Gribblenation

Nevada State Route 118

2026-09-16T04:00:00.099-04:00

Nevada State Route 118 is an approximately 3.48-mile rural highway located in Churchill County. Nevada State Route 118 begins at Harrigan Road (former US Route 50 and current Nevada State Route 115) and extends eastward along Wildes Road to New River Canal at the northern boundary of Naval Air Station Fallon. This corridor was originally designated in 1939 in Nevada State Route 62 which served the air station radio range. The current highway number of 118 was designated as part of the 1976 Nevada State Highway renumbering.

Part 1; the history of Nevada State Route 118

Nevada State Route 118 follows Wildes Road east from Schurz Highway (US Route 95) from the outskirts of Fallon. Wildes Road was constructed alongside the L Line Canal which connects to Stillwater Slough.

Wildes Road can be seen alongside L Line Canal east from Fallon to Stillwater Slough on the 1908 United States Geological Survey map of Carson Sink. Wildes Road is shown to cross the Old Carson River channel near Harmon Road.

The predecessor designation to Nevada State Route 118 was Nevada State Route 62. Nevada State Route 62 first appears on the 1940 Nevada Department of Highways map and was commissioned in 1939. Nevada State Route 62 began at US Route 50 (Harrigan Road) and followed Wildes Road approximately 3.5 miles to the east.

The 1951 United States Geological Survey map of Carson Sink displays the terminus of Nevada State Route 62 at New River Canal. Wildes Road is shown to continue a short distance east to the Naval Auxiliary Air Station Fallon radio range.

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

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

The 1969 Nevada Department of Highways map of Churchill County displays Wildes Road as having been extended from the terminus of Nevada State Route 62 to US Route 50. The non-State Highway portion of Wildes Road is shown to be a gravel surface.

On July 1, 1976, the Nevada State Highway Renumbering took place. Nevada State Route 62 was renumbered as Nevada State Route 118. The modern State Highway corridor has never been extended eastward to US Route 50.

Part 2; a drive on Nevada State Route 118

Nevada State Route 118 begins on Wildes Road east of Harrigan Road (Nevada State Route 115).

Nevada State Route 118 departs the Fallon area heading eastward and intersects Pasture Road. Pasture Road is signed as being the primary access route to Naval Air Station Fallon.

Nevada State Route 118 terminates along Wildes Road at New River Canal. Wildes Road continues for approximately 2 miles east to US Route 50.

The alignment history of US Routes 50 and 95 in Fallon

2026-09-14T04:00:00.378-04:00

Fallon has been the seat of Churchill County since 1904 and during the automotive era has been part of numerous historic highways. Fallon was first designated as part of the Lincoln Highway in 1913 and was part of three distinct alignment generations of the trans-continental corridor. By November 1926 the last generation of the Lincoln Highway in Fallon was repurposed as part of US Route 50. By 1939 US Route 95 was aligned through Fallon when the corridor was extended through Nevada to Blythe, California.

The current alignments of US Routes 50 and 95 began to evolve during the 1950s and would be in place by 1959. Numerous older segments of US Route 50 since 1976 have been repurposed as Nevada State Routes 115 and 119. This blog serves as an examination of the alignment history of the US Routes and the Lincoln Highway within the Fallon area.

Early US Route 50 and Nevada State Route 1A (later US Route 95) can be seen passing through Fallon the 1937 Nevada Department of Highways map of Churchill County.

Part 1; the history of US Routes 50 and 95 in Fallon

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

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

The Fallon city plot can be seen on the 1908 United States Geological Survey map. The Fallon city plot was based around the north/south oriented Maine Street.

Maine Street in downtown Fallon can be seen below in January 1913 (University of Nevada, Reno photo).

During 1912 Indiana Businessman Carl G. Fisher conceptualized the Lincoln Highway as a major transcontinental Auto Trail. The Lincoln Highway was formally dedicated on October 31, 1913, and would pass through Fallon. The Lincoln Highway initially used the following alignment heading westbound in Fallon:

- Berney Road

- Perimeter Road

- A no longer existing east/west road through Naval Air Station Fallon

- Union Lane

- Testolin Road

- Drumm Lane

- Harrigan Road

- Stillwater Avenue

- East Street

- Center Street

- Maine Street

- Williams Avenue

- Auction Road towards a no longer existing bridge at the Carson River

The initial alignment of the Lincoln Highway through Fallon can be seen as a blue line on the official Lincoln Highway Association map.

The Nevada Department of Highways was commissioned on March 23, 1917. The department would adopt numerous major highway corridors to be improved as modern automotive roadways. Much of the existing Lincoln Highway corridor including Fallon would become part of Nevada State Route 2.

Planned Nevada State Route 2 can be seen on the 1917-1918 Nevada Department of Highways Biennial. The planned state highway corridor through Fallon was shown to be proposed to follow much of the original routing of the Lincoln Highway.

The Lincoln Highway would be shifted onto an alignment through Stillwater via used to the Stillwater Mountains to avoid the flood prone Fallon Sink. West of Stillwater the second-generation Lincoln Highway followed Stillwater Road and entered downtown Fallon on Stillwater Avenue. The Stillwater alignment of the Lincoln Highway was intended to be temporary, and was addressed in the 1917-1918 Nevada Department of Highways Biennial.

A new concrete bridge carrying the Lincoln Highway over the Carson River west of downtown Fallon was featured in the 1919-1920 Nevada Department of Highways Biennial. This then new crossing shifted the highway to the south as an extension of Williams Avenue. The previous span had been located along Auction Road and was in danger of collapse.

The second generation of the Lincoln Highway in the Fallon area was short lived and would be replaced during the early 1920s. The Lincoln Highway Association contributed funding to the Nevada Department of Highways to construct 17.3 miles of new roadway over the Fallon Sink between Sand Springs and Grimes Ranch (1919-1920 Nevada Department of Highways Biennial).

Construction of the new grade of Nevada State Route 2 at Fallon Sink can be seen in the 1919-1920 Nevada Department of Highways Biennial.

The 1919-1920 Nevada Department of Highways Biennial referenced the Fallon Sink as being infamously known as the most haggard segment of the Lincoln Highway.

The 1921-1922 Nevada Department of Highways Biennial announced that the new alignment of Nevada State Route 2 and the Lincoln Highway was completed during early 1922. The roadway was found to be insufficiently graded which required correction via numerous additional contracts.

The 1923-1924 Nevade Department of Highways Biennial reported approximately 6.22 miles of the Lincoln Highway was surfaced during recent contracts. The paving included 1.22 miles of Portland Cement in downtown Fallon.

The third generation of the Lincoln Highway heading westbound was shifted onto an alignment which used Berney Road and Harrigan Road towards Stillwater Avenue in Fallon. When the US Route System was finalized by the American Association of State Highway Officials (AASHO) on November 11, 1926, the corridor US Route 50 would follow the third generation Lincoln Highway through Fallon.

Early US Route 50 in the Fallon area can be seen on the 1927 National Map Company Highway Map of California.

The first over reference to Nevada State Route 1A first appears in the 1927-1928 Nevada Department of Highways Biennial. The corridor was referenced as part of a survey ordered between Schurz and a point 7.5 miles north of Fallon. Nevada State Route 2A originated as Nevada State Route 3 in Schurz and spanned north via Fallon to US Route 40 at Fanning siding.

Nevada State Route 1A can be seen in detail on the 1929 Nevada Department of Highways map.

The 1929-1930 Nevada Department of Highways Biennial reported that much of Nevada State Route 1A between Schurz and Fallon had been constructed biennium period. The project was part of a general program intended to improve highway access north of Hawthorne along Walker Lake.

The same biennial featured a photo of US Route 50 at the Fallon Sink near Four Mile and Eight Mile Flats.

The 1930-1932 Nevada Department of Highways Biennial announced that Nevada State Route 1A had been constructed to state standards south of Fallon to the Mineral County line. The improvements were funded by 1931 legislative allocations. Nevada State Route 1A south of US Route 50 in downtown Fallon initially used Maine Street and Schurz Highway.

Early US Route 50 and Nevada State Route 1A can be seen passing through Fallon the 1937 Nevada Department of Highways map of Churchill County. Westbound US Route 50 can be seen using Harrigan Road, Stillwater Avenue, East Street, Center Street, Maine Street and Williams Avenue to pass through Fallon. Nevada State Route 1A can be seen using Maine Street and Schurz Highway through Fallon.

The AASHO Executive Secretary advised the Highway Engineers of; California, Nevada, Oregon and Idaho in a letter dated July 7, 1939, that Executive Committee approved the extension of US Route 95 to Blythe, California. The extension of US Route 95 into California was contingent upon the completion of the Idaho-Oregon-Nevada Highway #456 in Oregon. The extension of US Route 95 to California brought it through Fernley via multiplex of US Route 40 where the former split east towards Fallon via Main Street.

US Route 95 was intended to branch from US Route 40 via Nevada State Route 1A towards Fallon. A June 10, 1939, letter by the Nevada Highway Engineer notes the condition of Nevada State Route 1A north of Fallon was poor. A temporary alignment of US Route 95 via multiplex of US Route 40 to Fernley is cited as being recommended until Nevada State Route 1A was brought to higher standards. The Nevada Highway Engineer expressed desire to have US Route 95 aligned through Yerington temporarily instead of backtracking eastward to Fallon.

US Routes 50 and 95 can be seen multiplexing from Fernley to Fallon on the 1940 Official Road Map of Nevada. Within Fallon US Route 95 branched south to Schurz via Nevada State Route 1A.

The AASHO Executive Committee notified the State of Nevada of an approved request to create an alternative alignment of US Route 95 originating in Fernley on July 1, 1940. US Route 95A was requested to branch from US Route 95 via US Route 40/Main Street in Fernley, south on Nevada State Route 2B to Yerington and east via Nevada State Route 3 to mainline US Route 95 in Schurz.

US Route 95A can be seen for the first time originating at Fernley on the 1941 Nevada Department of Highways Map.

In 1955 the Nevada Department of Highways rerouted the mainline of US Route 50 in Fallon. The mainline highway followed US Route 95 through downtown along Maine Street and Schurz Highway to Berney Road. The department created a US Route 50A which followed the original alignment east of Maine Street via Center Street, East Street, Stillwater Avenue and Harrigan Road. The realignment of US Route 50 and creation of US Route 50A were both made without a formal request to the AASHO Executive Committee. The changes in Fallon appear first appear on the 1956 Nevada Department of Highways map and Shell Highway of Nevada.

The alignments of US Routes 50, 50A and 95 in Fallon can be seen in detail on the 1957 Nevada Department of Highways map of Churchill County.

On June 11, 1959, mainline US Route 95 was approved by the AASHO Executive Committee to be relocated onto Nevada State Route 1A directly to Fallon after it had been modernized. The AASHO also approved a request by the State of Nevada to maintain alternative alignment of US Route 95A via multiplex of US Route 40 to Fernley onwards towards Yerington.

The then new alignment of US Route 50 east of Fallon bypassing Naval Auxiliary Air Station can be seen on the 1960 Nevada Department of Highways map. A portion of Nevada State Route 42 east of downtown Fallon was repurposed as part of the realignment US Route 50 east of downtown Fallon. US Routes 50 and 95 were both realigned off Maine Street and onto Taylor Street which provided more streamlined continuity with Schurz Highway. US Route 50A was eliminated as Berney Road no longer was continuous through military property. US Route 95 can be seen aligned directly north of downtown Fallon to US Route 40 near Fanning siding via a newly surfaced Nevada State Route 1A.

Harrigan Road and Berney Road were both initially retained as unnumbered State Highways. As part of the wider 1976 Nevada State Highway Renumbering Berney Road was assigned as Nevada State Route 119 whereas Harrigan Road was assigned as Nevada State Route 115. Nevada State Route 119 begins at US Route 95 and follows Berney Road 4.137 miles east to the Beach Road gate to Naval Air Station Fallon. Nevada State Route 115 originates at Berney Road and follows Harrigan Road 4.822 miles north to Stillwater Avenue in Fallon.

Part 2; a drive on modern US Route 50 in Fallon

Eastbound US Route 50 meets US Route 50A near the site of Leetville siding. US Route 50A connects to Fernley and was requested by the Nevada Department of Highways during July 1940. AASHO originally denied the request for the designation for US Route 50A, but the Nevada Department of Highways signed it anyway. The Nevada Department of Transportation would request for the designation to be formalized by AASHTO during April 1997 which was ultimately approved.

US Route 50 east of US Route 50A is a four-lane corridor known as the Reno Highway. US Route 50 intersects Nevada State Route 117 at Sheckler Cutoff Road and Nevada State Route 715 at McLean Road.

US Route 50 enters Fallon on Williams Avenue and intersects US Route 95 at Taylor Street.

US Route 50 eastbound and US Route 95 northbound multiplex on Williams Avenue in downtown Fallon to Maine Street. US Route 95 branches north on Maine Street towards Interstate 80 whereas US Route 50 continues east towards Grimes Point and Austin. The Churchill County Courthouse is located at the northwest intersection of Williams Avenue and Maine Street. The current courthouse was constructed in 1903 during the transition of the Churchill County seat from Stillwater to Fallon.

Part 3; a drive on Berney Road (former US Route 50 and current Nevada State Route 119)

Westbound Nevada State Route 50 begins at the Beach Road gate for Naval Air Station Fallon. As noted in Part 1 Berney Road was part of US Route 50 until 1959 when the runway facility at the air station expanded.

Westbound Nevada State Route 119 intersects southbound Nevada State Route 120 at Pasture Road.

Westbound Nevada State Route 119 intersects northbound Nevada State Route 115 at Harrigan Road. Harrigan Road between 1926-1955 carried mainline US Route 50 and US Route 50A from 1956-1959. The 1956-1959 alignment of mainline US Route 50 continued west on Berney Road to US Route 95.

Westbound Nevada State Route 119 terminates at US Route 95.

Part 4; a drive on Harrigan Road (former US Route 50 and current Nevada State Route 115)

Nevada State Route 115 begins via a northward jog from Berney Road onto Harrigan Road.

Nevada State Route 115 intersects Nevada State Route 720 at Union Lane.

Northbound Nevada State Route 115 intersects Nevada State Route 118 at Wildes Road.

Northbound Nevada State Route 115 follows Harrigan Road and enters the city of Fallon. Nevada State Route 115 terminates at the intersection of Harrigan Road and Stillwater Avenue. Prior to 1959 eastbound Nevada State Route 42 branched right on Stillwater Avenue towards Stillwater. The 1926-1955 alignment of westbound US Route 50 and 1956-1959 alignment of US Route 50A turned left on Stillwater Avenue towards downtown Fallon.

