Snow Canyon Drive (former Utah State Route 8) Snow Canyon Drive is an approximately five-mile road which serves as the main roadway through Snow Canyon State Park. Snow Canyon Drive begins in Ivins at a roundabout connecting with Center Street and Snow Canyon Parkway. From Ivins the course of Snow Canyon Drive passes northward through Snow Canyon State Park and terminates at Utah State Route 18. Snow Canyon Drive was commissioned as Utah State Route 300 in 1972. The then new State Highway corridor was constructed south from Utah State Route 18 to the southern boundary of Snow Canyon State Park. Utah State Route 300 was renumbered to Utah State Route 8 in 1991 and extended from the southern Snow Canyon State Park boundary through Ivins to Utah State Route 18 in St. George. In 1999 much of Utah State Route 8 was relinquished aside from a small portion located on Sunset Boulevard (former US Route 91). Part 1; the history of Snow Canyon Drive Snow Canyon is located in the Red Mountains north of the city of Ivins in Washington County, Utah. Snow Canyon is one of many sandstone canyons located in the Red Mountains. Part of the extinct Santa Clara Volcano punctured the Red Mountains via lava tubes. From approximately the year 200 to 1,250 the area around Snow Canyon was inhabited by the Ancestral Puebloans. Mormon pioneers established Santa Clara south of Snow Canyon in 1854. Local legend has it that the settlers discovered Snow Canyon in the 1850s while searching for missing cattle. Washington County newspapers referenced Snow Canyon (then Johnson Canyon) being used for recreational purposes by 1871. By the 1880s the canyon had become popular as a local hiking destination for much of Washington County. Ivins was settled south of Snow Canyon by Swiss settlers during the 1920s. The Ivins town plot lined Center Street eastward with the roadway to Snow Canyon. Ivins would incorporate as a city during 1935. Center Street in Ivins can be seen entering Snow Canyon on the 1954 United States Geological Survey map. The roadway is shown entering Snow Canyon and branching away slightly to the east to a cluster of lava tubes. In 1957 Snow Canyon was added as one of the first Utah State Parks. In 1959 Washington County would donate 296 acres of land to the State Parks Commission which was added to Snow Canyon State Park. The State Parks Commission would construct facilities including a roadway through Snow Canyon (now known as West Canyon Road) before dedicating it for public use in 1962. West Canyon Road was always a dead-end corridor and largely inadequate for facilitating through access through Snow Canyon State Park. Snow Canyon Drive was commissioned in 1972 as Utah State Route 300 from Utah State Route 18 southward to the park boundary near Ivins. Utah State Route 300 and Snow Canyon Drive can be seen on the 1980 United States Geological Survey map. Snow Canyon Drive was absorbed by a then new Utah State Route 8 when it was designated in 1991 and extended through Ivins. Utah State Route 8 was extended through Ivins to St. George via Center Street, 200 East (now Red Mountain Boulevard), Santa Clara Drive and Sunset Boulevard (both former US Route 91). Utah State Route 8 was later truncated to existing only St. George in 1999. Utah State Route 8 currently begins at Dixie Downs Road and extends east on Sunset Boulevard to Utah State Route 18. Part 2; a ride on West Canyon Road This view is from the Snow Canyon Scenic Overlook a short distance west of Utah State Route 18. Snow Canyon Drive can be seen snaking through the canyon floor below. This view is facing south on Snow Canyon Drive a short distance past the Lava Flow Trail parking lot. The Lava Flow Trail permits hikers to access some of the best preserved lave tubes in Snow Canyon State Park. The Lava Flow Trail connects with the Butterfly Trail. The Butterfly Trail loops back to Snow Canyon Drive at another parking area. This view is from Snow Canyon Drive facing north to the Snow Canyon State Park entrance. These views face north on Snow Canyon Drive near the Jenny's Canyon Trail parking area. Part 3; a drive on modern Utah State Route 8 As noted in Part 1 the current extent of Utah State Route 8 exists only in St. George along Sunset Boulevard from Dixie Downs Road 1.303 miles east to Utah State Route 18. http://www.gribblenation.org/2026/10/snow-canyon-drive-former-utah-state.html #snowcanyon #stateroute #utahstate #canyondrive #statepark #unitedstates #statesgeological #ivins #washingtoncounty #redmountains #rss #feeds #linksharing #qwibbit

Former California State Route 132 in the Don Pedro Reservoir In 1971 New Don Pedro Dam was completed which raised the level of the Don Pedro Reservoir. Near Bonds Flat within southern Tuolumne County the expanding reservoir required California State Route 132 to be relocated uphill. During periods of low water in the reservoir the original alignment of California State Route 132 can be seen at Postmile TUO R5.265. This blog will explore the history of California State Route 132 in the Bonds Flat area and the ruins that can be found in the Don Pedro Reservoir. The history of California State Route 132 at the Don Pedro Reservoir O What was to become California State Route 132 was added the state highway system by 1933 Legislative Chapter 767 as Legislative Route Number 110. The original definition of Legislative Route Number 110 carried to from the "Fresno-Tracy Westside Highway to the Sonora-Mariposa Road via Modesto." The entire corridor of Legislative Route Number 110 was assigned as California State Route 132 when the original run of Sign States Routes was announced in the August 1934 California Highways & Public Works. East of Bonds Flat within Tuolumne County the alignment of California State Route 132 crossed Roger Creek near the southern extent of the Don Pedro Reservoir. The Don Pedro Reservoir had become functional in 1924 upon completion of the original Don Pedro Dam. The original Don Pedro Dam is a concrete structure which is 283 feet high. The original Don Pedro Dam can be seen in a 1925 era public domain photo. The original alignment of California State Route 132 east of Bonds Flat can be seen in detail on the 1944 United States Geological Survey map. In 1961 bonds were issued to expand the existing Don Pedro Reservoir. The expansion required a new dam to be constructed downstream from the existing arch concrete structures. After delays construction of the New Don Pedro Dam would commence with the spillways on August 29, 1967. The new dam was an embankment design which topped out on May 28, 1970. Old Don Pedro Dam was covered by rising waters on April 12, 1970. New Don Pedro Dam would be completed and dedicated in 1971. The structure is 585 feet high and has length of 1,900 feet. The raised reservoir required the relocation of California State Route 132 uphill from the new southern extent of the reservoir. During period of low water level, the original alignment of California State Route 132 can be seen at Postmile TUO R5.265. http://www.gribblenation.org/2026/10/former-california-state-route-132-in.html #donpedro #stateroute #californiastate #pedroreservoir #pedrodam #legislativeroute #bondsflat #signstates #statesgeological #tuolumnecounty #rss #feeds #linksharing #qwibbit

Nevada State Route 206 Nevada State Route 206 is rural highway serving the community of Genoa in the eastern Sierra Nevada foothills of Douglas County. Nevada State Route 206 is 15.435 miles in length spanning from US Route 395 southward to Nevada State Route 88 near the California state line. Genoa is the oldest community in Nevada having been founded as Mormon Station in 1851. Mormon Station bustled into a town which was located Carson Pass Highway and larger California Trail. By 1856 the community would be renamed as Genoa. Genoa would become a major transportation hub on the Carson Pass Highway and early Lake Tahoe Wagon Road. When Nevada Territory was first organized in 1861 the original capital was briefly located in Genoa before being relocated to Carson City. Genoa lost the Douglas County seat in 1915 and was bypassed by early Nevada State Route 3 which was aligned through Minden. Genoa would enter the State Highway system in 1936 when Genoa Lane was designated as Nevada State Route 57. As part of the wider 1976 State Highway Renumbering Genoa Lane was renumbered as Nevada State Route 758. The same year Jacks Valley Road and Foothill Road were designated as Nevada State Route 206 which served the north/south highway through Genoa. Jacks Valley Road would later be relinquished to Douglas County in the early 1990s, and Nevada State Route 206 was realigned onto Genoa Lane. Part 1; the history of Nevada State Route 206 Nevada State Route 206 is heavily tied historically to the Carson Pass Highway, Lake Tahoe Wagon Road and the town of Genoa. Genoa is considered to be the first modern town in the state of Nevada and lies in the foothills of the eastern flank of the Sierra Nevada range. What is now Carson Pass was an established crossing of the Sierra Nevada known by the Washoe tribe. During an 1844 expedition led by United States Army Officer John C. Fremont he learned of the pass from the Washoe. Fremont's expedition was encamped at Carson Valley on January 31, 1844, and looking for a way to cross the mountains to return to Sutter's Fort. The Washoe warned Fremont not to attempt to cross the snow-filled pass, but the expedition proceeded regardless. Frontiersman Kit Carson served as the expedition guide on the journey into the Sierra Nevada. Fremont's expedition westward to Carson Pass soon ran low on supplies and soldiers soon resorted to consuming their pack animals. On February 14, 1844, Fremont and cartographer Charles Preuss climbed Red Lake Peak where they became the first people of European descent to observe Lake Tahoe. The expedition cleared the snow west of the pass on February 21, 1844, and arrived at Sutter's Fort on March 6th. Despite the harsh wintery conditions, the expedition suffered no fatalities. John C. Fremont wrote of his experiences crossing the Sierra Nevada which brought attention to what became known as Carson Pass. As the name implies, the pass was named after Kit Carson. Carson Pass became part of the southern branch of the California Trail. Following ill-fated Donner Party expedition of the winter of 1846/1847 the southern leg of the California Trail would see increased usage. During 1848 former members of the Mormon Battalion who had served in the Mexican-American War opted to return to Salt Lake City. The group of 46 sought to plot a new wagon trail over the Sierra Nevada which incorporated Carson Pass. The expedition departed from the outskirts of Placerville during June up what is now the Mormon Emigrant Trail and would ultimately reach Carson Pass by