Gribblenation

Mount Pinos Highway

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

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

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

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

Part 1; the history of Mount Pinos Highway

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

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

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

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

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

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

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

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

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

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

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

Although the California Gold Rush was mainly centered around the northern extent of the Sierra Nevada range it was wasn't long before additional claims were made further south. By 1853 gold claims were struck along the Kern River which led to the Kern River Gold Rush. The Kern River Gold Rush would spur numerous claims in the southern Sierra Nevada.

Given the routing of El Camino Viejo was largely aligned west of Tulare Lake it was found to be wanting as a major stage road which would link Stockton, the southern Sierra Nevada mining claims and Los Angeles. A new route from Stockton to Los Angeles following the Sierra Nevada along the eastern edge of San Joaquin Valley was plotted. This state route came to be known as the Stockton-Los Angeles Road.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Part 2; a drive and hike on Mount Pinos Highway

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

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

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

Mount Pinos Highway passes by the Mount Pinos Campground.

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

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

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

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

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

The view facing east from the summit of Mount Pinos.

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

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

Little Tujunga Canyon Road

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

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

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

Part 1; the history of Little Tujunga Canyon Road

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

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

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

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

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

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

Part 2; a drive on Little Tujunga Canyon Road

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

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

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

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

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

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

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

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

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

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

The roads of Avalon, California

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Part 2; scenes along Crescent Avenue

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

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

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

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

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

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

Part 3; a drive on St. Catherine Way

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Stagecoach Road ascends to the Smith Rose Overlook of Avalon.

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

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

Chimes Tower Road returns to Stagecoach Road and Vieudelou Avenue.

Part 7; scenes and other facts about Avalon Roads

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

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

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

The 1911 Hanapepe River Bridge (Old Kaumualii Highway)

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

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

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

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

Part 1; the history of 1911 Hanapepe River Bridge

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

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

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

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

National Register of Historical Places application for inclusion of Kuhio Highway

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

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

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

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

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

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

Part 2; a visit to the 1911 Hanapepe River Bridge

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

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

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

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

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

Frazier Mountain Park Road

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

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

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

Part 1; the history of Frazier Mountain Park Road

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

The establishment of Fort Tejon spurred commercial logging interests in the San Emigdio Mountains, Mount Pinos and Frazier Mountain. In 1854 a sawmill was established along the northern flanks of Frazier Mountain. The lumber mill supplied wood for much of the construction of buildings at nearby Fort Tejon.

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

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

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

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

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

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

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

Part 2; a drive on Frazier Mountain Park Road

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

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

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

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

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

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

Jesus Maria Road (Calaveras County)

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

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

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

Part 1; the history of Jesus Maria Road

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

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

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

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

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

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

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

Part 2; a drive on Jesus Maria Road

Westbound Jesus Maria Road begins at Railroad Flat Road.

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

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

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

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

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

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

Did Caltrans just kill the G26 cutout US Route shields?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2026 Caltrans MUTCD

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

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

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

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

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

Sheep Ranch Road (Calaveras County)

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

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

Part 1; the history of Sheep Ranch Road

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

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

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

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

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

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

Part 2; a drive on Sheep Ranch Road

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

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

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

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

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

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

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

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

Hawaii Route 541

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

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

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

Part 1; the history Hawaii Route 541

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

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

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

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

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

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

Part 2; a drive on Hawaii Route 541

Hawaii Route 541 begins at Hawaii Route 50 in Eleele.

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

Former California State Route 4 on Main Street in Douglas Flat

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

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

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

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

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

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

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

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

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

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

Part 2; a drive along Main Street in Douglas Flat

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

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

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

Old Wards Ferry Road

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

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

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

Part 1; the history of Old Wards Ferry Road

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

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

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

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

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

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

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

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

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

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

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

Part 2; a drive on Old Wards Ferry Road

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

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

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

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

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

Hawaii Route 540

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

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

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

Part 1; the history of Hawaii Route 540

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

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

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

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

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

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

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

Part 2; a drive on Hawaii Route 540

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

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

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

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

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

Algerine Road (Tuolumne County)

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

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

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

The history of Algerine Road

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

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

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

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

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

Jacksonville Road (Tuolumne County)

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

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

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

Part 1; the history of Jacksonville Road

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

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

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

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

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

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

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

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

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

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

Part 2; a drive on Jacksonville Road

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

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

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

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

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

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

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

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

Kauai County Route 530

2026-03-12T04:00:00.168-04:00

Kauai County Route 530 is an approximately 3.4-mile rural highway which connects Koloa west to Lawai. This corridor begins at Poipu Road (Kauai County Route 520) in Koloa and follows Koloa Road west to Hawaii Route 50 (Kaumualii Highway) in Lawai.

Kauai County Route 530 was originally commissioned as Hawaii Route 53 in 1955. This corridor was spun off into the Kauai County Route System in 1968 and was renumbered as "530" during the 1970s.

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

Part 1; the history of Kauai County Route 530

As presently configured Kauai County Route 530 is a 3.4-mile corridor which connects Koloa to Lawai. Kauai County Route 530 begins at Poipu Road in Koloa and follows Koloa Road west to Hawaii Route 50 (Kaumualii Highway) in Lawai. Historically this County Route is tied heavily to the history of the community of Koloa.

Koloa was founded in 1835 as a sugar plantation by Ladd & Company. The Ladd & Company plantation was centered on a 980-acre land plot lease granted by Royal Governor, Kaikioewa. The site specifically chosen due to the high-quality soil and nearby reliable source of water at Maulili Pool.