The original alignment of US Route 50 followed Stillwater Avenue westward and made a right-hand turn on East Street.

The original alignment of westbound US Route 50 turned from East Street via a left-hand turn onto Center Street.

The original alignment of westbound US Route 50 turned right from Center Street onto Maine Street.

The original alignment of US Route 50 followed Maine Street to Williams Avenue where it consolidates with the modern highway. Most of the buildings along Maine Street in downtown Fallon were reconstructed following an earthquake in 1954. The repairs often included slipcovers atop the original facade and awnings over the entrances. Maine Street was added to the National Register of Historical Places on June 27, 2019.

Part 5; the original alignment of US Route 95 on Maine Street

Between 1939 and 1955 US Route 95 was aligned on Maine Street between Schurz Highway and Williams Avenue. The Maine Street corridor begins south of downtown Fallon via a soft transition from Schurz Highway near Wildes Road.

Northbound US Route 95 originally intersected US Route 50 along Maine Street at Center Street. US Routes 95 and 50 both originally followed Maine Street through downtown Fallon and turned left at Williams Avenue. Prior to 1959 Maine Street north of Williams Avenue was a standalone sub-standard Nevada State Route 1A.

Nevada State Route 720 to Naval Air Station Fallon

2026-09-11T04:00:00.091-04:00

Nevada State Route 720 is rural state highway located near Fallon in Churchill County. Nevada State Route 720 begins at US Route 95 (Schurz Highway) and extends 3.248 miles eastward to the main entrance of Naval Air Station Road. Approximately 3 miles of Nevada State Route 720 are carried by Union Lane whereas the remaining 0.248 miles is carried by Pasture Road.

Nevada State Route 720 was commissioned during July 1976 to serve the then new main entrance of Naval Air Station Fallon. The prior main entrance was located along Berney Road (now Nevada State Route 119) which carried US Route 50 until 1959.

Part 1; the history of Nevada State Route 720

Much of Nevada State Route 720 is aligned over Union Lane and L2 Drain. L2 Drain is one of the many irrigation ditches surrounding the city of Fallon which draws irrigation water from the Carson River. The 1908 United States Geological Survey map of Carson Sink Displays Union Lane originating (marked with a blue pin) at what is now Schurz Highway (US Route 95) and extending approximately two miles east of Pasture Road into what is now Naval Air Station Fallon.

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

Originally the main entrance to the Naval Air Station Fallon was located off of what was then US Route 50 along Berney Road. This original entrance gate can be seen on the 1951 United States Geological Survey map of Carson Sink. The same map displays Union Lane truncated to Pasture Road at the western air station boundary (marked with a blue pin).

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

On July 1, 1976, the state would commission Nevada State Route 720 to serve the main entrance of Naval Air Station Fallon. Nevada State Route 720 began at US Route 95 (Schurz Highway) and branched eastward to the main air station gate via Union Lane and Pasture Road. Nevada State Route 720 has never been altered since being commissioned and is 3.248 miles in length.

Part 2; a drive on Nevada State Route 720

Eastbound Nevada State Route 720 branches from US Route 95 along Union Lane. The eastbound start of the highway is marked with a "begin" placard.

Eastbound Nevada State Route 720 crosses over Nevada State Route 115 at Harrigan Road (the original alignment of US Route 50).

As eastbound Nevada State Route 720 reaches the end of Union Lane where it makes a left-hand turn onto Pasture Road.

The remaining balance of eastbound Nevada State Route 720 briefly jogs north to the main entrance of Naval Air Station Fallon. Authorized traffic can access the main air station entrance in addition to the housing annex gate.

In 1996 the Navy Fighter Weapons School (TOPGUN) relocated from Naval Air Station Miramar to Naval Air Station Fallon. Naval Air Station Fallon is largely known as a training base in modern times and often hosts visiting tenant commands. Authorized visitors to the facility can access an outdoor museum comprised mostly of decommissioned Navy aircraft.

Six Mile Canyon Road departing Virginia City

2026-09-09T04:00:00.142-04:00

Six Mile Canyon Road is an approximately 8-mile-long highway which serves the Virginia City area. Six Mile Canyon Road begins at Nevada State Route 341 (C Street) in Virginia City. From Virginia City the course of Six Mile Canyon Road descends rapidly through the namesake Six Mile Canyon and enters Dayton in Lyon County. Six Mile Canyon Road terminates at the intersection of US Route 50 and Fort Churchill Road.

Six Mile Canyon Road has been in use as a highway corridor since the Comstock Lode was struck in 1859. The Six Mile Canyon corridor historically was the only roadway which served Virginia City that was never part of a toll franchise. Six Mile Canyon Road was designated as Nevada State Route 79 between World War II and the 1976 State Highway Renumbering.

Six Mile Canyon Road was paved during the late 1980s and was considered for inclusion back into the State Highway System three times during the 1990s. Storey County considered tolling Six Mile Canyon Road after the corridor was closed due to flood damage during December 2005.

Part 1; the history of Six Mile Canyon Road

Six Mile Canyon Road as the name suggests is aligned through Six Mile Canyon in the Virginia Mountains. This corridor begins at Nevada State Route 341 (C Street) in Virginia City. From Virginia City the path of Six Mile Canyon Road descends rapidly to the Carson Plains where it terminates at US Route 50 and Fort Churchill Road at the outskirts of Dayton. Historically Six Mile Canyon Road facilitated direct access for traffic following the California Trail west from Ragtown and Fort Churchill to Virginia City.

In 1859 the Comstock Lode would be discovered in the Virginia Mountains which led to the establishment of Virginia City. Peter O'Riley and Patrick McLaughlin are generally credited with the discovery of the Comstock Lode. The silver deposit was ultimately named after Canadian miner Henry Comstock. Henry Comstock was an early investor in the mines around Virginia City but sold his interests before generating much profit.

The rise of Virginia City was rapid as it grew numerous miners from exhausted placer claims in California. The community had a population of approximately 3,000 in 1862 which quickly rose to around 15,000 by 1863. Virginia City has been the Storey County seat since it was created in 1861. Storey County is named after Captain Farris Storey who had been killed in the 1860 Pyramid Lake War.

In 1860, a group of Paiutes and Bannocks attacked the California Trail locale of Williams Station on the Carson River. The attack was spurred as retaliation against the owners of Williams Station for having kidnapped and raped two Paiute girls. This incident spurred the larger Pyramid Lake War which led to the establishment of Fort Churchill on the Carson River. Construction on Fort Churchill began on July 20, 1860, and the fortification was complete by 1861.

Ragtown was an emigrant station located east of Fort Churchill along the California Trail near modern day Fallon. The community's name was a reference to the tattered garments hung by travelers who had just crossed the Forty Mile Desert. Ragtown had Post Office service from May 14, 1864-May 29, 1867, and from May 5, 1884-April 19, 1887.

Six Mile Canyon was one of the original roadway corridors used to reach by Virginia City. The canyon was reportedly in use by miners arriving from the eastern states along the California Trail as early as 1859. The Six Mile Canyon Road was unusual as it was the only corridor to Virginia City that was never part of a franchise toll road.

Franchise toll rights granted in Nevada Territory beginning in 1861 were for a period of 20 years. When Nevada became a state in 1864 the previous franchise toll rights were honored. The Nevada Department of Transportation records indicate 117 franchise toll roads have historically existed in the state.

A road leading from the California Trail into Six Mile Canyon appears on the 1863 DeGroot's map of Nevada Territory.

Six Mile Canyon Road can be seen in an undated photo (Virginia City Facebook group).

The start of Six Mile Canyon Road east from C Street in Virginia City can be seen below in an 1866 photo (Virginia City Facebook group).

The Empire State Mill can be seen below along Six Mile Canyon Road in the 1870s (Nevada Ghost Towns and Historic Sites photo).

By the mid-1870s Virginia City reached a population of around 25,000. On October 26, 1875, Virginia City would be engulfed by the so-called "Great Fire." The Great Fire left 2,000 homeless and is generally considered to be the start of the decline for the Comstock Lode communities. In 1878 rich gold ore deposits around Bodie, California would draw many of the miners from Storey County. The population of Storey County dropped from 16,115 in 1880 to 8,806 by 1890.

The Nevada Department of Highways was created was created on March 23, 1917. Storey County was initially excluded from the initial run of State Highways (1919-1920 Nevada Department of Highways Biennial).

The Six Mile Canyon Road was commissioned as Nevada State Route 79 along with the upper part of Dayton Toll Road (as Nevada State Route 80) at some point between 1942-1943 during World War II. Nevada State Route 79 and 80 can be seen on the 1944 State Farm map of Nevada.

Nevada State Route 79 and Six Mile Canyon Road can be seen in detail on the 1950 Nevada Department of Highways map of Storey County.

The 1973 Federal Highway Act required counties to reclassify roadways. Six Mile Canyon Road did not meet the specifications for being included as a Federal Aid Secondary corridor. Thusly Nevada State Route 79 was dropped completely as part of the wider 1976 Nevada State Highway Renumbering.

Storey County would begin to pave Six Mile Canyon Road in the late 1980s to facilitate access for buses and emergency vehicles. Six Mile Canyon Road was ultimately rejected by the Nevada legislature for inclusion as a State Highway in 1993, 1995 and 1997.

Six Mile Canyon Road was closed following heavy storm damage on December 31, 2005. Storey County proposed an ordinance to convert Six Mile Canyon Road as a toll road corridor, but the measure proved unpopular. Six Mile Canyon Road would be repaired and reopened to traffic on June 21, 2006.

Part 2; a drive on Six Mile Canyon Road

Eastbound Six Mile Canyon Road begins in Virginia City at Nevada State Route 341 (C Street).

Eastbound Six Mile Canyon Road begins at an elevation of 6,146 feet above sea level. The first eastbound mile of Six Mile Canyon Road rapidly descends out of Virginia City and has gradients as steep as 10.4%.

Six Mile Road winds through the namesake Six Mile Canyon over the course of approximately 5 miles. The roadway enters Lyon County, Carson Valley and the outskirts of Dayton at approximately 4,500 feet above sea level.

Six Mile Canyon Road passes through Dayton where the corridor terminates at the intersection of US Route 50 and Fort Churchill Road. Fort Churchill Road prior to 1976 was part of Nevada State Route 2B and is mostly unpaved. Fort Churchill was abandoned in 1869 and became a Nevada State Park in 1957.

Nevada State Route 342 (the climb through Devil's Gate to Virginia City)

2026-09-07T04:00:00.313-04:00

Nevada State Route 342 is an approximately 3.780-mile State Highway located in the Virginia City area. Nevada State Route 342 forms a loop of Nevada State Route 341 and the Occidental Grade. Nevada State Route 342 contains gradients approaching 15% and passes through the formation known as Devil's Gate.

Nevada State Route 342 is a portion of the larger historic Dayton Toll Road. The Dayton Toll Road was constructed north of Dayton to Virginia City via Devil's Gate shortly after the Comstock Lode was struck in 1859. The communities of Gold Hill and Silver City are both components of the Dayton Toll Road corridor.

The segment of the Dayton Toll Road north of the bottom of the Occidental Grade to Virginia City was added to the State Highway System as part of Nevada State Route 17 during the 1925-1926 biennial period. The upper part of the Dayton Toll Road would be removed from the State Highway System when Nevada State Route 17 was realigned onto the Occidental Grade in 1936. Despite the upper segment being relinquished the lower portion of the Dayton Toll Road south of the Occidental Grade to Dayton was added the same year as Nevada State Route 51.

The upper portion of the Dayton Toll Road would be added back to the State Highway System as Nevada State Route 80 during World War II. In 1964 the lower portion would be renumbered as Nevada State Route 93 to accommodate the second iteration of Nevada State Route 51 acting as a continuation of Idaho State Route 51. The lower portion of the Dayton Toll Road was dropped as part of the 1976 State Highway Renumbering whereas the upper portion was assigned as Nevada State Route 342.

Part 1; the history of Nevada State Route 342

Historically what is now Nevada State Route 342 was a component of the Dayton Toll Road. Said toll road connected Dayton to Virginia City via Silver City, Devil's Gate and Gold Hill. The corridor is known for being the most direct route to Virginia City which is carried by gradients approaching 15%.

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

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

Peter O'Riley and Patrick McLaughlin are generally credited with the discovery of the Comstock Lode. The silver deposit was ultimately named after Canadian miner Henry Comstock. Henry Comstock was an early investor in the mines around Virginia City but sold his interests before generating much profit.

Gold Hill is a small community located on the Storey County side of the Dayton Toll Road corridor and was established in 1859. The community functionally was a suburb of Virginia City which was located near several major mines. Gold Hill reportedly had a population of 8,000 residents by 1877.

Silver City is located in Lyon County just south of Devil's Gate. The Devil's Gate Mining District was established during November 1859. By January 1860 over 100 mining claims in the district had been filed which led to the establishment of the community of Silver City. Silver City was never quite as prosperous as the Comstock Lode towns in Storey County and only reached a peak population of approximately 1,200.

The Dayton Toll Road can be seen passing through Silver City below in an 1860 photo (attribution unknown).

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

The Dayton Toll Road can be seen on the 1863 DeGroot's map of Nevada Territory.

The Dayton Toll Road can be seen below circa 1865 at Devil's Gate (photo attribution unknown). Devil's Gate marks the location of the Storey County/Lyon County line.

The Dayton Toll Road can be seen passing through Devil's Gate during 1866 towards Gold Hill (Library of Congress photos).

Silver City and Dayton would be bypassed by the Virginia & Truckee Railroad in 1869 which reduced the profile of both communities to a degree. In the 1860s the Occidental Claim had been staked east of Silver City and Gold Hill. While the Occidental Claim was generally not very successful it did lead to the establishment of the Occidental Grade. The Occidental Grade had a far less steep gradient than the Dayton Toll Road and was easier to travel along.

The Dayton Toll Road can be seen below in 1870 facing south from Devil's Gate towards Silver City (Nevada Ghost Towns and Historic Sites photo).

The Dayton Toll Road corridor can be seen in contrast to the Occidental Grade and Virginia & Truckee Railroad on the 1891 United States Geological Survey map of Carson Valley.

Below the Dayton Toll Road can be seen passing through a nearly abandoned Gold Hill in 1915 (University of Southern California Libraries).

The 1921-1922 Nevada Department of Highways Biennial listed legislative recommendations to State Highway System. The list included adding a State Highway north of the Dayton-Carson Road (the Pioneer Branch of the Lincoln Highway) to Virginia City.

