.

US Route 466 can be seen passing through Tehachapi Pass and Cameron on the 1935 Division of Highways map of Kern County.

The September/October 1958 California Highways & Public Works announced the completion of a realignment project along US Route 466 at Cameron and Tehachapi Pass. The then new three-mile alignment was completed in late 1957 originated at the eastern outskirts of Tehachapi and extended easterly through Cameron to Cache Creek. The purpose of the new four-lane alignment was to mitigate congestion that occurred on the older two-lane segment approaching Cameron Road. The new alignment of US Route 466 was located to the north of Cameron siding. Cameron Road was extended from the Southern Pacific Railroad crossing to then new alignment of US Route 466.

During the 1964 State Highway Renumbering the Legislative Route Numbers were dropped from the State Highway System. What had been US Route 466 in North Barstow from Interstate 15 west to US Route 99 in Bakersfield was redesignated legislatively as part of California State Route 58. Despite being assigned as California State Route 58 the Division of Highways would not seek truncation of US Route 466 to Baker until well into 1964. AASHO approved the truncation of US Route 466 from Morro Bay to California State Route 127 in Baker during June 1964. US Route 466 at Tehachapi Pass was subsequently replaced with California State Route 58.

Part 2; a drive on the original alignment of US Route 466 at Cameron siding

This view faces westward along modern California State Route 58 near La Rose siding towards Tehachapi Pass.

Cameron Road passes through the former site of Cameron along the original alignment of US Route 466. The roadway branches from the original alignment of US Route 466 at the double set of tracks carrying the Union Pacific Railroad (former Southern Pacific).

Former US Route 91 in the Bunkerville and Mesquite area

2026-10-26T04:00:00.380-04:00

Bunkerville and Mesquite are communities located along the Virgin River in northeast Clark County, Nevada which were part of the corridor of US Route 91. When US Route 91 was commissioned in November 1926 it followed Riverside Road, Mesquite Boulevard, Sandhill Road and Hillside Drive through Bunkerville and Mesquite to the Arizona state line. US Route 91 was realigned north of the Virgin River by 1955 which transitioned it directly from Glendale to Mesquite Boulevard.

The 1955 alignment of US Route 91 bypassed Bunkerville and two crossings of the Virgin River. The post-1955 alignment of US Route 91 would be later built upon as part of Interstate 15 which was completed through Mesquite in 1973. By 1974 US Route 91 would be truncated out of Nevada entirely. Since 1976 the original alignment of US Route 91 along Riverside Road has been part of Nevada State Route 170.

The blog cover photo is of US Route 91 at the lower Virgin River Bridge south of Bunkerville. Said photo was featured in the 1929-1930 Nevada Department of Highways Biennial.

US Route 91 as originally configured in Nevada appears on the 1927 Nevada Department of Highways map.

Part 1; the history of US Route 91 through Bunkerville and Mesquite

What ultimately became US Route 91 in Bunkerville and Mesquite was inherited from the Arrowhead Trail, Salt Lake-Los Angeles Road and the Mormon Road. The Mormon Road was scouted by a party led by Jefferson Hunt which was searching for a supply route from Salt Lake City to Southern California through 1847-1848. The Mormon Road ultimately utilized much of the established trade routes of the Old Spanish Trail through the Mojave Desert which took it through the Virgin River Valley and Beaver Dam Mountains. The Mormon Road was later reorganized and improved into the Los Angeles-Salt Lake Road by 1855 which was capable of facilitating wagon travel. The Los Angeles-Salt Road largely fell into disuse when the Los Angeles & Salt Lake Railroad was constructed between 1903 through 1905.

The Los Angeles-Sale Lake Road can be seen between the Muddy River in Nevada and St. George, Utah on the 1873 Bancroft's Map of California, Nevada, Utah and Arizona. The Salt Lake-Los Angeles Road can be seen avoiding the narrow and treacherous Virgin River Gorge by way of the Beaver Dam Mountains.

Bunkerville was settled on the south bank of the Virgin River in 1877. The community was named after well-known pioneer Edward Bunker. Bunker had previously been involved with the development of the Santa Clara in Washington County, Utah.

Mesquite was settled on the Virgin River northeast of Bunkerville by Mormon pioneers in 1880. The name of the community was originally called Mesquite Flat and was initially located far closer to the northern bank of the Virgin River. The first two Mesquite Flat town sites were destroyed by the flooding Virgin River. The third plot was located on higher ground and became a permanent settlement.

The Arrowhead Trail was an Auto Trail which was plotted out in 1915 when promoter and race car driver Charles H. Bigelow drove the entire planned route from Salt Lake City to Los Angeles. The Arrowhead Trail largely followed the path of the Los Angeles-Salt Lake Road which took it through Valley of Fire, the Virgin River Valley, Bunkerville, Mesquite and the Beaver Dam Mountains between Las Vegas, Nevada and St. George, Utah. The Arrowhead Trail would ultimately incorporate into the Arrowhead Trails Association during December of 1916 in Los Angeles. The early Arrowhead Trail between St. Thomas, Nevada and St. George, Utah by way of the Beaver Dam Mountains on the 1917 Arrowhead Trail Map.

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

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

The same biennial reported on the ongoing construction of a bridge on the Arrowhead Trail between Bunkerville and Mesquite. The 750-foot-long span was described as a two-steel truss span which was part of Department of Highways Project Number 27. The existing Arrowhead Trail included a ford (referred to amusingly as a "bug bear") of the Virgin River which required hauling assistance from Clark County staff to cross. The project was submitted to the state legislature for funding on November 1, 1919.

The 1919-1920 Biennial also referenced survey work having been completed regarding finding new alignment to relocate the Arrowhead Trail between Las Vegas and Bunkerville. No exact alignment at the time was selected by the Department of Highways.

The 1919 Nevada Department of Highways Map shows Nevada State Route 6 and the Arrowhead Trail heading northeast from Las Vegas through Valley of Fire to St. Thomas. From St. Thomas the Arrowhead Trail is shown following the south bank of the Virgin River through Bunkerville and crossing back over to Mesquite near the Arizona state line.

A driver can be seen heading north on the Arrowhead Trail in the 1920s with what is now Valley of Fire of State Park in the background. Valley of Fire obtained it's named during the 1920s when a writer from AAA coined it.

The 1923-1924 Nevada Department of Highways Biennial reported on the completion of a bridge carrying the Arrowhead Trail over the Virgin River approximately 8 miles southwest of Bunkerville. The then new span was 884 feet in length and was a timber pile trestle design. This span was a component in a major realignment of Nevada State Route 6 which would bypass Valley of Fire in favor of Apex Summit.

The Arrowhead Trail can be seen multiplexed with the Evergreen National Highway and National Park-to-Park Highway between St. Thomas, Nevada and St. George, Utah on the 1924 Rand McNally Auto Trails Map of Utah, Colorado, New Mexico and Arizona. The Arrowhead Trail can be seen following the south bank of the Virgin River from St. Thomas northeast through Bunkerville and crossing to the northern bank at Mesquite.

The 1925-1926 Nevada Department of Highways Biennial described the new alignment of the Arrowhead Trail and Nevada State Route 6 north of Las Vegas as complete. The new alignment departed Las Vegas towards Apex Summit and entered Bunkerville via Moapa Valley and Glendale. The new alignment bypassed Valley of Fire and St. Thomas.

The then new alignment of the Arrowhead Trail and Nevada State Route 6 can be seen on the 1925 Rand McNally Junior Map of Nevada. This map shows proposed US Route 91 following Nevada State Routes 6 and 5 through the state. The US Route System wouldn't be finalized until November 11, 1926, when it was approved by the Secretary of Agriculture. Ultimately US Route 91 follow the entirety of Nevada State Route 6 from the California state line near Jean northeast to the Arizona state line near Mesquite. US Route 91 would initially follow Riverside Road through Bunkerville northeast towards Mesquite. Within Mesquite US Route 91 would follow Riverside Road, Mesquite Boulevard, Sandhill Boulevard and Hillside Drive to the Arizona state line.

US Route 91 as originally configured in Nevada appears on the 1927 Nevada Department of Highways map.

The 1929-1930 Nevada Department of Highways Biennial announced the Virgin River Bridge along US Route 91 near Mesquite was surveyed for replacement. The 957-foot-long span timber (then the longest in Nevada) is noted to be in a state of deterioration due to untreated pilings. The Department of Highways was in the process of investigating installing a permanent structure in the next biennium.

The same biennial featured a photograph of the Virgin River Bridge along US Route 91 west of Bunkerville. This structure unlike the one near Mesquite was comprised of treated timber.

The 1930-1932 Nevada Department of Highways Biennial announced the last segment of US Route 91 to be paved in Nevada was the portion between the Virgin River Bridges south of Mesquite. Paving in the last dirt section is noted to be anticipated to commence during 1933.

The same biennial noted the new Virgin River Bridge near Mesquite had been recently completed during February 1932. The then new span is noted to be comprised of reinforced concrete. The biennial also noted a new bridge on US Route 91 south of Bunkerville was in the process of construction. The previous timber trestle was noted to have been destroyed during a flood on February 9-10, 1932. Cars had been towed across the river by the Department of Highways until the structure was repaired via an 800-foot-long temporary trestle.

The 1932-1934 Nevada Department of Highways featured a photo of the then new concrete span carrying US Route 91 over the Virgin River south of Bunkerville.

The same biennial noted US Route 91 between Bunkerville and Mesquite had received a gravel surface which was treated with oil.

A photo of a widening project along US Route 91 in Mesquite (Mesquite Boulevard) was featured in the 1938-1940 Nevada Department of Highways Biennial. The project corridor included the installation of curbs and drainage gutters.

The 1952-1954 Nevada Department of Highways Biennial featured reports and photos along the new alignment of US Route 91. The new alignment of US Route 91 was intended to bypass Bunkerville by staying along the northern bank of the Virgin River which would connect Glendale directly Mesquite (via Mesquite Boulevard). The then new alignment included a bridge over Toquop Wash.

The difficulties encountered during construction of the new alignment of US Route 91 between Glendale-Mesquite were detailed in the 1955-1956 Nevada Department of Highways Biennial. Contract 905 which had been awarded to Thorn Construction encountered clay, sand and other materials while constructing 90-foot-wide roadway cut.

The then new alignment of US Route 91 appears for the first time on the 1955 Nevada Department of Highways map. The older alignment through Bunkerville is shown to have been retained as an unnumbered State Highway.

The Federal Highway Aid Act was signed into law on June 29, 1956, which saw the creation of the Interstate Highway System. The entire general corridor of US Route 91 in Nevada was added to that of Interstate 15.

US Route 91 through Mesquite appears in substantial detail on the 1957 United States Geological Survey map.

The 1965-1966 Nevada Department of Highways Biennial announced Mesquite was the last location in Nevada where construction of Interstate 15 had not yet commenced. The segment is noted to have entered a design phase.

The 1973-1974 Nevada Department of Highways Biennial noted the last segment of Interstate 15 had recently been completed in Mesquite. The last portion of the Interstate highway originated two miles west of downtown Mesquite and extended to the Arizona state line. Upon the completion of Interstate 15 in Nevada, it was initially fully multiplexed with US Route 91.

Interstate 15 was opened to traffic through the Virgin River Gorge in Arizona on December 14, 1973. On April 24, 1974, the Arizona Highway Department petitioned the AASHO in concurrence with California, Nevada and Utah to decommission US Route 91 between Beaver Dam, Arizona and St. George, Utah. The decommissioning of US Route 91 between Beaver Dam, Arizona and St. George, Utah was considered at the June 1974 AASHO Executive Committee Meeting. This would ultimately result in US Route 91 being truncated from Baker, California to Brigham City, Utah. Ultimately much of US Route 91 at the Arizona state line near Mesquite between and St. George, Utah would become Mohave/Washington County Route 91.

During July 1976 the wider Nevada State Highway Renumbering took effect. Former US Route 91 following Riverside Road through Bunkerville to Mesquite was assigned as Nevada State Route 170. Nevada State Route 170 begins at Interstate 15 Exit 112 and follows Riverside Road 12.268 miles to Mesquite Boulevard within Mesquite.

Nevada State Route 170 can be seen for the first time on the 1977-1978 Nevada Department of Highways map.

Mesquite would incorporate as a city during 1984. During 2007 the Nevada Department of Transportation replaced the lower Virgin River Bridge south of Bunkerville. The department would replace the upper Virgin River Bridge near Mesquite in 2009.

Part 2; a drive along Nevada State Route 170 and the original alignment US Route 91 to Mesquite

Eastbound Nevada State Route 170 (Riverside Road) begins at Interstate 15 Exit 112. As noted in Part 1 the original alignment follows Nevada State Route 170.

Nevada State Route 170 descends to the lower Virgin River Bridge. The former site of Riverside can be found at this span along the north bank of the Virgin River. Riverside was a service station founded in 1930 by Carl Enkey along US Route 91. Riverside had a few residences and cabins but never developed as an actual town site. The service station closed down around 1955 after US Route 91 had been relocated to the north bank of the Virgin River.

Nevada State Route 170 crosses the Virgin River and passes through Bunkerville.

Nevada State Route 170 crosses the upper Virgin River Bridge and enters the city of Mesquite. The state highway corridor terminates as Riverside Road meets Mesquite Boulevard. US Route 91 would have originally turned right onto Mesquite Boulevard. The post-1955 alignment of US Route 91 entered the city via Mesquite Boulevard.

US Route 91 originally followed Mesquite Boulevard east from Riverside Road to Sandhill Boulevard. US Route 91 would have made a left-hand turn on Sandhill Boulevard towards the Arizona state line. Both Mesquite Boulevard and Sandhill Boulevard are signed as part of the Interstate 15 Business Route. This Business Route was never formally requested by the Nevada Department of Transportation.

Northbound US Route 91 originally followed Sandhill Road to a right-hand turn at Hillside Drive.

US Route 91 followed Hillside Drive to the Arizona state line. In modern times traffic entering Arizona on Hillside Drive transitions onto Mohave County Route 91.

The Las Vegas Beltway (Interstate 215 and Clark County Route 215)

2026-10-23T04:00:00.285-04:00

The Las Vegas Beltway is an 50.073-mile-long freeway comprised of Interstate 215 and Clark County Route 215. This beltway corridor encircles the Las Vegas Metropolitan area on three sides. Interstate 215 comprises an 11.173-mile segment of the beltway from Interstate 11 (and US Routes 95 and 93) in Henderson west to Interstate 15 in Enterprise. The remaining 38.9 miles of the beltway is carried by Clark County Route 215 to Interstate 15 (and US Route 93) in North Las Vegas.

The designation of Interstate 215 was approved during 1993 by the Federal Highway Administration and the American Association of State Highway Transportation Officials. The Interstate designation was originally approved to extend west to Tropicana Avenue (then Nevada State Route 593) but it never was signed west of Interstate 15 in Enterprise. By the turn of the century Interstate 215 was completed.

Clark County Route 215 was rapidly developed using interim expressway grades and opened fully to traffic by 2004. Since 2004 the substandard segments have been converted to freeway standards which culminated with the completion of the Centennial Interchange (Interstate 11 and US Route 95) in 2023. The last remaining project active project on Clark County Route 215 is the ongoing freeway-to-freeway interchange construction at Summerlin Parkway (Nevada State Route 613).