Sugar production at the Koloa Mill was initially slow and centered around 12 acres. A second mill was constructed near the confluence of Waikoko Stream and Waihohonu Stream in 1841. This then new mill was able to process far higher volumes of sugar cane. Despite construction of a new mill Ladd & Company was unable to maintain profits and had their lease vacated by the Kingdom of Hawaii in 1845. Lease interests in the Koloa Mill were sold to Robert Wood who operated the facility until 1874.

The roads presently comprising what is now Kauai County Route 520 are all shown on the 1903 Hawaii Territory Map of Kauai. A marina facility at Koloa Landing is shown to located on what is now Hoonani Road.

In 1906 the narrow gauge (2 foot 6 inch) Kauai Railway was constructed from Port Allen east to Koloa via Kalaheo. The 1841-era Koloa Mill was shuttered in 1912 as a new and much larger mill would open east of the community. The Kauai Railway would shutter in 1947 when trucks functionally replaced the line. The Koloa Sugar Plantation would change hands numerous times and eventually would shutter for a final time in 1996.

In 1955 the Hawaii Route System was expanded to Kauai. The community of Koloa was initially assigned to the corridors of Hawaii Routes 52 and 53. Hawaii Route 52 initially appears to have only extended from Hawaii Route 50 near Knudson Gap to Hawaii Route 53 in Koloa. This initial alignment of Hawaii Routes 52 and 53 appears on the 1959 Gousha Highway map of Hawaii. Hawaii would become the 50th State on August 21, 1959.

Hawaii Routes 52 and 53 are shown to both mutually terminate in Koloa at Poipu Road on the 1963 United States Geological Survey map of Koloa.

In 1968 the Hawaii Route System and County Route Systems were split. Both Hawaii Route 52 and 53 were not retained as State Highway inventory and were spun off as Kauai County Routes. During the 1970s both corridors were renumbered as 520 and 530 which indicated to be secondary highways.

Part 2; a drive on Kauai County Route 530

Westbound Kauai County Route 530 begins at the intersection of Koloa Road and Poipu Road in Koloa. This junction does not have reassurance shields, and the guide sign indicates Waimea as a control city instead of Lawai.

Westbound Kauai County Route 530 passes through a roundabout at Ala Kalanikaumaka Street.

Kauai County Route 530 follows Koloa Road to a western terminus at Hawaii Route 50 in Lawai.

Ala Kinoiki Way to Poipu Beach (the Koloa Bypass)

2026-03-12T04:00:00.165-04:00

Ala Kinoiki Way (the Koloa Bypass) is 2.9-mile rural bypass of the community of Koloa which permits direct access from Kauai County Route 520 to Poipu. Construction of Koloa Bypass would begin in 1999 and opened to traffic in 2001 following a project delay due to surfacing issues. Kauai County intends to extend the Koloa Bypass west to Kauai County Route 530 (Koloa Road) by 2035 as part of Federal Aid-Highway Route 522.

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

Part 1; the history of the Koloa Bypass

The Koloa Bypass corridor was a project intended to grant the community of Poipu direct access to Kauai County Route 520 (Mahulia Road). Originally traffic wishing to access Poipu had to pass through the congested community of Koloa and utilize Poipu Road.

Construction of the Koloa Bypass began on May 17, 1999. During October 2000 a naming contest for the bypass was held. The Kauai County Mayor's Office would select "Ala Kinoiki Way" from the list of submitted contest entries.

The Koloa Bypass was functionally completed between Kauai County Route 520 and Poipu Road by early 2001. A formal dedication ceremony for the bypass was planned for March 14, 2001. Kauai County discovered upon final inspection that the initial project contractor (Rego Construction) had applied the roadway concrete too thinly.

Okada Trucking Company out of Oahu was contracted to finish the Koloa Bypass. The June 23, 2001, Garden Island announced the corridor was anticipated to be open to traffic the coming August.

The County of Kauai intends to eventually extend the Koloa Bypass west of Kauai County Route 520 to Kauai County Route 530 (Koloa Road). This extension appears as Federal-Aid Highway Route 522 on the 2035 Transportation Plan for the District of Kauai. All Federal Aid-Highway Programs in Hawaii are assigned Route numbers consistent with the established State Highway numbering systems applicable to individual islands. In the case of Kauai these numbers range from 50-59, 500-599 and 5000-5999.

Part 2; a drive on the Koloa Bypass

The southbound Koloa Bypass begins a short distance from Koloa along Kauai County Route 520 (Maluhia Road). Poipu is used as a control city, and the street blade indicates the bypass name of Ala Kinoiki (which lacks "Way").

The Koloa Bypass extends 2.9 miles southward and terminates at Poipu Road.

Poipu has been inhabited well before European contact in Hawaii. The Hapa Trail was an ancient Hawaiian roadway to the area which has been dated to around 1200 AD. Modern Poipu is a resort community which had 1,299 residents on the 2020 census. Nearby Poipu Beach Park is one of the best-known locations on Kauai to see Sea Turtles resting during evening hours.

Los Cerritos Road (Stanislaus County and Merced County)

2026-03-11T04:00:00.097-04:00

Los Cerritos Road is an approximately six-mile corridor located east of Turlock Lake. Los Cerritos Road begins at Lake Road in Stanislaus County and terminates at Keyes Road (County Route J16) in Merced County.

Los Cerritos Road was developed as an access highway to the construction site of Turlock Lake during the 1910s. The corridor was originally called "Fanning Road" in reference to a local property owner who lived on the Tuolumne River. The modern name "Los Cerritos Road" first appears on the 1960s-era maps.

Part 1; the history of Los Cerritos Road

Prior to the construction of Turlock Lake Dam much of southeast Stanislaus County was devoid of infrastructure and roadways. This lack of development can be seen southeast of Roberts Ferry and the Tuolumne River on the 1906 Map of Stanislaus County.

