Gribblenation

Silver Bar Road (Mariposa County)

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

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

Part 1; the history of Silver Bar Road

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

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

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

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

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

Part 2; a drive on Silver Bar Road

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

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

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

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

Darrah Road (Mariposa County)

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

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

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

Part 1; the history of Darrah Road

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

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

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

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

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

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

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

Part 2; a drive on Darrah Road

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

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

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

Kapaia Swinging Bridge

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

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

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

The history of the Kapaia Swinging Bridge

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

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

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

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

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

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

Midoil Road (Kern County)

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

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

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

Part 1; the history of Midoil Road

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

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

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

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

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

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

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

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

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

Part 2; a drive on Midoil Road

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

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

Midoil Road enters Fellows and terminates at Midway Road.

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

Jerseydale Road (Mariposa County)

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

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

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

Part 1; the history of Jerseydale Road

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

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

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

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

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

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

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

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

Part 2; a drive on Jerseydale Road

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

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

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

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

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

Yaqui Gulch Road (Mariposa County)

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

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

Part 1; the history of Yaqui Gulch Road

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

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

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

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

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

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

Part 2; a drive on Yaqui Gulch Road

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

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

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

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

Kauai County Route 543

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

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

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

Part 1; the history of Kauai County Route 543

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

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

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

Part 2; a drive on Hawaii Route 543

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

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

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

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

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

Part 1; the history of Petroleum Club Road

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Part 2; a drive on Petroleum Club Road

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

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

Petroleum Club Road crosses over Cadet Road.

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

East Westfall Road (Mariposa County)

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

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

Part 1; the history of East Westfall Road

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

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

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

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

Part 2; a drive on East Westfall Road

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

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

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

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

Madera County Roda 820 and Oak Grove Road

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Oak Grove Road terminates at Indian Peak Road.

Kauai County Route 552

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

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

Kokee Road was part of the Kauai Belt Road between Kekaha and the Kalalua Lookout. The Kokee Road corridor has historically been long planned to continue northeast from Kalalua Lookout to the Waihina River. The entirety of Kokee Road was assigned as Hawaii Route 55 when the Hawaii Route System was extended to Kauai in 1955.

As the Kokee Road extension plans gradually fell apart it led to Hawaii Route 55 being renumbered as Hawaii Route 550. Hawaii Route 550 remained aligned on Kokee Road north of the Kitano Reservoir but was shifted onto Waimea Canyon Drive south of it. The bypassed portion of lower Kokee Road is now what comprises Kauai County Route 552.

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

Part 1; the history of Kauai County Route 552

Much of the history of Kauai County Route 552 and Hawaii Route 550 are intertwined with that of Kooke Road. As presently configured Kauai County Route 552 is 7.6 miles in length. The County Route corridor begins at Hawaii Route 50 in Kehaka and follows Alae Road north 0.3 miles to Kokee Road. The County Route corridor continues along Kokee Road another 7.3 miles north to Hawaii Route 550 at Waimea Canyon Drive near the Kitano Reservoir. Kokee Road itself continues as Hawaii Route 550 to near Mile Marker 14 at the entrance of Kokee State Park and another 5.1 miles to the Kalalau Lookout.

Prior to the construction of Kokee Road a trail existed north of Waimea to Kaunuohua Ridge. This trail terminated at the Kalalau lookout a short distance of Puu O Kila. Much of the lower parts of this trail followed the grade which would later become Waimea Canyon Drive.

The Kaunuohua Ridge trail can be seen in detail on the 1903 Hawaii Territory survey map.

Modern highway development of lower Kokee Road began near the start of the 20th century. In 1900 a concrete slab bridge was constructed over Waipao Stream north of Kekaha. This span is now part of Kauai County Route 552 and reportedly the oldest active highway bridge on Kauai.

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

National Register of Historical Places application for inclusion of Kuhio Highway

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

In 1915 completion of the Kauai Belt Road entered its final phase when Kauai County Supervisor proposed a $100,000 bond to construct the highway (Kokee Road) from Mana (near Barking Sands Beach) northeast to Haena. The purpose of this bond was to accelerate roadway construction so that the Belt Road could be completed by 1917. It was estimated that the roadway wouldn't be finished until 1923 using Loan Fund Commission money. Ultimately the bond measure would fail to pass and the road between Mana-Haena was only constructed to the Kalalau Lookout.

In 1918 camp lots began to be established at what is now Kokee State Park along the Kokee Road. The cooler weather at above the rim of Waimea Canyon proved to be popular and became a significant tourism draw on Kauai. Kokee Road and the Kokee Camps can be seen as major waypoints on the 1931 Hawaii Tourist Bureau map of Kauai.

During World War II the United States Army would construct a temporary log road from the Kalalau Lookout to the Wainiha River. The purpose of this road was to route a telephone line through Alakai Swamp from the Hanalei Coast to the Army Airfield near Mana. The temporary log road seems to have kept interest in completing the Kauai Belt Road alive.

In 1954 Kauai County began construction of an extension of Kokee Road from the Kalalau Lookout towards the Alakai Swamp (sourced from a 1967-era Sierra Club document). Construction made it to where the Puu O Kila Lookout is now located but became bogged down in the Alakai Swamp. Reportedly construction equipment kept getting stuck in the swamp lands and immediate additional funding was denied.

In 1955 the Hawaii Route System was expanded to Kauai. Hawaii Route 55 was assigned to the entire corridor of Kokee Road from Kehaka to the Kalalau Lookout. A second segment was established on Waihina Powerhouse Road which terminated at Hawaii Route 56 (Kuhio Highway) near Haena. Early Hawaii Route 55 can be seen on the 1959 Gousha Highway map of Hawaii. Hawaii would become the 50th State on August 21, 1959.

The conceptual extension of Kooke Road and Hawaii Route 55 from Kaunuohua Ridge to Wainiha Powerhouse Road appears on a 1962 Hawaii Department of Transportation planning map. This map suggests a far straighter alignment than the Alakai Swamp and rugged 3,000-foot descent along the cliffs of the Na Pali Coast would have permitted. Kokee Road is shown to have been assigned as Federal Aid Second Route 550.

Waimea Canyon Drive first appears on the 1970 United States Geological Survey map of Kauai. Waimea Canyon Drive is shown without a Hawaii Route number. The map displays Hawaii Route 55 as still being overlaid atop lower Kokee Road.

Interest in completing Kokee Road to Wainiha Powerhouse Road waned during the early 1970s and the planned extension disappeared from Hawaii Department of Transportation maps. Waihina Powerhouse Road was relinquished to Kauai County along with lower Kokee Road. Hawaii Route 55 would be renumbered as Hawaii Route 550 to denote it as a secondary highway and was rerouted along Waimea Canyon Drive.

Hawaii Route 550 appears on Waimea Canyon Drive and upper Kokee Road on 1983 United States Geological Survey maps of Kauai. It isn't fully clear when lower Kokee Road was assigned as Kauai County Route 552.

Part 2; a drive on Kauai County Route 552

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

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

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

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

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

Klipstein Canyon Road (Kern County)

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

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

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

Part 1; the history of Klipstein Canyon Road

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

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

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

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

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

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

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

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

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

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

Part 2; a drive on Klipstein Canyon Road

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

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

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

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

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

Three Points Road (Los Angeles County)

2026-04-27T04:00:00.093-04:00

Three Points Road is a rural cutoff route which connects Pine Canyon Road (Los Angeles County Route N2) and California State Route 138 near Neenach of Antelope Valley. Originally the community of Three Points (named for the junction Pine Canyon, Oakdale Canyon and Oakgrove Canyon) was served by 265th Avenue West. The modern three-mile-long corridor of Three Points Road was developed by 1950 to serve as a softer transition to California State Route 138.