The 1925-1926 Nevada Department of Highway Biennial announced Nevada State Route 17 as a new highway serving Virginia City. The then new state highway corridor originated as Nevada State Route 3 near Reno and followed the Geiger Grade to Virginia City. From Virginia City the corridor of Nevada State Route 17 followed the old Dayton Toll Road through Gold Hill, Devil's Gate and Silver City before branching away towards Mound House at the Pioneer Branch of the Lincoln Highway (Nevada State Route 2A).

The 1927-1928 Nevada Department of Highways Biennial reported that Nevada State Route 17 in Gold Hill (C Street) had been improved in a cooperative between the state and Storey County.

This view faces southward on early Nevada State Route 17 at a deteriorating Gold Hill circa 1931 (Pomona Library photo).

The 1934-1936 Nevada Department of Highways Biennial reported that survey work had been conducted to realign Nevada State Route 17 south of Virginia City through the Occidental Mining District. The preliminary survey did not find a new highway location which would not disrupt active mining in the area.

The same volume reported that the Nevada State Route 17 was relocated off the upper part of the Dayton Toll Road onto the Occidental Grade in 1936. The alignment shift was part of larger overall highway improvements to roads reaching Virginia City. The Geiger Grade was also heavily modified to permit modernized highway travel.

In 1936 the portion of the Dayton Toll Road below the Occidental Grade was commissioned as Nevada State Route 51 which terminated at US Route 50 in Dayton. The full Dayton Toll Road corridor can be seen on the 1937 Nevada Department of Highways map of Storey County and Lyon County.

The upper part of the Dayton Toll Road was commissioned as Nevada State Route 80 at some point between 1942-1943 during World War II. Nevada State Route 80 can be seen on the 1944 State Farm map of Nevada.

Nevada State Route 80 can be seen in detail on the Nevada Department of Highways maps of Storey County (1950 edition) and Lyon County (1953 edition).

In 1964 portions of Nevada States Routes 11, 11A and 43 were renumbered as the second iteration of Nevada State Route 51. This renumbering was done to provide continuity with Idaho State Route 51 from the Nevada state line near Owyhee south to Elko. The original Nevada State Route 51 on the lower portion of the Dayton Toll Road was renumbered as Nevada State Route 93. Nevada State Route 93 can be seen in detail on the 1965-1966 Nevada Department of Transportation map.

In 1976 the Nevada State Highway Renumbering took place. The State Highway system was reorganized into numbers centric to geographic areas. Additionally numerous minor State Highways were dropped. The upper portion of the Dayton Toll Road through Silver City, Devil's Gate and Gold Hill was renumbered from Nevada State Route 80 to Route 342. The lower portion of the Dayton Toll Road between the Occidental Grade and Dayton which was Nevada State Route 93 was dropped from the State Highway System.

Modern Nevada State Route 342 first appears on the 1977-1978 Nevada Department of Highways map.

Part 2; a drive on Nevada State Route 342

Northbound Nevada State Route 342 splits from Nevada State Route 341 near Silver City. Traffic is advised of the steep grades approaching 15% on Nevada State Route 342. The lower portion of the Dayton Toll Road can be found a short distance east of the Nevada State Route 341/342 junction.

Nevada State Route 342 passes through Silver City and enters Storey County at Devil's Gate.

Nevada State Route 342 enters Gold Hill and crosses over the Virginia & Truckee Railroad. The last freight train to make the climb from Mound House to Virginia City had run in 1938 and the line went defunct by 1950. In 1972 Virginia City railroad enthusiast purchased the Virginia & Truckee Railroad right-of-way. The railroad has been since rebuilt as a heritage line between Carson City and Virginia City.

Nevada State Route 342 climbs through two switchbacks and enters Virginia City along C Street. Nevada State Route 342 terminates at Nevada State Route 341 atop the Occidental Grade.

Nevada State Route 341 is carried through downtown Virginia City along C Street. As the highway departs downtown towards Geiger Grade it intersects Six Mile Canyon Road which was once Nevada State Route 79.

Mormon Emigrant Trail (Emergency US Route 50 Alternate)

2026-09-04T04:00:00.101-04:00

Mormon Emigrant Trail is an approximately 24.5-mile portion of the original routing of the Carson Pass Highway in Eldorado National Forest. Mormon Emigrant Trail begins at California State Route 88 near Alder Hill and extends westward to Eldorado County Route J16 at Sly Park Road.

Carson Pass was a known crossing of the Sierra Nevada by the Washoe and was surveyed in an 1844 expedition led by John C. Fremont. The Carson Pass Highway was plotted as a wagon road by the Mormon Battalion in 1848 and was once the primary crossing of the Sierra Nevada. By the 1880s the Carson Pass Highway had several spurs with the primary traffic corridor being rerouted to Jackson. The original routing towards Placerville would come to be known as Morman Emigrant Trail and became part of Eldorado National Forest in 1910.

Morman Emigrant Trail is part of Forest Road 10N50 and Eldorado National Forest Route 5. Despite being a seasonally maintained roadway corridor Morman Emigrant Trail is occasionally pressed into service as US Route 50 Alternate. During the winter of 1997/1998 large slides closed US Route 50 over Echo Summit. US Route 50 Alternate was commissioned following Sly Park Road on County Route E16, Mormon Emigrant Trail, California State Route 88 and California State Route 89. The designation despite being signed as an alternative it is intended to be used only during emergencies on mainline US Route 50.

Part 1; the history of Mormon Emigrant Trail

Mormon Emigrant Trail is an original component of the Carson Pass Highway and is now maintained by Eldorado National Forest as Forest Road 10N50. Carson Pass Highway crests the Sierra Nevada range at the namesake Carson Pass located at 8,574 feet above sea level. Mormon Emigrant Trail is closed during winters by the Forest Service but occasionally gets pressed into service as US Route 50 Alternate.

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

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

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

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

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

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

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

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

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

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

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

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

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

On July 28, 1910, Eldorado National Forest was formally established along the corridor of Mormon Emigrant Trail. In 1911 the California Legislature would commission the Carson Pass Highway east from Jackson to Hope Valley as part of what would become Legislative Route Number 34. The specific wording legislation essentially formed a loop of the Sierra Nevada which included Luther Pass, the conceptual highway over Monitor Pass and the Big Trees Road over Ebbetts Pass:

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

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

Morman Emigrant Trail can be seen as a minor Forest Service Road on the 1935 Division of Highways map of Eldorado County. Morman Emigrant Trail is shown to originate at California State Route 8 near Alder Hill in Township 9 North, Range 16 East and extending west to Sly Park Road.

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

Originally Morman Emigrant Trail passed through what is now the Jenkinson Lake reservoir where it terminated at Sly Park Road. Sly Park Dam was constructed by the United States Bureau of Reclamation between 1953-1955. This construction required the relocation of Morman Emigrant Trail south of the site of Jenkinson Lake.

In modern times Morman Emigrant Trail is assigned as Forest Road 10N50 and as Eldorado National Forest Route 5. During the winter of 1997/1998 large slides closed US Route 50 over Echo Summit. US Route 50 Alternate was commissioned following Sly Park Road on County Route E16, Mormon Emigrant Trail, California State Route 88 and California State Route 89. The designation despite being signed as an alternative it is intended to be used only during emergencies on mainline US Route 50.

Caltrans never sought a formal designation of US Route 50 Alternate from the American Association of State Highway Transportation Officials nor assumed maintenance of new roadway segments. Morman Emigrant Trail was repaved and had Postmile paddles affixed with "Route 50A" references to aid the California Highway Patrol. There is no clear evidence that US Route 50 Alternate signage still exists on Sly Park Road.

Part 2; scenes along Morman Emigrant Trail

These photos from March 2026 were taken from the transition from California State Route 88 onto Morman Emigrant Trail. Morman Emigrant Trail crests at 7,415 feet above sea level and was closed at the Iron Mountain Sno Park when these photos were taken.

US Route 50 Alternate signage still exists on Mormon Emigrant Trail. The below photo was taken by Josh Schmid during July 2022.

The same sign as it was during the winter of 2016 (Ray Mullins photo).

This view is along westbound Mormon Emigrant Trail (Josh Schmid photo).

Westbound County Route E16 follows a winding grade through the Sly Park area and intersects Morman Emigrant Trail at Jenkinson Lake. The Jenkinson Lake reservoir is primarily fed by Sly Creek. A highway sign references California State Route 88 being 24 miles away via eastbound Mormon Emigrant Trail.

Nevada State Route 88

2026-09-02T04:00:00.281-04:00

Nevada State Route 88 is a 7.868-mile corridor located in Carson Valley of Douglas County. Nevada State Route 88 is part of the Carson Pass Highway and a continuation of California State Route 88.

Carson Pass was a known crossing of the Sierra Nevada by the Washoe and was surveyed in an 1844 expedition led by John C. Fremont. The Carson Pass Highway was plotted as a wagon road by the Mormon Battalion in 1848 and was once the primary crossing of the Sierra Nevada. The Nevada portion of Carson Pass Highway was originally known as Woodfords Road and was part of Forest Route 4.

After Woodfords Road was improved via Federal funds in 1934 it became part of Nevada State Route 37. The corridor came to be known as part of the Carson Pass Highway and was renumbered to Nevada State Route 88 in 1956 to provide continuity with California State Route 88. Nevada State Route 88 is one of only three highways which still carries a pre-1976 Nevada State Highway numbering designations.

Part 1; the history of Nevada State Route 88

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

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

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

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

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

Woodfords Road is referenced as part of Forest Route 4 in the July 1, 1932-June 30, 1934, Nevada Departments of Highways Biennial. The biennial announced that National Recovery Secondary highway funds were used to improve 3.99 miles of the corridor from Minden southward which included then new timber bridges. The biennial notes that improvements for the remainder of Woodfords Road to the California state line were anticipated to be completed within the next fiscal year. While not overtly stated in the biennial the intent of the project appears have been to annex Woodfords Road into the state highway system.

Nevada State Route 37 first appears applied to Woodfords Road on the 1935 Nevada Department of Highways map.

The 1936-1938 Nevada Department of Highways Biennial has Woodfords Road listed as part of Nevada State Route 37.

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

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

The 1951-1952 Nevada Department of Highways biennial described the damages to the state highway system associated with flooding on the Carson River during November 1950. All five timber bridges on Nevada State Route 37 had approach spans destroyed by the surging waters. The structures were to be replaced with concrete spans which had an estimated cost of $70,686.

The 1953-1954 Nevada Department of Highways biennial announced that three concrete bridges on Nevada State Route 37 were recently constructed. The new spans were located at the West Fork Carson River, Home Slough and Cottonwood Slough.

In 1956 Nevada State Route 37 had been renumbered as Nevada State Route 88. This functionally made Woodfords Road a continuation of California State Route 88 and the Carson Pass Highway. Nevada State Route 88 can be seen terminating at US Route 395 in Minden on the 1956 United States Geological Survey map of Freel Peak.

During July 1976 the wider Nevada State Highway Renumbering took place. Most states highways were arranged into three digital regional clusters. Nevada State Routes 88, 28 and 140 had remained unaltered due to the corridors connecting to highways of the same number in neighboring states.

Nevada State Route 88 can be seen below on the 2023-2024 Nevada Department of Transportation map.

Part 2; a drive on Nevada State Route 88

Northbound Nevada State Route 88 begins at the eastern terminus of California State Route 88 at the Nevada/California state line in Carson Valley. The California State Route 88 portion of Carson Pass Highway is aligned east/west whereas the Nevada State Route 88 is aligned north/south.

Nevada State Route 88 intersects Nevada State Route 206 at Fairview Lane.

Nevada State Route 88 enters the city limits of Gardnerville and intersects Nevada State Route 756 at Centerville Lane.

Northbound Nevada State Route 88 traffic is advised Nevada State Route 207 is accessible via Waterloo Lane.

Nevada State Route 88 crosses the East Fork Carson River and enters Minden. Nevada State Route 88 passes by Douglas High School and terminates at US Route 395. Minden was founded in 1906 by Heinrich Friedrich Dangberg Jr. The community is named after Minden, Germany which is located in the state of North Rhine-Westphalia. Minden obtained the Douglas County seat from Genoa in 1915.

Clinton Road (Amador County)

2026-09-01T07:42:30.595-04:00

Clinton Road is an approximately 9-mile rural highway located in the Sierra Nevada foothills of Amador County. As presently configured Clinton Road begins at California State Route 49 in Jackson and extends east to California State Route 88 near Pine Grove.

Clinton Road was developed in 1849 as the primary stage route between Jackson and Volcano. The corridor is named after the mining supply town of Clinton which was located on South Fork Jackson Creek. Clinton Road would become a public highway in 1854 after Amador County was created. For several decades the corridor of Clinton Road would serve as the primary highway east of Jackson towards Volcano and Carson Pass. The modern terminus points of the Clinton Road corridor would develop in the 1940s to better align with the then modernizing State Highways.

Part 1; the history of Clinton Road

Clinton Road is named after the Gold Rush era mining community of Clinton. Clinton Road was developed largely along South Fork Jackson Creek by prospectors traveling between the mines of Jackson and Volcano in 1849. The corridor originally was part of the chain of roadways which spanned eastward over the crest of the Sierra Nevada to Carson Pass.

Clinton would develop in the early 1850s as supply town for the placer mines on the middle and southern forks of Jackson Creek. Clinton would later become a hub for small scale quartz mining along with nearby Irishtown. Clinton reportedly had 100 clapboard and canvas homes by 1852. Clinton was primarily occupied by Mexican, French and Chilean miners.

The Spagnoli family who owned the largest store Clinton funded construction of irrigation ditches which brought water to the community. When Amador County was created during May 1854, Clinton business owner Thomas Loehr would successfully petition for Clinton Road to become a public highway.

Clinton Road can be seen as the primary highway between Jackson and Volcano on the 1857 Britton & Rey's map of California.

In 1877 the Spagnoli family would fund construction of St. Peter and Paul's Catholic Church in Clinton. Said church would become the last standing structure in the community after Clinton became a ghost town. The church was later moved to the grounds of the Kennedy Mine Foundation for preservation.

Clinton Road is still shown to be the primary highway between Jackson and Volcano on the 1882 Bancroft's map of California.

The 1889 United States Geological Survey map displays Carson Pass Highway as having been constructed along Jackson Creek east of Jackson towards Pine Grove. The Carson Pass Highway would replace Clinton Road as the primary through highway and would later become part of the State Highway system (as California State Route 8 and later 88). The 1889 map edition displays Clinton Road beginning at Broadway in Jackson and extending to what is now Irishtown Road near what is now Spagnoli Mine Road.

The 1935 Division of Highways map of Amador County displays Clinton Road as beginning at California State Routes 8 and 49 (Broadway) in Jackson and extending eastward to California State Route 8 at Pine Grove. Clinton Road is still shown to be aligned to Irishtown Road near Pine Grove.