Los Cerritos Road was constructed as an access roadway out of the Snelling area to the site of the Turlock Lake reservoir at Three Tree Flat. Said reservoir was a project by the Turlock Irrigation District which has been in operations since 1887. Turlock Lake Dam was formally commissioned in 1915.

Fanning Road (now Los Cerritos Road) can be seen branching northwest from the Merced County line to the construction site of Turlock Lake on the 1914 Weber's map of Stanislaus County.

The northern terminus of Fanning Road (blue pin) can be seen on the 1916 United States Geological Survey map of Three Tree Flats. The northern terminus shown here is aligned slightly east of where modern Los Cerritos Road now terminates at Lake Road. Fanning Road was initially named after property owner W.J. Fanning who lived along the Tuolumne River.

Fanning Road can be seen in Township 4 South, Range 13 East spanning from Lake Road in Stanislaus County to Keyes Road near Snelling in Merced County on the 1935 Division of Highways map of Stanislaus County.

In 1950 the state of California would lease Turlock Lake from the Turlock Irrigation District to create Turlock Lake State Recreation Area. Fanning Road can be seen aligned to the modern terminus of Los Cerritos Road on the 1953 United States Geological Survey map of Turlock Lake.

Fanning Road appears renamed to "Los Cerritos Road" on the 1968 United States Geological Survey map of Turlock Lake. "Los Cerritos" translated from Spanish means "The Hills."

Part 2; a drive on Los Cerritos Road

Southbound Los Cerritos Road begins branching away from Lake Road in Stanislaus County.

Los Cerritos Road proves to have an accurate name as it is aligned through hilly terrain. The southbound highway enters Merced County departing the Turlock Lake area.

Los Cerritos Road continues south and terminates at Keyes Road (Merced County Route J16) near the outskirts of Snelling.

Penon Blanco Road (Mariposa County)

2026-03-09T04:00:00.071-04:00

Penon Blanco Road is an approximately 4.5 mile rural one-lane highway located in the Coulterville area of Mariposa County. This highway is named after the ghost town of Peñón Blanco and was once part of a cutoff from Don Pedro Bar to Big Oak Flat. The Peñón Blanco town site was established near the namesake Peñón Blanco Mine in 1849. The Peñón Blanco Mine extracted hard rock gold ore which would consume the town site during the 1860s.

Part 1; the history of Penon Blanco Road

Penon Blanco Road is named after the early California Gold Rush town of Peñón Blanco. The Peñón Blanco town site was established near the namesake Peñón Blanco Mine in 1849. The Peñón Blanco Mine extracted hard rock gold and would consume the town site during the 1860s. Reportedly the mine had a 20-stamp mill and was actively worked as part of the larger Coulterville mining district until 1912.

Peñón Blanco (shown as Pena Blanca) can be seen northwest of Coulterville on the 1893 USGS map of Sonora. Penon Blanco Road originally served as a cutoff for traffic wishing to bypass Coulterville while traveling from Don Pedro Bar to Big Oak Flat. Penon Blanco Road itself was once continuous with Priest-Coulterville Road.

Penon Blanco Road can be seen as a minor local highway (black line) between California State Routes 132 (now Granite Springs Road) and 49 (red lines) in the Coulterville area west of Blacks Creek on the 1935 Division of Highways map of Mariposa County.

Part 2; a drive on Penon Blanco Road

Eastbound Penon Blanco Road splits from Granite Springs Road near the Granite Springs Cemetary.

Penon Blanco Road traffic is advised of flood prone terrain 1.5 miles east of Granite Springs Road.

Penon Blanco Road begins an uphill ascent along the southern flank of Penon Blanco Peak to a vista of Horseshoe Bend in the Lake McClure Reservoir.

Penon Blanco Road continues east and intersects Penon Blanco Lookout Road. This dirt road jogs northward to the top of Penon Blanco Peak (elevation 2,878 feet above sea level).

Penon Blanco Road makes a steep eastbound descent and terminates at California State Route 49 near Blacks Creek. The terminus roughly where the town site of Peñón Blanco.

Campus Parkway (Merced, California)

2026-03-06T03:00:00.125-05:00

Campus Parkway is a 4.5-mile expressway corridor located in and around the city of Merced. Campus Parkway spans from California State Route 99 to Yosemite Avenue and is part of the larger conceptual Campus Loop corridor. The Campus Loop in full scale a series of planned roadways which if built will encircle Merced with an expressway grade beltway and permit easier access to the University of California-Merced campus. Campus Parkway was completed in three phases in 2009, 2020 and 2022.

Part 1; the history of Campus Parkway

The purpose of Campus Parkway is to enhance access to the campus of University of California-Merced (UC-Merced). In full scale the corridor begins at California State Route 99 Exit 185 and extends 4.5 miles northward as a four-lane expressway to Yosemite Avenue. The Campus Parkway corridor can be seen in contrast to the rest of the larger proposed Campus Loop which also includes Atwater-Merced Expressway.

Currently access to the UC-Merced is mostly provided by way of substandard two-lane roadways. The concept of a Merced campus as part of the University of California system was borne during the late 1980s and early 1990s due to increased Central Valley enrollment. The University of California Board of Regents selected Merced for the planned new campus during May 1995. Construction of the UC-Merced campus broke ground during October 2002 and would open for classes during September 2005.

The Draft Environmental Impact Report for Campus Parkway was submitted via the provisions of the California Environmental Quality Act (CEQA) on April 22, 2005. The corridor was planned as spanning from California State Route 99 north to Yosemite Parkway. The project also included an overpass of overpass the Burlington North Santa Fe Railway and California State Route 140. Access to California State Route 140 was proposed to be facilitated via a ramp structure.

An initial affirmative Notice of Determination regarding Campus Parkway was issued by CEQA on December 26, 2006. Further facets of the project were approved on September 26, 2007.