July 28, 1848. The expedition would successfully cross the Sierra Nevada and reach Salt Lake City by September 1848. Following the start of the California Gold Rush the Carson Pass Highway would become the favored crossing the Sierra Nevada. Approximately 40,000 gold seekers would cross Carson Pass to the gold mines of the western Sierra Nevada foothills. Carson Pass Highway would remain the favored crossing of the Sierra Nevada until a new routing over Johnson's Pass was established to the north near Lake Bigler (now Lake Tahoe). The community which became Genoa was first plotted as a stage house known as "Mormon Station" in June 1850. H.S. Beatle along with several Mormon settlers constructed roofless log enclosure to serve as a corral and trade post. The original trading post was short lived and was abandoned by the end of the year. In 1851 John Reese would arrive at the abandoned Mormon Station and would rebuild it a permanent trading post. The trading post would expand to a small town by 1852 which was complete with a Post Office, blacksmith shop and a sawmill. In 1853 Congress ordered survey to locate a possible route for a railroad line over the Sierra Nevada range. The conclusion of the 1853 Congressional survey suggested any route over the Sierra Nevada was unfeasibly due to deep snows which occurred every winter. The State of California ordered its own survey by April 1855 to investigate the feasibility of constructing a wagon road from Sacramento Valley east to Carson Valley. By June 1855 enough money had been raised so that Sherman Day could scout potential wagon roads over the Sierra Nevada. The Day Survey concluded that the only viable options for a wagon road over the Sierra Nevada would be at Johnson's Pass or Carson Pass. Johnson's Pass was considerable favorable to Carson Pass due to the lower elevation potentially permitting all-year travel. The Day Survey was featured extensively in the September 1950 California Highways & Public Works. The Goddard Survey later corroborated the findings of the Day Survey in that Johnson's Pass would be the desirable route of a Trans-Sierra Wagon Road. The surveyed routes of Sherman Day over Johnson's Pass and Carson Pass. Mormon Station having become a fully-fledged town would be renamed as "Genoa" in 1856. The name change was spurred by Orson Hyde as a reference to Genoa, Italy. The Mormon settlers would ultimately withdraw from Genoa in 1857. Nevada's first newspaper would open in at Genoa in 1858 and would later move to Virginia City where it would come to be known as the Territorial Enterprise. During 1857 the counties of; Yolo, Sacramento and El Dorado contributed $50,000 dollars towards construction of a wagon road over Johnson's Pass. County officials hired noted stagecoach driver J.B. Crandall of the Crandall & Sunderland Company to drive surveyors over Day's route east through the Sierra Nevada range to Carson Valley via Johnson's Pass. The Crandall & Sunderland Company at the time operated as a stage line from the terminus of the Sacramento Valley Railroad in Folsom eastward to Placerville. The stage trip from Folsom originated on June 11, 1857, and proved that a wagon road over Johnson's Pass was indeed feasible. The Lake Tahoe Wagon Road would be constructed on the Johnson's Pass route between 1858-1865. Following the completion of the Lake Tahoe Wagon Road the Carson Pass Highway would see a decline in usage. The Carson Pass Highway was still close enough to established towns on both ends of the Sierra Nevada that never became fully defunct. Genoa was connected to the eastern terminus of the Lake Tahoe Wagon Road via the Kingsbury Grade. What was to become the Kingsbury Grade was originally known as the Georgetown Trail or Daggett Pass Trail. The land at the base of the Daggett Pass Trail was purchased in 1854 by John Daggett. In 1859-1860 David Kingsbury and John McDonald obtained franchise rights from Utah Territory to construct a toll road from Lake Tahoe to Genoa. Kingsbury and McDonald would spend approximately $70,000 to construct the Kingsbury Grade. Genoa being located at the terminus of two major trans-Sierra Highways would be selected as the first capital of Nevada Territory when it was organized on March 2, 1861. The territorial capital would move to Carson City by the end of the year. Genoa was also selected as the first Douglas County seat which was created concurrent to Nevada Territory. Genoa can be seen as the eastern terminus of the Lake Tahoe Wagon Road and Carson Pass Highway on the 1873 Bancroft's map. Nevada would become a state on October 31, 1864. The first single-lane wooden hanging bridge at the cliff-side Cave Rock on the eastern shore of Lake Tahoe was constructed in 1863. This original span was soon expanded into a wooden trestle which was reinforced with stone buttresses. The bridge at Cave Rock allowed traffic to avoid the tolls of the Kingsbury Grade and provided a far more direct connection with Genoa. With the main path of Lake Tahoe Wagon Road traffic being rerouted along Cave Rock the town of Genoa would become reliant more on the Carson Pass Highway and Kingsbury Grade to bring trade. The Cave Rock Bridge can be seen in a 1910 photo from the A Tahoe and Northern Nevada History Facebook group. The Cave Rock routing was later incorporated into the Pioneer Branch of the Lincoln Highway in 1913. The Cave Rock Bridge would become part