California State Routes 49 and 88 would be realigned out of downtown Jackson in 1945. Clinton Road was extended west of Broadway to reach the then new California State Route 49 alignment. The 1948 United States Geological Survey map of Mokelumne Hill displays the modern alignment of Clinton Road branching north of the Clinton town site to California State Route 88 near Irishtown Road.

Part 2; a drive on Clinton Road

From northbound Broadway in Jackson traffic heading onto eastbound Clinton Road makes a right-hand turn.

Clinton Road branches left approaching a Y-intersection with Butte Mountain Road.

Eastbound Clinton Road picks up the course of South Fork Jackson Creek and follows it through a wooded area. Clinton Road makes a left-hand turn approaching Tabeaud Road.

Clinton Road turns northeast and narrows to a single lane upon entering the Clinton town site. There is little evidence of Clinton today aside from E. Clampus Vitus Marker #37.

Clinton Road climbs from the Clinton town site over a ridge to California State Route 88 near Irishtown Road. Both Clinton Road and Irishtown Road appear to be carried mutually to California State Route 88.

Tracing Pennsylvania's lost routes - PA Route 909

2026-08-29T19:17:49.794-04:00

Hulton Road in Oakmont was PA 909 from 1928 to 1946.

Former Pennsylvania State Route 909 once ran along the south shore of the Allegheny River from Oakmont to New Kensington. After crossing the Allegheny River via the original Hulton Bridge, PA 909 traveled past the entrance to Oakmont Country Club and curved through Logans Ferry. The route was decommissioned by 1946; however, as late as 1952, AAA maps still showed the route in existence.

1952 AAA Map showing the former Route 909.

Now known as Hulton Road (SR 2082) and Coxcomb Hill Roads, there are still a few hints left that this was once a state primary route. At the intersection of Coxcomb Hill Road and Logans Ferry Road, street signs read 'Route 909.'

At the intersection of Coxcomb Hill and Logans Ferry Road, a sign blade still reads 'Route 909'.

Driving PA 909:

Site Navigation:

Sources & Links:

PA 909 @ PAHighways.com ---Jeff Kitsko

Are there ghosts in Downtown El Paso?

2026-08-29T14:07:12.262-04:00

In a city that is as old and rugged as El Paso, there's bound to be some haunted tales and sightings, right? So why not take a ghost walk through the city and see if I get spooked?

(Editor's Note: This tour was self-funded, and the experiences shared are based solely on what I personally encountered.)

My ghost tour started at San Jacinto Plaza in Downtown El Paso.

During a recent stay in El Paso, I decided to book a ghost tour with Sun City Ghosts and US Ghost Adventures. On a Wednesday evening in early March 2026, I headed from my hotel to San Jacinto Plaza, where I met my guide for the evening. I was the only person to book the tour, so it definitely had a personalized touch.

The tour was a standard one-hour walk through Downtown El Paso, highlighting some of the more well-known area ghost stories. Our first stop was near the El Paso Library. Here, in 1904, the library was built on the former site of a military cemetery. The graves were exhumed; however, there are stories of hauntings throughout the building, including the children's section, lower levels, and basement.

El Paso's Plaza Theatre - Home of the "Smoking Man"

The Plaza Theatre in El Paso is known for the "Smoking Man." The spirit has been sighted on one of the balconies, dressed in a formal tuxedo. He's known to say, "We all have our time to die," before jumping head-first from the balcony to the stage below.

Next, a visit to the Hotel Paso del Norte, possibly the most famous hotel in El Paso. The hotel, which has hosted numerous well-known names such as Pancho Villa, former US Presidents, actors and musicians, and athletes, has countless ghost stories.

The Hotel Paso del Norte dates to 1912, and in 1914 was a popular viewing spot of gunfights during the Mexican Revolution.

A devastated bride - who was allegedly left at the altar - roams the many corridors of the hotel. It is said that she threw herself from the hotel to her death. She is most frequently found on the 10th floor or in the basement.

Room 727 is known for many different sightings and frights. It is also the most requested room in the hotel.

Some of the well-known guests of the Hotel Paso del Norte.

What is nice is that we are allowed to visit the hotel's lobby and see some of the beauty of this over 100-year-old hotel. The bar is also open to the public.

From the hotel, we walked towards some of the more haunted areas of El Paso. Walking down East San Antonio Street past the old Wigwam Saloon, there is a spooky vibe. Maybe it was the desolate street and some of the abandoned storefronts and buildings, or that at one of the locations my guide said he once experienced a sighting, which made East San Antonio Street spooky.

The Wigwam Museum. It is also home to another El Paso Ghost Tour company.

Now called the Wigwam Museum, the old saloon was frequented by John Wesley Hardin. Hardin was a well-known Texas outlaw who briefly was a co-owner of the saloon in 1895. In August 1895, Hardin, after closing out his tab at the Wigwam, headed down the street to the Acme Saloon. Here, Hardin was murdered, via a shot to the back of the head, by John Henry Selman. A few months later, Selman's life ended in a gunfight not far from where he killed Hardin.

My guide said he experienced a ghost sighting at this location. While giving a tour, he felt a presence behind him.

The Wigwam is known for a ghost named "Lilly." The two-story building would be home to the saloon on the first floor and a brothel on the second. Lilly has been sighted wearing all-white and has been known to interact with unsuspecting visitors.

Finally, we reached the site of the former De Soto Hotel. The former hotel, which was severely damaged by fire in 2022, is widely considered El Paso's most haunted site. The former hotel, which in its later years was frequented by vagrants, has a mix of friendly and fearsome spirits, ranging from "Sara," who roamed the hotel's upper floors and was fond of female visitors, to more troublesome spirits found near the basement.

The De Soto Hotel in February 2019, three years before the fire that would destroy the building. The De Soto first opened in 1905 and is considered one of El Paso's most haunted locations. (Adam Prince)

Visitors to the basement of the De Soto have described being scratched and clawed by unknown forces. Some have been reported to have exited with long scratches on their arms or legs that even drew blood. Rumors of past satanic worship by a former resident known as "Devil Dave," who was said to have performed demonic rituals in the hotel's basement.

I always enjoy a good ghost tour. While I am not sure of the haunts and sightings, they are a great way to learn the history and color of a city. I came away from the El Paso Ghost Tour more connected to the city.

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

Site Navigation:

Return to Gribblenation's El Paso Guide ---In Development

Sources & Links:

Sun City Ghosts ---U.S. Ghost Adventures
The Paso del Norte Paranormal Society
El Paso's Haunted Places ---Haunted Rooms Company
Haunted Texas ---Hauntbound.com

Whitaker Forest Drive and Redwood Canyon Road

2026-08-28T04:00:00.379-04:00

Whitaker Forest Drive is an approximately 13-mile rural highway located in the Sierra Nevada range of Tulare County. Whitaker Forest Drive begins at California State Route 245 at the community of Badger. From Badger the course of Whitaker Forest Road is maintained as Tulare County Mountain Road 465 for nine miles to the end of the pavement near Eshom Creek Campground.

From the end of the pavement Whitaker Forest Drive is maintained as Sequoia National Forest Road 14S75 through the University of California's Whitaker Forest to the Kings Canyon National Park boundary at Redwood Saddle. Within Kings Canyon National Park the name of Whitaker Forest Drive changes to Redwood Canyon Road and ascends approximately another 2 miles past Redwood Mountain to Generals Highway.

Whitaker Forest Drive and Redwood Canyon were both developed as an access road during the late 19th century to the ranch of Horace Whitaker. The Whitaker Ranch Road originally extended east of Redwood Mountain to a mine at Big Meadow Creek. In 1893 the Redwood Mountain Grove of Sequoias would be designated as part of the Sierra Forest Reserve and would be later transferred to Sequoia National Forest in 1908. Horace Whitaker would donate 320 acres of Sequoia strew property to the University of California in 1910 for preservation purposes as the so-called "Whitaker Forest."

In 1940 General Grant National Park would be expanded and renamed as Kings Canyon National Park. The Redwood Mountain Grove was added to the expanded boundaries of Kings Canyon National Park. The 1940-era Kings Canyon National Park boundary is now where Whitaker Forest Drive becomes Redwood Canyon Road. Redwood Canyon Road has been inaccessible to the general public since the Redwood Mountain Grove was damaged by the 2021 KNP Complex Fire.

Part 1; the history of Whitaker Forest Drive and Redwood Canyon Road

Whitaker Forest Drive and Redwood Canyon Road permit access to Redwood Mountain via Whitaker Forest. Redwood Mountain lies at an elevation of approximately 6,430 feet above sea level in the Sierra Nevada range of Tulare County. Redwood Mountain is where the Redwood Mountain Grove of Giant Sequoia Trees is located. The Redwood Mountain Grove is the largest Sequoia Grove and is home to some of the largest trees by volume.

The Redwood Mountain Grove was largely spared from serious logging efforts during the late 19th century as it was located south of Millwood and Converse Basin. The Kings River Lumber Company had been established in 1888 in the form of a 30,000-acre purchase of forest lands in Converse Basin. This purchase lied immediately west of Grant Grove and came to be known as "Millwood."

The lands south of Millwood in the area that is now Badger developed largely around ranching properties during early Statehood in California. What is now Whitaker Forest was once owned by Horace Whitaker. Whitaker was born in Connecticut in 1830 and emigrated to California in 1850 amid the height of the Gold Rush. He would later relocate to Tulare County where he became a prolific rancher.

Much of Horace Whitaker's ranching holdings were obtained from the early 1870s through the 1880s. Whitaker owned property from near Orosi northeast through the Badger area to the vicinity of Redwood Mountain. The roadway northeast from Badger to the Whitaker Ranch holdings would form the basis for Whitaker Forest Drive and Redwood Canyon Road.

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

The Whitaker Ranch Road can be seen branching from Millwood Drive (now California State Route 245) in Badger on the 1892 Thompson Atlas of Tulare County in Township 15 South, Range 27 East.

The terminus of the Whitaker Ranch Road can be seen located east of the Whitaker ranching property near Redwood Mountain in Township 14 South, Range 28 East.

The Redwood Mountain Grove was excluded from the boundaries of early General Grant National Park. The Redwood Mountain Grove was later added to the Sierra Forest Reserve which was established on February 14, 1893, by then President Benjamin Harris. The grove would become part of Sequoia National Forest on July 1, 1908.

The Whitaker Ranch Road can be seen on the 1905 United States Geological Survey map of Tehipite. The roadway is shown to continue east of Whitaker property and Redwood Mountain towards a mine on Big Meadow Creek.

On July 26, 1910, Horace Whitaker donated 320 acres of his ranching lands near Redwood Mountain to the University of California board of regents. This property transfer was documented in the August 18, 1910, Hanford Sentinel. A stipulation of the property transfer was that no Redwood Sequoia could be cut down. Additional stipulations prohibited the sale of alcohol, stock grazing and that it must be known as "Whitaker Forest."

Horace Whitaker would die in Orosi months after deeding Whitaker Forest in 1910. The University of California would take control of the Whitaker Forest property formally in 1913. Whitaker Forest contained 215 large Redwood Sequoias which were intermixed with a considerable amount of second growth trees. Whitaker's heirs would unsuccessfully sue the University of California board of regents in 1918 for perceived failure to comply with the stipulation of the property transfer put forth by Horace Whitaker (namely animal grazing).

Whitaker Forest Drive can be seen in detail on the 1935 Division of Highways map of Tulare County. The highway is shown originating in Badger at what was then California State Route 65 and extending to Big Creek Meadow via Redwood Mountain.

On June 23, 1935, Generals Highway was dedicated and opened to traffic. The then new Generals Highway connected General Grant National Park through Sequoia National Forest to the Giant Forest of Sequoia National Park. The then new Generals Highway included a junction with Whitaker Forest Drive a short distance north of Redwood Mountain.

On March 4, 1940, General Grant National Park was renamed as Kings Canyon National Park and expanded to approximately 400,000 acres via annexations of parcels from Sierra National Forest and Sequoia National Forest. The annexation included the Redwood Mountain Grove and the last two miles of Whitaker Forest Drive which was renamed as Redwood Canyon Road. A National Park Service Sequoia guard station was established west of the Kings Canyon National Park boundary within Whitaker Forest.

The 1948 United States Geological Survey map displays the expanded boundaries of Kings Canyon National Park. Whitaker Forest Drive can be seen giving way to Redwood Canyon Road at the National Park boundary.

The 1956 United States Geological Survey map of the Giant Forest displays Whitaker Forest Drive and Redwood Canyon Road in greater detail. Whitaker Forest Drive within Whitaker Forest was assigned as part of Forest Road 14S75 and was never paved beyond the end of Tulare County maintenance. The Tulare County owned portion of Whitaker Forest Drive came to be designated as Tulare County Mountain Road 465.

The Forest Service portion of Whitaker Forest Drive and Redwood Canyon Road were never paved. This was likely due to the combined corridor allowing access to Generals Highway without passing through a National Park Service entrance station. Both roadways have been traditionally signed as Four Wheel Drive/High Clearance-only. At times the corridor has been accessible to low clearance vehicles.

The Redwood Mountain Grove was severely damaged by the KNP Complex Fire which began on September 9, 2021, and ended on December 16, 2021. The fire spanned 88,307 acres and killed an estimated 1,300-2,400 Redwood Sequoias. The southern quarter of the Redwood Mountain Grove was the segment most affected as it was hit with intense fires. Redwood Canyon Road has remained inaccessible to the general public since the KNP Complex Fire.

Part 2; a drive on Whitaker Forest Drive

Northbound Whitaker Forest Drive begins at California State Route 245 in Badger. Eshom Valley and Hartland Camp are both signed as being accessible via Whitaker Forest Drive. The first nine miles of Whitaker Forest Drive are maintained as Tulare County Mountain Road 465.

Whitaker Forest Drive departs Badger and intersects Hogback Drive.

As Whitaker Forest Drive approaches Eshom Valley Drive traffic bound for Hartland Camp is directed to turn right. Eshom Campground traffic is directed to continue north of Whitaker Forest Drive.

Whitaker Forest Drive descends slightly and crosses Dry Creek.

Upon crossing Dry Creek traffic on Whitaker Forest Drive is advised snow is not removed beyond the bridge.

Whitaker Forest Drive begins a northward climb through switchbacks which pass into the boundary of Sequoia National Forest to the opposite terminus of Eshom Valley Drive. The climb begins at approximately 3,000 feet above sea level and crests at about 4,600 feet. Several of the switchbacks have been patched repaired by Tulare County with dirt over asphalt.

Eshom Campground is signed as two miles from the junction of Whitaker Forest Drive and Eshom Valley Drive.