Part 1; the history of Three Points Road

Three Points Road is named in reference to the community near the extinct Neenach Volcano known as Three Points. Three Points itself is a reference to three canyons it sits in the middle of: Pine Canyon, Oakgrove Canyon and Oakdale Canyon. Three Points was homesteaded by the Laffery family in 1892. Nearby Gookins Lake was named after one of the Laffery family members.

Three Points (blue pin) can be seen at the intersection of Pine Canyon Road (now Los Angeles County N2) and 265th Avenue West on the 1903 United States Geological Survey map of Tejon. Unlike modern Three Points Road the alignment of 265th Avenue West was almost a direct northward jog from Three Points to Neenach. Neenach was formerly known as Cow Springs which was a known source of water on El Camino Viejo and Stockton-Los Angeles Road.

265th Avenue West appears between California State Route 138 (then Neenach Road) and Pine Canyon Road on the 1935 Division of Highways map of Los Angeles County.

The modern alignment of Three Points Road (then part of Pine Canyon Road) appears on the 1950 United States Geological Survey map of Manzana. The jog the modern highway alignment uses takes it to a softer transition at California State Route 138 by tracking slightly east of 265th Avenue.

The modern corridor name of Three Points Road first appears on the 1965 United States Geological Survey map of Neenach School. Pine Canyon Road was realigned towards the Old Ridge Route (former US Route 99) west of Three Points via what was Oakdale Canyon Road.

Part 2; a drive on Three Points Road

Northbound Three Points Road branches from Pine Canyon Road in Three Points. Pine Canyon Road westbound traffic is required to take a left-hand turn towards the Old Ridge Route. The old cafe building at this intersection was constructed in 1912 as the Three Points Cafe. Pine Canyon Road was designated as part of Los Angeles County Route N2 and likely is part of the reason why the corridor was realigned over Oakdale Canyon Road.

Three Points Road rapidly descends through Pine Canyon and empties out to a terminus at California State Route 138 near Neenach in Antelope Valley.

Bouquet Canyon Road (Los Angeles County)

2026-04-24T04:00:00.282-04:00

Bouquet Canyon Road is an approximately 25-mile-long highway corridor which is located in the city of Santa Clarita and Sierra Pelona Mountains of Los Angeles County. Bouquet Canyon Road begins at Saugus Junction (Magic Mountain Parkway and Railroad Avenue) in Santa Clarita where it serves as a major urban surface highway. Upon departing the city, the corridor of Bouquet Canyon Road ascends into the Sierra Pelona Mountains via the namesake canyon in Angeles National Forest. The mountains part of the highway is known for winding grade through the flood prone canyon floor.

Bouquet Canyon Road is named in reference to El Rancho del Buque which was located in Santa Clara Valley north of the Santa Clara River. Much of the highway corridor was developed after the arrival of the Southern Pacific Railroad in Santa Clara Valley in the 1880s. The short segment of Bouquet Canyon Road between Sagus Junction to Soledad Canyon Road carries particular historic significance as it was part of the Roosevelt Midland Trail, the original California State Route 7 and early US Route 6.

Part 1; the history of Bouquet Canyon Road

Bouquet Canyon Road is named after a canyon in the city of Santa Clarita a short distance north of the Santa Clara River. Bouquet Canyon itself was named after El Rancho del Buque which was owned by French born cattle rancher Francisco Chari during the period of Mexican Alta California. Chari previously was a sailor and was known locally to talk about his adventures on his "buque" which translates to "boat" in Spanish. Francisco Chari had renamed himself to obtain Mexican citizenship which was necessary for landownership. El Rancho del Buque was granted to Chari on August 25, 1845.

Locals began to refer to Chari as "El Buque" in reference to his favorite topic of conversation. During the American period of American statehood mapmakers would bastardize the name of El Rancho del Buque and rename the canyon it was located (originally known as Oak Canyon) at as "Bouquet Canyon." Alternatively, Bouquet Canyon has been at times been referred to in older sources as "Deadman Canyon."

In 1853 the Stockton-Los Angeles Road would be commissioned as a major wagon road between the two namesake cities. The corridor would descend southbound through San Francisquito Canyon into Santa Clara Valley. The wagon road would pass through El Rancho del Buque and over the Santa Clara River towards Beale's Cut in Newhall Pass.

By 1876 the Southern Pacific Railroad would complete the San Fernando Pass Tunnel. The Southern Pacific Railroad would also establish the railroad sidings of Newhall and Sagus in Santa Clarita Valley. Much of the route of the Stockton-Los Angeles Road was gradually replaced by the Southern Pacific Railroad which had been constructed through San Joaquin Valley and Tehachapi Pass prior to the completion of the San Fernando Pass Tunnel.

The arrival of the Southern Pacific Railroad would spur the modern development in much of Santa Clara Valley. Despite the emergence of Newhall and Sagus there is no major highway shown passing through Bouquet Canyon on the 1882 Bancroft's Map of California.

Bouquet Canyon Road can be seen branching north of Saugus Junction (blue pin) on the 1903 United States Geological Survey map of Santa Susana. Deadman Canyon is displayed in place of Bouquet Canyon.

Bouquet Canyon Road (again shown as Deadman Canyon) can be seen branching northeast from the Santa Clara River towards Texas Canyon on the 1900 United States Geological Survey map of San Fernando.

A small portion of Bouquet Canyon Road north from Sagus Junction to Soledad Canyon Road would be added to the State Highway System as part of the 1909 First State Highway Bond Act. Said act extended Legislative Route Number 23 south from Bridgeport in Mono County to Sagus in Los Angeles County. The corridor of Legislative Route Number 23 flanking the eastern frontage of the Sierra Nevada range has historically been promoted as "El Camino Sierra."

The Roosevelt Midland Trail was commissioned in 1913 as a major Auto Trail. This Auto Trail in California originally had several branches that split away from each other along Legislative Route Number 23 after the mainline route entered the state via Westgard Pass (modern California State Route 168):

- One route went north to Tioga Pass (modern California State Route 120) towards San Francisco.
- A second route went further north to Lake Tahoe and crossed the Sierra Nevada via Placerville (future US Route 50) towards San Francisco.
- A third route went south and went through Tehachapi Pass (future US Route 466 and California State Route 58) into San Joaquin Valley with an ultimate terminus of San Francisco. This spur appears to have been initially planned to be routed over a new highway over Piute Pass (unbuilt California State Route 168) on a short-cut to Fresno.
- The fourth route continued south on Legislative Route Number 23 towards Los Angeles. This fourth route ultimately would become what was considered the mainline of the Midland Trail and incorporated Bouquet Canyon Road south of Soledad Canyon Road.

Bouquet Canyon Road can be seen spanning from Texas Canyon to Elizabeth Lake Road via Santa Barbara National Forest on the 1915 Unites States Geological Survey map of Elizabeth Lake.

Bouquet Canyon Road from Sagus northeast to Elizabeth Lake can be seen in detailed on a 1920-era Automobile Club of Southern California map (courtesy SVChistory). Bouquet Canyon Road is described as having mostly easy grades aside from a short 12% incline. The roadway is noted to cross over streams multiple times during wet weather.

Bouquet Canyon Road is displayed in detail on the 1924 Rand McNally map of California. The segment between Soledad Canyon Road and Sagus Junction is displayed as part of the Roosevelt Midland Trail (46).