of US Route 50 by November 1926. The bridge was later bypassed by the first bore of the Cave Rock Tunnel in 1931. The buttresses of the Cave Rock Bridge remain in modern times and can be seen below in photos by Josh Schmid. Genoa would ultimately lose the Douglas County seat to Minden by 1915. Thusly Genoa was passed over for location on the original run of Nevada State Routes. Nevada State Route 3 was designated in Carson City and was aligned directly southward to Minden as can be seen on the 1917-1918 Nevada Department Highways Biennial. The intersection of Genoa Lane and Jacks Valley Road can be seen in an undated photo from the Life in Nevada Facebook page. California State Automobile Association highway signage can be seen on the bottom right of the photo. Genoa was added to the State Highway System in 1936 when Genoa Lane west of US Route 395 was added to the system as Nevada State Route 57. Genoa Lane appears as a State Highway on the 1937 Nevada Department of Highways map. Nevada State Route 57 appears on detail on the 1948 Nevada Department of Highways map of Douglas County. During July 1976 the wider Nevada State Highway Renumbering took place. Nevada State Route 57 along Genoa Lane was renumbered as Nevada State Route 758. Jacks Valley Road and Foothill Road were adopted as Nevada State Route 206 which served Genoa as a north/south corridor. Nevada State Route 206 can be seen on the 1978-1979 Nevada Department of Transportation map. The same map still displays Genoa Lane as Nevada State Route 57. Nevada State Route 57 doesn't appear designated over Genoa Lane as of the 1982 Nevada Department of Transportation map. The 700-series State Highways likely were signed last after the 1976 Renumbering due to them being intended as secondary corridors. Jacks Valley Road was relinquished back to Douglas County in the early 1990s. Nevada State Route 206 was realigned over Genoa Lane and consumed Nevada State Route 758. The current alignment of Nevada State Route 206 first appears on the 1995-1996 Nevada Department of Transportation map. Part 2; a drive on Nevada State Route 206 Southbound Nevada State Route 206 begins as US Route 395 approaches Genoa Lane. Nevada State Route 206 initially jogs west on Genoa Lane and crosses the Carson River. The highway enters Genoa on Genoa Lane and makes a left-hand turn on Foothill Road. Nevada State Route 206 follows Foothill Road south of Genoa and intersects Nevada State Route 757 at Muller Lane. Nevada State Route 206 south of Muller Lane has signage indicating it can be used to reach Nevada State Route 207. Nevada State Route 206 intersects Nevada State Route 207 at Kingsbury Grade Road. The intersection is once the site of Mottsville which had been founded as stage house by Hiram Mott and his son settled in 1851. Nevada State Route 206 continues south on Foothill Road and passes by the Sheridan town site near the Jobs Peak Ranch Trailhead. Sheridan had been founded at the bottom of Luther Canyon in the 1850s. By 1861 the community was reported to have a sawmill, boarding house and several saloons. Luther Canyon was named after Ira M. Luther who operated a sawmill in the area circa 1858-1865. Nevada State Route 206 terminates at Nevada State Route 88 a short distance from the California state line. http://www.gribblenation.org/2026/10/nevada-state-route-206.html #stateroute #nevadastate #carsonpass #sierranevada #genoa #statehighway #douglascounty #laketahoe #road #valleyroad #rss #feeds #linksharing #qwibbit

Legacy of US Route 466 Part 6: Cameron siding and Tehachapi Pass When US Route 466 was created during October 1933 it was aligned through Tehachapi Pass at Cameron siding. The then new US Route would inherit the alignment of the Tehachapi Pass Highway which was constructed concurrent with the Southern Pacific Railroad 1876. US Route 466 at Tehachapi Pass would be realigned onto an expressway grade during 1957 which bypassed a bottleneck prone jog by Cameron Road. Modern Cameron Road from California State Route 58 at Exit 119 west to the crossing the railroad crossing at the former siding carries the original alignment US Route 466. The original eastern terminus of Cameron Road was located at US Route 466 at Tehachapi Pass a short distance after crossing the Southern Pacific Railroad. This original eastern terminus is clearly displayed on the 1943 United States Geological Survey map. Part 1-Part 4 of the US Route 466 Legacy Series can be found below: Legacy of US Route 466 Part 1: California State Route 46 Legacy of US Route 466 Part 2: Tehachapi to Bakersfield Legacy of US Route 466 Part 3: Morro Bay to Shandon via Rocky Canyon Legacy of US Route 466 Part 4: Hoover Dam Legacy of US Route 466 Part 5: North Barstow and Old Highway 58 Part 1; the history of US Route 466 at Cameron siding and Tehachapi Pass Tehachapi Pass is located in the Tehachapi Mountains of Kern County. The pass is located along Cache Creek near Cameron siding at an elevation of 3,771 feet above sea level. The pass marks the transition zone where the Mojave Desert begins. Tehachapi Pass was a well-known path of travel to Native Americans prior to European contact. The first Europeans to likely explore Tehachapi Pass were part of the Jedidiah Smith Expedition of Mexican Alta California during early 1827. The expedition followed the mountains west from Cajon Pass and entered San Joaquin Valley either via Tehachapi