Whitaker Forest Drive climbs above 5,000 feet above sea level and enters Whitaker Forest. The roadway crosses over Eshom Creek amid a small cluster of young Sequoia trees.

The asphalt on Whitaker Forest Drive gives way at the end of Tulare County maintenance near the Eshom Campground turnoff. Signage for the Forest Road 14S75 section of Whitaker Forest Drive indicates it is passable to only high clearance four-wheel drive vehicles.

Part 3; a drive on Redwood Canyon Road prior to the KNP Complex Fire

These photos of southbound Redwood Canyon Road are from July 2020 prior to the KNP Complex Fire. At the time the two-mile descent to from Generals Highway to the Redwood Canyon Trailhead was rough but passable to low clearance vehicles. Redwood Canyon Road becomes Whitaker Forest Drive just beyond the Redwood Canyon Trailhead. This transition of road names occurs at the Kings Canyon National Park boundary.

Part 4; a hike in the Redwood Mountain Grove prior to the KNP Complex Fire

These photos were taken from the Redwood Mountain Grove during July 2020 prior to the KNP Complex Fire. These photos are from the Redwood Canyon Trailhead parking area.

The Redwood Canyon Trailhead guide sign.

These photos are of scenery on the hike to the Hart Tree. The Hart Tree was discovered approximately around 1880 and is named after Michael Hart. The tree was thought to once be the fourth largest Sequoia, but modern measurements has placed it as the twenty-fourth largest.

A bit of unfortunate irony with the sign in front of the Hart Tree which described why prescribed burns are necessary.

Old Dunlap Road (former California State Route 180 in Yokuts Valley)

2026-08-24T04:00:00.047-04:00

When California State Route 180 was commissioned in August 1934 the alignment in took in Sierra Nevada range was very different than from today. The original highway alignment from Squaw Valley (now Yokuts Valley) to east Grant Grove (then part of General Grant National Park) originally followed what is now Ruth Hill Road, Dunlap Road, Pinehurst Road (modern California State Route 245), Dark Canyon Road (partially now Forest Road 14S45). After funding fell through for the planned Kings Canyon Road the was corridor eventually picked up as a 30-mile-long cooperative project between the Division of Highways and Federal Government. Much of current alignment of California State Route 180 bypassing Squaw Valley (now Yokuts Valley) and Dunlap was complete by 1941.

The post-1941 alignment of California State Route 180 in Squaw Valley was shifted onto what was once Dunlap Road in Squaw Valley. This alignment itself was later bypassed by modern California State Route 180 in 1952. The Old Dunlap Road corridor still mostly intact as George Smith Road, Bear Mountain Road, Hall Lane, Elwood Road and Fulgham Lane.

The post-1941 realignment of California State Route 180 north of Ruth Hill Road onto what was Dunlap Road can be seen on the 1948 United States Geological Survey map of Fresno.

Part 1; the history of California State Route 180 in Yokuts Valley

During 1905 Legislative Chapter 598 would authorize a survey to locate a route for a highway to be constructed from Grant Grove of General Grant National Park into the Kings River Canyon. This corridor would be formally added as a planned state highway by way of 1909 Legislative Chapter 223 as Legislative Route Number 41.

Planned Legislative Route Number 41 appears on the 1918 California Highway Commission map as a special appropriations road.

The 1919 Third State Highway Bond Act would provide funding for construction of the Kings River Canyon Road. In 1933 Legislative Route Number 41 would be extended to Tracy via Fresno. The state highway west of Grant Grove followed Dark Canyon Road (now partially Forest Road 14S45), Pinehurst Road (now California State Route 245) Dunlap Road, and Old Dunlap Road (now Ruth Hill Road) through to Centerville. The initial Grant Grove-Centerville alignment of Legislative Route Number 41 passes through the communities of Pinehurst, Miramonte, Dunlap and Squaw Valley (now Yokuts Valley).

New Dunlap Road (shown as just Dunlap Road) and Old Dunlap Road can be seen as the named road corridors between Dunlap and Centerville on the 1924 United States Geological Map of Dinuba. Old Dunlap Road is displayed as following what is now Ruth Hill Road. Modern California State Route 180 now follows much of the alignment of New Dunlap Road in Yokuts Valley, but the corridor was significantly straightened (see the following paragraphs below).

Legislative Route Number 41 east of Fresno would be assigned as California State Route 180 when the initial Sign State Routes were announced in the August 1934 California Highways & Public Works.

The initial alignment of California State Route 180 east of Fresno can be seen on the 1935 Division of Highways map of Fresno County (unbroken red line). The state highway corridor is shown following what is now Ruth Hill Road through Squaw Valley into Dunlap.

A planned new alignment of California State Route 180 from Boulder Creek east to the Sequoia National Forest boundary near Dunlap appears budgeted for the 89th-90th Fiscal Years in the January 1937 California Highways & Public Works. The project corridor is shown to be broken up into zones spanning a total of 11 miles.

California State Route 180 along the slopes of Ruth Hill appears on the cover of the November 1938 California Highways & Public Works. The cover caption notes construction of the planned new alignment was shelved due to funding falling short. The existing corridor is called the "Squaw Valley Grade" in the caption.

The realignment of California State Route 180 from the outskirts of Squaw Valley to Grant Grove appears as budgeted 30-mile project zone for the 91st-92nd Fiscal Years in the February 1939 California Highways & Public Works.

The Squaw Valley-Grant Grove realignment of California State Route 180 was featured in the June 1940 California Highways & Public Works as being a cooperative project between the Federal Government and State of California. The chosen alignment is noted to first have been first surveyed by the Federal Government in 1931 to provide better access to General Grant National Park. The existing highway is noted to be extremely winding and have grades in excess of 10%. General Grant National Park was reorganized and in expanded during 1940 into Kings Canyon National Park.

The November 1941 California Highways & Public Works details the opening of the new alignment of California State Route 180 bypassing Squaw Valley and Dunlap. The then new highway is referenced in the article as "Kings Canyon Road" and is noted to have been completed on August 28, 1941. This is the first known instance of Kings Canyon Road nomenclature being used. The name is still used for much of California State Route 180 east of downtown Fresno in modern times.

In the Squaw Valley area, the Kings Canyon Road and California State Route 180 were realigned onto the existing Dunlap Road corridor north of Ruth Hill Road. On the 1950 United States Geological Survey map of Orange Cove North the Kings Canyon Road can be seen entering Squaw Valley eastbound via what is now Ruth Hill and turning northward into what is now George Smith Road. Kings Canyon Road can be seen using what is now Bear Mountain Road towards Hall Lane.

In northern Squaw Valley the Kings Canyon Road and California State Route 180 are showing overlapping what are now modern Elwood Road and Fulgham Lane on the 1944 United States Geological Survey map.

Kings Canyon Road and California State Route 180 east of Fulgham Lane shown to have followed a winding alignment along Mill Creek towards the 1941-era Kings Canyon Grade near Dunlap on the 1952 United States Geological Survey map of Patterson Mountain. Much of this winding alignment has been since buried by modern California State Route 180 aside from what is now Hopewell Road.

The September/October 1948 California Highways & Public Works announced a realignment project for California State Route 180 between Citrus Cove Road (now Cove Road) and White Deer Road (now Hopewell Road) upcoming for the 1949-1950 Fiscal Year. This project corridor was intended to replace the winding grade which existed within Citrus Cove eastward through Squaw Valley towards Mill Creek.

The November/December 1951 California Highways & Public Works announced the realignment of California State Route 180 between Citrus Cove and Squaw Valley was underway. It is unclear why this project corridor was delayed but it appears to have been completed during 1952 without further incident. This realignment would shifted California State Route 180 and Kings Canyon Road to the grade it now occupies from Citrus Cove east to Dunlap.

What is now Yokuts Valley was originally the home to a Yokut tribal village called Múshtihnau. At one point the valley where Múshtihnau was located in was called "Woman's Land." Around 1873 American settlers co-opted the name as "Squaw Valley" which was made official following the establishment of Postal Service in 1879. The term "squaw" in modern times is considered by many to be an ethnic slur towards Native Americans.

During January 2023 the Board of Geographic Names elected to rename the Squaw Valley as "Yokuts Valley." The renaming has been locally unpopular, and most businesses still carry the Squaw Valley name.

Part 2; a drive on the Old Dunlap Road corridor alignment of California State Route 180

Much of the Old Dunlap Road is divided up and largely is not continuous. The Old Dunlap Road corridor made a soft right-hand transition from what is now Elwood Road onto Fulgham Lane. Fulgham Lane is not signed and appears to no longer be maintained by Fresno County despite private residences being located on it.

These photos show the transition the Old Dunlap Road took from Hall Lane to Fulgham Lane via what is now Elwood Road.

Eastbound Fulgham Lane crosses a bridge at Mill Creek which is being consumed by overgrowth. This vintage of this span is unclear, but it is similar to bridges constructed by Fresno County from the 1920s through the 1940s.

Fulgham Lane continues east atop weathered asphalt and Portland Cement to modern California State Route 180 a short distance east of Yokuts Valley.

Travel New England: Texas Falls, Vermont

2026-08-22T14:46:05.607-04:00

Texas Falls is one of the many natural wonders within Green Mountain National Forest. The 35-foot, two-cascade waterfall is one of the most popular outdoor destinations in Vermont. Easily accessible from the parking area, the falls can be viewed either via a footbridge over the gorge or a 1.2-mile hiking trail.

Texas Falls dates to the Ice Age. 12,000 years ago, retreating glaciers carved through the bedrock, creating the falls. Today, Texas Falls is one of the more popular waterfalls in Vermont.

All photos taken by post author - May 4, 2012.

Site Navigation:

Return to Travel New England Index

Sources & Links:

Texas Falls Personal Photo Album on flickr
Explore Beautiful Texas Falls in Hancock ---VermontExplored.com
Texas Falls ---NewEnglandWaterfalls.com

How To Get There:

Ennis Road (Fresno County)

2026-08-21T04:00:00.099-04:00

Ennis Road is an approximately four-mile-long rural cutoff through Shannon Valley the Sierra Nevada foothills of Fresno County. Ennis Road connects Ruth Hill Road (former California State Route 180) southward to Sand Creek Road. What is now Ennis Road was originally developed by Fresno County in the 1910s as the Squaw Valley Cutoff. The modern roadway name first appears on 1930-era highway maps of Fresno County.

Part 1; the history of Ennis Road

Ennis Road serves as a cutoff between Sand Creek Road and Ruth Hill Road (former California State Route 180) in community of Yokuts Valley (previously Squaw Valley). Ennis Road passes through Shannon Valley and the lands of Rector Ranch.

Both Ruth Hill Road and Sand Creek Road originally served the logging community of Millwood which was located in Converse Basin east of Dunlap. The Kings River Lumber Company had been established in 1888 in the form of a 30,000-acre purchase of forest lands in Converse Basin. This purchase lied immediately west of Grant Grove and came to be known as "Millwood." Millwood was both a company town and sawmill.

Squaw Valley Cutoff first appears on the 1914 C.F. Weber map of Fresno County. Much like it does in modern times the corridor served as a connector between Sand Creek Road and Ruth Hill Road.

Squaw Valley Cutoff can be seen in detail on the 1924 United States Geological Survey map of Dinuba.

The Squaw Valley Cutoff is displayed as having been renamed as Ennis Road on the 1935 Division of Highways map of Fresno County.

At some point after the late 1960s Ennis Road was largely replaced as the primary cutoff between Ruth Hill Road and Sand Creek Road. The southern terminus of George Smith Road was realigned as a two-lane highway to Ennis Road near Mistletoe Lane. Ennis Road south of George Smith Road to Sand Creek Road was converted to two-lane standards aside from the Sand Creek Bridge.

The realignment of George Smith Road to Ennis Road can be seen on the 1982 United States Geological Survey map of Fresno.

On April 29, 2021, Fresno County opened a project to replace the carrying Ennis Road over Sand Creek for bid. This project was intended to replace the existing single lane span at a cost of approximately $3,006,000-$3,322,000. The span was ultimately completed in 2022.

Part 2; a drive on Ennis Road

The single lane portion of Ennis Road begins via left-hand turn from the southern terminus of George Smith Road. Southbound George Smith Road softly transitions via a right-hand turn onto the two-lane part of Ennis Road. The two-lane segment of Ennis Road terminates at Sand Creek Road.

The one-lane segment of Ennis Road begins with a crossing of an unnamed creek.

Ennis Road passes through several rural residences and emerges into Shannon Valley.

Ennis Road climbs through a series of switchbacks out of Shannon Valley and into Yokuts Valley. Ennis Road terminates at Ruth Hill Road near Squaw Valley Cemetery.

Former California State Route 180 in Citrus Cove

2026-08-17T04:00:00.086-04:00

Citrus Cove is a small canyon located east of Cove Road in Fresno County which California State Route 180 passes through. Modern California State Route 180 climbs above the orange groves in this canyon via a modern two-lane highway. The original alignment of California State Route 180 is located within the canyon which is now a switchback road passing through the orange groves. This older alignment was in service as California State Route 180 until 1952 and was for years a major barrier for traffic reaching destinations in the Sierra Nevada foothills.

The original alignment of California State Route 180 from Cove Road east to Squaw Valley via Citrus Cove can be seen on the 1950 United States Geological Survey map.

Part 1; the history of California State Route 180 in Citrus Cove

Citrus Cove is a small canyon in which is located on California State Route 180 immediately east of Cove Road. As the name suggests, this canyon is lined with a citrus grove. Citrus Cove is where California State Route 180 rises out of San Joaquin Valley into the foothills of the Sierra Nevada.

Planned Legislative Route Number 41 appears on the 1918 California Highway Commission map as a special appropriations road.

The 1919 Third State Highway Bond Act would provide funding for construction of the Kings River Canyon Road. In 1933 Legislative Route Number 41 would be extended to Tracy via Fresno. The state highway west of Grant Grove followed Dark Canyon Road (now partially Forest Road 14S45), Pinehurst Road (now California State Route 245) Dunlap Road, and Old Dunlap Road (now Ruth Hill Road), and a winding switchback road in Citrus Cove through to Centerville. The initial Grant Grove-Centerville alignment of Legislative Route Number 41 passes through the communities of Pinehurst, Miramonte, Dunlap and Squaw Valley (now Yokuts Valley).

What was then known as Dunlap Road can be seen west of Squaw Valley passing through Citrus Cove into San Joaquin Valley on the 1924 United States Geological Survey map of Dinuba.

Legislative Route Number 41 east of Fresno would be assigned as California State Route 180 when the initial Sign State Routes were announced in the August 1934 California Highways & Public Works.

The initial alignment of California State Route 180 from Citrus Cove east to Squaw Valley can be seen on the 1935 Division of Highways map of Fresno County (unbroken red line).