Part 1; the history of the Las Vegas Beltway

On June 23, 1992, the final Environmental Impact Statement for the Southern Las Vegas Beltway corridor was approved. On August 10, 1992, the Nevada Department of Transportation opted to file a record of decision approving the Southern Las Vegas Beltway corridor. The Southern Las Vegas Beltway corridor spanned from US Route 95 in Henderson west to Tropicana Avenue. The planned corridor was slated to be fully constructed to Interstate design standards.

During April 1993 the Nevada Department of Transportation submitted a request to the American Association of State Highway Transportation Officials (AASHTO) to designate Interstate 215 from US Route 95 in Henderson west to Nevada State Route 593 (Tropicana Avenue). The AASHTO Executive Committee approved the request during their April 18, 1993, meeting. The state of Nevada was advised of the Executive Committee approval on May 6, 1993.

The Federal Highway Administration advised the Nevada Department of Transportation of their approval of the Interstate 215 designation in a letter dated August 16, 1993. The letter noted that no segment of the corridor could actually be signed as an Interstate until it met current design standards.

The first segment of Interstate 215 to open was from Interstate 15 eastward to Warm Springs Road in 1996. The segment included an interchange with Nevada State Route 171 which connected to McCarren International Airport via a freeway tunnel. The corridor was quickly extended to Windmill Parkway and appears on the 1997/1998 Nevada Department of Transportation map.

In 1998 the Las Vegas Beltway was extended west of Interstate 15 to Decatur Boulevard. Despite up to freeway standards the corridor was not signed as Interstate 215 but rather Clark County Route 215. It isn't clear why the segment was signed as a County Route given approval had been given my AASHTO and the FHWA for Interstate 215 to extend to Tropicana Avenue.

Interstate 215 was completed east from Windmill Parkway to the interchange structure with Interstate 515/US Route 93/US Route 95 by 1999. The segment Interstate 215 east of Saint Rose Parkway was constructed over what had been Nevada State Route 146. This construction led to the corridor Nevada State Route 146 being truncated to the Pecos Road interchange.

Clark County Route 215 was extended as an expressway from Decatur Boulevard to Tropicana Avenue in 2000. By 2003 the western and northern portions of Clark County Route 215 were functionally opened to traffic. Clark County Route 215 from Decatur Boulevard to Interstate 15/US Route 93 in North Las Vegas was initially comprised of interim grade configurations such as expressway segments.

The entire 50.073 miles of the Las Vegas Beltway first appears on the 2004 Nevada Department of Transportation map.

On March 2, 2004, the Las Vegas Beltway was officially renamed as the Bruce Woodbury Beltway. Bruce Woodbury was a member of the Clark County Commission when held office from 1981 to January 2009. Woodbury is largely considered one of the most prominent advocates for the modernization of transportation in Las Vegas Valley.

The Bruce Woodbury Beltway corridor name can be seen officially applied to Clark County Route 215 in a Clark County Department of Public Works document. The document discusses the funding mechanism utilized to construct Clark County Route 215. In November 2002 Clark County voters approved a measure to raise $2,700,000,000 over the next 25 years by doubling the development tax over the course of 20 years and increasing the local sales tax by 0.25%. The Nevada state legislature approved this funding measure by Clark County during May 2003. The principal source for funding Clark County Route 215 is noted to be a 1% supplemental Motor Vehicle Privilege Tax and a new development tax of $700 per residential unit.

By August 2006 Clark County Route 215 was converted to full freeway standards between Decatur Boulevard and Nevada State Route 159 (Charleston Boulevard). Again, it is not fully clear why the Las Vegas Beltway wasn't signed as Interstate 215 west of Interstate 15 to Tropicana Avenue. Aside from Clark County owning the segment west of Interstate 15 there doesn't appear to be a barrier which would prevent Interstate 215 signage from being applied.

Clark County Route 215 appears as a freeway standard facility west of Interstate 215 to Nevada State Route 159 on the 2009/2010 Nevada Department of Transportation map.

The North 5th Street Interchange with Clark County Route 215 in North Las Vegas opened in 2011. Between 2012-2014 Clark County Route 215 was converted to freeway standards from Tenaya Way east to Decatur Boulevard. Clark County Route 215 between Decatur Boulevard and North 5th Street was converted to freeway standards between 2014-2016.

The remaining surface road interchanges on Clark County Route 215 in North Las Vegas were completed by April 2020. Construction of the Clark County Route 215/Interstate 15 interchange along with an interchange with Range Road began in 2020. The Clark County Route 215/Interstate 15 interchange was complete during 2023.

In 2015 the Centennial Bowl Interchange project between Clark County Route 215 and US Route 95 broke ground for phased freeway conversion. The interchange was complete on December 4, 2023, which led to the last remaining traffic signals on Clark County Route 215 being removed.

Clark County Route 215 appears as a full freeway for the first time on the 2023/2024 Nevada Department of Transportation map.

The last project active on Clark County Route 215 is the freeway-to-freeway conversion of the interchange with Nevada State Route 613 (Summerlin Parkway). Construction on the freeway-to-freeway interchange broke ground during late 2024. This interchange is still under construction as of the publishing date of this blog.

The current Federal Highway Administration Interstate log only has Interstate 215 assigned to the Las Vegas Beltway from Interstate 11/US Route 95/US Route 93 west to Interstate 15. It isn't clear why the log doesn't reconcile with the preexisting approval by AASHTO and the FHWA for Interstate 215 west to Tropicana Avenue.

Conjecture has it that the Nevada Department of Transportation will assume maintenance responsibility for Clark County Route 215 following completion of the freeway-to-freeway interchange with Summerlin Parkway. There is no record of understanding that is known to this site regarding such an agreement. Regardless, additional applications to AASHTO and the FHWA would need to be submitted to extend Interstate 215 from Tropicana Avenue to Interstate 15 in North Las Vegas.

Part 2; scenes on Clark County Route 215

Clockwise Clark County Route 215 begins at unincorporated Enterprise at Interstate 15 Exit 33.

Clark County Route 215 Exit 13 accesses Decatur Boulevard whereas Exit 14 accesses Jones Boulevard.

Clark County Route 215 Exit 15 accesses Rainbow Boulevard. Heading westbound the highway enters unincorporated Spring Valley.

Clark County Route 215 Exit 16 accesses Buffalo Drive.

Clark County Route 215 Exit 17 accesses Durango Drive and Sunset Road.

Clark County Route 215 Exit 19 accesses Russell Road whereas Exit 20 accesses Tropicana Avenue.

Clark County Route 215 Exit 21 accesses Flamingo Road.

Clark County Route 215 enters unincorporated Summerlin South and passes by Town Center Drive at Exit 23.

Clark County Route 215 Exit 25 accesses Sahara Avenue.

Clark County Route 215 Exit 26 intersects Nevada State Route 159 at Charleston Boulevard and enters the city of Las Vegas.

Clark County Route 215 Exit 27 Far Hills Road.

Clark County Route 215 Exit 28 accesses Summerlin Parkway. These photos were taken before the freeway-to-freeway interchange was complete during early 2026.

These photos are from westbound terminus of Summerlin Parkway in Las Vegas at Clark County Route 215 during also early 2026.

Clark County Route 215 Exit 29 intersects Lake Mead Boulevard.

Clark County Route 215 Exit 30 intersects Cheyanne Avenue.

Clark County Route 215 Exit 32 intersects Lone Mountain Road.

Clark County Route 215 Exit 33 intersects Ann Road.

Clark County Route 215 Exit 35 intersects Hualapai Way.

Clark County Route 215 Exit 37 intersects Durango Drive.

Clark County Route 215 passes through the Centennial Interchange at Exit 38. This interchange provides access to Interstate 11 and US Route 95.

Clark County Route 215 Exit 40 intersects Jones Boulevard.

Clark County Route 215 Exit 41 serves Decatur Boulevard. Decatur Boulevard is where the freeway enters the city of North Las Vegas.

Clark County Route 215 Exit 43 intersects Aliante Parkway.

Clark County Route 215 Exit 45 intersects Revere Street whereas Exit 46 provides access to North 5th Street.

Clark County Route 215 Exit 48 intersects Pecos Road whereas Exit 49 permits access to Lamb Road.

Clark County Route 215 Exit 50 intersects Centennial Parkway and Range Road.

Clark County Route 215 terminates at Interstate 15/US Route 93 in North Las Vegas.

Part 3; Roadwaywiz on the Las Vegas Beltway

In early 2026 Gribblenation admin Dan Murphy featured behind the wheel drives along the Las Vegas Beltway on his Roadwaywiz YouTube channel. This first video is a drive along the Beltway originating at Interstate 11.

This video of the Las Vegas Beltway originates at Interstate 15.

Part 4; scenes along Interstate 215

This view is along northbound Interstate 15 approaching Exit 33 for Interstate 215 and Clark County Route 215 in 2021.

This view faces eastbound towards the terminus of Interstate 215 in Henderson circa 2023.

The same view in Henderson in 2018 before Interstate 11 consumed Interstate 515.

This view is from the southern terminus of Nevada State Route 170 at Interstate 215 in 2023. The overhead gantry displays Henderson and Las Vegas as control cities.

This view is from eastbound Interstate 215 approaching Nevada State Route 146 (St. Rose Parkway) in 2018.

Mount Gaines Road

2026-10-22T04:00:00.159-04:00

Mount Gaines Road is located in the Sierra Nevada foothills near Hornitos in Mariposa County. The origin of Mount Gaines Road is at Bear Valley Road (County Route J16) and the corridor extends southward 4.3 miles to Hornitos Road. The entirety of Mount Gaines Road is comprised of a dirt surface and crosses El Dorado Creek via a normally dry ford.

Mount Gaines Road is named after the Mount Gaines Mine which was struck in 1868. The Mount Gaines Mine is one of the last remaining claims which was tied to the ghost town of Quartzburg. Quartzburg was founded around quartz-based mining claims in 1847 was an active community until the 1860s. The nearby city of Hornitos would attract most of the residents from Quartzburg along with much of the mining business. The Mount Gaines Mine for a time was defunct and reopened as a wholesale quarry in 2003.

Part 1; the history of Mount Gaines Road

Mount Gaines Road is named after the Mount Gaines Mine which is located east of El Dorado Creek. The Mount Gaines Mine is part of the Hornitos Mining District and last remaining mine active which was attached to the ghost town of Quartzburg.

The town of Quartzburg was located near the intersection of Bear Valley Road (County Route J16) and Mount Gaines Road on Burns Creek. In 1847 John and Robert Burns would arrive in the area where they would stake numerous mining claims. The area around Burns Creek boomed and a small village began to develop. By November 1850 amid the California Gold Rush the village on Burns Creek had fourteen rich gold-bearing quartz deposits being worked. The village would take on the name Quartzburg and would receive Post Office service on October 7, 1851.

White settlers in Quartzburg were hostile to the numerous Mexican miners who arrived in early Mariposa County. By 1850 the Mexican miners would relocate approximately two miles to the southwest where they founded the town of Hornitos. In 1851 Quartzburg had an operating school, masonic hall, bowling alley and store owned by Thomas Thorne.

Quartzburg soon found itself outcompeted with Hornitos. Hornitos had far better access to the Stockton-Los Angeles Road and Cunningham Toll Road to Mariposa. By the early 1860s the easy placer deposits in Quartzburg were exhausted and the community Post Office would close on February 2, 1861.

The Mount Gaines Mine would be struck as one of the last major claims in the Quartzburg area in 1868. The Mount Gaines Mine was located a short distance east of Quartzburg along El Dorado Creek at the foot of Mount Gaines. The claim at Mount Gaines would mostly be worked by residents of Hornitos and did little to slow the decline of Quartzburg. The primary commodity at Mount Gaines as gold with secondary mineral sources being silver, lead, zinc and copper.

On June 3, 1868, the Mariposa County commissioners approved a petition to realign the county road the southern end of El Dorado Creek. This realignment branched northward from the Number 9 Mine and directly served the Mount Gaines Mine.

In 1870 the Quartzburg School would open and would be one of the last functioning facilities in the dying community. Despite the opening of the school Quartzburg would quickly fade from maps. The intersection of Bear Valley Road and Mount Gaines Road (marked with a blue pin) can be seen on the 1893 United States Geological map with no reference to Quartzburg.

The ruins of Quartzburg can be seen below in a photo taken during 1937 (Mariposa Pictures & History Facebook page).

Mount Gaines Road can be seen in detail on the 1947 Unites States Geological Survey map. The Quartzburg School and Mount Gaines Mine can be seen as prominent waypoints.

In 2003 the Mount Gaines Mine was purchased by Jack Bankhead who reopened it as Mount Gaines Rock. Mount Gaines Rock functions as a quarry which offers wholesale road base, crushed rock, fill, ornamental quartz and construction sand.

Part 2; a drive on Mount Gaines Road

Mount Gaines Road begins at Bear Valley Road (County Route J16) northeast of Hornitos.

Traffic on Mount Gaines Road is notified of flood prone ford of El Dorado Creek 3.5 miles to the south.

The asphalt gives way and Mount Gaines Road passes the entrance to Mount Gaines Rock.

Mountain Gaines Road passes the foundation of a water tank which appears to have once serviced the Mount Gaines Mine.

Mount Gaines Road intersects Number 9 Road. Number 9 Road is named after the Number 9 Mine which is located a short distance to the west. Said gold mine was opened in 1855 and is now defunct.

Mount Gaines Road crosses a normally dry ford at El Dorado Creek.

Mount Gaines Road terminates at Hornitos Road. Traffic can continue south of Hornitos Road onto Slate Gulch Road.

Nevada State Route 715

2026-10-21T04:00:00.096-04:00

Nevada State Route 715 rural highway located west of Fallon in Churchill County. Nevada State Route 715 is 2.135 miles and follows McLean Road from US Route 50 southeast to Nevada State Route 117. Functionally Nevada State Route 715 serves as a bypass of downtown Fallon between US Routes 50 and 95.

Historically McLane Road served the California Trail stage community of Ragtown and was the location of an early bridge over the Carson River (now the Old Carson River). The current bridge carrying McLean Road over the Old Carson River was constructed in 1957. McLean Road was commissioned as Nevada State Route 715 in 1976 amid the larger state highway system renumbering.

Part 1; the history of Nevada State Route 715

Nevada State Route 715 follows McLean Road from US Route 50 southeast 2.135 miles over the Carson River to Nevada State Route 117 (Sheckler Road). Functionally the roadway acts as a bypass of downtown Fallon as it can be used as a cutoff between US Routes 50 and 95.

McLean Road can be seen on the 1908 United States Geological Survey map of Carson Sink. McLean Road is shown to originate at Ragtown and extend southeast to the community of St. Clair near Allen Road. McLean Road is shown to have a bridge over the Old Carson River, but it is unclear what kind of span this was. The Carson River now primarily flows to Carson Lake via what is often referred to as the South Branch in modern times. The original main river flow is now primarily used for irrigation diversion and is known today as the Old Carson River.