Phase I of Campus Parkway included construction of the interchange with California State Route 99 and the roadway to Childs Avenue in 2009. The Phase II corridor broke ground during early 2018 and was scheduled for completion during the first quarter of 2020. Phase II would extend from Childs Avenue north to the ramp connecting to California State Route 140. Phase II was funded by way of Senate Bill 1 Transportation Package. Said bill allocated $100,000,000 in funding to Phase II and Phase III of the Campus Parkway project.

Campus Parkway Phase II construction can be seen in a southward aerial photo facing towards California State Route 140 circa December 2018. The connecting ramp to California State Route 140 can be seen on the left.

Phase II construction can be seen in a January 2019 photo facing northward towards California State Route 140.

The Phase II Campus Parkway completion dedication ceremony was held on February 3, 2020.

Phase III of the Campus Parkway project broke ground shortly after completion of Phase II. The Phase III corridor would extend the roadway from California State Route 140 north to the planned terminus at Yosemite Avenue. Initial projections had Phase III opening to traffic during June 2023 but was ultimately completed ahead of schedule. The Phase III dedication ceremony celebrating the completion of Campus Parkway was held on July 8, 2022 (photo Merced County Times).

Part 2; a drive on Campus Parkway

Northbound Campus Parkway begins at California State Route 99 Exit 185 in the city of Merced. The exit signage notes Campus Parkway to be the preferred access way to UC Merced.

Campus Parkway turns northward and crosses over the Burlington North Santa Fe Railway and California State Route 140 at the Merced city limit. State Highway access is permitted to the state highway via a connecting ramp signed as "Campus Parkway Access."

Campus Parkway passes through a roundabout at Olive Avenue. The corridor continues northward to a terminus located at another roundabout found at Yosemite Avenue. Beyond Yosemite Avenue local signage advises traffic to follow Lake Road to UC Merced.

Kauai County Route 520

2026-03-05T03:00:00.191-05:00

Kauai County Route 520 is 5.1-mile rural highway which serves the community of Koloa. Kauai County Route 520 begins at Hawaii Route 50 (Kaumualii Highway) near Knudson Gap and extends south to Koloa Landing near the southern coast of Kauai. This county route is mostly known for the Koloa Tree Tunnel which is a row of 500 Eucalyptus Trees planted in 1911.

What is now Kauai County Route 520 was originally commissioned in 1955 as Hawaii Route 52. Hawaii Route 52 as originally only extended from Hawaii Route 50 south to Hawaii Route 53 at Poipu Road in Koloa. During the late 1960s Hawaii Route 52 was spun off as Kauai County Route and would later be renumbered as "520" during the 1970s. By the early 1980s Kauai County Route 520 was extended to the vicinity of Koloa Landing and has since had a nominal extension to Hoonani Road.

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

Part 1; the history of Kauai County Route 520

As presently configured Kauai County Route 520 begins at Hawaii Route 50 (Kaumualii Highway) near Knudson Gap. From Knudson Gap the highway uses Maluhia Road to reach the community of Koloa to the south. The highway continues south from Koloa to Koloa Landing via Koloa Road, Poipu Road, Lawai Road and Hoonani Road.

Kauai County Route 520 is heavily tied to the community of Koloa. Koloa was founded in 1835 as a sugar plantation by Ladd & Company. The Ladd & Company plantation was centered on a 980-acre land plot lease granted by Royal Governor, Kaikioewa. The site specifically chosen due to the high-quality soil and nearby reliable source of water at Maulili Pool.

In 1955 the Hawaii Route System was expanded to Kauai. The community of Koloa was initially assigned to the corridors of Hawaii Routes 52 and 53. Hawaii Route 52 initially appears to have only extended from Hawaii Route 50 near Knudson Gap to Hawaii Route 53 in Koloa. This initial alignment of Hawaii Route 52 appears on the 1959 Gousha Highway map of Hawaii. Hawaii would become the 50th State on August 21, 1959.

Hawaii Routes 52 and 53 are shown to both mutually terminate in Koloa at Poipu Road on the 1963 United States Geological Survey map of Koloa.

Kauai County Route 520 can be seen terminating near Koloa Landing on the 1983 United States Geological Survey map of Koloa. The map displays the highway ending at the intersection of Poipu Road at Lawai Road.

It isn't clear when Kauai County Route 520 was extended to Hoonani Road at Koloa Landing. The current Kauai County Route 520 mileage indicates it terminates at Mile Marker 5.08.

Part 2; a drive on Kauai County Route 520

Southbound Kauai County Route 520 begins by branching south from Hawaii Route 50 near Knudson Gap. The initial 3.3 miles of Kauai County Route 520 are carried by Maluhia Road.

Kauai County Route 520 passes through the Koloa Tree Tunnel. This tree tunnel is comprised of 500 Eucalyptus trees planted in 1911. These which were a gift to the Koloa community by pineapple plantation owner Walter McBryde.

Kauai County Route 520 continues south and passes Ala Kinoiki. Ala Kinoiki is a 2.9-mile roadway which connects directly to Poipu as a bypass of Koloa. This corridor was opened around the turn of the century as was assigned as part of Federal Aid Program Route 522.

Southbound Kauai County Route 520 enters Koloa and makes a right-hand turn onto Koloa Road.

Kauai County Route 520 crosses over the Waikomo Stream Bridge and meets Kauai County Route 530 at Poipu Road. Kauai County Route 520 turns left on Poipu Road whereas Kauai County Route 530 continues west on Koloa Road. The Waikomo Stream Bridge is a Tee Beam structure which was constructed during 1928. The Yamamoto Store (on the left in the first photo below) was opened in 1925 by Howard Yamamoto during the sugar cane heyday of Kauai. Yamamoto would also plant the Monkeypod Tree also seen in Waikomo Stream.