Pass or Tejon Pass (September 1950 California Highways & Public Works). The 1827 expedition of Jedidiah Smith laid out the framework for most modern established roadways through the Transverse Ranges and Sierra Nevada to San Joaquin Valley. Tehachapi Pass would become one of many highway routes which became popular for emigrants traveling to California after the beginning of the California Gold Rush. Originally the Tehachapi Pass Road west of the Mojave Desert followed what is now known as Oak Creek Pass. Oak Creek Pass can be found along modern Tehachapi-Woodford Road and was closer to known sources of water (September 1950 California Highways & Public Works). Tehachapi Pass can be seen as 1857 Britton & Rey's map of California with a spelling considerably different than in modern times. The originally Tehachapi Pass corridor was part of the Butterfield Overland Mail Route which operated from September 1858, through April 1861. In the early 1870s the Southern Pacific Railroad would begin construction of their railroad line through the Tehachapi Mountains. The railroad line intended to cross over to the Mojave Desert via Cache Creek which had a far lower terminal elevation than the existing Tehachapi Pass Road. The planned Southern Pacific Railroad through the Tehachapi Mountains can be seen on the 1873 Bancroft's map of California as a black line. The Southern Pacific Railroad line through the new Tehachapi Pass along Cache Creek was completed during July 1876. Tehachapi Pass was the last link in the Southern Pacific system completed between Los Angeles and San Francisco. Cameron siding was established along the then new railroad grade and frontage road. The frontage road following the Southern Pacific would become the then new established Tehachapi Pass Highway. Cameron siding can be seen along the Southern Pacific Railroad and the Tehachapi Pass Highway on Tehachapi Pass on the 1898 Official map of Kern County. The 1915 United States Geological Survey map displays the Tehachapi Pass Highway west of Mojave passing through Cameron siding at Tehachapi Pass. West of Cameron the highway continued westward through Eric, Monolith, Sullivan and Tehachapi. 1931 Legislative Chapter 82 authorized the extension of Legislative Route Number 58 from Barstow west to Bakersfield via Tehachapi Pass and existing County Highways. At Tehachapi Pass the then new State Highway corridor passed through Cameron siding. Legislative Route Number 58 west of Barstow to Bakersfield can be seen for the first time on the 1932 Division of Highways Map. During June 1933 the California Division of Highways petitioned the American Association of State Highway Officials (AASHO) for an extension of US Route 64 west of Raton, New Mexico to Morro Bay, California. The extension of US Route 64 was not considered ideal by AASHO due to proposed routing including a lengthy multiplex of US Route 66 from Santa Fe, New Mexico to Barstow, California. An alternate proposed routing of US Route 64 in New Mexico did little to mitigate the lengthy multiplex of US Route 66 in Arizona. The proposal to extended US Route 64 was to be reviewed by the AASHO Executive Committee during their October 1933 meeting. During their August 1933 meeting AASHO suggested US Route 466 to the California Division of Highways as an alternative to the lengthy extension of US Route 64. US Route 466 was initially proposed as originating in Barstow, California and terminating at Morro Bay via Tehachapi Pass. The Division of Highways via telegram to AASHO dated August 10, 1933, expressed that such a short US Route located entirely in-state would not provide the same utility as their US Route 64 extension proposal. During the October 1933 AASHO meeting a compromise was reached which brought US Route 466 into existence. US Route 466 would begin at US Route 66 in Kingman, Arizona and travel northwest to the site of Boulder Dam (now Hoover Dam) at the Nevada state line. Within Nevada the routing of US Route 466 entered Las Vegas where it then followed US Route 91 into California towards North Barstow. West of the Barstow area US Route 466 would retain the same Barstow-Morro Bay alignment which was desired by the California Division of Highways for their US Route 64 extension proposal. Tehachapi Pass Highway would become a component of US Route 466 as it was part of Legislative Route Number 58. US Route 466 can be seen passing through Tehachapi Pass and Cameron on the 1935 Division of Highways map of Kern County. The original eastern terminus of Cameron Road was located at US Route 466 at Tehachapi Pass a short distance after crossing the Southern Pacific Railroad. This original eastern terminus is clearly displayed on the 1943 United States Geological Survey map. The September/October 1958 California Highways & Public Works announced the completion of a realignment project along US Route 466 at Cameron and Tehachapi Pass. The then new three-mile alignment was completed in late 1957 originated at the eastern outskirts of Tehachapi and extended easterly through Cameron to Cache Creek. The purpose of the new four-lane alignment was to mitigate congestion that occurred on the older two-lane segment approaching Cameron Road. The new alignment of US Route 466 was located to the north of Cameron siding. Cameron Road was extended from the Southern Pacific Railroad crossing to then new alignment of US Route 466. During