Ragtown was an emigrant stage station on the California Trail which had access to waters from the Carson River. The community's name was a reference to the tattered garments hung by travelers who had just crossed the Forty Mile Desert. Ragtown had Post Office service from May 14, 1864-May 29, 1867, and from May 5, 1884-April 19, 1887.

This photo from Ragtown is dated to 1896 (Churchill County Museum).

The current bridge carrying McLean Road over the Old Carson River was constructed in 1957. This concrete slab span is referred to in records as the V-Canal Bridge.

Nevada State Route 715 was commissioned during July 1976 amid the greater state highway renumbering. The designation runs the entire 2.135 miles of McLean Road between US Route 50 and Nevada State Route 117 (Nevada State Roure 61 prior to 1976). Nevada State Route 715 has never been altered since being designated. The 700-plus ranged number was intended to denote it as a secondary state highway.

Part 2; a drive on Nevada State Route 715

Nevada State Route 715 has no junction signage from US Route 50 or Nevada State Route 117. This view is along eastbound US Route 50 approaching McLean Road.

This view is from westbound Nevada State Route 117 on Sheckler Road approaching McLean Road.

Nevada State Route 715 does have on-route reassurance signage. This view is from the northbound beginning of the highway.

This view is of the southern terminus of Nevada State Route 715 at Nevada State Route 117.

The Arrowhead Trail and early US Route 91 in Goodsprings (Nevada State Route 161)

2026-10-19T04:00:00.420-04:00

Nevada State Route 161 is rural highway located in southern Clark County. This highway begins at Interstate 15 in Jean and follows Goodsprings Road and Spring Street westward 7.277 miles to Esmeralda Street in Goodsprings.

Goodsprings Road was part of the Silver Lake Cutoff which was adopted as the then new alignment of the Arrowhead Trail in 1920. When the Silver Lake Cutoff was commissioned, it saved approximately 90 miles of travel through the Mojave Desert between Las Vegas and Barstow. Originally the Arrowhead Trail passed through Searchlight south of Las Vegas and entered California near Bannock. The Silver Lake Cutoff followed Las Vegas Boulevard south to Jean and turned westward towards Goodsprings. Within Goodsprings the Arrowhead Trail passed through the community via Spring Street, Esmerald Street, Reimann Road and Columbia Mill Road. From Goodsprings the Silver Lake Cutoff crossed Columbia Pass via Sandy Valley Road and entered California along Kingston Road.

When Nevada State Route 6 was commissioned by legislative action in 1919 it had a planned terminus at the California state line south of Jean in Ivanpah Valley. For a time, the Silver Lake Cutoff would become the presumptive alignment of Nevada State Route 6 given there was no State Highway connection in Nevada or California in Ivanpah Valley. US Route 91 was commissioned in November 1926 and initially followed the Arrowhead Trail along the Silver Lake Cutoff. Nevada would complete Nevada State Route 6 to Ivanpah Valley in 1931 and was followed by California completing Legislative Route Number 31 in 1932. Following the completion of the modernized highway corridor US Route 91 would be realigned and the Silver Lake Cutoff would be largely forgotten.

Goodsprings Road and Kingston Road would be incorporated into Nevada State Route 53 by 1935. The corridor of Nevada State Route 53 was part of Federal Aid Program 532. The Federal Aid corridor was added to improve access to the mines of the Yellow Pine Mining District.

Nevada State Route 53 west of Goodsprings was never fully paved over Wilson Pass. When the 1976 Nevada State Highway renumbering occurred only Goodsprings Road was retained by the Nevada Department of Highways. Since 1976 Goodsprings Road has been assigned as Nevada State Route 161.

The blog photo cover is the 1924 Rand McNally Auto Trail map which displays the Arrowhead Trail passing through Goodsprings and climbing Columbia Pass to the California state line.

Part 1; the evolution of Goodsprings Road from the Arrow Trail, US Route 91 to modern Nevada State Route 161

Modern Nevada State Route 161 connects the communities of Jean and Goodsprings via Goodsprings Road. This seemingly minor highway corridor was once a component of one of the most important Auto Trails in the western United States.

Goodsprings is located near a spring which was originally part of an Anasazi and Paiute pack route across the Mojave Desert. The spring was documented in a voyage along the Old Spanish Trail between Santa Fe and Los Angeles in 1830. Antonio Armijo, 60 men and 100 mules camped at the site on January 11, 1830. Much of the Old Spanish Trail in the Mojave Desert would later become part of the Mormon Road.

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

The spring along the Los Angeles-Salt Lake Road would be named as "Good's Spring" by the 1860s. The name was reference to rancher Joseph Good who frequented the area with his cattle. Numerous small mining claims around Good's Spring would begin to develop through the 1860s and 1870s.

The Los Angeles-Sale Lake Road can be seen passing through Good's Spring (shown as Mountain Springs) on the 1873 Bancroft's Map of California, Nevada, Utah and Arizona.

The Yellow Pine Mountain District would be formally created in 1882 amid the mining boom around Good's Spring. The first permanent structure in the area was built in 1886. In 1893 the Keystone gold deposit was discovered and brought an influx of miners to the area which led to Good's Springs becoming a permanently inhabited place. On April 6, 1899, the Post Office service was established, and the town was renamed as "Goodsprings."

Jean is one of the original sidings of the Los Angeles & Salt Lake Railroad. Said line was constructed across the Mojave Desert between 1903-1905. The siding at the junction towards Goodsprings was originally known as "Goodsprings Junction." The siding community was renamed as "Jean" on June 28, 1905, by then Postmaster George Arthur Fayle as a reference to his wife. Jean and Goodsprings would be further connected in 1911 upon the completion of a narrow-gauge railroad line by the Yellow Pine Mining Company.

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

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

The western terminus Goodsprings Road and the town of Goodsprings can be seen below as they were in 1917 (westermininghistory.com photo).

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

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

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

Nevada State Route 6 is shown to be rerouted on a temporary alignment from Jean to the California state line via Goodsprings and Ripley via Columbia Pass on the 1922 Nevada Department of Highways map.

The Arrowhead Trail (18) can be seen aligned along the Silver Lake Cutoff (Nevada State Route 6) south of Las Vegas via Jean, Goodsprings, Columbia Pass and Ripley on the 1924 Rand McNally Auto Trails map of California and Nevada. The Evergreen National Highway (20) is shown using the original alignment of the Arrowhead Trail south of Las Vegas towards Searchlight on Nevada State Route 5.

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

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

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

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

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

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

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

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

The 1933 Nevada Department of Highways map is the first showing US Route 91 overtly following Nevada State Route 6 south of Jean to the California state line in Ivanpah Valley. The same map displays Goodsprings Road as a major Clark County highway.

Goodsprings Road was recommissioned as part of Nevada State Route 53 in 1934. West of Goodsprings Nevada State Roue 53 is shown climbing Wilson Pass along Kingston Road past numerous mines to the California state line. The designation first appears on the 1935 Nevada Department of Highways map.

Nevada State Route 53 is displayed in greater detail on the 1937 Nevada Department of Highways map of Clark County. Nevada State Route 53 is shown originating at US Routes 91 and 466 (466 was approved in 1933) in Jean. From Jean the state highway is shown following Goodsprings Road and Kingston Road over Wilson Pass at the California state line. Wilson Pass is shown to have an elevation of 5,023 feet above sea versus the lower Columbia Pass (4,273 feet above sea level) routing along Sandy Valley Road used by the Arrowhead Trail and early US Route 91. The routing over Wilson Pass is shown as Federal Aid Program 532 which provided direct access to the Chiquita Mine.

Nevada State Route 53 is displayed in clear detail on the 1956 Shell Highway map of Nevada. The contrast in Wilson Pass (Kingston Road) versus Columbia Pass (Sandy Valley Road) is easily observed.

Ultimately much of US Route 91 in Nevada would become multiplexed with Interstate 15. On April 24, 1974, the Arizona Highway Department petitioned the AASHO in concurrence with California, Nevada and Utah to decommission US Route 91 between Beaver Dam, Arizona and St. George, Utah. The decommissioning of US Route 91 between Beaver Dam, Arizona and St. George, Utah was considered at the June 1974 AASHO Executive Committee Meeting. This would ultimately result in US Route 91 being truncated from Baker, California to Brigham City, Utah.

During July 1976 the wider Nevada State Highway Renumbering took place. Kingston Road west from Goodsprings to the California state line was dropped from the State Highway System. Goodsprings Road was retained and renumbered as Nevada State Route 161. Nevada State Route 161 was designated as originating at Interstate 15 in Jean and extending 7.277 miles on Goodsprings Road to Esmerald Street in Goodsprings.

Modern Nevada State Route 161 can be seen for the first time on the 1977-1978 Nevada Department of Highways map. The map suggests Kingston Road may still have been signed as Nevada State Route 53 for a time beyond 1976.

Part 2; a drive on Nevada State Route 161

Westbound Nevada State Route 161 begins at the Interstate 15 interchange in Jean. This "terrible" way to begin the highway faces towards the crumbling Terrible's Casino & Hotel grounds. Said casino opened during December 1987 and was intended to capture gambling interests near the California state line. Terrible's made what was then a temporary closure during the COVID-19 pandemic during March 2020. The closure was made permanent during November 2021, and the property was sold to investors The current owners intend to redevelop the casino site as an industrial park.

Nevada State Route 161 westbound crosses under Interstate 15 and passes by Terrible's Road House. The Road House is the largest Chevron largest gas station in Nevada with 96 gasoline pumps.

Nevada State Route 161 west of Interstate 15 is signed as part of the Old Spanish Trail Historic Trail.

Nevada State Route 161 follows Goodsprings Road west towards Goodsprings Valley. At the outskirts of Goodsprings the State Highway corridor intersects Sandy Valley Road. Modern Sandy Valley Road serves as a bypass of Goodsprings.

Nevada State Route 161 enters Goodsprings, transitions onto Spring Street and passes the Pioneer Saloon. Said saloon has been in business since 1913.

Nevada State Route 161 terminates at Esmeralda Street in Goodsprings. Traffic wishing to access the former corridor of Nevada State Route 53 must make a right-hand turn on Esmeralda Street, left on Pacific Avenue, a right on Beacon Street and follow Wilson Pass Road to Kingston Road. The Arrowhead Trail and early US Route 91 would have turned left and followed Esmerald Street towards Columbia Pass.

New River Gorge National Park & Preserve - Sandstone Falls

2026-10-18T21:53:45.198-04:00

The New River, which runs through New River Gorge National Park & Preserve, is best known for its dramatic rapids and whitewater adventures. Those features begin at one of the river's widest points: Sandstone Falls.

From the Sandstone Falls Boardwalk a look at just a small part of the falls.

Though the vertical drop of roughly 20 feet is less than many other well-known waterfalls in the state, the falls' expanse, where the river approaches 1500 feet wide, makes Sandstone Falls impressive.

The Boardwalk Trail leads to a better vantage point of the overall falls. It is a great spot for photography, fishing, or laying out in the sun.

Access to the falls is relatively easy: from Hinton, cross the New River on Highway 20, then turn right onto CR 26 and follow New River Road to the Sandstone Falls Parking Area.

The Island Loop Trail is a short detour off the Boardwalk Trail and shows a quieter side of the area.

At Sandstone Falls, you will find a variety of activities from short hiking trails to throwing out a line or a day-trip picnic. The backdrop is impressive year-round, particularly in the fall.

From the WV Highway 20 vantage point, Sandstone Falls is quite impressive.

Can't make it to the falls but have a few moments while driving on West Virginia 20? There's a great viewpoint of Sandstone Falls from a spot well above the falls, giving a personal aerial vantage point.

Also, located just off Interstate 64 at Exit 139, the Sandstone Falls Visitor Center is a great gateway to the area, or if you are only passing through, a pleasant change from the traditional Interstate rest area.

All photos taken by post author - September 21, 2025.

Site Navigation:

Sandstone Falls Flickr Album
Return to New River Gorge National Park & Preserve Index ---In Development
Return to Gribblenation's National Park Gateway ---In Development

Sources & Links:

Sandstone Falls ---National Park Service
Sandstone Falls ---WVExplorer.com
Sandstone Falls ---West Virginia Outside

How To Get There:

Former Nevada State Route 591

2026-10-16T04:00:00.075-04:00

Nevada State Route 591 is a former State Highway located in unincorporated Paradise along Spring Mountain Road. Between 1976-2008 Spring Mountain Road from Aldebaran Avenue east to Highland Drive was assigned as Nevada State Route 591. Functionally this State Highway corridor was never much more than an overpass and series of ramps. Since 2008 this segment of Spring Mountain Road has been reclassified as frontage road FL CL 51.

Part 1; the history of Nevada State Route 591

Nevada State Route 591 was one of several State Highways designated in the Las Vegas Metropolitan area which served as access corridors for Interstate 15. In the case of Spring Mountain Road, it was one of the first roadways which was served with ramps to/from Interstate 15.

The 1965-1966 Nevada State Highway Department Map depicts Interstate 15 temporarily ending at Sahara Avenue at the Las Vegas city limit a short distance north of Spring Mountain Road. Temporary Interstate 15 is shown connecting to US Route 91/US Route 466 at Las Vegas Boulevard.

During 1976 the wider Nevada State Highway Renumbering took place. Part of the renumbering involved adding a large number of State Highway corridors to be maintained by the Nevada Department of Highways. Nevada State Route 591 was assigned to Spring Mountain Road between Aldebaran Avenue eastward approximately 0.242 miles to Highland Avenue. Functionally Nevada State Route 591 was little more than the overpass span which carried Spring Mountain Road over Interstate 15.

The 5XX range of Nevada State Highways served local roadways within the Las Vegas Metropolitan area. Nevada State Route 591 along with several 5XX State Highways never appeared on Nevada Department of Transportation maps. It is likely Nevada State Route 591 was signed but it isn't fully clear.

In 2008 the Nevada Department of Transportation reclassified Nevada State Route 591 as frontage road FL CL 51. The 0.242 miles which were previously a State Highway functionally are still a collateral facility still under state-level maintenance.

Part 2; a drive on former Nevada State Route 591

This view faces east on Spring Mountain Road near Chinatown Plaza towards Valley View Boulevard. The beginning of former Nevada State Route 591 is located in the background at Aldebaran Avenue.

This view is facing on Spring Mountain Road above Highland Avenue facing east toward Las Vegas Boulevard. Spring Mountain Road doesn't have direct access to Highland Avenue, but it can be accessed from northbound Interstate 15 Exit 39. Southbound Highland Avenue does access westbound Spring Mountain Road.

Cameron Road

2026-10-15T04:00:00.128-04:00

Cameron Road is an approximately 5.5-mile rural highway located in the Tehachapi Mountains of Kern County. This corridor originates at California State Route 58 in Tehachapi Pass near Cameron siding and ascends Cameron Canyon westward to Tehachapi-Willow Springs Road. The segment of Cameron Road between California State Route 58 Exit 159 west to the Union Pacific Railroad is a repurposed portion of US Route 466 which was relocated in 1957. Modern Cameron Road often appears in driving tests in Motortrend magazine and is maintained as Kern County Mountain Road 523.