The intersection of the Ridge Route (formerly US Route 99 beginning in November 1926 and now Magic Mountain Parkway) and Bouquet Canyon Road can be seen below in a 1926-era photo from Saugus Junction (courtesy SVChistory). Automobile Club of Southern California signage can be seen indicating the portion of Bouquet Canyon Road immediately north of Saugus Junction as part of the Roosevelt Midland Trail. The Auto Trail would branch away from Bouquet Canyon Road a short distance north of Saugus Junction onto Soledad Canyon Road (towards Mint Canyon). The line seen in the background is the 1887-era Saugus Spur of the Southern Pacific Railroad.

A 1928 LaSalle Touring Car can be seen within Angeles National Forest along Bouquet Canyon Road (courtesy SCVhistory).

During March 1928 St. Francis Dam in San Francisquito Canyon collapsed. The collapse was catastrophic which caused flooding downstream along the Santa Clara River. It is thought the flooding caused at least 431 fatalities and destroyed 7,000 homes.

Investigation of the collapse of St. Francis Dam ultimately revealed that it was constructed atop a previously unknown fault line. Subsequently the Los Angeles Department of Public Works would allocate $5,000,000 to construct a new dam in the Sierra Pelona Mountains of Santa Barbara National Forest (renamed to Los Padres National Forest on December 3, 1936) along upper Bouquet Canyon. The project required the relocation of part of Bouquet Canyon Road to make way to for the dam and reservoir site. Bouquet Canyon Dam was completed by the summer of 1933 and was featured an August 24, 1933, Central Press Association article.

The initial Sign State Routes were announced in the August 1934 California Highways & Public Works. California State Route 7 was assigned to the corridor of Legislative Route Number 23 through the Newhall Tunnel and Newhall. California State Route 7 passed through the Newhall-Sagus area via San Fernadno Road, Newhall Avenue, Railroad Avenue, Bouquet Canyon and Soledad Canyon Road.

Bouquet Canyon Road is shown on the 1935 Division of Highways map of Los Angeles County as a major local highway (dotted red lines). The segment between Sagus Junction and Mint Canyon (Township 4 North, Range 16 West) is shown as part of California State Route 7 and Legislative Route Number 23 (solid red line)

The elimination of the Newhall Tunnel and a realignment of California State Route 7/Legislative Route Number 23 via the proposed 5.6-mile Mint Canyon Cutoff appear as budgeted projects for the 90th/91st Fiscal Year in the January 1937 California Highways & Public Works.

A letter dated February 1, 1937, by the California State Highway Engineer to the American Association of State Highway Officials (AASHO) Executive Secretary shows a detailed description of the planned extension of US Route 6 to Long Beach within California. Planned US Route 6 would replace California State Route 7 along Legislative Route Number 23 from US Route 395 near Bradys along Legislative Route Number 23 to US Route 99 south Newhall Pass in the Newhall-Sagus area.

A letter dated February 8, 1937, by the AASHO Executive Secretary to the State Highway Engineers of; Colorado, Nevada and California announced the approved extension of US Route 6 from Greeley, Colorado to Long Beach, California.

US Route 6 inherited the existing alignment of California State Route 7 in the Newhall-Sagus. US Route 6 can be seen on the 1938 Division of Highways Map departing US Route 99 through Newhall Pass towards Newhall. US Route 6 can be seen following LRN 23 through the Newhall-Sagus area via Newhall Avenue, Railroad Avenue, Bouquet Canyon Road and Soledad Canyon Road. A proposed realignment of US Route 6 bypassing Newhall-Sagus via Mint Canyon also be seen.

The excavation of the Newhall Tunnel appears as a story in the January 1938 California Highways & Public Works. The proposed Mint Canyon Cutoff is noted to have been surveyed during 1934. The Mint Canyon Cutoff is noted to 4.6-miles shorter than existing US Route 6/Legislative Route Number 23 in the Newhall-Sagus area.

The November 1938 California Highways & Public Works featured the ongoing excavation of the Newhall Tunnel.

The expanded US Route 6/Legislative Route Number 23 through Newhall Pass appears on the cover of the 1940 California Highways & Public Works. The same volume features a story regarding the elimination of the Newhall Tunnel.

The March 1940 California Highways & Public Works featured the ongoing final contract of the construction of the Mint Canyon Cutoff. The Mint Canyon Cutoff is noted to have a planned opening as the new alignment of US Route 6/Legislative Route Number 23 sometime during summer.

US Route 6/Legislative Route Number 23 is shown realigned onto the Mint Canyon Cutoff on the 1942 Division of Highways Map. The former alignment of US Route 6 through Newhall-Sagus on Railroad Avenue and Newhall Avenue appears as part of Legislative Route Number 79 and likely as an extension of California State Route 126. The legislative definition of LRN 79 was altered by 1939 Legislative Chapter 473 to have it end at US Route 6/LRN 23 at the Mint Canyon Cutoff. No portion of Bouquet Canyon Road has been part of the State Highway System since the opening of the Mint Canyon Cutoff.

The modern highway bridge carrying Bouquet Canyon Road over the Santa Clara River was constructed in 1972. The current span carries over 47,000 vehicles a day.

Part 2; the former State Highway segment of Bouquet Canyon Road in Santa Clarita

Bouquet Canyon Road south of the Santa Clara River Bridge intersects Soledad Canyon Road. As noted in Part 1 this small segment south from Soledad Canyon Road to Magic Mountain Parkway was once part of the Roosevelt Midland Trail, the original California State Route 7 and US Route 6.

Part 3; a drive on Bouquet Canyon Road in the Sierra Pelona Mountains

Vasquez Canyon Road terminates at Bouquet Canyon Road near the city limit of Santa Clarita.

A variable message sign on Bouquet Canyon Road east of Vasquez Canyon Road alerts traffic if there is a closure ahead in Bouquet Canyon.

Eastbound Bouquet Canyon Road enters Angeles National Forest near the Texas Canyon Fire Station.

Bouquet Canyon Road twists through the terrain of the corridor namesake canyon. The roadway corridor fords the wash at the canyon bottom which is often prone to flooding in wet weather.

Bouquet Canyon Road climbs above the Bouquet Reservoir and intersects Spunky Canyon Road. Leona Valley is signed as being 7 miles eastward from the Spunky Canyon Road junction.

Bouquet Canyon Road enters the Mojave Desert and terminates at Elizabeth Lake Road in Leona Valley.

Hawaii Route 550

2026-04-23T04:00:00.168-04:00

Hawaii Route 550 is a 14.1-mile rural highway located in the mountains on the western side of the island. Hawaii Route 550 begins at Hawaii Route 50 (Kaumualii Highway) at the coastal town of Waimea. From Waimea the highway climbs northward along Waimea Canyon Drive and Kokee Road to the entrance of Kokee State Park. Hawaii Route 550 ends at the Kokee State Park entrance and maintenance of Kokee Road continues under State Park Service jurisdiction to the Kalahua Lookout.

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

Part 1; the history of Hawaii Route 550

Much of the history of Kauai County Route 552 and Hawaii Route 550 are intertwined with that of Kooke Road. As presently configured Hawaii Route 550 is 13.5 miles spanning from Hawaii Route 50 (Kaumualii Highway) to the entrance Kooke State Park. The southern 6.8 mile portion of Hawaii Route 550 is overlaid on Waimea Canyon Drive whereas the upper 6.7 miles is on Kooke Road. Kokee Road continues another 5.1 miles to the Kalalau Lookout.

The Kaunuohua Ridge trail can be seen in detail on the 1903 Hawaii Territory survey map.

National Register of Historical Places application for inclusion of Kuhio Highway

In recent decades maintenance of Kokee Road north of the Kooke State Park entrance at Mile Marker 14.1 has transferred to the State Park Service. An "end state highway" sign is located at Mile Marker 14.1. Despite Kooke Road within Kooke State Park no longer existing as a State Highway it still is signed with Hawaii Route 550 Mile Markers.