the 1964 State Highway Renumbering the Legislative Route Numbers were dropped from the State Highway System. What had been US Route 466 in North Barstow from Interstate 15 west to US Route 99 in Bakersfield was redesignated legislatively as part of California State Route 58. Despite being assigned as California State Route 58 the Division of Highways would not seek truncation of US Route 466 to Baker until well into 1964. AASHO approved the truncation of US Route 466 from Morro Bay to California State Route 127 in Baker during June 1964. US Route 466 at Tehachapi Pass was subsequently replaced with California State Route 58. Part 2; a drive on the original alignment of US Route 466 at Cameron siding This view faces westward along modern California State Route 58 near La Rose siding towards Tehachapi Pass. Cameron Road passes through the former site of Cameron along the original alignment of US Route 466. The roadway branches from the original alignment of US Route 466 at the double set of tracks carrying the Union Pacific Railroad (former Southern Pacific). http://www.gribblenation.org/2026/10/legacy-of-us-route-466-part-6-cameron.html #tehachapipass #route #legacy #cameronsiding #cameronroad #stateroute #part #southernpacific #pacificrailroad #california #rss #feeds #linksharing #qwibbit

Former US Route 91 in the Bunkerville and Mesquite area Bunkerville and Mesquite are communities located along the Virgin River in northeast Clark County, Nevada which were part of the corridor of US Route 91. When US Route 91 was commissioned in November 1926 it followed Riverside Road, Mesquite Boulevard, Sandhill Road and Hillside Drive through Bunkerville and Mesquite to the Arizona state line. US Route 91 was realigned north of the Virgin River by 1955 which transitioned it directly from Glendale to Mesquite Boulevard. The 1955 alignment of US Route 91 bypassed Bunkerville and two crossings of the Virgin River. The post-1955 alignment of US Route 91 would be later built upon as part of Interstate 15 which was completed through Mesquite in 1973. By 1974 US Route 91 would be truncated out of Nevada entirely. Since 1976 the original alignment of US Route 91 along Riverside Road has been part of Nevada State Route 170. The blog cover photo is of US Route 91 at the lower Virgin River Bridge south of Bunkerville. Said photo was featured in the 1929-1930 Nevada Department of Highways Biennial. US Route 91 as originally configured in Nevada appears on the 1927 Nevada Department of Highways map. Part 1; the history of US Route 91 through Bunkerville and Mesquite What ultimately became US Route 91 in Bunkerville and Mesquite was inherited from the Arrowhead Trail, Salt Lake-Los Angeles Road and the Mormon Road. The Mormon Road was scouted by a party led by Jefferson Hunt which was searching for a supply route from Salt Lake City to Southern California through 1847-1848. The Mormon Road ultimately utilized much of the established trade routes of the Old Spanish Trail through the Mojave Desert which took it through the Virgin River Valley and Beaver Dam Mountains. The Mormon Road was later reorganized and improved into the Los Angeles-Salt Lake Road by 1855 which was capable of facilitating wagon travel. The Los Angeles-Salt Road largely fell into disuse when the Los Angeles & Salt Lake Railroad was constructed between 1903 through 1905. The Los Angeles-Sale Lake Road can be seen between the Muddy River in Nevada and St. George, Utah on the 1873 Bancroft's Map of California, Nevada, Utah and Arizona. The Salt Lake-Los Angeles Road can be seen avoiding the narrow and treacherous Virgin River Gorge by way of the Beaver Dam Mountains. Bunkerville was settled on the south bank of the Virgin River in 1877. The community was named after well-known pioneer Edward Bunker. Bunker had previously been involved with the development of the Santa Clara in Washington County, Utah. Mesquite was settled on the Virgin River northeast of Bunkerville by Mormon pioneers in 1880. The name of the community was originally called Mesquite Flat and was initially located far closer to the northern bank of the Virgin River. The first two Mesquite Flat town sites were destroyed by the flooding Virgin River. The third plot was located on higher ground and became a permanent settlement. The Arrowhead Trail was an Auto Trail which was plotted out in 1915 when promoter and race car driver Charles H. Bigelow drove the entire planned route from Salt Lake City to Los Angeles. The Arrowhead Trail largely followed the path of the Los Angeles-Salt Lake Road which took it through Valley of Fire, the Virgin River Valley, Bunkerville, Mesquite and the Beaver Dam Mountains between Las Vegas, Nevada and St. George, Utah. The Arrowhead Trail would ultimately incorporate into the Arrowhead Trails Association during December of 1916 in Los Angeles. The early Arrowhead Trail between St. Thomas, Nevada and St. George, Utah by way of the Beaver Dam Mountains on the 1917 Arrowhead Trail Map. Charles H. Bigelow can be seen at what is likely the 1911 Indianapolis 500 behind the wheel of his Mercer race car with his on-board mechanic. Charles H. Bigelow was born on August 26, 1872, in Kilbourne, Illinois and died on June 8, 1958, at Los Angeles, California. The Arrowhead Trail and Clark County were both excluded from the initial run of State Highways adopted by the Nevada State Legislature in 1917. 