The original alignment of California State Route 180 from Cove Road east to Squaw Valley via Citrus Cove can be seen on the 1950 United States Geological Survey map.

Part 2; the original alignment of California State Route 180 in Citrus Cove

From eastbound California State Route 180 approaching Citrus Cove the original highway can be seen in the orange groves below.

The older alignment of California State Route 180 in Citrus Cove from the modern highway.

The original alignment of California State Route 180 east of Citrus Cove crossed over California State Route 63 (Hills Valley Road). The older alignment of California State Route 180 is still visit from California State Route 63.

East of California State Route 63 the older cut where California State Route 180 once transitioned into Ruth Hill Road towards Squaw valley is easy to spot.

Tracing Pennsylvania's lost routes - Route 908

2026-08-15T14:14:51.631-04:00

Former Pennsylvania Route 908 is located in Northeast Allegheny County. First signed in 1928, Route 908, along with many other 800- and 900-series routes, was decommissioned in 1946. Yet, there are still mentions of PA 908 in the wild along the back roads of the area.

AAA Wall Map showing PA 908 and PA 908 'Ext' still in service. PA 908 would continue south through Russellton and Rural Ridge to meet PA 28 near Cheswick. (Map Date: Unknown - Photo Adam Prince - September 2012)

PA 908 was a 16-mile route that followed what is now Little Deer Creek Road, Russellton Road, Millerstown Road, Bull Creek Road, and Bakerstown Road. Sign blades at intersections along Millerstown Road still refer to it as "Route 908." Russelton Road is also known as "State Route 908 Extension." In fact, the sign blades showing Route 908 and Route 908 Extension are the reason a AAA wall map of the Pittsburgh area shows both PA 908 and PA 908 "Extension."

Driving PA 908:

Site Navigation:

< PA 884 - In Development
> PA 909
Return to the SWPA Roads Project Index

Sources & Links:

PA 908 @ PAHighways.com ---Jeff Kitsko

George Smith Road (Fresno County)

2026-08-14T04:00:00.060-04:00

George Smith Road is an approximately 5.5-mile rural highway located in the Sierra Nevada foothills of Fresno County. As presently configured George Smith Road begins at California State Route 180 (Kings Canyon Road) in Yokuts Valley (previously Squaw Valley) and winds above a ridge overlooking Shannon Valley to Ennis Road.

George Smith Road was developed as the Sand Creek Cutoff Road and originally ended in Tulare County. The roadway appears renamed after Smith Ranch beginning in the 1930s. During the 1950s and 1960s George Smith Road would be altered heavily. The 1960s alteration truncated the corridor away from Tulare County and realigned it to Ennis Road.

Part 1; the history of George Smith Road

George Smith Road is named after Smith Ranch which historically has been located on the corridor. As presently configured George Smith Road begins at California State Route 180 (Kings Canyon Road) in Yokuts Valley (previously Squaw Valley) and terminates to the southeast at Ennis Road. George Smith Road in conjunction with Ennis Road serve as a cutoff between California State Route 180 and Sand Creek Road.

What is now George Smith Road can be seen part of the Sand Creek Cutoff Road on the 1891 Thompson Atlas of Fresno County in Range 25 East, Township 14 South. The Sand Creek Cutoff began at Ruth Hill Road in Squaw Valley and passed by Smith Ranch towards Sand Creek Road in Tulare County.

Sand Creek Cutoff Road and Smith Ranch can be seen in detail south of Squaw Valley on the 1922 United States Geological Survey map of Trimmer Springs.

The 1935 Division of Highways map of Fresno County displays Sand Creek Cutoff Road renamed as George Smith Road.

The realignment of George Smith Road to Ennis Road can be seen on the 1982 United States Geological Survey map of Fresno.

Part 2; a drive on George Smith Road

Southbound George Smith Road begins at California State Route 180 in Yokuts Valley.

South George Smith Road bisects two discontinuous segments of Ruth Hill Road. Ruth Hill Road and this short segment of George Smith Road carried early California State Route 180 between 1934-1941.

Southbound George Smith Road winds above a ridge which overlooks Shannon Valley.

George Smith Road ends at a soft right-hand transition at Ennis Road. Ennis Road continues ahead to Sand Creek Road.

Italian Bar Road (Fresno County)

2026-08-12T04:00:00.133-04:00

Italian Bar Road is an approximately six-mile switchback highway located in the San Joaquin River Canyon of Fresno County. Italian Bar Road begins at the southern rim of the San Joaquin River Canyon at Jose Basin Road and terminates to the northwest at the Italian Bar Bridge over Redinger Lake.

Italian Bar Road is named after a former mining claim which was staked on the San Joaquin River where Redinger Lake is now located. The Fresno County side of Italian Bar Road was largely constructed concurrent with Million Dollar Road to access the site of Big Creek Powerhouse #8 in 1921. The Fresno County roadway was connected with the Italian Bar mining road in Madera County circa 1925 when the Italian Bar Bridge was constructed over the San Joaquin River. Before Madera County dropped roadway names after World War II the corridor of Italian Bar Road extended to Minarets Road near North Fork.

In 1951 the Italian Bar Bridge would be raised to accommodate the Redinger Lake reservoir. The original Italian Bar Bridge was replaced by a modernized span which opened to traffic during May 2021.

Part 1; the history of Italian Bar Road

Italian Bar Road is named after a mining claim which once existed at the San Joaquin River where Redinger Lake now is located. The mining claim never developed into a town site but was significant enough that an early foot bridge was constructed over the San Joaquin River. The foot bridge can be seen below in a series of 1890 photos from the Fleming family collection (courtesy Eastern Fresno County Historical Society).

The confluence of the San Joaquin River and Stevenson Creek can be seen the 1891 Thompson Atlas of Fresno County in Range 23 East, Township 9 South. Mill Creek can be seen emptying into the San Joaquin River in Subdivision 18. Italian Bar was located a short distance west of the confluence of the San Joaquin River and Mill Creek.

In 1921 Big Creek Powerhouse #8 was constructed at the confluence of the San Joaquin River and Big Creek. This was followed by construction of Powerhouse #3 at the confluence of the San Joaquin River and Jose Creek in 1923. Much of what is now Italian Bar Road in Fresno County and Million Dollar Road were constructed north from the San Joaquin & Eastern Railroad siding of Lorena to the powerhouse sites.

Following the completion of Big Creek Powerhouses #8 and #3 the trail on the Madera County side of the San Joaquin River would be improved east from the Minarets Road near North Fork as an automotive highway. This roadway would be connected to Fresno County in 1925 when the Italian Bar Bridge was constructed at the San Joaquin River.

The 1925-era Italian Bar Bridge was a Warren Pony Truss span which was 242.1 feet in length. The span can be seen below as it was from the Fresno County side of Redinger Lake during September 2019.

The 1947 United States Geological Survey map displays the full scale of Italian Bar Road. In the era the Italian Bar Road designation existed within both counties. Italian Bar Road began at Jose Basin Road (formerly the grade of the San Joaquin & Eastern Railroad) in Fresno County and spanned northwest to Minarets Road in Madera County.

After World War II Madera County would drop names from their county highways and assign them numbers. Italian Bar Road within Madera County would subsequently be reassigned as Road 225. The Italian Bar Bridge would be modified and raised in advance of completion of Redinger Dam. Said dam was completed by Southern California Edison in 1951 and impounds Redinger Lake.

On October 12, 2015, Sierra News Online reported on a public comment period for replacement of the 1925-era Italian Bar Bridge. The span was found by Caltrans to be both structurally deficient and inadequate to meet the needs of modern automotive traffic. The replacement span was proposed to be two-lanes wide.

On September 6, 2019, Sierra National Forest announced the following regarding the replacement of the Italian Bar Bridge on their Facebook page:

"Fresno & Madera Counties to begin the Italian Bar Bridge replacement project, on Italian Bar Road September 17, 2019

Clovis, Calif., September 06, 2019 – The Sierra National Forest would like to inform the forest communities and visitors to the forest, American Paving Co. (Contracted by Fresno & Madera Counties) will begin the Italian Bar Bridge replacement project in the very near future. Road closures will start on 9/17/19, with rock blasting starting around 9/30/19.

Signs will be posted along various roads, the San Joaquin River Trail where it intersects with Italian Bar Road, and at the Redinger Boat Launch.

The signs will inform visitors and residents of construction and road closures. The signs will state the following: “This Road (or Trail, or Boat Launch) will be Closed Intermittently Start Sept 2019 thru Feb 2021 Mon.-Sat. 7 am–5:30 pm.”

The modern Italian Bar Bridge opened to traffic on May 19, 2021. The dedication ceremony for the current span can be seen below.

Part 2; a drive on Italian Bar Road

Northbound Italian Bar Road begins at Jose Basin Road along the southern rim of the San Joaquin River Canyon. This junction lies at an elevation of approximately 3,000 feet above sea level.

Italian Bar Road begins to descend towards a switchback facing Jose Creek. Big Creek Powerhouse #3 can be seen from the roadway by looking to the left.

Italian Bar Road descends through a series of switchbacks and descends to a junction with Million Dollar Road. Million Dollar Road is owned by Southern California Edison and accesses Big Creek Powerhouse #8. Million Dollar Road is accessible to hikers and cyclists wishing to visit Stevenson Creek Falls.

Italian Bar Road passes through the grounds of Big Creek Powerhouse #3.

Italian Bar Road descends to Redinger Lake (at approximately 1,420 feet above sea level) and crosses the modern Italian Bar Bridge to Madera County Road 225.

The Jesse Morrow Mountain derelict (California State Route 180)

2026-08-10T04:00:00.113-04:00

The Jesse Morrow Mountain derelict is a ruined chimney located on California State Route 180 (Kings Canyon Road) at Postmile 80.90. This chimney was part of a home constructed by the Granite Water Company in 1918. The home would be later purchased by a family out of Sanger in 1928 and moved (sans chimney) to I Street in downtown. This derelict chimney is often adorned with Christmas and seasonal decor by residents of eastern Fresno County.

The history of the Jesse Morrow Derelict

Jesse Morrow Mountain is a 2,108-foot-high peak in the Sierra Nevada foothills located east of Centerville and Minkler. California State Route 180 (Kings Canyon Road) is between Jesse Morrow Mountain and Mount Campbell via the so-called Dunnigan Gap. Kern-Friant Canal also passes through Dunnigan Gap between the two mountains.

The namesake of Jesse Morrow Mountain was born on October 3, 1827, in Ohio. Jesse Morrow was part of an emigrant train which arrived in Owens Valley during the California Gold Rush by late 1850. Morrow and four other men decided to make for San Joaquin Valley during the winter. During their journey the party nearly starved to death in the Kern River Valley but ultimately would arrive in Tulare County by January 1851.

Jesse Morrow would have success mining in Mariposa County and along the San Joaquin River. Morrow would use the money he obtained from mining to purchase land on the Kings River near Centerville and the Stockton-Los Angeles Road. In 1872 Morrow would fund construction of a large flour mill in Centerville and would construct an estate in downtown Fresno on what is now Van Ness Avenue by 1877.

It isn't clear when the mountain which now bears Jessie Morrow's name was designated. The peak appears as the Tcho-e-ni-ne Mountains on the 1891 Atlas of Fresno County in Range 23 East, Township 14 South. The Squaw Valley Road can be seen east of the Kings River on this atlas. This name was in use before the corridor was part of the State Highway System and was later renamed as Dunlap Road. The Dunlap Road name was retained for a time after the commissioning of California State Route 180 in August 1934 as a Sign Route. After the early 1940s California State Route 180 east of Fresno would come be known as Kings Canyon Road in reference to Kings Canyon National Park.

In 1905 the Wahtoke Thermal Tract was subdivided from what was the holdings of William N. Rohrer (previously the Darwin Estate). In 1918 a home was constructed at the intersection of Dunlap Road and Alta Road a short distance south of Jesse Morrow Mountain. The home was owned by the Granite Water Company and was located a short distance from the Wahtoke Branch Railroad. This plot can be seen in subdivision 18 of the 1923 United States Geological Survey map of Wahtoke.

A map and brochure for the Wahtoke Thermal Tract can be seen below.

In 1928 the home near the intersection of Dunlap Road and Alta Road was purchased by the Jennings family of Sanger. The Jennings relocated the house to 512 I Street in downtown Sanger where it still stands. The Jennings only left the chimney from the original building foundation which still sits along modern California State Route 180.

This view is from eastbound California State Route 180 approaching the Jesse Morrow Derelict at Postmile FRE 80.90. The ruins of the chimney can be seen easily above the grass line.

This view faces north towards Jesse Morrow Mountain and the chimney structure. The foundation for the Granite Water Company home is located behind the chimney. The chimney appears to have been externally loaded when it was part of a functioning building.

Buc-ee's - The Overzealous Beaver

2026-08-08T22:52:03.286-04:00

If you've followed this website long enough, you know that we're not that impressed with Buc-ee's. I shrugged when I visited the St. Augustine, Florida location in April 2022. It may have rustled a feather or two, but I did say I wasn't opposed to going to one again. In fact, a few months later I did in Denton, Texas. An old high school friend mentioned that they liked Buc-ee's for filling up their RV because of the space and the numerous gas pumps. So, when I helped my brother move from Baton Rouge to Denver, and the U-Haul needed to be filled up, I must admit Buc-ee's was the perfect spot. I have not been to a Buc-ee's since then.

Recently, Buc-ee's has brought lawsuits against three smaller convenience store brands that have caught national attention. Two in Ohio and one in Georgia.

Teddy's Market's logo is the key to a legal battle between Buc-ee's and the small Georgia chain. Teddy's is fighting back, calling Buc-ee's a "trademark bully." (Image Source: Atlanta First News)

In Georgia, Buc-ee's is suing Teddy's Market - a small three-store convenience store chain near Atlanta. In Ohio, Buc-ee's first sued Northern Ohio's Mickey's and then later Beaver's Mini Mart in Beavercreek, Ohio. Mickey's has 42 locations in Ohio, while Beaver's is a one-store operation at a suburban intersection southeast of Dayton.

Buc-ee's claims that Mickey's recent rebrand infringes on their trademark. (Image source: Mickey's)

In all cases, Buc-ee's is asking all to cease use of their logos, any profits from the use of said logos, attorney fees, and other legal items.

The lawsuit against Beaver's Mini-Mart has drawn the most ire and national attention. Beavercreek residents, its mayor, even the Governor of Ohio, have spoken out against Buc-ee's suit against Beaver's Mini-Mart. Some have even called for a boycott.