Part 2; a drive on Hawaii Route 550

Traffic in Waimea can access northbound Hawaii Route 550 at Waimea Canyon Drive from Hawaii Route 50. Traffic is advised Kauai County Route 552 is also accessible 3 miles to the west in Kekaha. Waimea was a major village and is most well-known for the landing of British Captain James Cook on January 20, 1778. The first Catholic mission in Hawaii was established at Waimea in 1820. Waimea would later become a center of sugar cane harvesting activity on western Kauai.

Waimea Canyon Drive quickly ascends to Kaleinamanu Ridge which is located at approximately 1,000 feet above sea level. Both Waimea and Waimea Canyon can both be viewed from the ridge.

Waimea Canyon Drive continues to rapidly ascend through the increasingly scenic vistas of Waimea Canyon. Waimea Canyon is often referred to the "Grand Canyon of Hawaii" due do to it resembling the famous Arizona canyon. Waimea Canyon was formed approximately 4 million years ago when the western side of Kauai began to collapse and pull away during a period of heavy volcanic activity. The modern weathered look of the canyon is from erosion caused by the Waimea River chipping away at the reddish volcanic rock.

Waimea Canyon Road passes the Red Dirt Waterfall (which wasn't running when these photos were taken).

Waimea Canyon Drive ascends through grades in excess of a 10% incline.

Waimea Canyon Drive enters Waimea Canyon State Park and intersects Kooke Road near the Kitano Reservoir (2,123 feet above sea level). Hawaii Route 550 transitions onto northbound Kooke Road. Kooke Road southbound to Kekaha is carried by Kauai County Route 552.

Northbound Kooke Road climbs above 2,500 feet above sea level and passes the Waimea Canyon Lookout.

Northbound Kooke Road has numerous unmarked vistas of Waimea Canyon.

Waipoo Falls can be seen from numerous pullouts on Kooke Road around Hawaii Route 550 Mile Marker 12.0.

Kooke Road passes the Puu Hinahina Lookout. From the lookout vistas of Waimea Canyon and the island of Lihua can be found. The Cliff Trail permits access to numerous falls within in Waimea Canyon.

Hawaii Route 550 terminates at Mile Marker 14.1 at the entrance of Kooke State Park. The end of the State Highway corridor is marked with a white placard.

Kokee Road passes the NASA Kokee Park Geophysical Observatory which is part of the larger Pacific Missile Range Facility.

Kooke Road passes the Kooke Natural History Museum.

Kooke Road winds through a series of switchbacks to the Awaawpuhi Trail. This trail marks the boundary of the Na Pali Coast watershed.

Kokee Road passes a Hawaii Air National Guard Radar Station and ascends to around 4,000 feet above sea level.

Kooke Road passes the Kalalau Lookout and continues a short distance to the Puu O Kila Lookout. The Kalalau Lookout is a wide vista of Kalalau Valley and much of the rugged Na Pali Coast. Kalalau Valley is only accessible by land via a trail out of Haena State Park. Said trail (the Kalalau Trail) is considered to be one of the most dangerous in the United States due to haggard terrain and unpredictable weather conditions.

Hudson Ranch Road

2026-04-22T04:00:00.206-04:00

Hudson Ranch Road is an approximately 21.3-mile rural highway located mostly in the Transverse Ranges of Kern County. This highway begins at Cerro Noroeste Road at Apache Saddle near Pine Mountain Club and extends west to California State Routes 166 and 33 near Soda Lake Road. Despite small portions of Hudson Ranch Road dipping into Ventura County this corridor is fully maintained as Kern County Road 364.

Hudson Ranch Road was constructed as part of the Cerro Noroeste Road between 1934-1940. The original purpose of this highway was to facilitate access to the ski resort the top of the peak of Cerro Noroeste (elevation 8,283 feet above sea level). This ski resort would shutter during the 1970s and much of Cerro Noroeste Road would be renamed after Hudson Ranch. Hudson Ranch Road carries a gentle winding grade which overlooks much of southern San Joaquin Valley and the surrounding terrain.

Part 1; the history of Hudson Ranch Road

Hudson Ranch Road as a corridor is heavily tied historically to the Kern County mountain known as Cerro Noroeste. Said peak lies in the San Emigdio Mountains of Los Padres National Forest and has a terminal elevation of 8,283 feet above sea level. In Spanish the name Cerro Noroeste translates to "Northwest Mountain." The peak lies within Township 9 North, Range 22 West.

Cerro Noroeste wasn't yet notable enough to be even displayed on the 1898 Official map of Kern County. The closest road to the peak is shown to be El Camino Viejo along San Emigdio Creek north of what is now Mil Potrero Highway in Pine Mountain Club.

Cerro Noroeste appears as an unnamed peak (marked via blue pin) on the 1903 United States Geological Survey map of Mount Pinos. The elevation of the peak is shown to have been then surveyed at 8,312 feet above sea level.

The same map edition displays part of what is now Hudson Ranch Road extending a short distance east of Klipstein Canyon Road (junction marked via blue pin) to the community of Pattiway. Functionally this roadway was part of the larger corridor of Soda Lake Road out of Carrizo Plain.

Cerro Noroeste would be added to the Santa Barbara Forest Reserve in 1905. The reserve would be declared as Santa Barbara National Forest on March 4, 1907.

During much of the early 20th century Cerro Noroeste was often referred to as "Mount Abel" in reference to former Kern County Fourth District Supervisor Stanley Abel. Stanley Abel was based out of Taft and held office during 1916-1940. Abel is known mostly in modern times for his infamous and unsavory connections to the Ku Klux Klan. The attempt to rename Cerro Noroeste was never a formal endeavor but rather was pushed by western Kern County newspapers.

The construction of a roadway from Pattiway to Cerro Noroeste began in 1934 as a Civil Works Administration project. What is now Hudson Ranch reportedly originated as a Kern County road construction camp. The purpose of the Cerro Noroeste Road was to facilitate access to a planned ski resort.

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

The Cerro Noroeste Road would be completed under the supervision of the Works Progress Administration. The then new roadway was opened following a dedication ceremony held on July 28, 1940.

Cerro Noroeste Road first appears on the 1943 United States Geological survey maps of Sawmill Mountain, Apache Canyon, Santiago Creek and Ballinger Canyon.

During 1971 the resort community of Pine Mountain Club was developed by the Tennaco corporation. As part of the development a Forest Service Road between Cerro Noroeste Road and Cuddy Valley Road was modernized. This corridor was turned over to Kern County as a public highway in 1972 and now known as Mil Potrero Highway.

The Cerro Noroeste Ski Resort would close during the mid-1970s. Conjecture has it that the Forest Service revoked the permit to operate the facility following an incident during which a non-paying skier was threatened with a shotgun.

In 1985 much of the lands through which Cerro Noroeste Road passed through north of the Los Padres National Forest boundary were designated as the Bitter Creek National Wildlife Refuge. This refuge is managed by the United States Fish & Wildlife Service.

Since the closure of the Cerro Noroeste Ski Resort the peak since has become far more associated with the Tumamait Trail and nearby Chumash Wilderness. Said wilderness area was designated in 1992 and comprises 38,150 acres of Los Padres National Forest mostly south of Cerro Noroeste.

During the 21st century Cerro Noroeste Road north of Apache Saddle was renamed as "Hudson Ranch Road." This name change reportedly was made following a request by Hudson Ranch to the Kern County board of Supervisors. Modern Hudson Ranch Road is 21.3 miles and is maintained as Kern County Road 364. Despite some small portions of Hudson Ranch Road dipping into Ventura County the entire corridor is Kern County maintained.