1919 Legislation would add the Arrowhead Trail to the State Highway System as Nevada State Route 6. Nevada State Route 6 can be seen described in detail in the 1919-1920 Nevada Department of Highways Biennial. The same biennial reported on the ongoing construction of a bridge on the Arrowhead Trail between Bunkerville and Mesquite. The 750-foot-long span was described as a two-steel truss span which was part of Department of Highways Project Number 27. The existing Arrowhead Trail included a ford (referred to amusingly as a "bug bear") of the Virgin River which required hauling assistance from Clark County staff to cross. The project was submitted to the state legislature for funding on November 1, 1919. The 1919-1920 Biennial also referenced survey work having been completed regarding finding new alignment to relocate the Arrowhead Trail between Las Vegas and Bunkerville. No exact alignment at the time was selected by the Department of Highways. The 1919 Nevada Department of Highways Map shows Nevada State Route 6 and the Arrowhead Trail heading northeast from Las Vegas through Valley of Fire to St. Thomas. From St. Thomas the Arrowhead Trail is shown following the south bank of the Virgin River through Bunkerville and crossing back over to Mesquite near the Arizona state line. A driver can be seen heading north on the Arrowhead Trail in the 1920s with what is now Valley of Fire of State Park in the background. Valley of Fire obtained it's named during the 1920s when a writer from AAA coined it. The 1923-1924 Nevada Department of Highways Biennial reported on the completion of a bridge carrying the Arrowhead Trail over the Virgin River approximately 8 miles southwest of Bunkerville. The then new span was 884 feet in length and was a timber pile trestle design. This span was a component in a major realignment of Nevada State Route 6 which would bypass Valley of Fire in favor of Apex Summit. The Arrowhead Trail can be seen multiplexed with the Evergreen National Highway and National Park-to-Park Highway between St. Thomas, Nevada and St. George, Utah on the 1924 Rand McNally Auto Trails Map of Utah, Colorado, New Mexico and Arizona. The Arrowhead Trail can be seen following the south bank of the Virgin River from St. Thomas northeast through Bunkerville and crossing to the northern bank at Mesquite. The 1925-1926 Nevada Department of Highways Biennial described the new alignment of the Arrowhead Trail and Nevada State Route 6 north of Las Vegas as complete. The new alignment departed Las Vegas towards Apex Summit and entered Bunkerville via Moapa Valley and Glendale. The new alignment bypassed Valley of Fire and St. Thomas. The then new alignment of the Arrowhead Trail and Nevada State Route 6 can be seen on the 1925 Rand McNally Junior Map of Nevada. This map shows proposed US Route 91 following Nevada State Routes 6 and 5 through the state. The US Route System wouldn't be finalized until November 11, 1926, when it was approved by the Secretary of Agriculture. Ultimately US Route 91 follow the entirety of Nevada State Route 6 from the California state line near Jean northeast to the Arizona state line near Mesquite. US Route 91 would initially follow Riverside Road through Bunkerville northeast towards Mesquite. Within Mesquite US Route 91 would follow Riverside Road, Mesquite Boulevard, Sandhill Boulevard and Hillside Drive to the Arizona state line. US Route 91 as originally configured in Nevada appears on the 1927 Nevada Department of Highways map. The 1929-1930 Nevada Department of Highways Biennial announced the Virgin River Bridge along US Route 91 near Mesquite was surveyed for replacement. The 957-foot-long span timber (then the longest in Nevada) is noted to be in a state of deterioration due to untreated pilings. The Department of Highways was in the process of investigating installing a permanent structure in the next biennium. The same biennial featured a photograph of the Virgin River Bridge along US Route 91 west of Bunkerville. This structure unlike the one near Mesquite was comprised of treated timber. The 1930-1932 Nevada Department of Highways Biennial announced the last segment of US Route 91 to be paved in Nevada was the portion between the Virgin River Bridges south of Mesquite. Paving in the last dirt section is noted to be anticipated to commence during 1933. The same biennial noted the new Virgin River Bridge near Mesquite had been recently completed during February 1932. The then new span is noted to be comprised of reinforced concrete. The biennial also noted a new bridge on US Route 91 south of Bunkerville was in the process of construction. The previous timber trestle was noted to have been destroyed during a flood on February 9-10, 1932. Cars had been towed across the river by the Department of Highways until the structure was repaired via an 800-foot-long temporary trestle. The 1932-1934 Nevada Department of Highways featured a photo of the then new concrete span carrying US Route 91 over the Virgin River south of Bunkerville. The same biennial noted US Route 91 between Bunkerville and Mesquite had received a gravel surface which was treated with oil. A photo of a widening project along US Route 91 in Mesquite (Mesquite Boulevard) was featured in the 1938-1940 Nevada Department of Highways Biennial. The project corridor included the installation of curbs and drainage gutters. The 1952-1954 Nevada Department