Part 1; the history of Cameron Canyon Road

Cameron Road is named after the Southern Pacific Railroad siding of Cameron. Cameron siding is located in Tehachapi Pass just south of modern California State Route 58. The Southern Pacific Railroad line through Tehachapi Pass was completed during July 1876. Tehachapi Pass was the last link in the Southern Pacific system completed between Los Angeles and San Francisco.

Cameron siding can be seen along the Southern Pacific Railroad at Tehachapi Pass on the 1898 Official map of Kern County. The map doesn't display a roadway following Cameron Creek southwest from the siding to Cameron Valley. The map does display a Cameron Schoolhouse located in Cameron Valley near Tehachapi-Woodford Road. The Southern Pacific is shown to own much of the land in Cameron Valley, and the insinuation indicates a primitive road existed to serve railroad workers living at Cameron siding.

The 1915 United States Geological Survey map of Mojave displays Cameron Road as being present between Cameron siding and Tehachapi-Willow Springs Road.

Cameron Road can be seen as a minor local highway between US Route 466 and Tehachapi-Willow Springs Road on the 1935 Division of Highways map of Kern County.

In recent decades Cameron Road has made frequent appearances in Motortrend magazine. Cameron Road is located near the Hyundai Motor Group Proving Ground and is one several roads used by the magazine as part of their "best driving car tests." This article from 2020 referenced Cameron Road as part of the Car of the Year test for the C8 Corvette.

Cameron Road is presently maintained as Kern County Mountain Road 523. Kern County maintains a system of numbered roadways within mountainous regions and signs them with Postmile paddles similar to Caltrans stock.

Part 2; a drive on Cameron Road

Westbound Cameron Road begins at California State Route 58 Exit 159 in Tehachapi Pass.

Cameron Road continues westward through Cameron Canyon in the Tehachapi Mountains. The roadway corridor crests at an unnamed pass at approximately 4,500 feet above sea level.

Cameron Road begins a descent westward and terminates at Tehachapi-Willow Springs Road.

Nevada State Route 822

2026-10-14T04:00:00.226-04:00

Presently the second shortest state highway in Nevada is Nevada State Route 822 in the community of Dayton. Nevada State Route 822 begins at US Route 50 and follows Dayton Valley Road eastward over the Carson River 0.146 miles to Ricci Road.

The signature component of Nevada State Route 822 is the Carson River Bridge. Said bridge was constructed by Lyon County in 1956 and was annexed into the State Highway System as Nevada State 822 in 1976 (the same year State Highway Renumbering). The Carson River Bridge was rebuilt by the Nevada Department of Transportation in 1991 and presently carries 16,000 vehicles a day.

Part 1; the history of Nevada State Route 822

Dayton is the second oldest settlement in Nevada after Genoa. In 1849 Abner Blackburn would locate a gold nugget near the California Trail along what is now Gold Creek. In 1850 the community of Gold Cañon (alternatively Gold Cañon Flat) was established by placer miners. By 1857 a large number of Chinese miners would relocate to Gold Cañon to avoid taxation they faced at the mines of California.

Gold Cañon would become a transportation hub following the discovery of the Comstock Lode in Virginia Mountains circa 1859. A franchise toll road was constructed from Gold Cañon northwest through Devil's Gate via Silver City and Gold Hill to Virginia City. In 1861 Gold Cañon would be renamed as "Dayton" in honor surveyor John Day.

Dayton would become the original Lyon County seat in November 1861. By 1864 the Lyon County Courthouse was completed and was one of the first in Nevada. The community grew from a population of 78 in 1860 to over 2,500 by 1865. Nevada obtained Statehood during October of 1864 largely off the prospects of the mining booms associated with the Comstock Lode.

Dayton can be seen as both "Golden" and "Tayton" on the 1863 DeGroot's map of Nevada Territory. Dayton can be seen along the California Trail which linked it with Carson City and the Lake Tahoe Wagon Road to the west. The Dayton Toll Road and Six Mile Canyon Road can be seen linking Dayton to Virginia City in Storey County.

Dayton would be bypassed by the Virginia & Truckee Railroad in 1869 which reduced the profile of the community to a degree. Additionally large fires in 1866 and 1870 would reduce the size of the community further. Prosperity as a transportation hub would resume in 1881 when the narrow-gauge Carson & Colorado Railway constructed a depot in Dayon. The Carson & Colorado Railway terminus was located a short distance west of Dayton at Mound House.

Dayton can be seen along the Carson & Colorado Railway on the 1882 Bancroft's map of California and Nevada.

In 1909 the Lyon County Courthouse in Dayton would burn. The county seat would relocate to Yerington by 1911.

During 1912 Indiana Businessman Carl G. Fisher conceptualized the Lincoln Highway as a major transcontinental Auto Trail. The Lincoln Highway was formally dedicated on October 31, 1913 and would cross the Sierra Nevada range via North/South branches. The southern branch was named the "Pioneer Branch" and split from the northern branch near Fallon. The Pioneer Branch passed through Dayton using the following routing:

- What is now Old US Route 50

- Pike Street

- Main Street

- Daney Street

- An unnamed road west of Dayton through Daney Canyon

Dayton and the Pioneer Branch of the Lincoln Highway would eventually be assigned to the corridor of Nevada State Route 2A. Nevada State Route 2A originated at Leetville near Fallon and extended westward to Carson City. The definition of Nevada State Route 2A can be seen in the 1921-1922 Third Biennial Report by the Nevada Department of Highways.

The initial draft of the US Route System was approved by the Secretary of Agriculture during November of 1925. Originally US Route 50 was not slated to replace the Pioneer Branch of the Lincoln Highway but rather terminate at US Route 40 at Wadsworth, Nevada.

US Route 50 is shown to have a planned terminus at US Route 40 near Wadsworth, Nevada on the 1925 Rand McNally Junior Map of California.

US Route 50 can be seen terminating US Route 40 in Wadsworth, Nevada on an October 1925 report to by the Bureau of Public Roads which lists the recommended US Routes.

The US Route System was finalized by November 1926 and included US Route 50 being extended to a new terminus at US Route 99 in Sacramento via the Pioneer Branch of the Lincoln Highway over Johnson's Pass. This decision to extend US Route 50 into California brought it through Dayton over the existing alignment of the Pioneer Branch. Early US Route 50 over the Sierra Nevada and in Dayton can be seen on the 1927 National Map Company Highway Map of California.

The December 1930-June 1932 Eight Nevada Department of Highways biennial reported US Route 50 had been realigned approximately 2 miles east of Mound House towards Dayton. This realignment bypassed the former alignment through Daney Canyon.

The 1938-1940 Nevada Department of Highways Biennial listed US Route 50 east of Carson City to Leetville via Dayton as Federal Aid Route 4 for the state. This designation would see US Route 50 moved onto a bypass of downtown Dayton over the following years. The Biennial reports to not clearly specify when Federal Aid Route 4 was completed during the 1940s.

The 1951-1952 Eighteenth Biennial of the Nevada Department of Highways reported on the destruction of the Carson River Bridge in Dayton following large floods during November 1950. The Biennial reported that bridges over Carson River in Dayton had previously been washed away in 1907 and 1937. A high-level replacement span over the Carson River had been dedicated on July 7, 1951. The 1951-era span was constructed with Nevada Department of Highways assistance but was owned by Lyon County.

The 1955-1956 Nevada Department of Highways Biennial reported flooding on the Carson River during December 1955 had destroyed the 1951-era span in Dayton. The span was replaced again by the Nevada Department of Highways at a cost of $250,000. The flooding at caused damage to a culvert approximately 5 miles to the east of Dayton on US Route 50.

The 1956 United States Geological Survey map of Dayton displays the modern alignment of US Route 50 and the Carson River Bridge.

The Carson & Colorado Railway would come under Southern Pacific Railroad ownership in 1900. The Southern Pacific ended common-carrier service along the narrow-gauge line in Dayton by April 1960. Much of the overall railroad line had been removed by early 1961.

During July 1976 the Nevada State Highway System was renumbered. In addition to the renumbering many new highway corridors were added to the State Highway System. The 1956-era Carson River Bridge was added to the State Highway System as Nevada State Route 822. Nevada State Route 822 was designated as originating at US Route 50 in Dayton and following Dayton Valley Road over the Carson River 0.146 miles east to Ricci Road.

When Nevada State Route 822 was designated in 1976 it was the fourth shortest Nevada State Highway behind Routes 781, 646 and 686. Nevada State Route 686 was deleted from the State Highway System during 2006 which was followed by Nevada State Route 646 in 2010. Presently Nevada State Route 822 is the second shortest State Highway only behind Nevada State Route 781 (the Palisade Bridge near Carlin).

Part 2; a drive on Nevada State Route 822

Nevada State Route 822 branches east of US Route 50 in Dayton at Dayton Valley Road. Numerous historical plaques regarding the history of Dayton can be found at the eastbound beginning of Nevada State Route 822. Despite being a short highway Nevada State Route 822 is fully signed on route.

Eastbound Nevada State Route 822 crosses the 1956-era Carson River Bridge and terminates at Ricci Road. Despite only being 0.146 miles in length, Nevada State Route 822 carries 16,000 vehicles a day. The 1956-era Carson River Bridge was rehabilitated by the Nevada of Department of Transportation in 1991.

Summerlin Parkway (Nevada State Route 613)

2026-10-12T04:00:00.153-04:00

Nevada State Route 613 is a 5.513-mile freeway corridor carried along Summerlin Parkway in the city of Las Vegas. Summerlin Parkway originates at Interstate 11/US Route 95 and extends 5.513 miles west to Clark County Route 215.

Summerlin Parkway was initially constructed by Summerlin Homeowners Association in 1989.  The parkway originated as the US Route 95 and initially only spanned west to Town Center Drive.   The parkway corridor was upgraded to expressway standards by 2000 and was extended to Clark County Route 215 by 2004.  

The freeway conversion of Summerlin Parkway began in 2005.  In 2019 the parkway was adopted by the Nevada Department of Transportation as Nevada State Route 613.  Presently work is underway to construct a freeway-to-freeway interchange between Summerlin Parkway and Clark County Route 215. 

Part 1; the history of Summerlin Parkway

Summerlin Parkway was originally a project by the developers of the Summerlin Homeowners Association. The first segment of the parkway was completed in 1989 west of US Route 95 as a divided highway to Town Center Drive. This initial project corridor included an interchange with US Route 95. The interchange lacked an eastbound Summerlin Parkway to northbound US Route 95 movement.

Improvements to Summerlin Parkway during the early 1990s were funded by the Transportation Commission of Southern Nevada. Freeway interchanges along the parkway were installed at Buffalo Drive in 1992 which was followed by Rampart Boulevard in 1994.

Summerlin Parkway first appears on the 1993/1994 Nevada Department of Transportation map. The map displays the parkway ending at Town Center Drive.

The 2000/2001 Nevada Department of Transportation map displays Summerlin Parkway having a planned extension west of Town Center Drive to planned Clark County Route 215 (the Las Vegas Beltway).

The 2002/2003 Nevada Department of Transportation map displays Summerlin Parkway having been extended west of Town Center Drive as a conventional highway to Clark County Route 215. The expressway portion of the parkway is then shown to end approaching Anasazi Drive.

The intersection between Summerlin Parkway and Durango Drive was converted into a half interchange by 2005. In 2006 the intersection between the parkway and Anasazi Drive was converted into an interchange. Also, during 2006 the Nevada Department of Transportation completed the missing movement at the Summerlin Parkway/US Route 95 interchange which permitted eastbound traffic to transition northbound.

Summerlin Parkway can be seen in detail on the 2012 United States Geological Survey map. During 2012 High Occupancy Vehicle lanes were installed on the Summerlin Parkway/US Route 95 interchange.

In mid-year 2016 the city of Las Vegas installed a cable median barrier along Summerlin Parkway. The parkway previously had lacked a median barrier and was subject to head-on collisions due to crossover accidents.

During 2017 High Occupancy Vehicle lanes were installed on Summerlin Parkway between Buffalo Drive and Durango Drive. Auxiliary lanes were on the westbound parkway to Rampart Drive, both directions between Rampart Drive and Town Center Drive, and eastbound from Clark County Route 215 to Anasazi Drive.

On January 1, 2019, maintenance responsibility for Summerlin Parkway was transferred from the city of Las Vegas to the Nevada Department of Transportation. The parkway was assigned as Nevada State Route 613. The Nevada State Route 613 designation first appears on the 2023/2024 Nevada Department of Transportation map.

Construction of a freeway-to-freeway interchange between Summerlin Parkway and Clark County Route 215 broke ground during late 2024. This interchange is still under construction as of the publishing date of this blog.

Part 2; a drive on Summerlin Parkway

Westbound Summerlin Parkway branches from Interstate 11/US Route 95 northbound at Exit 81A. The interchange gantries currently make no references to Nevada State Route 613.

The first westbound exit on Summerlin Parkway is at Buffalo Drive.

Nevada State Route 613 shields can be found on most of the surface interchanges with Summerlin Parkway. This shield was observed on southbound Buffalo Drive along the ramp to westbound Summerlin Parkway.

Westbound Summerlin Parkway next intersects Durango Drive.

The first exit number on westbound Summerlin Parkway can be found approaching Rampart Drive (Exit 3).

Westbound Summerlin Parkway Exit 1 intersects Town Center Drive.

Westbound Summerlin Parkway Exit 0 intersects Anasazi Drive. A Nevada State Route 613 shield can be observed approaching this exit.

The freeway segment of Summerlin Parkway ends, and the corridor continues to a terminus at Clark County Route 215.

Part 3; Roadwaywiz on Summerlin Parkway

Gribblenation admin Dan Murphy featured behind the wheel drives his Roadwaywiz YouTube channel in 2020.

Indian Gulch Extension and the Indian Gulch ghost town site

2026-10-10T04:00:00.074-04:00

Indian Gulch Extension is an approximately 6-mile-long rural highway corridor in the Sierra Nevada foothills of western Mariposa County. Indian Gulch Extension begins at Indian Gulch Road near the namesake ghost town of Indian Gulch. From the ghost town site Indian Gulch Extension extends southwesterly to the Merced County line where it becomes Waltz Road.

The former Gold Rush era community of Indian Gulch which was settled near Santa Cruz Mountain in 1849 and had standing structures until the early 1970s. What is now Indian Gulch Extension was approved for construction by the Mariposa County Commissioners in 1862. The purpose of the corridor was to provide Indian Gulch with a direct connection westward with the greater Stockton-Los Angeles Road. The Stockton-Los Angeles Road would go onto define much of the Mariposa County and Merced County line.

Part 1; the history of Indian Gulch and Indian Gulch Extension

Indian Gulch Road is named after the former Gold Rush community of Indian Gulch. The town site of Indian Gulch was located along the hills north of Bear Creek a couple miles east of the Stockton-Los Angeles Road. Said community was founded in 1849 near Santa Cruz Mountain and was initially named after said peak. The community was renamed to Indian Gulch in 1855 when it received Post Office Service.