The ruins of the 1841 Koloa Sugar Mill can be found on Waikomo Stream at the northwest corner of Maluhia Road and Koloa Road.

Below are various scenes from the streets around Old Town Koloa. The Sueoka Store can be prominently seen from Koloa Road. The store would relocate to this building in 1933.

Rock River Road (Tuolumne County and Stanislaus County)

2026-03-04T03:00:00.121-05:00

Rock River Road is an approximately 9.3-mile-long rural highway corridor located in the Sierra Nevada foothills of Tuolumne County and Stanislaus County. As presently configured Rock River Road begins at Green Springs Road (former California State Route 120) near Keystone in Tuolumne County and terminates in Willms Road near Warnerville in Stanislaus County.

Rock River Road was originally known as "Oakdale and Sonora Road." This corridor was developed as highway frontage of the Sierra Railroad in the 1890s following the course of North Fork Dry Creek from Warnerville to Keystone. The name "Rock River Road" first appears on 1950s era maps and likely is a reference to a gravel pit once located on North Fork Dry Creek. The paved portion of Rock River Road in Tuolumne County has some of the most haggard asphalt conditions in California whereas the Stanislaus County portion is surfaced in well maintained gravel.

Part 1; the history of Rock River Road

Rock River Road connects the Sierra Railroad sidings of Keystone and Warnerville via the general course of North Fork Dry Creek. The corridor was once known as Oakdale and Sonora Road as it was a direct link to the two communities by highway.

Warnerville is one of many sidings which were established by the Sierra Railway after the company incorporated during February 1897. The company quickly constructed a line east of Oakdale to Chinese Camp by November 1897. The company would plot Occidential, Paulsell, Warnerville, Copperstown, Chinese and Crimea (now Keystone) sidings during the initial run of line construction. The line would later be extended east of Jamestown to the community of Tuolumne by 1900. The Sierra Railway from the outset has been a freight corridor which has mostly been focused on the hauling of lumber.

Oakdale and Sonora Road can be seen branching northeast of Warnerville to the Tuolumne County line near the property of G.W. Price on the 1906 map of Stanislaus County.

Oakdale and Sonora Road can be seen connecting Warnerville to Crimea on the 1914 Weber map of Stanislaus County.

Oakdale and Sonora Road can be seen in detail on the 1916 United States Geological Survey maps of Cooperstown and Copperopolis. The roadway corridor name is overtly displayed on the Copperopolis area map. Rushing Ranch and the Big Hill Lookout (now atop what is known as Rushing Mountain) are both displayed as being accessible just west of the highway withing Tuolumne County.

Oakdale and Sonora Road is displayed as a minor local highway on the 1935 Division of Highways map of Tuolumne County. Crimea is shown to have been renamed as "Keystone."

Oakdale and Sonora Road appears renamed as "Rock River Road" on the 1954 United States Geological Survey map of Copperopolis. It isn't fully clear what the name "Rock River" references. The corridor is not near a river but is shown as permitting access a gravel pit along Dry Creek near the Hetch Hetchy Aqueduct.

The Tuolumne County portion of Rock River Road was eventually paved. Within Stanislaus County the highway has never been paved but is often graded and surfaced with gravel. The asphalt in Tuolumne County is some of the poorest maintained in the state of California (see Part 2 as I'm quite certain this isn't a hyperbolic statement).

Part 2; a drive on Rock River Road

Southbound Rock River Road begins at Green Springs Road (former California State Route 120) near Keystone siding.

Southbound Rock River Road crosses North Fork Dry Creek. The initial asphalt conditions aren't great but not really remarkable until the roadway reaches a private ranch property. Rock River Road turns left at the ranch property, but it is difficult to identify due to the heavily weathered asphalt.

Beyond the ranch the asphalt conditions worsen as Rock River Road approaches a vista of San Joaquin Valley.

The broken asphalt on Rock River Road can be difficult to negotiate around in a low clearance vehicle but can be done at low speeds. The asphalt gives way to gravel at the unmarked Stanislaus County line.

The gravel portion of Rock River Road is well maintained and quite the contrast to the asphalt conditions in Tuolumne County. Nonetheless the remoteness of the terrain is evident due to signage having been blasted by shotgun shells.

Rock River Road terminates at Willms Road near the siding of Warnerville. Rock River Road, Willms Road, Copperstown Road, Warnerville Road and Crabtree Road all converge at Warnerville siding.

Abandoned Fowler Avenue in Clovis, California

2026-03-02T03:00:00.079-05:00

Originally Fowler Avenue in the city of Clovis had a brief discontinuation approaching Herndon Avenue. Fowler Avenue traffic heading northbound was required to detour briefly onto westbound Herndon Avenue. During 2001 this discontinuation was removed when Fowler Avenue was reconfigured to access the Sierra Freeway (California State Route 168) via an interchange. This led to a segment of the original alignment of Fowler Avenue just south of Herndon Avenue to be abandoned. Despite a shopping center opening over part of the original Fowler Avenue alignment in 2016 much of the abandoned roadway remains.

The history of the abandoned original alignment of Fowler Avenue in Clovis

The original alignment of California State Route 168 departed downtown Clovis eastbound along Tollhouse Road. This original alignment did not interact with Fowler Avenue at the Herndon Avenue intersection. Fowler Avenue north of Tollhouse Road ran north to Herndon Avenue where a break in the corridor was encountered. Traffic wishing to continue north on Fowler Avenue was required to take a left-hand turn onto westbound Herndon Avenue followed by a quick right-hand turn.