Beaver's Mini-Mart, in operation for over 20 years, is a suburban convenience mart east of Dayton and about 13 miles south of a Buc-ee's at OH 235 and I-70. Beaver's is more like the convenience store in Clerks - doesn't even sell gas - than it is a direct competitor of Buc-ee's.

You really would have to be lost to end up at Beaver's Mini Mart instead of Buc-ee's.

The three cases are just the latest in a long line of legal proceedings involving Buc-ee's and competitor logos.

Future Targets?:

Sam's Mart and Sam's Express are located in North and South Carolina. Buc-ee's has recently broken ground on a new location in Mebane, NC. (Adam Prince)

Further, as Buc-ee's expands into North Carolina and elsewhere, new targets for the Buc-ee's legal team will appear. Here in North Carolina, that means watch out Sam's Xpress/Sam's Mart. Your logo and that you have a car wash, some locations also sell gas and have a convenience store may confuse John Q. Public who wants to experience a wall of beef jerky and a brisket sandwich. Yes, you have been operating in North and South Carolina since 2012. But that smiling cartoon bear is too similar to our beaver. And most likely, Buc-ee's had their trademark first, so that's going to be a big hurdle.

Busy Beaver Home Improvement Center in Washington, PA (Jason Gilbert)

Busy Beaver Home Improvement Centers in Western Pennsylvania. Yes, you are a hardware store; you have had a trademarked logo since the 1960s, but you sell grills, and so does Buc-ee's. Your mascot is a beaver, the background is red, and again that driver may be looking for Buc-ee's Beaver Nuggets and end up being upset that they only sell hammers and a plumb bob. (Busy Beaver most likely is safe for numerous reasons, including having a trademark first, but Buc-ee's has a reputation to live up to.)

It's All About the Brand:

What causes Buc-ee's to sue? Trademarks and trademark requests. In the three recent cases (Teddy's, Mickey's, Beaver's Mini-Mart), all three have recently filed trademark requests. In fact, Buc-ee's owner, Arch "Beaver" Alvin III, has hinted that they would drop the lawsuit against Beaver's if the one-store operation withdrew their trademark request. However, Beaver's Mini Mart filed for an Ohio trademark and not a federal (national) one. Buc-ee's also wants protection if Beaver's Mini Mart expands nationally.

Lawyers point out that Buc-ee's is protecting its trademark and its brand. One legal firm states, "If a brand owner allows others to use similar marks without challenge, this will ultimately weaken the registered marks." I can't argue that point; Buc-ee's has every right to protect its brand.

And they have been successful; some competitors have been definite rip-offs of the brand. Others not so much.

But there comes a point where the general public's perception of Buc-ee's is that of an overzealous bully knocking down sizably smaller, and honestly insignificant, businesses to protect its brand.

Their recent lawsuits caught the attention of HBO's Last Week Tonight host John Oliver, who has called out Buc-ee's frequent legal filings. His direct knockoff "Buc-off" trolled Buc-ee's, as he challenged them to sue. So far, Buc-ee's has not.

A Bad Taste in Consumers' Mouths:

An opinion by Peter Economy in Inc. Magazine put it best: "Customers rarely remember the legal reasons behind a company’s decisions. Instead, they remember the story those decisions seemed to tell about the company itself."

The outcry against Buc-ee's latest legal pursuits won't close the business, most likely won't impact profits, and won't stop new locations from opening. The new Ohio location will continue to serve the Interstate 70 traveler going from Pittsburgh to Missouri who has the faintest idea of these lawsuits. However, there will be, and now are, customers who, when they see that grinning beaver high above the highway, are going to give pause and take their business elsewhere.

Sources & Links:

Fueling a Trademark Fight: Buc-ee's and Mickey's Gas Station Dispute ---University of Cincinnati Law Review Blog
Don't mess with Texas trademarks: How Buc-ee's protects its branding ---Dallas Morning News
Buc-ee's Lesson: Customers Remember More Than You Think ---Inc. Magazine
North Georgia convenience store chain fights Buc-ee's trademark infringement lawsuit ---Atlanta News First
Buc-ee's sued a small Ohio mini mart. Its neighbors are fighting back. ---Houston Chronicle
#BoycottBucees trends as Ohio rallies behind corner store in trademark lawsuit ---Cleveland Plain Dealer

Frankwood Avenue (Fresno County)

2026-08-07T04:00:00.126-04:00

Frankwood Avenue is an approximately 11-mile roadway in eastern Fresno County. Frankwood Avenue originates at 10th Street in the city of Reedley and terminates at Piedra Road a short distance after crossing the Alta Main Canal.

Frankwood Avenue has numerous historical structures of interest which can be found along the corridor. The brick Frankwood Schoolhouse located at Frankwood Avenue and Old Kings Canyon Road (formerly California State Route 180) was constructed in 1921. The Alta Main Canal Bridge located on Frankwood Avenue north of California State Route 180 was constructed in 1925. This canal span formed the basic design template for other similar irrigation bridges constructed in Fresno County through to the 1940s.

Part 1; the history of Frankwood Avenue

Frankwood Avenue originates in downtown Reedley and spans northward to Piedra Road upon crossing the Alta Main Canal. The corridor is notable due to it passing by the Frankwood Schoolhouse and crossing the Alta Main Canal Bridge.

The Alta Main Canal (originally known as the 76 Canal) was constructed from the Kings River near modern day Piedra in 1883. This canal serves rural farm plots in eastern Fresno County and northern Tulare County with a steady supply of irrigation water.

In 1888 the Southern Pacific Railroad would plot Reedley at the Kings River near what were the Stockton-Los Angeles crossings of Smith's Ferry and Poole's Ferry. As part of the subdivision of Reedley what is now Frankwood Avenue was constructed north from 10th Street northward to the Alta Canal. In 1890 the original Frankwood School would be constructed at the corner of Frankwood Avenue and the Squaw Valley Road (now Old Kings Canyon Road).

Frankwood Avenue can be seen terminating a short distance north of Squaw Valley Road on the 1891 Thompson Atlas of Fresno County in Range 23 East, Township 14 South.

In 1921 the original Frankwood School was replaced with an 8,000 square foot brick "L" shaped structure. Frankwood Avenue would be extended north to Piedra Road in 1925 via a crossing of the Alta Main Canal. The Alta Main Canal Bridge is concrete girder span which was among the earliest of what became a common irrigation span design in Fresno County.

The extension of Frankwood Avenue to Piedra Road can be seen on the 1935 Division of Highways map of Fresno County. The Porterville-Orosi Branch (constructed 1913-1914) of the Atchison, Topeka & Santa Fe Railway can be seen crossing Frankwood Avenue near California State Route 180 (now Old Kings Canyon Road). Frankwood Avenue can be seen crossing the Wahtoke Branch (constructed in 1911 also by the Atchison, Topeka & Santa Fe Railway) twice near Alta Main Canal.

In 1958 the Frankwood School would merge with the Centerville School District. The schoolhouse was put up for sale and was repurposed as a steak house known as the Sherwood Inn Restaurant. The steak house would operate continuously at the corner of California State Route 180 and Frankwood Avenue for approximately 30 years.

In 1965 the Wahtoke District would be truncated to Minkler and the grade crossings on Frankwood Avenue were removed. In 1973 the remaining portion of the Wahtoke District and entirety of the Porterville-Orosi District would be abandoned. The Atchison, Topeka & Santa Fe would leave much of the grade-crossing infrastructure up despite removing the rails until the 1990s.

In fall 2010 the Frankwood Schoolhouse would be purchased by new owner. The structure was restored and reopened in January 2012 as the Schoolhouse Restaurant.

In February 2020 California State Route 180 and Kings Canyon Road were moved to a new four-lane expressway north of the Frankwood Schoolhouse. The original highway alignment became Old Kings Canyon Road and still intersects Frankwood Avenue. The California State Route 180 expressway terminates a short distance east of the Frankwood Schoolhouse and becomes a two-lane highway.

Part 2; a drive on Frankwood Avenue

This view is facing east on Old Kings Canyon Road towards Frankwood Avenue and the Frankwood Schoolhouse. Jesse Morrow Mountain can be seen looming overhead.

The Frankwood Schoolhouse.

Frankwood Avenue north of the Frankwood Schoolhouse crosses over the modern California State Route 180 expressway.

Frankwood Avenue continues northward and crosses over the 1925-era Alta Main Canal Bridge. The roadway briefly narrows to a single lane over the bridge.

Frankwood Avenue north of Alta Main Canal zigzags through rural residential properties and terminates at Piedra Avneue.

A "slow, jerky and expensive" drive on Jose Basin Road

2026-08-05T04:00:00.103-04:00

A drive along Jose Basin Road above the San Joaquin River Canyon of Fresno County is what one might call a "slow, jerky and expensive" affair. Jose Basin Road is approximately 9.6 miles in length and is overlaid atop the grade of the San Joaquin & Eastern Railroad.

This San Joaquin & Eastern Railroad was in use between 1912-1933 during the early construction of the Big Creek Hydroelectric project. Said fifty-five-mile line originated in El Prado and snaked through the Sierra Nevada of Fresno County to the site of Big Creek Powerhouse #1. The San Joaquin & Eastern Railroad was famous for having 1,073 curves, 43 trestles and grades as high as 5.3%. The line was often to referred to jokingly as "Slow, Jerky and Expensive."

Following the shuttering of the San Joaquin & Eastern Railroad much of the grade east of Auberry was repurposed as public roadways. Jose Basin Road was widened by the late 1940s was widened to be mostly wide enough to carry two-way traffic.

Part 1; the history of Jose Basin Road and the San Joaquin & Eastern Railroad

Jose Basin Road lines the southern rim of the San Joaquin River Canyon along a grade which was part of the San Joaquin & Eastern Railroad. This railroad line was a major component of construction on the Big Creek Hydroelectric Project.

The surveys that would eventually lead to the Big Creek Hydroelectric Project ("Big Creek Project") first took place in the 1880s. By the early 1900s the concept was taken up by the Pacific Light and Power Company (PL&P) as a possible source of electricity to power the city of Los Angeles. PL&P had additional surveys conducted along Big Creek and San Joaquin River between 1902 to 1905. Construction of the Big Creek Project would require a new railroad and a new road to haul in materials. Said railroad would come to be known as the San Joaquin & Eastern Railroad (SJ&E).

The SJ&E was a standard gauge line which broke ground on February 5, 1912. The line would open to freight traffic several months later on July 10th. The line was intended to haul materials for the construction of the first phase of the Big Creek Project.

The SJ&E branched off from the Southern Pacific Railroad at El Prado (near modern Friant) and ascended 55 miles eastward into the Sierra Nevada to the site of Big Creek Powerhouse #1. The line had 1,073 curves, 43 trestles and grades as high 5.3%. This line was often referred to joking as "Slow, Jerky and Expensive."

The full scope of the SJ&E can be seen on 1914 Britton & Rey Map of Fresno County.

Numerous Sidings and Stations were established along the SJ&E which can be seen on the above map. From El Prado the sidings and stations on the SJ&E were as follows:

- McKenzie
- Wellbarn Station (currently Marshall Station)
- Lodge Station
- Auberry
- Indian Mission Station (currently Big Sandy Rancheria)
- Hutchens Station
- Lerona
- Shaver Crossing (near Camp Sierra)
- Cascada Station (current Big Creek community)

The First Phase of the Big Creek Project ended in 1914 amid World War I when the tunnel to the future site of Powerhouse #3 was being constructed. During 1917 the PL&P and SJ&E were merged into Southern California Edison (SoCal Edison). The SJ&E would remain active during Phase Two of the Big Creek Project which took place between 1921 through 1929.

The SJ&E during Phase Two of the Big Creek Project can be seen in great detail on 1922 USGS Maps of Fresno County.

During the onset of the Great Depression work on the Big Creek Project stopped which signaled the end of Phase Two. The SJ&E during the line operating life only recuperated 22% of construction costs. The Huntington Lake Road which had also been constructed to reach the site of the namesake reservoir would later become part of Legislative Route Number 76 and early California state Route 168. SoCal Edison filed abandonment paperwork for the SJ&E on August 15, 1933 according to Abandonedrails.com.

Following the closure of the SJ&E most of the railroad grade east of Auberry would be repurposed into public roads. A 9.6-mile component of railroad grade east of Auberry Road was taken over by Fresno County as Jose Basin Road. An additional 13 miles from the eastern terminus of Jose Basin Road at Mathews Mills to Huntington Lake Road near Camp Sierra was taken over by Sierra National Forest as Old Railroad Grade Road. Old Railroad Grade Road remains unpaved in modern times and is designated as Sierra National Forest Route 8.

Jose Basin Road appears on the 1947 United States Geological Survey map of Mariposa. Fresno County would widen the existing railroad trestle at Bald Mill Creek to two-lanes width in 1947. The trestle at Jose Creek would be use until 1983 when it was replaced with a modern highway bridge.

Part 2; a drive on Jose Basin Road

Eastbound Jose Basin Road begins at Auberry Road near the lands of Big Sandy Rancheria. Traffic heading to Mono Wind Casino is directed to turn east onto Auberry Road.

Jose Basin Road passes through Big Sandy Rancheria and intersects Auberry Mission Road. This rancheria is home to approximately 120 members of the Western Mono Tribe. Big Sandy Rancheria was commissioned in 1909 when the Bureau of Indian Affairs purchased the 280 acres of land the reservation is located on.

Jose Basin Road departs Big Sandy Rancheria and crosses the Bald Mill Creek Bridge. The rail trestle elements of the span are easily observed by viewing the substructure.

Jose Basin Road continues east through the site of Lorena siding. The siding is no longer present and has been replaced by private residences.

Jose Basin Road continues east along the San Joaquin River Canyon and intersects Italian Bar Road.

Jose Basin Road east of Italian Bar Road continues along the San Joaquin River Canyon and begins to cut away approaching the Jose Creek Bridge. The foundations of the San Joaquin & Eastern Railroad trestle are easily observed from the modern Jose Creek Bridge.

Jose Basin Road terminates at Old Railroad Grade Road. The terminus is no longer signed but the transition between the two roads is clear when asphalt gives way to dirt. Old Railroad Grade Road continues eastward towards Huntington Lake Road.

Former California State Route 180 in Minkler

2026-08-03T04:00:00.107-04:00

Minkler is a small former railroad siding community founded in 1911 on Kings Canyon Road (formerly Dunlap Road) just east of Byrd Slough. The community of Minkler between 1934 and 2020 was part of the alignment of California State Route 180 which passed by on Kings Canyon Road. In 2020 California State Route 180 was shifted north of Minkler onto a four-lane expressway bypass. This blog serves as a history of California State Route 180 within Minkler and what artifacts of the older alignment can still be found.