Indian Gulch is thought to have had a population of several hundred during the height of the Gold Rush era. The Post Office maintained service in the community until 1912. Holy Cross Catholic Church in Indian Gulch was moved to Mariposa in 1973 and later burned in the 1980s. Not much remains of the Indian Gulch today aside from Santa Cruz Cemetery.

The Holy Cross Catholic Church can be seen as it was before being moved to Mariposa during the early 1970s (Mariposa Pictures & History Page).

Holy Cross Catholic Church can be seen in an earlier photo behind the gate of Santa Cruz Cemetery (Mariposa Pictures & History Page).

The below photo is from the Solari Store along what is now Indian Gulch Extension during an unknown year (California History Facebook group photo).

This photo is of the Julian Ladon home as it was in 1973 (California History Facebook group photo). Ladon was a cattle rustler and was ultimately hanged by cattlemen.

The Ladon home along with what is now Indian Gulch Extension can be seen below in an earlier photo (Mariposa Pictures & History Page).

Indian Gulch can be seen south of Hornitos on the 1882 Bancroft's map of California. The community is shown east of the Stockton-Los Angeles Road (shown as Forty Mile Road).

What is now Indian Gulch Extension first appears in Mariposa County records on February 3, 1862. A petition was made to connect Indian Gulch with a westward road the larger Stockton-Los Angeles Road corridor (referred to as stage road). The Mariposa County commissioners would ultimately approve construction of road west of Indian Gulch. The Stockton-Los Angeles Road was the primary north/south highway through the Sierra Nevada foothills from 1853 until the 1870s. The Stockton-Los Angeles Road would decline when the Southern Pacific Railroad constructed a major line in San Joaquin Valley.

Indian Gulch can be seen south of Hornitos on the 1882 Bancroft's map of California. The community is shown east of the Stockton-Los Angeles Road (shown as Forty Mile Road). The Stockton-Los Angeles Road was the primary north/south highway through the Sierra Nevada foothills from 1853 until the 1870s. The Stockton-Los Angeles Road would decline when the Southern Pacific Railroad constructed a major line in San Joaquin Valley. When Merced County was created in April 1855 much of the Stockton-Los Angeles Road was used to demark the boundary with Mariposa County.

The first documented record of what is now Indian Gulch Road south of Indian Gulch community appears in Mariposa County records as a public highway on May 3, 1887 (courtesy the Mariposa Pictures & History Facebook page). The record references to petition to change the alignment towards Catheys Valley which insinuates it to be an older road corridor. It is likely the road originated before 1856 when Mariposa County didn't keep as detailed of records.

Indian Gulch Extension is displayed west of Indian Gulch Road to the Merced County line in Township 6 South, Range 16 East on the 1935 California Division of Highways map of Mariposa County. The community of Indian Gulch is shown to be no longer present.

Part 2; a drive on Indian Gulch Extension

Westbound Indian Gulch Extension begins at Indian Gulch Road.

The asphalt surface on Indian Gulch Extension is short lived and gives way to dirt. Traffic is advised the dirt surface is not maintained by Mariposa County between November and May.

Indian Gulch Extension passes through the Indian Gulch town site and by Santa Cruz Cemetery. A historical plaque and the site of Holy Cross Catholic Church can be found within the cemetery grounds. Traffic can continue westward to Waltz Road at the Merced County line but must pass through and close several cattle gates. Waltz Road emerges at Bear Creek Road a short distance from Cunninghame Road.

West Canyon Road (Snow Canyon State Park)

2026-10-09T04:00:00.114-04:00

West Canyon Road is an approximately four-mile dirt service road located in Snow Canyon State Park. West Canyon Road follows Snow Canyon from the Whiptail Trail to the northern State Park boundary and intersects numerous trailheads. West Canyon Road was the original main road through Snow Canyon after it was designated as a Utah State Park in 1957 and opened to the public in 1962.

Part 1; the history of West Canyon Road

Snow Canyon is located in the Red Mountains north of the city of Ivins in Washington County, Utah. Snow Canyon is one of many sandstone canyons located in the Red Mountains. Part of the extinct Santa Clara Volcano punctured the Red Mountains via lava tubes.

From approximately the year 200 to 1,250 the area around Snow Canyon was inhabited by the Ancestral Puebloans. Mormon pioneers established Santa Clara south of Snow Canyon in 1854. Local legend has it that the settlers discovered Snow Canyon in the 1850s while searching for missing cattle.

Washington County newspapers referenced Snow Canyon (then Johnson Canyon) being used for recreational purposes by 1871. By the 1880s the canyon had become popular as a local hiking destination for much of Washington County.

Ivins was settled south of Snow Canyon by Swiss settlers during the 1920s. The Ivins town plot lined Center Street eastward with the roadway to Snow Canyon. Ivins would incorporate as a city during 1935.

Center Street in Ivins can be seen entering Snow Canyon on the 1954 United States Geological Survey map. The roadway is shown entering Snow Canyon and branching away slightly to the east to a cluster of lava tubes.

In 1957 Snow Canyon was added as one of the first Utah State Parks. In 1959 Washington County would donate 296 acres of land to the State Parks Commission which was added to Snow Canyon State Park. The State Parks Commission would construct facilities including a roadway through Snow Canyon (now known as West Canyon Road) before dedicating it for public use in 1962.

West Canyon Road was always a dead-end corridor and largely inadequate for facilitating through access through Snow Canyon State Park. Snow Canyon Drive was commissioned in 1972 as Utah State Route 300 from Utah State Route 18 southward to the park boundary near Ivins.

The junction of Snow Canyon Road and West Canyon Road can be seen located at 3,250 feet above sea level on the 1986 United States Geological Survey map.

Snow Canyon Drive was absorbed by a then new Utah State Route 8 when it was designated in 1991 and extended through Ivins. Utah State Route 8 was later truncated to existing only St. George in 1999.

West Canyon Road is now restricted to most vehicles aside from Snow Canyon State Park maintenance. The roadway is accessible to hikers and cyclists west from the Sand Dunes Picinic Area and Whiptail Trail.

Part 2; a ride on West Canyon Road

These photos were taken heading northbound West Canyon Road from the Whiptail Trail. Numerous trailheads are accessible from the gravel roadway as it climbs through Snow Canyon. Occasionally stray asphalt strips can be observed jutting through the gravel which suggest West Canyon Road was once partially paved.

The alignment history of US Route 50 in Dayton, Nevada

2026-10-07T04:00:00.068-04:00

Dayton is located in Lyon County and is the second oldest community in Nevada having been founded near mining claims in Gold Canyon circa 1850. The community of Dayton historically has been part of the California Trail, Pony Express and Pioneer Route of the Lincoln Highway. Since November 1926 the community has been served by US Route 50.

Originally US Route 50 passed through Dayton along what is now Old US Route 50, Pike Street, Main Street, River Street and Daney Canyon. Modernization of US Route 50 would begin during the early 1930s when Daney Canyon was bypassed and would continue into the 1940s Federal Aid Program era when the downtown bypass was developed. This blog will serve as history of US Route 50 in Dayton and exploration of the original alignment in the community.

US Route 50 can be seen below bypassing downtown Dayton on the 1956 United States Geological Survey map.

Part 1; the history of US Route 50 in Dayton

Dayton can be seen along the Carson & Colorado Railway on the 1882 Bancroft's map of California and Nevada.

Main Street in Dayton can be seen below in undated photo from the Pony Express Nevada Facebook page.

In 1909 the Lyon County Courthouse in Dayton would burn. The county seat would relocate to Yerington by 1911.

- What is now Old US Route 50

- Pike Street

- Main Street

- Daney Street

- An unnamed road west of Dayton through Daney Canyon

US Route 50 is shown to have a planned terminus at US Route 40 near Wadsworth, Nevada on the 1925 Rand McNally Junior Map of California.

US Route 50 can be seen terminating US Route 40 in Wadsworth, Nevada on an October 1925 report to by the Bureau of Public Roads which lists the recommended US Routes.

In 1954 much of the property which was the site of the Rock Point Stamp Mill was deeded to the state of Nevada. The property was initially turned over to the Nevada Department of Highways as it was near the junction of the old alignment of US Route 50 and the Dayton Toll Road. The Rock Point Stamp Mill was originally constructed in 1861 and had been relocated to Silver City during the 1920s.

The 1956 United States Geological Survey map of Dayton displays the modern alignment of US Route 50 and the Carson River Bridge.

In 1977 the former Rock Point Stamp Mill along the old alignment of US Route 50 was designated as part of Dayton State Park. The park officially opened during 1979 and now comprises 151.8 acres and includes recreational access to the Carson River.

In modern times US Route 50 has been expanded to four-lanes in Dayton. Despite being unincorporated Dayton had a population of approximately 15,153 on the 2020 census. Much of the modern growth of Dayton has come from sprawl out of Carson City.

Part 2; a drive on the original alignment of US Route 50 in Dayton

Much of the former alignment of US Route 50 along the northern outskirts of Dayton was never removed. The abandoned alignment is easily observed from the end of Pike Street looking over a fence into the grounds of Dayton State Park.

This view faces back towards downtown Dayton along what was westbound US Route 50 along Pike Street.

Westbound US Route 50 followed Pike Street into downtown Dayton and made a right-hand turn at Main Street. The buildings at the junction of Pike Street and Main Street lend evidence to how old the community of Dayton actually is.

A monument regarding the history of Dayton and the Pony Express can be found at the intersection of Pike Street and Main Street.

Westbound US Route 50 would have followed Main Street and River Street past Gold Canyon. The older alignment merges into the modern highway near Our Park.

Sutter Creek-Volcano Road

2026-10-05T04:00:00.183-04:00

Sutter Creek-Volcano Road is an approximately 12-mile rural highway corridor located in the Sierra Nevada foothills of Amador County. As the name suggests, this corridor connects the city of Sutter Creek east via creek of the same name eastward to the town of Volcano. This roadway is known for being very winding and prone to flooding during winter months.

Sutter Creek-Volcano Road was surveyed in 1863 as a franchise toll corridor. This roadway corridor was constructed by the Sutter Creek-Volcano Turnpike Company who extended Eureka Street in Sutter Creek to Volcano. Sutter Creek-Volcano Road would later become an Amador County public highway and would be realigned to Church Street in Sutter Creek.

Part 1; the history of Sutter Creek Road

The city of Sutter Creek along with the nearby body of water takes their names from renown Gold Rush figure John Sutter. John Sutter was born during 1803 in Switzerland and would eventually arrive in the Mexican state of Alta California during the summer of 1839. Sutter would become a Mexican citizen and would receive a grant to land to construct a fortification (Sutter's Fort) at what is now the city of Sacramento.

Sutter would later fund construction of a mill at the South Fork American River during the waning days of the Mexican-American War. On January 24, 1848, a worker at Sutter's Mill by the name of James Marshall would discover gold flakes in the South Fork American River. The Mexican-American War would end on February 2, 1848, via the signing of the Treaty of Guadalupe Hidalgo before news of the discovery at Sutter's Mill was announced.

Wider news of the discovery of gold at Sutter's Mill became public knowledge later in 1848 which spurred the 1849 California Gold Rush. The influx of settlers seeking opportunity in California led to it becoming an American state on September 9, 1850.

Following the discovery of gold at his mill John Sutter would move to Mormon Island near what is now Folsom. Sutter's operations at Mormon Island were short lived as the mines would flood after two weeks. Sutter would relocate southward to what is now Sutter Creek and would open another placer mining operation there. The mining operations at Sutter Creek were successful and a small community would soon develop. The Sutter Creek Post Office would open in 1852 and the townsite was formally plotted in 1854.

The town of town of Sutter Creek was downstream on Sutter Creek (the body of water) from the town of Volcano. Mining operations at Soldiers Gulch began in 1849 which were overseen by Colonel Stevenson. The early miners thought the valley floor at Soldiers Gulch had a volcanic origin and named their town "Volcano."

The Volcano Post Office would open in 1851 and by 1852 the town had over 300 homes. Volcano was the site of one of the first hydraulic mines in California which began to be worked in 1855. At the height of mining in Volcano the community had several thousand residents and seventeen hotels.

During the 1850s several water powered sawmills were constructed east of the Sutter Creek. The early mills were connected by Eureka Street which is located on the northern creek bed and extended eastward approximately to what is now Blackwell Road. In 1863 twelve business partners would incorporate Sutter Creek-Volcano Turnpike Company and surveyed a roadway to connect Sutter Creek with Volcano.

Shortly after being surveyed the Sutter Creek-Volcano Road was constructed. The original eastbound beginning followed Eureka Street from Sutter Creek to avoid a crossing of the creek bed. Sutter Creek-Volcano Road was initially a franchise toll road and can be seen below on an 1860s map of Amador County. Sutter Creek-Volcano Road was the quickest corridor heading east from Sutter Creek to the wider Carson Pass Highway.

Typically, franchise toll road rights in California were granted by the legislature for a period of twenty-five years. More often than not the franchise toll road rights were abandoned in California due to poor profitability. It isn't clear when Sutter Creek-Volcano Road became a public highway, but it does appear on the 1889 United States Geological Survey map of Jackson. The western end of the roadway corridor is shown to have been realigned via a bridge towards Church Street in Sutter Creek.

Sutter Creek would incorporate as a city on February 11, 1913. The current bridge carrying Sutter Creek-Volcano Road over Sutter Creek was constructed in 1925. The structure was rebuilt to modern standards in 1955.

Sutter Creek-Volcano Road appears as a minor local highway on the 1935 Division of Highways map of Amador County.

Part 2; a drive on Sutter Creek-Volcano Road

Westbound Sutter Creek-Volcano Road begins at a fork at the end of Main Street in Volcano. The right fork transitions traffic onto Sutter Creek-Volcano Road whereas the left fork transitions traffic onto Pine Grove-Volcano Road.

Westbound Sutter Creek-Volcano Road initially follows the northern bank of Sutter Creek. The roadway is narrow and winding as it is located close to the creek bed. There are no significant intersections on the roadway corridor, and it only begins to widen approaching Sutter Creek Lions Park.

Sutter Creek-Volcano Road crosses the 1925-era steel stringer bridge over Sutter Creek.

Sutter Creek-Volcano Road terminates at the Sutter Creek city limit and becomes Church Street.

Church Street terminates at Main Street in downtown Sutter Creek. Main Street is the original alignment of California State Route 49 in the Sutter Creek area.

Rams Horn Grade Road

2026-10-01T21:45:44.690-04:00

Rams Horn Grade Road is an approximately 3-mile mountain corridor near the Amador County town of Volcano. The Rams Horn Grade was developed shortly after the founding of Volcano as one of many Amador County roads connecting eastward towards Carson Pass. The northern end of the Rams Horn Grade atop Shake Ridge would be where the Amador-Carson Valley Wagon Road tollhouse was once located.

Rams Horn Grade Road begins at the end of Consolation Road in Volcano. From Volcano the grade ascends rapidly with inclines as high as 8% to Shake Ridge Road.

Part 1; the history of Rams Grade Road

Rams Grade Road is located near the town of Volcano and begins at the eastern end of Consolation Street. Mining operations at Soldiers Gulch began in 1849 which were overseen by Colonel Stevenson. The early miners thought the valley floor at Soldiers Gulch had a volcanic origin and named their town "Volcano."