The original configuration at the Fowler Avenue and Herndon Avenue intersection can be seen on the 1946 United States Geological Survey map of Clovis. California State Route 168 can be seen displayed following Tollhouse Road.

During the 1990s construction on the Sierra Freeway broke ground as the new alignment of California State Route 168. The limited access freeway grade spanned from California State Route 180 at Postmile FRE R0.435 to R11.85 a short distance east of Thompson Avenue. This freeway corridor would be fully opened to traffic during May 2001.

Fowler Avenue was selected for a freeway interchange with the Sierra Freeway a short distance north of Herndon Avenue. Part of this project included realigning Fowler Avenue to make it continuous with the segment north of Hernon Avenue. This led to the original alignment of Fowler Avenue from Herndon Avenue south to Backowski Avenue being abandoned. The segment was likely not razed due to be the land parcels being purchased by commercial real estate interests.

The abandoned portion of Fowler Avenue can be seen behind a shopping center just south of Herndon Avenue on Googe Maps.

The abandoned portion of Fowler Avenue can be seen facing south from Herndon Avenue on a July 2011 Google Street View Image. The abandoned roadway is shown to have been subject to road paint testing at some point.

The shopping center located at the southeast corner of the Fowler Avenue/Hernon Avenue intersection opened during 2016. The new shopping center consumed much of the abandoned portion of Herndon Avenue. Despite the presence of a modern shopping center a portion of abandoned Fowler Avenue is still located behind the parking lot.

These photos face south along the abandoned original alignment of Fowler Avenue.

The reverse view on abandoned Fowler Avenue facing towards Hernon Avenue.

Hot Springs Drive (Tulare County Mountain Road 56)

2026-02-27T03:00:00.295-05:00

Hot Springs Drive is an approximately twenty-mile rural highway in the Sierra Nevada foothills of Tulare County. The Hot Springs Drive corridor begins at Old Stage Road at Fountain Springs and extends eastward to Parker Pass Road near California Hot Springs. Hot Springs Drive is carried by Tulare County Mountain Road 56 and acts as an extension of Avenue 56 (Tulare County Route J22).

What is now California Hot Springs originated as the Deer Creek Hot Springs Resort in 1882. The resort on Deer Creek was originally served by a Control Road which required traffic alternate at different times of the day. The modern California Hot Springs resort would incorporate in 1905 following an ownership change. The Control Road corridor was replaced by Hot Springs Drive around 1915 which intended to serve increasing amount of automotive traffic to California Hot Springs. Much of the resort would later burn in 1968 but was rebuilt in the 1980s.

Part 1; the history of Hot Springs Drive

The Hot Springs along Deer Creek were known to the native Bokinnuwad Yokuts prior the 1853 Kern County Gold Rush. Said gold rush spurred American development of the southern Sierra Nevada foothills in Tulare County. The Witt family would file land patent claims for the lands around upper Deer Creek in the late 1870s. By 1880 the Witts had constructed a bathhouse and campground that was initially called "Deer Creek Hot Springs."

By 1882 the Deer Creek Hot Springs resort had been considered by Henry Witt (claimed to have been founded by the California Hot Springs Resort web page). The resort at Deer Creek is noted to be an active proposal in an October 1883 Tulare Register stub article (courtesy Laile De Silvestro of the Tulare County History Facebook group).

Deer Creek Hot Springs became locally famous due to the reliable 125F degree hot spring water which was notably pure compared to other nearby sources. Deer Creek Hot Springs was connected to the Stockton-Los Angeles Road via a one-way control road running eastward from Fountain Springs along the course of Deer Creek.

The Witt family would sell Deer Creek Hot Springs in 1889 to T.J. Wingrove, G.K. Pike and J.F. Firebaugh out of the Lindsey-Exeter area. In April 1901 Dr. C.E. Bernard purchased the resort business interests of Pike and Firebaugh. In 1902 construction of Hotel Del Venado had broken ground and would be complete by 1904.

Following the death of Dr. Bernard in early 1905 his interests in the Deer Creek Hot Springs would be purchased by S. Mitchell out of Visalia and J.H. Williams out of Porterville. The new owners would incorporate their then new holdings as "California Hot Springs" during June 1905.

The general history of the California Hot Springs resort was featured in the 1913-era book titled "History of Tulare and Kings County." The resort Control Road is noted to be served by stage lines originating out of Porterville and Ducor. The Control Road is noted to be popular with travelers out of Visalia looking to access the resort on day trips.

The Hotel Del Venado can be seen shortly after being completed in a Tulare County Public Library photo.

The California Hot Springs resort can be seen below in a 1907 photo hosted by the Tulare County Public Library.

A California Hot Springs owned stage can be seen climbing the Control Road in a 1909-1910 era photo owned by the Tulare County Public Library. The Control Road as the name implies had one-way traffic which would alternate during different times of the name. This alternation of traffic made it inadequate to handle the emergence of automobiles visiting the resort.

Another stage can be seen stopped on the Control Road circa 1909 in a Tulare County Public Library owned photo.

Below a car can be seen on the Control Road circa 1910 in a Tulare County Public Library owned photo.

The Control Road was supplemented by modern Hot Springs Drive and Grapevine Road around 1915. Hot Springs Drive was intended for cars and used steeper grades located to the south of the Control Road on the ridge opposite King George Peak. Grapevine Road in particular followed the White River east the namesake goldrush era town through to what is now Railroad Canyon. A railroad line east from the Stockton & Tulare Railroad was once under consideration but the general routing is unclear. It is likely that Grapevine Road (now closed to traffic) was constructed with a railroad grade in mind.

The Control Road, Hot Springs Drive and Grapevine Road can all be seen east of the Stockton-Los Angeles Road (now Old Stage Road) on the 1917 California State Automobile Association map. Control Road (in bolded black) is shown to be the then primary highway to California Hot Springs.