Part 2; a drive on Hudson Ranch Road

Westbound Hudson Ranch Road begins at the intersection of Mil Potrero Highway and Cerro Noroeste Road. What remain signed as Cerro Noroeste Road is maintained as Los Padres National Forest Route 95.

Westbound Hudson Ranch Road departs the Pine Mountain Club area and intersects Quatal Canyon Road.

Westbound Hudson Ranch Road begins to descend through the mountains and opens onto a vista of San Emigdio Canyon. This canyon was the original Spanish roadway to San Joaquin Valley known as El Camino Viejo.

Hudson Ranch Road passes by the namesake Hudson Ranch. Just west of the ranch the roadway opens onto a wide vista of San Joaquin Valley and San Emigdio Canyon.

Hudson Ranch Road has small pullouts which overlook the snaking roadway.

Westbound Hudson Ranch Road departs Los Padres National Forest and enters the Bitter Creek National Wildlife Refuge.

Hudson Ranch Road begins a rapid descent. The corridor intersects Klipstein Canyon Road near the former community of Pattiway.

Hudson Ranch Road terminates at California State Route 166 and 33 near the turnoff for Soda Lake Road.

Vasquez Canyon Road (Los Angeles County)

2026-04-20T04:00:00.104-04:00

Vasquez Canyon Road is a four-mile rural cutoff corridor in Los Angeles County near the city limit of Santa Clarita. This corridor was originally developed as a connection between Sierra Highway (then US Route 6) and Bouquet Canyon Road during the late 1930s. Los Angeles County would modernize, surface and realign the cutoff during the 1970s. Vasquez Canyon Road is named after infamous Gold Rush era bandit Tiburcio Vásquez who was known to have several hideouts in the Santa Clarita area.

Part 1; the history of Vasquez Canyon Road

Vasquez Canyon Road is named after infamous Gold Rush era bandit Tiburcio Vásquez. Tiburcio Vásquez was born on April 11, 1835, in Monterey of what was then the capital of Mexican Alta California. Vásquez was part of a middle-class family with connections to the 1776 De Anza Expedition.

Following California becoming a U.S. state Tiburcio Vásquez would turn to crime. Vásquez was a protégé of Anastacio Garcia and was present when the latter murdered Monterey constable William Hardmount in 1854. Vásquez's criminality would become increasingly infamous through the next two decades through his involvement in numerous violent shootouts. During the 1870s he would relocate along with his gang to Southern California and was known to have numerous hideouts within what is now Santa Clarita. He would ultimately be apprehended by a Los Angeles County Sheriff's posse on May 14, 1874, and would be later hanged in San Jose on March 19, 1875.

Vazquez Canyon Road was developed by Los Angeles County as a cutoff between Sierra Highway (then US Route 6) and Bouquet Canyon Road during the late 1930s. The roadway first appears on the 1940 United States Geological Survey map of San Fernando. Despite being named "Vasquez Canyon Road" the actual roadway skirts just south of the namesake canyon.

Vasquez Canyon Road appears modernized, surfaced and realigned southward on the 1979 United States Geological Survey map of Los Angeles. The original alignment closer to Vasquez Canyon appears on maps now as Far Hills Road and Lost Creek Road.

In 2015 a landslide occurred near the western terminus of Vasquez Canyon Road. These photos of the damaged roadway were taken by Roy Hooper. The damaged section of Vasquez Canyon Road was ultimately cleared and reopened to traffic during 2016.

Part 2; a drive on Vasquez Canyon Road

Westbound Vasquez Canyon Road begins at Sierra Highway near the Santa Clarita city limit.

Vasquez Canyon Road crosses over Cruzan Mesa and emerges into Bouquet Canyon.

Vasquez Canyon Road terminates at Bouquet Canyon Road.

Sand Canyon Road (Los Angeles County)

2026-04-17T04:00:00.110-04:00

Sand Canyon Road is an approximately six-mile highway mostly located in the city of Santa Clarita. The Sand Canyon Road corridor begins at the terminus of Little Tujunga Canyon which is located in the namesake Sand Canyon. Northbound Sand Canyon Road continues over the Santa Clara River and Antelope Valley Freeway (California State Route 14) to a terminus at Sierra Highway (former US Route 6).

Sand Canyon Road originally only spanned from Sand Canyon in the San Gabiel Mountains north to Lost Canyon Road. The corridor was extended to Sierra Highway during the late 1930s. The Sand Canyon Road interchange with the Antelope Valley Freeway opened to traffic during August 1963.

Part 1; the history of Sand Canyon Road

Sand Canyon Road is named after a canyon located in the San Gabriel Mountains at the southeast city limit of Santa Clarita. Sand Canyon originates near Magic Mountain and carries a wash westward into the city of Santa Clarita. Upon entering the city Sand Canyon turns northward and empties into the Santa Clara River near Humphreys station (commissioned by Southern Pacific Railroad in 1876). The ranching neighborhood through which Sand Canyon passes co-opted the name and was annexed into the larger city of Santa Clarita on December 25, 1987.

Sand Canyon Road first appears on the 1900 United States Geological Survey map of San Fernando. The corridor is shown to originate near the junction of Sand Canyon and Bear Canyon (marked by blue pin) in the Gabriel Mountains. Sand Canyon Road is shown intersecting Placerita Canyon Road and extending north to Lost Canyon Road near Humphreys station.

Construction of Little Tujunga Canyon Road commenced northward from the Los Angeles neighborhood of Pacoima in 1928. Construction of the highway corridor was intended to facilitate hiking access to the San Gabriel Mountains of Angeles National Forest. Notably the Buck Canyon Bridge would be a major milestone of the first year of construction on Little Tujunga Canyon Road. By 1931 the highway was extended through Pacoima Canyon and Bear Canyon to Sand Canyon Road. It is unclear why the corridor was not named as an extension of Sand Canyon Road.

Sand Canyon Road appears as a minor local highway on the 1935 Division of Highways map of Los Angeles County.

Sand Canyon Road was extended north of the Santa Clara River during the late 1930s to US Route 6 at Sierra Highway. This extension appears on the 1940 United States Geological Survey map of San Fernando. The terminus at Sierra Highway is mark by blue pin.

On August 23, 1963, the first segment of the Antelope Valley Freeway (then US Route 6 and now California State Route 14) was dedicated at the then new Sand Canyon Road Overpass. The first freeway segment opened spanned from Solemint Junction east to Red Rover Mine Road. The dedication ceremony was presided over by Los Angeles County 5th District Supervisor Warren Dorn. The Sand Canyon Pass Overpass is featured prominently in the August 29, 1963, Newhall Signal and Saugus Enterprise.

Part 2; a drive on Sand Canyon Road

Northbound Little Tujunga Canyon Road becomes Sand Canyon Road upon crossing a wash at the namesake canyon.

Sand Canyon Road enters the city of Santa Clarita and intersects Placerita Canyon Road.

Northbound Sand Canyon Road passes through the Sand Canyon neighborhood and crosses under the Union Pacific Railroad (formerly Southern Pacific).

Sand Canyon Road crosses the Santa Clara River and the Antelope Valley Freeway.

Sand Canyon Road continues north of the Antelope Valley Freeway to a terminus at Sierra Highway.

Hanapepe Swinging Bridge

2026-04-16T04:00:00.065-04:00

The Hanapepe Swinging Bridge is a 186-foot-long steel reinforcement pedestrian span located at the Hanapepe River on the Hawaiian island of Kauai. This structure was originally constructed in 1911 to facilitate pedestrian worker traffic between downtown Hanapepe and Hanapepe Valley. The span was damaged by Hurricane Iniki in 1992 and underwent restoration which was completed in 1996.