Rams Horn Grade Road is a continuation of Consolation Street which followed the course of Sutter Creek to the top Shake Ridge. The grade was used as the primary highway departing volcano east for Carson Pass and west to Fiddletown. The Rams Horn Grade can be seen east of Volcano climbing to Shake Ridge on the 1857 Britton & Reys map of California.

When the Carson Pass Highway was established in the late 1840s the original western terminus was in the Placerville area. By the 1860s much of the traffic using Carson Pass was diverting from the traditional alignment (Mormon Emigrant Trail) towards the towns of Amador County. In 1862 the Amador-Carson Valley Wagon Road was organized to facilitate easier travel between Amador County and Carson Valley via Carson Pass. The Amador-Carson Valley Wagon Road originated at the eastern end of what is now Shake Ridge Road at Antelope Spring.

The Rams Horn Grade can be seen in detail on the 1889 United States Geological Survey map of Jackson. The Amador-Carson Valley Wagon Road tollhouse is shown to be located at the intersection of Rams Horn Grade Road and Shake Ridge Road.

Rams Horn Grade Road is shown as a minor local highway on the 1935 Division of Highways map of Amador County.

Part 2; a drive on Rams Horn Grade Road

Southbound Rams Horn Grade Road begins at Shake Ridge Road.

Rams Horn Grade Road begins at an elevation of approximately 3,000 feet above sea level. The grade rapidly descends southward following a winding course along Sutter Creek which has gradients as steep as 8%. The grade softens at Barone Road and turns west towards Volcano.

Rams Horn Grade Road enters the town of Volcano and becomes Consolation Street.

Consolation Street terminates at Main Street in the center of Volcano. Numerous historic plaques regarding the history of the town can be found at the intersection.

This view is from the end of Consolation Street facing north on Charleston Road.

This view is from the end of Consolation Street facing south on Main Street.

Old Abe Cannon can be found on display in a building at the northeast corner of Consolation Street and Charleston Road. In 1862 amid the American Civil War the town was divided among sympathizers of both the Union and Confederate causes. The Volcano Blues was a Union militia based in Volcano. Said Union militia felt outmatched and requested reinforcements from the Presidio of San Francisco. The Presidio was unable to send a garrison but instead sent a six-pound cannon barrel hidden inside a hearse. The cannon was named "Old Abe" and was affixed onto a carriage which was used to patrol Consolation Street. Old Abe was loaded and used to threaten the local Confederate militia known as the Knights. The Confederate influence in Volcano would wane and the community would remain peaceful through the Civil War.

Nevada State Route 117

2026-09-30T04:00:00.143-04:00

Nevada State Route 117 is 6.91-mile highway located in the Fallon area of Churchill County. Nevada State Route 117 originates at US Route 95 near downtown Fallon where it follows Sheckler Road and Sheckler Cutoff Road to US Route 50. Functionally Nevada State Route 117 acts as a bypass of downtown Fallon for traffic on US Routes 50 and 95.

What became Nevada State Route 117 was commissioned as Nevada State Route 61 in 1940. Originally Nevada State Route 61 connected Fallon to the ghost town site of Saint Clair. Saint Clair was a town which developed during the 1870s near a bridge at the Old Carson River. Even after being renumbered to Nevada State Route 117 in 1976 the highway continued to serve Saint Clair. The modern bypass alignment of Nevada State Route 117 was developed in the early 1990s.

Part 1; the history of Nevada State Route 117

The predecessor designation to Nevada State Route 117 was Nevada State Route 61. Nevada State Route 61 first appears on the 1941 Nevada Department of Highways map and was commissioned in 1940. As originally configured Nevada State Route 61 branched west of US Route 95 (Schurz Highway) via Sheckler Road near Lahontan Field. Nevada State Route 61 branched south for approximately 1 mile on Allen Road and approximately 2 miles west on Saint Clair Road to the former town site of Saint Clair on the South Branch of the Carson River.

Saint Clair Station was opened at the Old Carson River in 1862 by James Saint Clair and J.J. McCellan. The pair obtained a franchise from the state to construct a toll bridge in 1864. The Saint Clair Station Post Office would operate from April 13, 1865, to November 30, 1869, at Saint Clair Station. The station and toll bridge were sold Henry Theelan in 1873.

The town of Saint Clair would begin to develop near the bridge at Saint Clair Station. The Saint Clair Post Office would on February 16, 1877, and would operate until February 15, 1903. Saint Clair was located south of the Old Carson River whereas Saint Clair Station was located on the opposite bank. Saint Clair can be seen on the 1882 Bancroft's map of Nevada. The road east of Saint Clair followed a course similar to modern US Route 50 towards West Gate.

This photo is of the Big Adobe at Saint Clair in 1871 (Churchill County Museum & Archives photo). This house was constructed at unknown point during the 1860s.

Following the plotting of Fallon in 1896 the community of Saint Clair would decline in importance. The Saint Clair Post Office would operate for a second time between April 3, 1905, and November 30, 1907. The community can be seen on the 1910 United States Geological Survey map of Carson Sink. A new schoolhouse at Saint Clair opened in 1911 and would operate until 1956 when the district was consolidated with Fallon.

The original alignment of Nevada State Route 61 can be seen in detail on the 1957 Nevada Department of Highways map of Churchill County. The Sheckler Community Center can be seen at the western highway terminus where the St. Clair town site once stood on the South Branch Carson River.

Nevada State Route 61 remained unaltered until the July 1976 State Highway Renumbering. The corridor was redesignated at Nevada State Route 117 but had no alignment changes.

Nevada State Route 117 was realigned and lengthened by the early 1990s. The highway is shown on the 1993-1994 Nevada Department of Transportation map following Sheckler Road west of US Route 50 for approximately 6 miles and Sheckler Cutoff Road approximately 1 mile to US Route 50. The current alignment of Nevada State Route 117 serves as a bypass of downtown Fallon for traffic traveling between US Routes 50 and 95.

Part 2; a drive on Nevada State Route 117

Westbound Nevada State Route 117 branches from US Route 95 at the southern outskirts of downtown Fallon.

Westbound Nevada State Route 117 passes by 3C Events Complex which was built over the site of Lahontan Field.

Nevada State Route 117 intersects Nevada State Route 715 at McLean Road.

Westbound Nevada State Route 117 follows Sheckler Road approximately six miles and makes a hard right turn onto Sheckler Cutoff Road.

Nevada State Route 117 follows Sheckler Cutoff Road to a terminus at US Route 50.

Nevada State Route 116

2026-09-29T04:00:00.199-04:00

Nevada State Route 116 is a rural 10.48-mile highway located in Churchill County east of Fallon. Nevada State Route 116 as presently configured begins at US Route 50 and follows Stillwater Road to the former Churchill County seat of Stillwater.

Stillwater was established as a stage station on the California Trail in 1862. Stillwater served as the Churchill County seat between 1868-1903 prior to it transferring to Fallon. Stillwater Road originally began at Harrigan Road (then US Route 50) in Fallon and was brought into the State Highway System in 1940 as Nevada State Route 42. Much of Nevada State Route 42 and Stillwater Road were consumed in 1959 when US Route 50 was realigned around Naval Air Station Fallon. In 1976 Nevada State Route 42 was renumbered as Nevada State Route 116.

The blog cover is a view along Nevada State Route 42 which was then known as the Fallon-Stillwater Road (now just Stillwater Road). This photo was featured in the 1947-1948 Nevada Department of Highways Biennial.

Part 1; the history of Nevada State Route 116

Nevada State Route 116 begins at US Route 50 east of Fallon and follows Stillwater Road 10.48 miles to the town site of Stillwater. Stillwater was established by Central Overland California & Pikes Peak Company as a stage stop on the California Trail during July 1862. Stillwater Station was named for nearby Stillwater Slough was which was a well-known reliable source of water used by travelers crossing the Forty Mile Desert.

Stillwater Station would quickly grow to become the largest town in Churchill County. The Churchill County Post Office would move to Stillwater on May 7, 1868. Stillwater would replace La Plata as the Churchill County seat following a vote on November 7, 1868. By the end of the 1860s Stillwater reportedly had a population of 150 residents.

Stillwater can be seen prominently on the California Trail on the 1868 Bancroft's map of Nevada. The roadway connecting Stillwater west to Ragtown would form much of the basis for modern Stillwater Road.

The Churchill County Courthouse can be seen below in 1881 (Churchill County Museum & Archives). This building was dismantled in 1925.

On July 24, 1896, the Fallon town site and post office were founded at the ranch of Michael and Eliza Fallon. Jim Richards would open a store close to the Fallon Post Office during 1896. Fallon began to thrive as the commercial center of Churchill County as it was far more accessible than Stillwater.

On New Year's Day 1904 the Churchill County seat would relocate from Stillwater to Fallon following an act by Nevada state legislature. The Southern Pacific Railroad would begin construction of a spur line to Fallon beginning during May 1906. The spur line to Fallon was complete by December 1906 and the first train would arrive on January 10, 1907. Fallon would later incorporate as the only city in Churchill County during 1908.

Following the emergence of the city of Fallon the profile of Stillwater would decline significantly. Stillwater can be seen as it was in 1907 in a photo from the book titled Nevada Ghost Towns and Mining Camps.

Early Stillwater Road can be seen connecting Fallon and Stillwater on the 1908 United States Geological Survey map of Carson Sink.

Nevada State Route 42 first appears serving Fallon-Stillwater on the 1940 Nevada Department of Highways map. Nevada State Route 42 originated at US Route 50 (Harrigan Road) in Fallon and followed Stillwater Road east to Fallon. When Nevada State Route 42 was designated the community of Stillwater still had approximately 400 residents.

The local hotels in Stillwater were dismantled in Stillwater in 1946. Nevada State Route 42 in the vicinity of Stillwater appears in the 1947-1948 Nevada Department of Highways biennial as an example of farm-to-market road and mine-to-market road building.

This photo is of a concrete bridge on Nevada State Route 42 at an unknown date in Stillwater (Churchill County Museum & Archives). This bridge was damaged during an earthquake in 1954 and replaced with a culvert span.

Nevada State Route 42 appears in detail on the 1957 Nevada Department of Highways map of Churchill County. This map displays the Stillwater National Wildlife Refuge which had been designated in 1948.

The 1957-1958 Nevada Department of Highways Biennial reported as having conducted a study and contracted to realign US Route 50 north of Naval Auxiliary Air Station Fallon. The purpose of the realignment was to permit runway expansion over Berney Road. The project was requested and fully funded by the Navy.

The new then new alignment of US Route 50 bypassing Naval Auxiliary Air Station Fallon was completed in 1959. The new realignment followed Williams Avenue east from Maine Street in downtown Fallon and bypassed the air station to the north. US Route 50 consolidated back in with the existing Austin Highway near Grimes Point east of the air station.

The then new alignment of US Route 50 east of Fallon bypassing Naval Auxiliary Air Station can be seen on the 1960 Nevada Department of Highways map. A portion of Nevada State Route 42 east of downtown Fallon was repurposed as part of the realignment US Route 50. Nevada State Route 42 was truncated to existing on 10.48 miles of Stillwater Road east from US Route 50. The final run of Post Office Service in Stillwater shuttered on April 30, 1959.

The Greenwood Store can be seen in a 1960 era photo in Stillwater along Nevada State Route 42 (Churchill County Museum & Archives). This was the original community store in Stillwater, and it would burn in a fire in 1963.

The 1969 Nevada Department of Highways map of Churchill County displayed the truncated Nevada State Route 42. Portions of Stillwater Road in the vicinity of eastern Fallon were bisected or razed. They now appear on modern maps east of Harrigan Road as Stillwater Avenue and Browns Lane.

This photo from 1970 is of the Cirac-LeBeau Pool and Health Spa (Churchill County Museum & Archives). This pool house opened around a geothermal spring in the 1920s and ultimately closed in 1970. The structure was razed circa 2001-2002.

On July 1, 1976, the Nevada State Highway Renumbering took place. Nevada State Route 42 was renumbered as 116 which lumped it in with a cluster of State Highways assigned to Churchill County. Nevada State Route 116 has never been altered since 1976.

Part 2; exploring Nevada State Route 116 and the relics of Nevada State Route 42

This view is along northbound Harrigan Road which once carried US Route 50 into Fallon (now Nevada State Route 115). The right-hand turn transitions onto Stillwater Avenue which was once the eastbound beginning of Nevada State Route 42. Stillwater Avenue no longer connects to Browns Lane nor the larger Stillwater Road corridor.

Modern eastbound Nevada State Route 116 and Stillwater Road branch from US Route 50 near Harmon Road.

Traffic on Nevada State Route 116 is advised the Stillwater Wildlife Refuge is 12 miles ahead.

Nevada State Route 116 terminates at Postmile 10.48 at the Stillwater town site. Stillwater has a couple remaining residences left and a general town plot is identifiable.

Shake Ridge Road

2026-09-28T04:00:00.113-04:00

Shake Ridge Road is an approximately 20.5-mile rural highway located in the Sierra Nevada range of Amador County. Shake Ridge Road begins at California State Route 88 near Antelope Creek and extends westward via the Shake Ridge formation to Gopher Flat Road at the Sutter Creek city limit. The segment of Shake Ridge Road east of Fiddletown Road was part of several spur roads which connected the mining towns of Amador County with Carson Pass.

By the 1880s the Shake Ridge Road corridor was extended west of Fiddletown Road to Amador City via Amador Creek. Shake Ridge Road would be realigned in the late 1930s to Sutter Creek via Gopher Flat. The Shake Ridge formation was once thought to have a volcanic origin during the early days of Amador County.

Part 1; the history of Shake Ridge Road

Modern Shake Ridge Road connects the city of Sutter Creek eastward to California State Route 88 (Carson Pass Highway) via Shake Ridge. Shake Ridge was once thought to have a volcanic origin and was described as such in the 1881 Thompson & West book titled History of Amador County.

What is now Shake Ridge Road east of the Fiddletown Road/Rams (atop Shake Ridge) can be seen branching towards Carson Pass on the 1857 Britton & Reys map of California.

By the 1880s the corridor of Shake Ridge Road west extended west of the Fiddletown Road to Amador City. This extension diverged from modern Shake Ridge Road and followed what is now Amador Creek Road into Amador City. This extension can be seen on the 1882 Bancroft's map of California.

Shake Ridge Road can be seen in detail between Amador City and the Rams Horn Grade tollhouse on the 1889 United States Geological Survey map of Jackson. The divergence of this original western end of Shake Ridge Road follows Old McDonald Road and Amador Creek Road.

By the late 1930s the western terminus of Shake Ridge Road was realigned to Sutter Creek via Gopher Flat. This shift first appears on the 1941 United States Geological Survey map of Sutter Creek but was not present on the 1935 Division of Highways map of Amador County.

Part 2; a drive on Shake Ridge Road

Westbound Shake Ridge Road begins at California State Route 88 a short distance from Antelope Creek.

Shake Ridge Road heading westbound is initially aligned above the South Fork Cosumnes River along a winding canyon grade.

Shake Ridge Road enters the Lockwood area and intersects Fiddletown Road. Traffic wishing to access Volcano is directed to follow Shake Ridge Road towards the Rams Horn Grade.