The Hotel Del Venado burned in 1932 but was quickly replaced by new accommodations which were complete by 1934. The California Hot Springs Resort can be seen from facing east along Hot Springs Drive in a 1935 era photo owned by the Tulare County Public Library.

Control Road (in red) is shown to still be a major local highway on the 1935 Division of Highways map of Tulare County. Hot Springs Drive (in black) is shown to be minor roadway branching south of King George Peak.

Control Road (in red) is still shown to be the primary highway into California Hot Springs on the 1943 United States Geological Survey map of Tobias Peak. The blue pin denotes where the eastern side of the Control Road/Hot Springs Drive meet near King George Peak.

Hot Springs Drive is shown to have become the primary highway into California Hot Springs on the 1958 United States Geological Survey map of California Hot Springs. The "Hot Springs Drive" designation would be ended all the way west to Fountain Springs where it meets Old Stage Road and Avenue 56. Control Road was rebranded as "Old Control Road" and was truncated as a loop of Hot Springs Road. Hot Springs Drive now is signed as Tulare County Mountain Road 56 whereas Old Control Road is designated Mountain Road 52.

In 1968 Tulare County Route J22 would be designated from Alpaugh east to the beginning of Hot Springs Drive at Fountain Springs. It is unclear why the corridor wasn't extended to California Hot Springs but much of the resorted would burn the same year.

In the 1980s the Gilbert family would purchase the remaining structures at the abandoned California Springs Resort and would reopen it. The resort has been under renovations since 2023. The resort website is still active but does not have a current status for when it is expected to reopen.

Part 2; a drive on Hot Springs Drive

Westbound Hot Springs Drive begins at the terminus of Parker Pass Road (Tulare County Mountain Road 50) in Sequoia National Forest. The Mountain Road 56 designation from this junction is carried west via Hot Springs Drive whereas Pine Flat Drive carries it east.

Traffic turning west onto Hot Springs Drive is advised it can be used to reach Ducor and California State Route 65.

Westbound Hot Springs Drive descends into the California Hot Springs community which has 50 residents of the 2020 census. The actual California Hot Springs resort is located on the left side of the roadway.

The white building on the right appears to be a surviving structure from before the 1968 resort fire.

Hot Springs Drive departs California Hot Springs, exits Sequoia National Forest and crosses Deer Creek where it reaches the westbound beginning of Old Control Road.

Hot Springs Drive flanks south of Kings George Peak (elevation 4,377 feet above sea leave). The corridor intersects the opposite end of Old Control Road after approximately nine miles.

Hot Springs Drive continues west to a terminus located at Old State Road (Mountain Road 109) at Fountain Springs. The designation of Mountain Road 56 continues ahead westbound onto the now un-signed Tulare County Route J22 on Avenue 56 towards Ducor.

The Fountain Springs Old Stage Station has numerous historical plaques. The first plaque contains a brief description of the story of the Pegleg Gold and "El Cojo."

The second plaque contains a brief history of the Stockton-Los Angeles Road. The Stockton-Los Angeles Road corridor had been established in 1853 to facilitate easier overland travel to the southern Sierra Nevada following the discovery of gold on the Kern River. The Native American trails and expeditions which formed the basis of the corridor are listed.

The final plaque contains a brief history of Fountain Springs. Fountain Springs was established at the junction of the Stockton-Los Angeles Road and what was to become the Bull Road of Thomas Baker sometimes around 1855.

The view east from Fountain Springs along Hot Springs Drive towards California Hot Springs. A large guide sign notes the status of traffic reaching Pine Flat and Johnsondale (via Parker Pass).

Kilauea Road to Kiauea Point Lighthouse

2026-02-26T03:00:00.143-05:00

Kilauea Road is an approximately 1.8-mile rural roadway at the northernmost extent of the Hawaiian island of Kauai. This roadway permits access to the Kilauea Point Lighthouse which has since 1985 been part of the Kilauea Point National Wildlife Refuge.

Kilauea Road was built to permit overland access through the Kilauea Sugar Plantation to the Kilauea Point Lighthouse. This lighthouse was dedicated on May 1, 1913, and was operational until 1976. The 200-foot-high cliffs and easy access to birds such as the Nene make Kilauea Road one of the most notable non-State Highway corridors on Kauai.

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

Part 1; the history of Kilauea Point Lighthouse

Kilauea Point is the northernmost extent of the island Kauai. This point is a peninsula built upon lava rock which protrudes into the Pacific Ocean. Kilauea Point is displayed (as Lao o Kilauea) on the 1903 Hawaii Territory Survey map of Kauai. The closest roadway is shown to be located approximately a mile to the south in what is now the community of Kilauea (then the Kilauea Sugar Plantation).

In 1909 thirty-one acres at and around Kilauea Point were purchased by the Federal Government from the Kilauea Sugar Plantation (for $1) for the purposes of building a lighthouse. Construction of Kilauea Point Lighthouse began on July 1, 1912. Construction material for the lighthouse was brought to the location via ship where it was hoisted from the water via a boom derrick. The then new lighthouse was dedicated on May 1, 1913. Kilauea Road was constructed north from the Kauai Belt Road (now Kuhio Highway) to permit overland access to the lighthouse.

The Kilauea Point Lighthouse is 52 feet high and was constructed of reinforced concrete. The Fresnel lens is approximately 9,000 pounds which is floated on mercury and compressed air. The lighthouse received electricity in 1930, and the original lamp was replaced by a lit bulb.

Kilauea Point Lighthouse can be seen as a major destination on the 1931 Hawaii Tourist Bureau map of Kauai.