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

Part 1; the history of the Hanapepe Swinging Bridge

The Hanapepe Swinging Bridge was constructed over the Hanapepe River in 1911. This 186-foot-long bridge was built to facilitate workers being able to access Hanapepe Valley directly from downtown Hanapepe. This wire suspension swinging structure cuts off the 1911-era Hanapepe Road Bridge by about a half mile.

The Hanapepe Swinging Bridge fell out of favor for commuters as the Kaumualii Highway (now Hawaii Route 50) was modernized when a then new highway span was installed at the Hanapepe River in 1938. The swing span would remain a notable attraction in downtown Hanapepe due to the width of the structure drawing tourists to cross.

The Hanapepe Swinging Bridge appears north of Hanapepe Road on the 1963 United States Geological Survey map of Hanapepe.

The Hanapepe Swinging Bridge was severely damaged in 1992 by Hurricane Iniki. The original cables were replaced with modern steel, and the damaged planks were replaced. The restored swinging bridge would reopen to the public in 1996.

Part 2; a visit to the Hanapepe Swinging Bridge

These photos depict a crossing of the Hanapepe Swinging Bridge northward from Hanapepe Road.

The view facing eastward towards the Hanapepe Swinging Bridge.

A platform facing south over the Hanapepe Swinging Bridge displays the modern steel cables which are now part of the structure.

Mil Potrero Highway (Kern County)

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

Mil Potrero Highway is an approximately 8.2-mile component of Kern County Mountain Road 364 located along the San Andreas Fault Rift Zone in the San Emigdio Mountains. This corridor begins at the junction of Cuddy Valley Road/Mount Pinos Highway and extends westward through the community of Pine Mountain Club to the junction of Cerro Noroeste Road/Hudson Ranch Road at Apache Saddle.

Mil Potrero Highway from Cuddy Valley to San Emigdio Canyon follows the general corridor of El Camino Viejo. El Camino Viejo was in common use by 1780 and was the original inland Spanish highway to Los Angeles. The Tenneco corporation would develop Mil Potrero Highway in the early 1970s to facilitate access to the then new resort community of Pine Mountain Club.

Part 1; the history of Mil Potrero Highway

The general corridor of Mil Potrero Highway from Cuddy Valley Road to San Emigdio Canyon follows the established routing of El Camino Viejo. The remaining part of the corridor west to Cerro Noreste Road and Hudson Ranch Road was developed as part of the construction of the Pine Mountain Club community during the early 1970s.

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

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

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

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

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

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

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

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

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

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

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

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

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

The establishment of Fort Tejon spurred commercial logging interests in the San Emigdio Mountains, Mount Pinos and Frazier Mountain. In 1854 a sawmill was established along the northern flanks of Frazier Mountain. The lumber mill supplied wood for much of the construction of buildings at nearby Fort Tejon. A sawmill on the northern flank of Mount Pinos was established by Joseph Gale. Gale's sawmill would begin to also supply lumber for construction of buildings at Fort Tejon (history of Los Padres National Forest) by 1857.

El Camino Viejo can be seen passing through Cuddy Valley and San Emigdio Canyon on the 1882 Bancroft's map of California.

El Camino Viejo can be seen passing through Cuddy Valley and San Emigdio Canyon in detail on the 1903 United States Geological Survey map of Mount Pinos.

El Camino Viejo would begin to become modernized beginning with the plotting of Frazier Park in Cuddy Canyon circa 1925. The portion of El Camino Viejo from US Route 99 west to Frazier Park was renamed as Frazier Mountain Park Road. The segment west of Lockwood Valley Road to through Cuddy Valley west to San Emigdio Creek would be renamed as Cuddy Valley Road. It isn't clear what the remaining part of the roadway through San Emigdio Canyon was called during the era.

In 1971 Tenneco West would plot the resort community of Pine Mountain Club near San Emigdio Creek. Part of the development of the new community included the modernization of existing El Camino Viejo from Cuddy Valley Road to San Emigdio Canyon. Tenneco West would also construct an additional segment from San Emigdio Canyon west to Cerro Noroeste Road (now partially Hudson Ranch Road). The improved roadway through Pine Mountain Club was named Mil Potrero Highway during February 1972.

Most of modern Mil Potrero Highway west from Cuddy Valley Road to San Emigdio Canyon is located above the previous grade of El Camino Viejo. The older roadway to San Joaquin Valley was abandoned. It was eventually repurposed as the 5.2 mile El Camino Viejo Bike Trail and 3.23 El Camino Viejo Wilderness Trail of the Wind Wolves Preserve.

Modern Mil Potrero Highway appears on 1991 era United States Geological Survey maps. These maps display the highway as largely fronting the San Andreas Fault Rift Zone. Mil Potrero Highway is a component of Kern County Mountain Road 364.

Part 2; a drive on Mil Potrero Highway

Westbound Mil Potrero Highway begins at the junction of Cuddy Valley Road and Mount Pinos Highway. This junction is located at approximately 6,000 feet above sea level at the western extent of Cuddy Valley. Traffic heading westbound is notified Pine Mountain Club in addition to California State Routes 166 and 33 can be reached by following Mil Potrero Highway.

Westbound Mil Potrero Highway rapidly descends along San Emigdio Creek and reaches the top of San Emigdio Canyon at approximately 4,800 feet above sea level. The corridor of Mil Potrero Highway splits from the historic corridor of El Camino Viejo around this point.

Mil Potrero Highway enters Pine Mountain Club.

Mil Potrero Highway passes through Pine Mountain Club. Upon departing the community, the highway reaches a terminus at Apache Saddle where it meets Cerro Noroeste Road and Hudson Ranch Road. Westbound traffic and Kern County Mountain Road 364 both transition onto Hudson Ranch Road.

Big Tujunga Canyon Road

2026-04-13T04:00:00.212-04:00

Big Tujunga Canyon Road is approximately 13-mile-long rural highway located mostly in the San Gabriel Mountains of Los Angeles County. As presently configured Big Tujunga Canyon Road begins at Angeles Forest Highway (County Route N3) and extends west to Oro Vista Avenue in the Los Angeles neighborhood of Sunland.

The earliest parts of Big Tujunga Canyon Road were constructed between Mount Gleason Road northeast to Hoyt Ranch at Vasquez Creek in the 1890s. The highway was extended east to Big Tujunga Dam in 1931. In 1958 Big Tujunga Canyon Road would be extended east again from dam to a terminus at Angeles Forest Highway.

In 1959 the corridor of Big Tujunga Canyon was added to the definition of planned Legislative Route Number 266. Said planned state highway was developed as a trans-San Gabriel Mountain corridor which would have connected with US Route 466. During 1964 the Big Tujunga Canyon corridor would be transferred to Segment B definition of California State Route 118. Ultimately the California Highway Commission never made a formal route adoption for a State Highway in Big Tujunga Canyon. The corridor of Big Tujunga Canyon Road was planned to be extended west to Foothill Boulevard but ultimately only was ever built to Oro Vista Avenue in the 1970s.

Part 1; the history of Big Tujunga Canyon Road

Big Tujunga Canyon is located northeast of the Los Angeles neighborhoods of Sunland and Tujunga. The canyon name refers to Big Tujunga Creek which passes through the area along a 28.8-mile course descending from the San Gabriel Mountains to Tujunga Wash. The word "Tujunga" is derived from the name of the Tongva tribal village of Tuxunga.