Shake Ridge Road intersects Rams Horn Grade Road. Traffic wishing to access the Rams Horn Grade continues straight whereas westbound Shake Ridge Road traffic makes a right hand turn at the intersection.

The case to move Interstate 73 in Southern Ohio onto US 33

2026-09-26T22:28:27.948-04:00

Every decade or so, Ohio pushes to revisit the proposed Interstate 73 that would connect Michigan to Myrtle Beach, South Carolina. It's been happening since Congress legislated the route in 1991. Within Ohio, Interstate 73 generally follows the US 23 corridor from Portsmouth through Columbus to Toledo, and into Michigan.

Since High Priority Corridor Five was created, Ohio has really done nothing to move forward with Interstate 73. Sure, there have been feasibility studies here and there. But actual dollars and construction just haven't occurred.

The US 33 Nelsonville Bypass appears to have been built to Interstate standards.

However, Ohio has been slowly upgrading US 33 to a full freeway through Southeastern Ohio. Bypasses of Lancaster and Nelsonville opened in 2004 and 2013, respectively. Other sections of two-lane road are being twinned, some to freeway or, at a minimum, to expressway standards. Currently, a $274 million widening project in Athens and Meigs County will eliminate the remaining two-lane segments of US 33 between Columbus and the Ohio River. Additionally, a new interchange at Pickerington Road and US 33 in Fairfield County is under construction. That project cost is roughly $51 million.

US 33 is being widened to four-lanes in Athens and Meigs Counties, Ohio.

The Pickerington Road interchange is part of the Ohio Department of Transportation's (ODOT) Southeast Corridor Study/Project. ODOT is developing plans to convert 12 miles of US 33 southeast of Columbus and I-270 into a limited-access highway. Further, the Pickerington Road Interchange will leave only one traffic light along US 33 between I-270 and the Ohio River. That light is located south of Lancaster at Allen Road.

Soon, this traffic light on US 33 at Allen Road south of Lancaster will be the only traffic light on US 33 between I-270 and West Virginia.

In Hocking County, ODOT recently completed a study to upgrade a four-mile section of divided highway to a full limited-access highway. The project eliminates nine at-grade crossings and will make US 33 a fully controlled-access highway within Hocking County.

Meanwhile, except for Portsmouth, there has been minimal movement in upgrading US 23 from the Ohio River to Columbus. Bypasses or significant access control upgrades are necessary in Waverly, Massieville, Circleville, and South Bloomfield. After the currently scheduled improvements to US 33 are finished, the highway will meet or be closer to Interstate standards than much of US 23. Ohio, if they really want Interstate 73, has a highway ready to go with fewer upgrades needed.

So why not move the routing of Interstate 73 to US 33?

A look at the current planned route of I-73 through Ohio and US 33 through Southeastern Ohio. (Google Maps/Adam Prince)

First, the Interstate 73 corridor through Ohio is legislatively routed. Changing the highway's routing would require legislation to change HPC 5 to allow I-73 to move onto US 33. (This is why Interstate 74 can't be routed to Wilmington, North Carolina, despite the insistence of others.)

But let's say an Ohio Congressperson reads this post and goes, "Hey, that's a great idea, Adam. I'm going to push to get 73 moved." What about I-74? What about West Virginia?

Let's start with I-74 in Ohio. Its extension would run east from Cincinnati along Ohio 32 to US 23 near Jasper, then joining US 23 and I-73 south, utilizing the Portsmouth Bypass, and then US 52 before entering West Virginia near Huntington. Nothing would change. Nor would Interstate 74's routing through West Virginia, which we'll get to in a moment.

Interstate 74 would continue to follow the legislated corridor and proposed route through Southern Ohio. It would just be on its own.

West Virginia:

Currently, Interstate 73 will enter the Mountain State from Virginia along the US 460 corridor east of Princeton. It will then join up with Interstate 74 and follow the current and proposed King Coal and Tolsia Highways from Bluefield to Huntington.

Interstate 74 will enter West Virginia via Interstate 77 and then follow the King Coal Highway and Tolsia Highway to Huntington.

This now long-removed I-73 Corridor sign was located at the current interchange with US 52/WV 108/King Coal Highway and US 460 near Bluefield. (Adam Prince, April 14, 2001)

With Interstate 73 now following US 33, I-73 would enter from Virginia the same way. Meet and join Interstate 77 near Princeton (Exit 9) and then follow Interstate 77 north for over 100 miles to Exit 146, where US 33 West currently leaves I-77. West Virginia and Ohio would need to build a second or a new crossing over the Ohio River at Ravenswood. West Virginia could utilize some or all of the current four-lane US 33/WV 2 section between I-77 and the Ohio River.

With an Interstate-quality grade Ohio River crossing, I-73 could be signed from Columbus to Princeton, WV. (Completing I-73 to Blacksburg, VA is another topic on its own.)

As for Interstate 74, it would follow its same course through southwestern West Virginia with no changes.

Yes, this is a silly, half-serious idea. But if Ohio ever gets serious about building Interstate 73, they have a good highway ready to go, so why not utilize it?

All photos taken by post author, September 4, 2026 - unless otherwise noted.

Sources & Links:

Personal Flickr Album of US 33 Construction in Southern Ohio
Interstate 73 in Ohio @ Roadfan.com ---Sandor Gulyas
Interstate 73 @ Interstate-Guide.com ---Alex Nitzman
I-73/74/75 Corridor Association

Old Pony Express Road (former California State Routes 88, 4 and 89 at Woodfords Junction)

2026-09-25T04:00:00.083-04:00

Old Pony Express Road in Woodfords is a small, bypassed portion California State Route 88 which included the original Woodfords Junction. Woodfords Junction was the crossroads at which California State Route 88 would pick up multiplexes of California State Route 4 and 89. Woodfords was bypassed in 1963 amid wider improvements to California State Route 88 and the Carson Pass Highway. The original highway alignment in Woodfords was renamed to commemorate an 1860 Pony Express remount station which was located at Cary's Barn.

Old Pony Express Road can be seen as part of Woodfords Junction which served California State Routes 88, 4 and 89 on the 1956 United States Geological Survey map of Freel Peak.

Part 1; the history of Pony Express Way in Woodfords

Old Pony Express Road is the original alignment of California State Route 88 in the community of Woodfords. The corridor of Old Pony Express Road also carried multiplexes of California State Routes 89 and 4 which used the so-called Woodfords Junction. Woodfords Junction served the community of Markleeville and much of the interior of Alpine County.

California State Route 88 and Carson Pass Highway crest the Sierra Nevada range at the namesake Carson Pass located at 8,574 feet above sea level. The Carson Pass Highway is an all-year pass and occasionally gets pressed into service as US Route 50 Alternate.

What is now Carson Pass was an established crossing of the Sierra Nevada known by the Washoe tribe. During an 1844 expedition led by United States Army Officer John C. Fremont he learned of the pass from the Washoe. Fremont's expedition was encamped at Carson Valley on January 31, 1844, and looking for a way to cross the mountains to return to Sutter's Fort. The Washoe warned Fremont not to attempt to cross the snow-filled pass, but the expedition proceeded regardless. Frontiersman Kit Carson served as the expedition guide on the journey into the Sierra Nevada.

Fremont's expedition westward to Carson Pass soon ran low on supplies and soldiers soon resorted to consuming their pack animals. On February 14, 1844, Fremont and cartographer Charles Preuss climbed Red Lake Peak where they became the first people of European descent to observe Lake Tahoe. The expedition cleared the snow west of the pass on February 21, 1844, and arrived at Sutter's Fort on March 6th. Despite the harsh wintery conditions, the expedition suffered no fatalities.

John C. Fremont wrote of his experiences crossing the Sierra Nevada which brought attention to what became known as Carson Pass. As the name implies, the pass was named after Kit Carson. Carson Pass became part of the southern branch of the California Trail. Following ill-fated Donner Party expedition of the winter of 1846/1847 the southern leg of the California Trail would see increased usage.

Woodfords is the oldest settlement of European origin in what is now Alpine County. The origin of the community came during Spring 1847 when it was used to stage supplies by Sam Brannan. A small community originally known as Brannan Springs and later Carey's Mills would soon develop around providing services to travelers along the road Carson Pass. The first Post Office in the community would open at the hotel of Daniel Woodford in 1849. The Postal Service would formally change the name of the community to Woodfords in 1869. Woodfords is famous for being a remount station along the Pony Express Trail during the early 1860s.

During 1848 former members of the Mormon Battalion who had served in the Mexican-American War opted to return to Salt Lake City. The group of 46 sought to plot a new wagon trail over the Sierra Nevada which incorporated Carson Pass. The expedition departed from the outskirts of Placerville during June up what is now the Mormon Emigrant Trail and would ultimately reach Carson Pass by July 28, 1848. The expedition would successfully cross the Sierra Nevada and reach Salt Lake City by September 1848.

Following the start of the California Gold Rush the Carson Pass Highway would become the favored crossing the Sierra Nevada. Approximately 40,000 gold seekers would cross Carson Pass to the gold mines of the western Sierra Nevada foothills. Carson Pass Highway would remain the favored crossing of the Sierra Nevada until a new routing over Johnson's Pass was established to the north near Lake Bigler (now Lake Tahoe).

In 1853 Congress ordered survey to locate a possible route for a railroad line over the Sierra Nevada range. The conclusion of the 1853 Congressional survey suggested any route over the Sierra Nevada was unfeasibly due to deep snows which occurred every winter. The State of California ordered its own survey by April 1855 to investigate the feasibility of constructing a wagon road from Sacramento Valley east to Carson Valley.

By June 1855 enough money had been raised so that Sherman Day could scout potential wagon roads over the Sierra Nevada. The Day Survey concluded that the only viable options for a wagon road over the Sierra Nevada would be at Johnson's Pass or Carson Pass. Johnson's Pass was considerable favorable to Carson Pass due to the lower elevation potentially permitting all-year travel. The Day Survey was featured extensively in the September 1950 California Highways & Public Works.

The Goddard Survey later corroborated the findings of the Day Survey in that Johnson's Pass would be the desirable route of a Trans-Sierra Wagon Road.

The surveyed routes of Sherman Day over Johnson's Pass and Carson Pass.

During 1857 the counties of; Yolo, Sacramento and El Dorado contributed $50,000 dollars towards construction of a wagon road over Johnson's Pass. County officials hired noted stagecoach driver J.B. Crandall of the Crandall & Sunderland Company to drive surveyors over Day's route east through the Sierra Nevada range to Carson Valley via Johnson's Pass. The Crandall & Sunderland Company at the time operated as a stage line from the terminus of the Sacramento Valley Railroad in Folsom eastward to Placerville. The stage trip from Folsom originated on June 11, 1857, and proved that a wagon road over Johnson's Pass was indeed feasible.

The Lake Tahoe Wagon Road would be constructed on the Johnson's Pass route between 1858-1865. Following the completion of the Lake Tahoe Wagon Road the Carson Pass Highway would see a decline in usage. The Carson Pass Highway was still close enough to established towns on both ends of the Sierra Nevada that never became fully defunct.

The Carson Pass Highway can be seen originating east of Placerville, California and extending eastward towards Genoa, Nevada on the 1873 Bancroft's map.

By the early 1880s the main line of the Carson Pass Highway was rerouted towards Jackson with a branch to Sutter Creek. The previous mainline west of Carson Pass towards Placerville remained in use as public highway and would come to be eventually known as Mormon Emigrant Trail. The branches of the Carson Pass Highway can be seen in detail on the 1882 Bancroft's map of California and Nevada.

In 1911 the California Legislature would commission the Carson Pass Highway east from Jackson to Hope Valley as part of what would become Legislative Route Number 34. The specific wording legislation essentially formed a loop of the Sierra Nevada which included Luther Pass, the conceptual highway over Monitor Pass and the Big Trees Road over Ebbetts Pass:

"The certain road connecting at the Calaveras big tree grove located in Calaveras County thence running to Dorrington in said county, thence E-ly following what is known as the Big Tree and Carson Valley Turnpike to Mt. Bullion in Alpine Cty, thence along the county road to Markleeville in Alpine Cty, thence along that certain road via Kirkwood, Silver Lake, Pine Grove and Irishtown to Jackson in Amador Cty, including therewith the road from Picketts in Hope Valley connecting with the Lake Tahoe Wagon Road, a state highway, at Osgood's Place in El Dorado Cty, and the road from Mt Bullion via Loupe in Alpine Cty to Junction in Mono County connecting with the Sonora and Mono State Highway is hereby declared and established a state highway and shall be designated and known as "Alpine State Highway""

In 1933 the California Legislature extended their portion of the Carson Pass Highway from Hope Valley to the Nevada state line as part of Legislative Route Number 24. The Carson Pass Highway within California would be designated as California State Route 8 when the original run of Sign Routes was announced in the August 1934 California Highways & Public Works. At the time Nevada owned portion of Carson Pass Highway from the state line to Minden was maintained by the Forest Service as the Woodfords Road. Woodfords Road would be improved to state standards during 1934 and assigned as Nevada State Route 37.

By 1940 Carson Pass Highway east of Jackson to the Nevada state line was renumbered as California State Route 88. This can be seen on the 1940 California Division of Highways map.

By 1947 California State Route 4 was extended from California State Route 89 near Markleeville to the Nevada state line multiplexed with California State Route 88 from Woodfords. This can be seen for the first time on the 1948 California Division of Highways. By 1956 Nevada State Route 37 would be renumbered as "88" to provide for continuity with California State Route 88.

In August 1934 California State Route 89 was designated as ending at Coleville along what is now US Route 395. It isn't clear where the signage actually extended during the late 1930s given Monitor Pass was not yet constructed. State Highway maps through the 1940s and early 1950s indicate California State Route 89 as ending at Hope Valley until the opening of Monitor Pass on September 12, 1954 (September/October 1954 California Highways & Public Works). Following the opening of Monitor Pass the signage of California State Route 89 was seemingly extended through Woodfords via California State Route 88 and through Markleeville along California State Route 4.

Old Pony Express Way can be seen as part of Woodfords Junction which served California State Routes 88, 4 and 89 on the 1956 United States Geological Survey map of Freel Peak.

As part of the wider 1964 State Highway renumbering the eastern terminus of California State Route 4 was withdrawn to California State Route 89 near Markleeville. The withdrawn eastern terminus of California State Route 4 can be seen on the 1964 Division of Highways map.

The September/October 1964 California Highways & Public Works featured an overview of realignment projects along California State Route 88 and the Carson Pass Highway corridor. What is now Old Pony Express Road and the original Woodfords Junction between California State Routes 88, 4 and 89 was shown to be bypassed in 1963. The segment of older highway east of Woodfords along the West Fork Carson River is shown to be earmarked for later construction.

Part 2; a drive on Old Pony Express Road in Woodfords

Old Pony Express Road begins at California State Route 88 Postmile ALP 19.357 in Woodfords.

A monument about the Pony Express remount station at Cary's Barn can be found on Old Pony Express Road across from Mad Dog Cafe.