Kilauea Road is displayed branching north of Hawaii Route 56 (Kuhio Highway) in Kilauea towards Kilauea Point Lighthouse on the 1959 Gousha Highway map of Kauai.

Kilauea Point Lighthouse and the nearby Coast Guard Station can be seen on the 1963 United States Geological Survey map of Anahola. The cliffs around the lighthouse are shown to be approximately 200 feet high.

In 1974 Kilauea Point Lighthouse was automated. The structure was decommissioned in 1976 as the Coast Guard installed a modernized beacon a smaller nearby tower. Ultimately Kilauea Point Lighthouse was preserved as it was added to the National Register of Historical Places on October 18, 1979.

Kilauea Point Lighthouse was incorporated into the Kilauea Point National Wildlife Refuge during 1985. This refuge is one of the easiest places to find Nene (Hawaiian Goose) and various other migratory birds. The structure was officially renamed as Daniel K. Inouye Kilauea Point Lighthouse on May 1, 2013. Inouye served as a U.S. Senator representing Hawaii from January 3, 1963, to December 17, 2012.

Part 2; a drive on Kilauea Road to Kilauea Point Lighthouse

Northbound Kilauea Road begins at Kolo Road in the community of Kilauea. Kolo Road is a former segment of Hawaii Route 56 (Kuhio Highway) which was bypassed in 1973.

As Kilauea Road departs north of Kilauea the speed limit drops to 15 Miles Per Hour. The reason for this speed limit being so low is due to the numerous Nene nesting along the roadway.

Kilauea Road terminates at the entrance gate of Kilauea Point National Wildlife Refuge. Access to the refuge is granted only by making a reservation. The Kilauea Point Lighthouse is observable from a vista at the end of the roadway.

Bear Creek Road (Santa Cruz Mountains)

2026-02-23T03:00:00.126-05:00

Bear Creek Road is a 13-mile roadway which crests the Santa Cruz Mountains. The Bear Creek Road corridor begins at California State Route 9 in Boulder Creek of Santa Cruz County and terminates at California State Route 17 near the Lexington Reservoir of Santa Clara County. A small portion of Bear Creek Road between Skyline Boulevard and Summit Road carries California State Route 35.

The original portion of Bear Creek Road was constructed during the early 1870s southwest of Lexington by logging interests wishing to access Zayante Creek. The corridor was extended to Boulder Creek in 1873 by the Harmon Brothers as the Bear Creek Toll Road. The Harmon brothers toll franchise was ultimately unprofitable and their right-of-way was purchased by Santa Cruz County in 1889 as a public highway. Modern Bear Creek Road is generally considered to be the fastest path of travel between Boulder Creek and San Jose.

Part 1; the history of Bear Creek Road

The first portion of modern Bear Creek Road was constructed by the Santa Clara Valley Mill & Lumber Company during the early 1870s. The original portion of the roadway was built southwest from Lexington in Santa Clara County over the summit of the Santa Cruz Mountains to a mill on Zayante Creek in Santa Cruz County.

The 1876 Thompson Atlas of Santa Clara County displays Bear Creek Road branching southwest from Lexington to the Santa Cruz County line at the summit of the Santa Cruz Mountains.

Bear Creek Road was later extended west of the summit of the Santa Cruz Mountains to Boulder Creek as a toll road. The Bear Creek Toll Road was constructed by Oscar and Austin Harmon in 1873. The toll franchise was ultimately unprofitable and was purchased by Santa Cruz County in 1889 and converted into a public highway. Bear Creek Road was the fastest route of travel between Boulder Creek-San Jose.

Bear Creek Road in the Boulder Creek area can be seen on the 1889 Official map of Santa Cruz County (courtesy Santa Cruz Trains).

Bear Creek Road can be seen connecting Boulder Creek east to the Summit Road near White Rock on the 1902 United States Geological Survey map of Santa Cruz.

Bear Creek Road can be seen below in a 1900-era photo from the University of California Santa Cruz collection (courtesy Scott Tucker).

Bear Creek Road can be seen a short distance east from Boulder Creek approaching the Alpine Lodge in a 1933-era photo (courtesy Scott Tucker).

The 1935 Division of Highways maps of Santa Cruz County and Santa Clara County show Bear Creek Road to be mostly a minor local highway. The Bear Creek Road corridor is shown to begin at Legislative Route Number 116 at Boulder Creek and to terminating to the east at California State Route 17 near Alma siding. The segment between Skyline Boulevard and Summit Road is shown to be part of California State Route 5 (solid red line).

The portion of California State Route 5 carried briefly along Bear Creek Road was added to the State Highway System by the 1919 Third State Highway Bond Act as part of Legislative Route Number 55. The corridor would be assigned as part of California State Route 5 when the initial run of Sign State Routes was announced in the August 1934 California Highways & Public Works. The corridor was later renumbered as California State Route 35 as part of the 1964 State Highway Renumbering to avoid duplication with Interstate 5.

Part 2; a drive on Bear Creek Road

From California State Route 35 southbound the highway transitions from the one-lane segment of Skyline Boulevard onto Bear Creek Road via a left-hand turn.

California State Route 35 southbound departs Bear Creek Road via a right-hand turn onto Summit Road. Traffic is advised of six miles of curves ahead.

Bear Creek Road east of California State Route 35 begins to descend from the summit of the Santa Cruz Mountains. Traffic is advised of rough road conditions ahead.

Eastbound Bear Creek Road descends through storm eroded terrain and passes the entranceway for Bear Creek Redwoods Open Space Preserve Alma parking lot.

Bear Creek Road makes one final descent and terminates at California State Route 17 near the Lexington Reservoir. The Lexington Reservoir impounds Los Gatos Creek which covers the former town sites of Lexington and Alma. The Santa Clara Valley Water District constructed a dam at the site in 1952.