California State Route 180 can be seen passing through Centerville and Minkler below on the 1935 Division of Highways map of Fresno County.

Part 1; the history of California State Route 180 in Minkler

Minkler is a former railroad siding near the Kings River east of Centerville. Minkler was originally as a siding of the Wahtoke Branch located at the junction of the Porterville-Orosi Branch. Both the branch lines were constructed by the Atchison, Topeka & Santa Fe Railway. The Wahtoke Branch itself had been constructed in 1911 from Reedley northward towards quarries located at Piedra. The Orosi-Porterville Branch was constructed circa 1913-1914 from near the Byrd Slough to Ducor via Orosi and Porterville. In 1920 the Minkler Cash Store would open along the Dunlap Road just east of the Kings River.

Minkler siding can be seen north of the Dunlap Road (later Kings Canyon Road) at the junction of the Wahtoke Branch and Orosi-Porterville Branch on the 1923 United States Geological Survey map. The siding at Minkler is displayed as being within walking distance of the Frankwood School.

In 1890 the original Frankwood School would be constructed at the corner of Frankwood Avenue and the Squaw Valley Road (later Dunlap Road and Kings Canyon Road). In 1921 the original Frankwood School was replaced with an 8,000 square foot brick "L" shaped structure. The 1921-era schoolhouse would mostly serve the Minkler area.

The 1919 Third State Highway Bond Act would provide funding for construction of the Kings River Canyon Road. In 1933 Legislative Route Number 41 would be extended to Tracy via Fresno. The state highway west of Grant Grove followed Dark Canyon Road (now partially Forest Road 14S45), Pinehurst Road (now California State Route 245) Dunlap Road, and Old Dunlap Road (now Ruth Hill Road) through to Centerville. The initial Grant Grove-Centerville alignment of Legislative Route Number 41 passed through the communities of Pinehurst, Miramonte, Dunlap and Squaw Valley (now Yokuts Valley) and Minkler.

During August 1934 the original Sign Routes were announced in the California Highways & Public Works. California State Route 180 was assigned to the corridor of Legislative Route Number 41 which passed through Centerville.

California State Route 180 can be seen passing through Centerville and Minkler below on the 1935 Division of Highways map of Fresno County. California State Route 180 east of Fresno entered Centerville on Ventura Avenue. From Venture Avenue the highway jogged south on Smith Avenue and east through Centerville on Dunlap Road towards Minkler. The highway heading eastbound within Minkler took a left-hand turn at Reed Avenue.

The July 1935 California Highways & Public Works featured a washed-out temporary bridge carrying California State Route 180 over the Kings River between Centerville and Minkler. This span was in place due to a new permanent bridge being under construction.

The November 1941 California Highways & Public Works details the opening of the new alignment of California State Route 180 bypassing Squaw Valley and Dunlap. The then new highway is referenced in the article as "Kings Canyon Road" and is noted to have been completed on August 28, 1941. This is the first known instance of Kings Canyon Road nomenclature being used. The designation of Kings Canyon Road appears to have been immediately applied to California State Route 180 as a replacement for Dunlap Road and Ventura Avenue to the Fresno city limit. The Kings Canyon name would be eventually extended west into Fresno to 1st Street via Centerville.

In 1965 the Wahtoke District would be truncated to Minkler and the grade crossings on Frankwood Avenue were removed. In 1973 the remaining portion of the Wahtoke District and entirety of the Porterville-Orosi District would be abandoned. Following the shuttering of both railroad branches the community of Minkler came be far more associated with the Minkler Cash Store and Frankwood School.

In fall 2010 the Frankwood Schoolhouse would be purchased by new owner. The structure was restored and reopened in January 2012 as the Schoolhouse Restaurant.

During December 2014 the California Transportation Commission approved funding of the Minkler/Centerville bypass between Post Miles FRE 74.612-77.975. The initial funding for the Minkler/Centerville bypass was slated for the 2015-16 Fiscal Year and had an estimated cost of $90,948,000. The bypass would serve as an extension of the four-lane Kings Canyon Expressway a short distance east of Frankwood Avenue.

During October 2016 the California Transportation Commission approved a State Transportation Improvement Program allocation for a bypass route of CA 180 around Minkler and Centerville via Post Miles FRE 74.1-78.6. The 2016 allocation by the California Transportation Commission was for $34,665,000. This allocation was approved a second time by the California Transportation Commission in March of 2018 with no alterations to Post Mileage or allocated funds. The 2018 allocation by the California Transportation Commission called for a completion of the Minkler/Centerville bypass by August 2019.

The Kings Canyon Expressway was expanded eastward through Centerville and Minkler to Frankwood Avenue by early 2020. The former alignment of California State Route 180 along Kings Canyon Road in Centerville and Minkler was relinquished to Fresno County. Kings Canyon Road west of Minkler was severed and the roadway was realigned to funnel onto Lone Oak Avenue. Kings Canyon Road east of the Frankwood School was cut off from the expressway.

Part 2; former California State Route 180 on Kings Canyon Road in Minkler

This view faces west on Kings Canyon Road towards the Minkler Cash Store and Byrd Slough Bridge. The current bridge was erected in 2020 after California State Route 180 was shifted north to the expressway bypassing Minkler.

The Minkler Cash Store has an older Division of Highways community sign in the front window which displays a population of 30.

Reed Avenue was extended northward to the expressway alignment of California State Route 180. This extension bisected Kings Canyon Road between the Minkler Cash Store and Frankwood School. Signage below once directed eastbound California State Route 180 traffic to turn left to continue on Kings Canyon Road.

Kings Canyon Road between Reed Avenue and Frankwood Avenue no longer has street blade signage. Caltrans spec shields approaching Frankwood Avenue can still be found near the Frankwood School.

The Frankwood School can be found at the southeast corner of Kings Canyon Road and Frankwood Avenue.

Former California State Route 180 in Centerville

2026-08-01T04:00:00.168-04:00

Centerville is one of the oldest communities in what is now Fresno County having been founded as Scottsburg in 1854. The Centerville community has historically been tied to the history of the Stockton-Los Angeles Road and the Squaw Valley Road. The Squaw Valley Road would later be known as Dunlap Road and became a component of California State Route 180 in August 1934. By the 1940s the corridor was renamed Kings Canyon Road in reference to Kings Canyon National Park.

For the majority of the life of California State Route 180 in Centerville, it has not strayed far from Kings Canyon Road. This changed in 2020 when California State Route 180 was relocated onto the Kings Canyon Expressway. This blog serves as an overview of the history of California State Route 180 and general evolution of highways in Centerville.

California State Route 180 can be seen passing through Centerville and Minkler below on the 1935 Division of Highways map of Fresno County.

Part 1; the history of California State Route 180 in Centerville

Centerville is one of the oldest communities in what is now Fresno County having been originally plotted as Poole's Ferry in 1851. Poole's Ferry was located the Kings River roughly between modern Adams Avenue and Sumner Avenue. Poole's Ferry is sometimes known as Poole's Crossing or Campbell's Crossing. Campbell's Crossing is a reference to the nearby Mount Campbell. Poole's Ferry would become historically linked with the corridor of the Stockton-Los Angeles Road.

The Stockton-Los Angeles Road came into use after the 1853 Kern River Gold Rush began. The then new wagon road was a replacement of the earlier El Camino Viejo. Unlike El Camino Viejo the Stockton-Los Angeles Road avoided the dense Tule Marches in San Joaquin Valley. The Stockton-Los Angles Road stayed close to the foothills of the Sierra Nevada Mountains to avoid flood prone terrain. In 1854 the town site of Scottsburg would be founded at the Kings River at Poole's Ferry.

The Stockton-Los Angeles Road originally crossed the Kings River south of the Millerton at Poole's Ferry. Poole's Ferry (shown as Campbell's Crossing) can be seen along the Stockton-Los Angeles Road on the 1857 Britton & Reys Map of California.

In 1856 the Scottsburg Post Office would open, and Fresno County would created. The mainline of the Stockton-Los Angeles Road would later be realigned closer to the present site of Reedley following the establishment of Smith's Ferry at the Kings River. Smith's Ferry would open during 1855 near the modern intersection of Reed Avenue and Olson Avenue. Poole's Ferry would shutter in 1857, but Smith's Ferry would continue to operate under namesake family until 1874.

Hill's Ferry would open as a new crossing of the Kings River in Scottsburg in 1858. Both Scottsburg and Hill's Ferry were destroyed during the infamous winter floods of 1861-1862. The town site would relocate to more favorable terrain to the north and take on the name Centerville. The Centerville Post Office would shutter in 1864, and the town was destroyed by another flood on the Kings River in 1867. Following the 1867 flood the Centerville town site would be relocated onto the bluff above the Kings River it presently located at.

The Stockton-Los Angeles Road would decline during the early 1870s as the Southern Pacific Railroad constructed their line through San Joaquin Valley. The Southern Pacific Railroad constructed frontage roads, flood control measures and subdivided town sites which brought the primary traveled highway westward. Much of these frontage roads would later become parts of early US Route 99 by 1926.

Centerville would remain an important center of travel as it was the head of the Squaw Valley Road. The Squaw Valley Road spanned eastward from Centerville into the Sierra Nevada range where numerous sawmill operations began to proliferate by the late 1870s. Centerville can be seen linked to Fresno via Ventura Avenue and linked to the Sierra Nevada foothills via the Squaw Valley Road on the 1882 Bancroft's map of California.

Centerville can be seen at the junction Ventura Avenue and the Squaw Valley Road on the 1891 Thompson Atlas of Fresno County in Range 23 East, Township 14 East. The atlas also displays the Centerville street grid which has largely been lost in modern times. Centerville is also shown to be the location of the Kings River Post Office (which has an unclear chronology). In the era Centerville would have carried most highway traffic between Sanger and the Kings River Lumber Company town of Millwood at Converse Basin.

The Muller Brothers General Store can be seen on Dunlap Road (formerly Square Valley Road) in Centerville circa 1900. This photo is from the Michael J. Semas collection.

Planned Legislative Route Number 41 appears on the 1918 California Highway Commission map as a special appropriations road.

The November 1941 California Highways & Public Works details the opening of the new alignment of California State Route 180 bypassing Squaw Valley and Dunlap. The then new highway is referenced in the article as "Kings Canyon Road" and is noted to have been completed on August 28, 1941. This is the first known instance of Kings Canyon Road nomenclature being used. The designation of Kings Canyon Road appears to have been immediately applied to California State Route 180 as a replacement for Dunlap Road and Ventura Avenue to the Fresno city limit. The Kings Canyon name would be eventually extended west into Fresno to 1st Street via Centerville.

The September/October 1949 California Highways & Public Works announced a bridge project for the Kingsburg Canal on California State Route 180 in Centerville. This project was slated for the 1950-1951 Fiscal Year and would resolve the jog in Kings Canyon Road along Smith Avenue. Upon completion Kings Canyon Road in Centerville became continuous.

The Kings Canyon Expressway was expanded eastward through Centerville and Minkler to Frankwood Avenue by early 2020. The former alignment of California State Route 180 along Kings Canyon Road in Centerville was relinquished to Fresno County. Kings Canyon Road within Centerville was severed on both sides of the community which forced traffic to funnel onto Olive Avenue to reach the expressway.

Part 2; former California State Route 180 on Kings Canyon Road in Centerville

Kings Canyon Road in Centerville can be seen south of modern California State Route 180 on the Kings Canyon Expressway below in an aerial photo from early 2020.

From modern California State Route 180 traffic wishing to access Centerville must turn south on Olive Avenue to reach Kings Canyon Road. Despite Kings Canyon Road in Centerville no longer being a thru-highway the Fresno County Blossom Trail shields still indicate that it is.

This view faces east on Kings Canyon Road in Centerville towards the International Order of Odd Fellows building. Until recent years this segment of roadway would have been busy with traffic along California State Route 180. Kings Canyon Road can be seen ending just short of the modern expressway.

A view on Kings Canyon Road westward at Olive Avenue reveals another Fresno County Blossom Trail shield. Kings Canyon Road continues westward over Kingsburg Canal and dead-ends.

Union Road

2026-07-31T04:00:00.086-04:00

Union Road is an approximately five-mile-long commuter highway which connects California State Routes 156 and 25 near the city of Hollister. Union Road was first developed as part of an access road which connected San Juan Bautista with Bird Creek Road (now Cienega Road) near the San Benito River. In the early 2000s the corridor of Union Road was extended east over the 1959-era San Benito River Bridge (formerly part of Cienega Road) to California State Route 25. Modern Union Road has emerged as a major commuter route for traffic departing Hollister westward to the Monterey Peninsula. The 1959-era San Benito River Bridge was recently replaced in 2025 with a modernized span designed to carry nearly 11,000 vehicles a day.

Part 1; the history of Union Road

Union Road was initially developed as a connector from Cienega Valley to San Juan Bautista (in conjunction with Bird Creek Road). The corridor in modern times now serves as a cutoff between California State Routes 156 and 25.

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

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

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

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

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

Cienega Valley was connected to San Juan Bautista via what is now Union Road. Union Road can be seen branching from San Juan-Hollister Road east to Bird Creek Road (now Cienega Road) near the San Benito River on the 1921 United States Geological Survey map of Hollister. It isn't clear what type of bridge spanned the San Benito River in this era.

Union Road can be seen south of Hollister as a minor local roadway on the 1935 Division of Highways map of San Benito County.

During 1959 San Benito County would construct a tee beam bridge at the San Benito River the then recently extended Cienega Road (which consumed the Bird Creek Road corridor). Union Road would terminate at Cienega Road west of the San Benito River until the early 2000s. During the early 21st century San Benito County would construct extensions of both San Benito Street and Union Road. The Union Road extension annexed the 1959-era San Benito River Bridge and extended the corridor to California State Route 25.

The extension of Union Road to California State Route 25 saw traffic on the 1959-era San Benito River Bridge increase to 11,000 vehicles a day. The roadway became favored by commuters departing west of Hollister to work sites at the Monterey Peninsula. The 1959-era San Benito River Bridge can be seen along Union Road in June 2019 Google Street view imagery.

During 2024 San Benito County broke ground on a new bridge along Union Road over the San Bentio River intended to replace the 1959-era span. The new structure was complete on March 17, 2025, and dedication ceremony was held. Following the opening of the new San Benito River Bridge the 1959-era span was demolished.

Part 2; a drive on Union Road

Eastbound Union Road branches from California State Route 156 (San Benito-Hollister Road) near the outskirts of Hollister.

Eastbound Union Road passes through part of the Gabilan Range and intersects the western portion of Cienega Road.

Union Road crosses the San Benito River and intersects San Bentio Street. East of San Benito Street the corridor of Union Road continues a short distance to a terminus at California State Route 25.