During the 1880s Silas Hoyt would mine Big Tujunga Creek and establish a ranch. During 1884 Hoyt would construct a shack in Big Tujunga Canyon which expanded into a lodging complex by 1890. Early Big Tujunga Canyon Road would be constructed northeast from Sunland to the Hoyt property.

Early Big Tujunga Canyon Road can be seen branching northeast from Sunland at the end of Mount Gleason Avenue on the 1900 United States Geological Survey map of San Fernando. Notably Big Tujunga Creek is displayed as "Tujunga River."

The 1900 United States Geological Survey map of Tujunga displays Big Tujunga Canyon Road terminating at Hoyt Ranch. Hoyt Ranch is shown to at the confluence of Big Tujunga Creek and Vasquez Creek.

The 1909 Thurston map of Greater Los Angeles displays a zoomed-out view of Big Tujunga Canyon Road between Sunland and Hoyt Ranch. Notably Angeles National Forest would be established the year prior in 1908.

In 1931 Big Tujunga Dam was constructed by the Los Angeles Department of Power and Water. Said dam was intended as a flood control mechanism and was initially called "Big Tujunga Dam #1" until the completion of Hansen Dam in 1940.

The face of Big Tujunga Dam can be seen in a 2000-era National Park Service photo.

Construction of Big Tujunga Dam would extend Big Tujunga Canyon Road to the dam construction site. Big Tujunga Canyon Road was bridged to Angeles Forest Highway by a Forest Service access road through Maple Canyon which does not appear on the 1935 Division of Highways map of Los Angeles County.

The road through Maple Canyon between Big Tujunga Canyon Road and Angeles Forest Highway can be seen on the 1939 United States Geological Survey map of Mount Lowe.

In 1958 Los Angeles County would construct a concrete tee beam bridge over Big Tujunga Creek below Big Tujunga Dam. This bridge was part of a project which extended Big Tujunga Canyon Road to Angeles Forest Highway and bypassed the Forest Service access road in Maple Canyon.

The corridor of Big Tujunga Canyon would become part of Legislative Route Number 266 which was defined by 1959 Legislative Chapter 1062. The initial definition of Legislative Route Number 266 was as follows:

"Legislative Route Number 9 (California State Route 118) near Sunland to Legislative Route Number 58 (US Route 466), including a connection to Legislative Route Number 61 (California State Route 2) north of La Canada. Legislative Route Number 266 appears for the first time on the 1960 Division of Highways Map as a planned State Highway.

As part of the 1964 State Highway Renumbering the Legislative Route Numbers were deleted. The planned State Highway segment in Big Tujunga Canyon from Sunland to Angeles Forest Highway (planned California State Route 249) was codified as Segment B in the legislative definition of California State Route 118. The planned Big Tujunga Canyon State Highway appears as part of California State Route 118 on the 1964 Division of Highways map.

Ultimately the California Highway Commission never adopted a freeway or expressway routing for California State Route 118 through Big Tujunga Canyon. The unconstructed segment still appears in the Legislative definition of California State Route 118 to modern times.

During the 1970s Big Tujunga Canyon Road would be extended west of Mount Gleason Road to Oro Vista Avenue. Big Tujunga Canyon Road was planned to reach Foothill Boulevard (former California State Route 118), but the extension was never constructed. The Oro Vista Avenue terminus (blue pin) of Big Tujunga Canyon Road can be seen on the 1979 United States Geological Survey map of Los Angeles.

Part 2; a drive on Big Tujunga Canyon Road

Westbound Big Tujunga Canyon Road begins near the southern terminus of Angeles Forest Highway (Los Angeles County Route N3).

The upper portions of Big Tujunga Canyon Road are mountainous and winding. The highway quickly snakes westward via a downhill grade to the Big Tujunga Dam Overlook.

The vista from the Big Tujunga Dam Overlook.

A vista of Big Tujunga Canyon Road from Angeles Forest Highway.

Rosecrans Avenue Overpass

2026-04-10T04:00:00.130-04:00

In 1995 the Atchison, Topeka and Santa Fe Railway installed the modern Rosecrans Avenue Overpass. The current 300 feet long Polygonal Warren Through truss is the third railroad overpass structure to have been built at the intersection of Rosecrans Avenue and Aviation Boulevard. The modern structure was proceeded by a 164.1-foot-long span built in 1964 which was a replacement for the original 1924-era overpass.

An overview of the Rosecrans Avenue Overpass

The intersection of Rosecrans Avenue and Aviation Boulevard (originally Redondo Road) lies at the boundaries of three cities. The city of Hawthorne occupies the lands east of the intersection, El Segundo occupies the northwest corner and whereas Manhattan Beach is located at the southeast corner.

Since 1924 the intersection Rosecrans Avenue and Redondo Road would be the location of a railroad overpass structure. The original overpass was a 100-foot-long pony truss/plate girder design built by the Atchison, Topeka and Santa Fe Railway (ATSF) in 1924. The structure was part of a line which connected from El Segundo Junction southeast to the Wilmington area.

The 1924-era ATSF Overpass can be seen crossing the intersection of Rosecrans Avenue and Redondo Road on the 1924 United States Geological Survey map of Inglewood.

A station can be seen present at El Segundo Junction on the 1950 United States Geological Survey map of Venice. Redondo Road can be seen renamed as "Aviation Boulevard." Aviation Boulevard is a reference to Los Angeles International Airport (LAX) which opened during October 1928.

During 1964 the ATSF would install a then new Warren through truss overpass at the Rosecrans Avenue/Aviation Boulevard intersection. The second span was 164.1 feet long and included a 158.1-foot-long main span.

In 1993 the ATSF Overpass would be twinned when the Los Angeles Metropolitain Transportation Authority (MTA) Green Line Bridge would be constructed over the Rosecrans Avenue/Aviation Boulevard intersection. Increasing amounts of automotive traffic on Rosecrans Avenue necessitated the widening of the roadway. Such a widening was not possible with presence of the 1964-era ATSF Overpass.

A 300 foot long Polygonal Warren through truss was designed by the ATSF. The then new 760-ton overpass structure was constructed at the northwest abutment of the Rosecrans Avenue/Aviation Boulevard intersection. The intersection was closed to automotive traffic on July 28, 1995, and the new overpass was rolled into place upon the installation of falsework. The intersection would quickly reopen to traffic on July 31, 1995. Following installation of the new overpass structure the ATSF would reverse the process to remove the 1964-era span.

The ATSF would merge with the Burlington Northern Railroad in December 1996 to form the Burington Northern and Santa Fe Railway (BNSF). The 1995-era Rosecrans Avenue/Aviation Boulevard Overpass was selected as a Prize Design by the National Steel Bridge Alliance and American Institute of Steel Construction during October 1996. Judges commented on the installation procedure as being particularly innovative and unique.

This view along westbound Rosecrans Avenue in Hawthorne faces towards the 1995-era ATSF Overpass. The MTA Green Line Bridge is located immediately west of the ATSF Overpass.

Hawaii Route 50

2026-04-09T04:00:00.322-04:00

Hawaii Route 50 is the longest Sign Route on the island of Kauai at 32.6 miles. The entirety of Hawaii Route 50 is overlaid atop Kaumualii Highway from Lihue west to the Pacific Missile Range Facility at Barking Sands.

Hawaii Route 50 is one of the original 1955-era State Highway designations on Kauai. Much of the Kaumualii Highway corridor was constructed during the sugar plantation boom of the late Hawaiian Kingdom. The first tee beam bridge in Hawaii would be constructed along the Kaumualii Highway in 1911 at the Hanapepe. Much of this highway would be modernized to two-lane standards through the 1930s and 1940s.