The original Woodfords Junction can be seen below at the dirt grade on the left-hand side of the photo. From this position westbound California State Route 88 would have lost westbound California State Route 4 and picked up northbound California State Route 89.

Old Pony Express Road consolidates with modern California State Route 88 at Postmile ALP 19.025.

North South Road in Eldorado National Forest

2026-09-23T04:00:00.218-04:00

North South Road is a 25.4-mile highway corridor located in Eldorado National Forest in the Sierra Nevada range. North South Road begins at Omo Ranch Road and extends northward to Morman Emigrant Trail via the ghost town of Caldor. North South Road is designated as Forest Road 10N83 and despite being a single lane wide is fully paved.

Construction of North South Road began in the early 1930s. The purpose of the corridor was to create additional access to the California Door Company town of Caldor and act as the main north/south highway in Eldorado National Forest. By 1932 two notable Warren Pratt Truss spans were installed by the Forest Service at the Middle Fork and North Fork of the Cosumnes River. During the 1980s the northern end of North South Road would be realigned away from Cosumnes Mine Road towards Morman Emigrant Trail.

Much of the corridor of North South Road would burn during the Caldor Fire in 2021. The deck of the historic truss span at the North Fork Consumnes River (known as the Capps Crossing Bridge) was burned along with over 1,000 structures.

Part 1; the history of North South Road

North South Road is the main highway through Eldorado National Forest. North South Road originates at Omo Ranch Road and extends approximately 25.4 miles northward via the ghost town of Caldor to Morman Emigrant Trail. North South Road is assigned as Forest Road 10N83 and is fully paved in asphalt.

The history of North South Road originates with the ghost town of Caldor. Caldor was originally established as a mining camp called Dog Town along what is now Dogtown Creek (originally the North Fork of the Middle Fork Consumnes River) in the early California Gold Rush. Dogtown was not a significant settlement and came mostly known as being the location of a sawmill.

Dogtown can be seen on the 1889 United States Geological Survey map. The community was connected to Grizzly Flats via what is now Leoni Road. A road branching south to the town of Morgan at the Middle Fork Consumnes River in Pi Pi Valley can be seen following a corridor similar to modern North South Road. Morgan was connected to the Carson Pass Highway via a road that terminated at Hams Station.

In 1900 the California Door Company would purchase 30,000 acres of land in the Sierra Nevada range of El Dorado County which included the site of Dogtown. Dogtown was rebuilt as the company town to house sawmill workers. The California Door Company board of directors thought the name "Dogtown" was unsavory and elected to rename the community as "Caldor." The name Caldor is shorthand for the California Door Company.

In 1904 the California Door Company would complete construction of the Diamond & Caldor Railway. The line originated as Diamond Springs and extended eastward via Coles to Caldor. Reports indicate that by 1906 Caldor had a population of 120 residents.

On July 28, 1910, much of the lands surrounding Caldor were designated as part of Eldorado National Forest. The creation of a National Forest around the Caldor community did little impact logging operations and road access. In 1923 the sawmill at Caldor would burn and was not replaced as it was relatively easy to ship felled logs via rail to Diamond Springs.

Caldor can be seen below during the height of logging operations in 1923 (News MoLo photo).

Eldorado National Forest would begin construction of modern North South Road in the early 1930s. North South Road was intended to be the main north/south highway through the National Forest which used Caldor roughly as a halfway point. Warren Pratt Truss spans were installed at the North Fork and the Middle Fork of the Consumnes River in 1932. The North Fork span was known as Capps Crossing Bridge and whereas the Middle Fork span was not assigned an honorific name.

Modern North South Road appears on 1951 United States Geological Survey maps. The corridor is shown to originate at Omo Ranch Road and extend northward through Caldor to the vicinity of the Capps Crossing Bridge near the Robert Lee Mine. The original terminus of North South Road north of Capps Crossing Bridge followed what is now Bonetti Road (Forest Road 10N55) to Consumes Mine Road.

In 1953 the Diamond & Caldor Railway shuttered and was removed. By the mid-1950s the California Door Company had exhausted the lumber supply around Caldor and the town went defunct. The Caldor town site and land holdings would be annexed into Eldorado National Forest.

In 1981 the Capps Crossing Bridge would be replaced. The bridge replacement at the North Fork Consumnes River included realigning North South Road to Morman Emigrant Trail. The Capps Crossing Bridge would be preserved for pedestrian use.

In 1998 the Middle Fork Cosumnes River Bridge on North South Road would be replaced by the Glenn Oviatt Bridge. The Glenn Oviatt Bridge is named after a former sawmill owner from the Omo Ranch area who processed lumber from the North South Road corridor. Glenn Oviatt likely contributed donations for the span which bears his name. The Middle Fork Cosumnes River Bridge like the Capps Crossing Bridge was preserved for pedestrian use.

Much of the North South Road corridor was heavily impacted by the Caldor Fire. Said fire was first reported on August 14, 2021, and would burn 221,835 acres of Eldorado National Forest. Full containment of the fire was reached on October 21, 2021. The Caldor Fire destroyed most of Grizzly Flats and over 1,000 structures. The deck of the Capps Crossing Bridge was one of the structures which were destroyed.

Part 2; a drive on North South Road

Northbound North South Road originates at Omo Ranch Road near the Eldorado National Forest boundary. As North South Road begins signage indicates Caldor is 12 miles away.

North South Road rapidly descends to Sopiago Creek.

North South Road climbs above Gold Note Bridge and makes another descent to the Glenn Oviatt Bridge in Pi Pi Valley at the Middle Fork Cosumnes River.

The 1932 Middle Fork Cosumnes River Bridge can be found next to the Glenn Oviatt Bridge. The structure is open to pedestrians and can be crossed on foot. The 1932-era bridge carries a unique truss design which has a wooden road deck topped with asphalt.

North South Road enters the Caldor Fire burn scar near the Caldor town site. At the Caldor town site, the corridor of North South Road intersects Leoni Road. North of Caldor the roadway crosses the North Fork Cosumnes River near the ruins of the Capps Crossing Bridge.

As noted in Part 1 the deck of the Capps Crossing Bridge was destroyed in the Caldor Fire.

These photos of the Capps Crossing Bridge were taken prior to the Caldor Fire (bridgehunter.com).

Carson River Road (former California State Routes 88 and 4)

2026-09-21T04:00:00.095-04:00

Carson River Road is an approximately 3.5-mile-long former alignment of California State Route 88 near the community of Woodfords in Alpine County. Carson River Road as the name suggests runs alongside the West Fork Carson River and generally is located in flood prone terrain beneath modern state highway grade. Carson River Road was bypassed in 1969 as one of the final projects which brought California State Route 88 and Carson Pass Highway to modern standards.

Part 1; the history of Carson River Road

Carson River Road is an older segment of California State Route 88 and the Carson Pass Highway near the community of Woodfords. As the name suggests this roadway runs alongside the West Fork Carson River below grade to the modern state highway alignment.

The Goddard Survey later corroborated the findings of the Day Survey in that Johnson's Pass would be the desirable route of a Trans-Sierra Wagon Road.

The surveyed routes of Sherman Day over Johnson's Pass and Carson Pass.

The Carson Pass Highway can be seen originating east of Placerville, California and extending eastward towards Genoa, Nevada on the 1873 Bancroft's map.

By 1940 Carson Pass Highway east of Jackson to the Nevada state line was renumbered as California State Route 88. This can be seen on the 1940 California Division of Highways map.

The September/October 1964 California Highways & Public Works featured an overview of realignment projects along California State Route 88 and the Carson Pass Highway corridor. Pony Express Way and the original Woodfords Junction between California State Routes 88, 4 and 89 was shown to be bypassed in 1963. The segment of older highway east of Woodfords along the West Fork Carson River is shown to be earmarked for later construction.

The California Highways & Public Works publication ended in 1967 prior to California State Route 88 being realigned east of Woodfords. The corridor was shown to be under construction on Division of Highways maps until the 1970 edition. The 1970 map is the first display Carson River Road as being bypassed which indicates the modern alignment of California State Route 88 was complete east of Woodfords in 1969.

Part 2; a drive on Carson River Road

Westbound Carson River Road is accessible at California State Route 88 Postmile ALP 22.667. Westbound traffic wishing to access the older highway must turn off at Diamond Valley Road in the Paynesville area and make a right-hand turn onto Carson River Road.

Westbound Carson River Road runs along the West Fork Carson River below the grade of modern California State Route 88. The western end of the older alignment consolidates in with the modern highway at Postmile ALP 19.573 near Woodfords.

Nostalgia fast food with style - Returning to Rax

2026-09-19T18:12:23.500-04:00

Nostalgia. It sells. It evokes, and more accurately, warps memories of days gone by. Things were better, simpler, and we eat it up. Nostalgia can make you drive three hours and over a hundred miles out of your way just to reconnect with a dying fast-food restaurant you last enjoyed in the early to mid-90s. That person was me - that restaurant was Rax.

I could go on about Rax's history, but in short, Rax was briefly a very popular roast beef fast-food chain. Growing up in the 80s and early 90s in Western PA, Rax was the good fast-food spot. The milkshakes. (Personally, the chocolate chip milkshake was heaven.) Uncle Alligator Kids Meal with the chocolate chip cookie. Take that McDonald's Happy Meal! The fancy salad and hot foods bar. Going to Rax was special. Like so many similar restaurants, various investments, management decisions, etc., led Rax to almost disappear overnight. By the time I graduated college in late 1999, about 60 Rax remained - down from over 500 just ten years earlier.

Over the last 25 years, typical internet curiosity and rabbit holes had me watch Rax dwindle from 14 to 8, and now 6 (or possibly four). In 2017, I passed a Rax in Harlan, Kentucky, but made the mistake of not stopping. I vowed not to do that again.

Finally, nearly a decade later, I did it. On a recent trip from Charlotte to Pittsburgh, I took the detour to the Lancaster, Ohio Rax. A bucket list item, a pilgrimage, but honestly, I was chasing nostalgia. What I found was a mix of memories and a hard dose of reality.

Unfortunately, the lobby at the Lancaster, Ohio Rax was closed.

When I arrived at Rax, it looked just like the restaurants I remembered. The logo inside the trapezoidal sign, the solarium (it wasn't just at Wendy's), the burgundy and white, were all there. It was like 1989 again at Rostraver. But it was different: an empty parking lot and, at the entrance, a sign that read, "Lobby closed due to staffing." Yes, a sign of the times, but the first smack of reality.

I wanted to go inside, sit down, revisit the glass-walled sunroom. I couldn't; instead, an employee on break sat in that familiar glass enclosure enjoying a roast beef sandwich.

So, it was to the drive-thru. Pulling up to the ancient order board with updated pricing taped to the display, I began to worry about how disappointing this experience would be. But quickly, an energetic voice came through the speaker: "Welcome to Rax. May I take your order?" I ordered a beef & cheddar, curly fries, and a chocolate chip milkshake. (Mike Lange would always say, "That hasn't happened since the eighth-grade picnic." It may have been the eighth grade when I last had a Rax Chocolate Chip Milkshake.)

The drive-thru menu board hangs on.

Two cars were in front of me, but they moved quickly. I pulled up to the window and started a conversation with the cheerful woman working the drive-thru. I asked if they get a lot of people from Pittsburgh making the three-hour drive just to eat at Rax. She said there are plenty. She then asked if I was the guy from Pittsburgh who called today to see if they sold their "Rax: Fast Food With Style" t-shirts. (I wasn't, and they should.)

She explained they only have five locations remaining and then said maybe four. She heard that another location in Ohio is currently closed. "The guy who owns us now lives in Ohio," she explained. "He wants to bring Rax back. I hope they don't shut them all down."

The Rax had four people working when I came through. Recently, they have reopened on Saturdays due to adding staff. In addition to the lobby being closed, the restaurant is closed on Sunday.

My order - Rax Beef & Cheddar sandwich, curly fries, and a chocolate chip milkshake.

I paid for my meal, took the best peek I could of the inside; the decor is definitely dated, got my meal, and left. I decided to eat in the parking lot and take as much as I could in. The beef and cheddar was nothing special, rather bland. The curly fries were well seasoned and freshly fried. But the chocolate chip milkshake was exactly what I remembered, even the clumps of chocolate chips and shavings at the bottom. Maybe even better. It was delicious.

With that first taste of my milkshake, a fond smile came across my face as I recalled my parents taking us to Rax. I found myself remembering as much detail as I could: the inside decor, the Uncle Alligator cardboard cutout, and ohhhh that chocolate chip milkshake.

Then it was time to go. Time to move on. Thanks for the memories, Rax. Tell Uncle Alligator his kids' meals were the best.

All photos taken by post author, September 4, 2026.

How To Get There:

Nevada State Route 120

2026-09-18T04:00:00.073-04:00

Nevada State Route 120 is rural state highway located near Fallon in Churchill County. Nevada State Route 120 begins at US Route 95 (Schurz Highway) and extends 6.26 miles along Pasture Road to the original alignment of US Route 50 at Berney Road (now Nevada State Route 119). Nevada State Route 120 was commissioned during July 1976 and serves to funnel traffic from US Route 95 to the original gate to Naval Air Station Fallon.

Part 1; the history of Nevada State Route 120

Modern Nevada State Route 120 is aligned on Pasture Road eastward from US Route 95 in the vicinity of the shore of Carson Lake. Nevada State Route 120 terminates at Nevada State Route 119 (formerly US Route 50 on Berney Road) near the entrance gates to Naval Air Station Fallon.

Naval Air Station Fallon was commissioned and constructed in 1942 following the United States entering World War II. Originally Naval Air Station Fallon was part of a defensive network of bases east of the Sierra Nevada range which was commissioned to repel a potential Japanese invasion. After World War II the air station would be turned over to the Bureau of Indian Affairs between 1946-1951. The facility would be reactivated as a Naval Auxiliary Air Station in 1951.

Originally the main entrance to the Naval Air Station Fallon was located off of what was then US Route 50 along Berney Road. This original entrance gate can be seen on the 1951 United States Geological Survey map of Carson Sink. The same map displays Pasture Road extending south on Berney Road to US Route 95 via a series of 90 degree turns near the Greenhead Duck Club.

Pasture Road between US Route 95 and then US Route 50 at Berney Road can be seen straightened on the 1957 Nevada Department of Highways map of Churchill County. The map displays the recently straightened segment of Pasture Road as Federal Aid Secondary Route 51.

On January 1, 1972, the Navy would upgrade the auxiliary status at Fallon to a full air station. The recommissioned Naval Air Station Fallon would go through an expansion which would see construction of a housing annex and new main entrance near the intersection of Union Lane and Pasture Road.

On July 1, 1976, the state would commission Nevada State Route 120 to serve the original entrance of Naval Air Station Fallon. Nevada State Route 120 originated at US Route 95 and followed Pasture Road along Carson Lake to Nevada State Route 119 at Berney Road. Nevada State Route 120 has never been altered since being commissioned and is 6.26 miles in length.

Part 2; a drive on Nevada State Route 120

Nevada State Route 120 begins along Pasture Road south of Nevada State Route 119 (Berney Road).

Nevada State Route 120 curves softly to the west near the shore of Carson Lake.

Nevada State Route 120 terminates at US Route 95.