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

Part 1; the history of Hawaii Route 50 and Kaumualii Highway

Hawaii Route 50 is the longest highway on Kauai at 32.6 miles. The highway begins at Rice Street in downtown Lihue and follows Kaumualii Highway west along the southern coast of Kauai. The terminus of Hawaii Route 50 is located at Lio Road near the entrance to the Pacific Missile Range Facility at Barking Sands.

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

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

National Register of Historical Places application for inclusion of Kuhio Highway

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

In 1915 completion of the Kauai Belt Road entered its final phase when Kauai County Supervisor proposed a $100,000 bond to construct the highway from Mana (near Barking Sands Beach) northeast to Haena (now Kauai County Route 552, Hawaii Route 550 and Kokee Road). The purpose of this bond was to accelerate roadway construction so that the Belt Road could be completed by 1917. It was estimated that the roadway wouldn't be finished until 1923 using Loan Fund Commission money. Ultimately the bond measure would fail to pass and the road between Mana-Haena would never be fully constructed.

During the late 1930s through the 1940s much of Kaumualii Highway would be rebuilt with modern bridge structures designed for two lane traffic. Major spans were erected westward from Lihue as follows:

1936 - A steel stringer bridge was constructed at Nawiliwili Stream.

1937 - A concrete slab bridge was constructed at Weoweopilau Stream.

1934 - A concrete slab bridge was constructed at Waihohonu Steam.

1934 - A tee beam bridge was constructed at Omao Stream.

1934 - A stringer bridge was constructed at Lawai Stream.

1936 - A tee beam bridge was constructed at Wahiawa Stream.

1938 - A tee beam bridge at the Hanapepe River was constructed to replace the 1911-era span (see below for more).

1948 - Tee beam bridges were constructed at Mahinauli Stream and Aakukui Stream.

1940 - A tee beam bridge was constructed at the Waimea River.

The 1938-era Hanapepe River Bridge along with the 1911-era span can both be seen in the below photo taken during 1941.

In 1955 the Hawaii Route System was expanded to Kauai. Hawaii Route 50 was assigned to the entire corridor of Kaumualii Highway from Lihue west to Bonham Air Force Base at Barking Sands. Early Hawaii Route 50 can be seen on the 1959 Gousha Highway map of Hawaii. Hawaii would become the 50th State on August 21, 1959.

During 1957 numerous concrete bridges would be constructed on Kaumualii Highway west of Waimea. These structures stood as some of the last major improvements constructed on Hawaii Route 50 during the remaining decades of the 20th Century. It is likely that early Hawaii Route 50 originally used Mana Road west of Kekaha. Mana Road is located near the former railroad line of the Kekaha Sugar Company west of Kekaha to Mana.

By 2014-2015 Kaumualii Highway from Rice Street in Lihue west to Anonui Street was widened to four-lane expressway standards. The original 1936-era Nawiliwili Stream Bridge was repurposed to carry eastbound Hawaii Route 50 traffic whereas the then new 2014 span was pressed into service for westbound traffic.

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

Hawaii Route 50 appears on the Hawaii Department of Transportation inventory list for Kauai.

Part 2; a drive on Hawaii Route 50

Westbound Hawaii Route 50 begins at Lihue at Rice Street. Traffic transitions from the terminus of Hawaii Route 56 at Rice Street onto Hawaii Route 50. Lihue historically was a small village which has been continuously occupied since pre-European contact. The town was formally named in 1837 by Royal Governor Kaikio'ewa when he relocated the Kauai governing seat from Waimea. The town has remained a commercial hub on Kauai and was selected as the Kauai County upon it being created in 1905.

Hawaii Route 50 intersects Hawaii Route 58 at Nawiliwili Road.

Hawaii Route 50 passes through Puhi and narrows to two-lanes.

Hawaii Route 50 intersects Kauai County Route 520 at Knudson Gap. This county route permits access to the town of Koloa.

Hawaii Route 50 enters the community of Lawai where it intersects Kauai County Route 530 at Koloa Road.

Hawaii Route 50 passes through Kalaheo and intersects Hawaii Route 540.

Hawaii Route 50 passes a vista of the Hanapepe River.

As Hawaii Route 50 approaches Eleele it passes the opposite terminus of Hawaii Route 540.

Hawaii Route 50 enters Eleele where it intersects Hawaii Route 541. Hawaii Route 541 permits access to Port Allen along Hanapepe Bay. Said port was constructed in 1906 as Eleele Landing. The port facility served as the head of the narrow-gauge Kauai Railway. The then new port facility and Kauai Railway permitted direct shipping access to the sugar plantations at Koloa and Kalaheo. In 1909 Eleele Landing was renamed as Port Allen. The new name was intended to honor Honolulu businessman Samuel Clesson Allen. Allen was originally a resident of Maine who was a ship owner and invested heavily in development of a port in Hanapepe Bay.

Hawaii Route 50 enters Hanapepe and intersects the original alignment of the Kaumualii Highway at Hanapepe Road. Prior to European contact the Hanapepe River was the site of a major village along southern Kauai. The modern town site would begin to develop in 1880 when the Eleele Plantation was founded. Additional plantations would be founded by the end of the century which would consolidate with the McBryde Sugar Company in 1899. Hanapepe would develop into a modern town plot which was largely centered around Hanapepe Road and the 1911-Hanapepe River Bridge. A construction boom would take place in the 1920s through the early 1930s. Hanapepe is often cited as the inspiration for the unnamed town in the movie Lilo and Stitch.

Hawaii Route 50 crosses the 2019-era Hanapepe River Bridge and intersects Kauai County Route 543 at Lele Road.

Hawaii Route 50 crosses the numerous vacant sugar fields west of Hanapepe and crosses the Waimea River Bridge into the town of Waimea. On the eastern side of the Waimea River the site of Russian Fort Elizabeth can be found. The fortification was constructed in 1817 following a treaty between Kuamuali'i and Russian-American Company representative Georg Anton Schäffer. The site is considered significant due to it being the most prominent location from which Russia sought influence over the Hawaiian islands.

Hawaii Route 50 passes through Waimea and intersects Hawaii Route 550 at Waimea Canyon Road. Hawaii Route 550 provides the most direct access northward to Waimea Canyon and Kooke State Parks. Waimea was a major village and is most well-known for the landing of British Captain James Cook on January 20, 1778. The first Catholic mission in Hawaii was established at Waimea in 1820. Waimea would later become a center of sugar cane harvesting activity on western Kauai.

Hawaii Route 50 passes through Kekaha and intersects Kauai Route 552 at Akialoa Road. Hawaii Route 50 continues west of Kekaha and terminates at the end of Kaumualii Highway approaching Barking Sands. Commercial sugar cane harvesting in Kekaha would begin in 1878 via a venture started by Valdimir Knudson and Hans L'Orange. The pair obtained sugar lease agreements in nearby Mana in 1886 and began operating the first steam locomotives between the two towns in 1887. The two mills would consolidate as Kekaha Sugar Company in 1898. Kekaka Sugar Company would later be purchased by Amfac in 1975 and shuttered in 2000.

Mount Pinos Highway

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

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

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

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

Part 1; the history of Mount Pinos Highway

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Part 2; a drive and hike on Mount Pinos Highway

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

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

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

Mount Pinos Highway passes by the Mount Pinos Campground.

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

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

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

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

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

The view facing east from the summit of Mount Pinos.

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

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

Little Tujunga Canyon Road

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

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

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

Part 1; the history of Little Tujunga Canyon Road

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

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

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

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

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

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

Part 2; a drive on Little Tujunga Canyon Road

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

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

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

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

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

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

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

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

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

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