of Highways Biennial featured reports and photos along the new alignment of US Route 91. The new alignment of US Route 91 was intended to bypass Bunkerville by staying along the northern bank of the Virgin River which would connect Glendale directly Mesquite (via Mesquite Boulevard). The then new alignment included a bridge over Toquop Wash. The difficulties encountered during construction of the new alignment of US Route 91 between Glendale-Mesquite were detailed in the 1955-1956 Nevada Department of Highways Biennial. Contract 905 which had been awarded to Thorn Construction encountered clay, sand and other materials while constructing 90-foot-wide roadway cut. The then new alignment of US Route 91 appears for the first time on the 1955 Nevada Department of Highways map. The older alignment through Bunkerville is shown to have been retained as an unnumbered State Highway. The Federal Highway Aid Act was signed into law on June 29, 1956, which saw the creation of the Interstate Highway System. The entire general corridor of US Route 91 in Nevada was added to that of Interstate 15. US Route 91 through Mesquite appears in substantial detail on the 1957 United States Geological Survey map. The 1965-1966 Nevada Department of Highways Biennial announced Mesquite was the last location in Nevada where construction of Interstate 15 had not yet commenced. The segment is noted to have entered a design phase. The 1973-1974 Nevada Department of Highways Biennial noted the last segment of Interstate 15 had recently been completed in Mesquite. The last portion of the Interstate highway originated two miles west of downtown Mesquite and extended to the Arizona state line. Upon the completion of Interstate 15 in Nevada, it was initially fully multiplexed with US Route 91. Interstate 15 was opened to traffic through the Virgin River Gorge in Arizona on December 14, 1973. On April 24, 1974, the Arizona Highway Department petitioned the AASHO in concurrence with California, Nevada and Utah to decommission US Route 91 between Beaver Dam, Arizona and St. George, Utah. The decommissioning of US Route 91 between Beaver Dam, Arizona and St. George, Utah was considered at the June 1974 AASHO Executive Committee Meeting. This would ultimately result in US Route 91 being truncated from Baker, California to Brigham City, Utah. Ultimately much of US Route 91 at the Arizona state line near Mesquite between and St. George, Utah would become Mohave/Washington County Route 91. During July 1976 the wider Nevada State Highway Renumbering took effect. Former US Route 91 following Riverside Road through Bunkerville to Mesquite was assigned as Nevada State Route 170. Nevada State Route 170 begins at Interstate 15 Exit 112 and follows Riverside Road 12.268 miles to Mesquite Boulevard within Mesquite. Nevada State Route 170 can be seen for the first time on the 1977-1978 Nevada Department of Highways map. Mesquite would incorporate as a city during 1984. During 2007 the Nevada Department of Transportation replaced the lower Virgin River Bridge south of Bunkerville. The department would replace the upper Virgin River Bridge near Mesquite in 2009. Part 2; a drive along Nevada State Route 170 and the original alignment US Route 91 to Mesquite Eastbound Nevada State Route 170 (Riverside Road) begins at Interstate 15 Exit 112. As noted in Part 1 the original alignment follows Nevada State Route 170. Nevada State Route 170 descends to the lower Virgin River Bridge. The former site of Riverside can be found at this span along the north bank of the Virgin River. Riverside was a service station founded in 1930 by Carl Enkey along US Route 91. Riverside had a few residences and cabins but never developed as an actual town site. The service station closed down around 1955 after US Route 91 had been relocated to the north bank of the Virgin River. Nevada State Route 170 crosses the Virgin River and passes through Bunkerville. Nevada State Route 170 crosses the upper Virgin River Bridge and enters the city of Mesquite. The state highway corridor terminates as Riverside Road meets Mesquite Boulevard. US Route 91 would have originally turned right onto Mesquite Boulevard. The post-1955 alignment of US Route 91 entered the city via Mesquite Boulevard. US Route 91 originally followed Mesquite Boulevard east from Riverside Road to Sandhill Boulevard. US Route 91 would have made a left-hand turn on Sandhill Boulevard towards the Arizona state line. Both Mesquite Boulevard and Sandhill Boulevard are signed as part of the Interstate 15 Business Route. This Business Route was never formally requested by the Nevada Department of Transportation. Northbound US Route 91 originally followed Sandhill Road to a right-hand turn at Hillside Drive. US Route 91 followed Hillside Drive to the Arizona state line. In modern times traffic entering Arizona on Hillside Drive transitions onto Mohave County Route 91. http://www.gribblenation.org/2026/10/former-us-route-91-in-bunkerville-and.html #virginriver #route #mormonroad #mesquiteboulevard #nevada #lakeroad #riversideroad #nevadadepartment #saltlake #sandhillroad #rss #feeds #linksharing #qwibbit

The Las Vegas Beltway (Interstate 215 and Clark County Route 215) The Las Vegas Beltway is an 50.073-mile-long freeway comprised of Interstate 215 and Clark County Route 215. This beltway corridor encircles the Las Vegas Metropolitan area on three sides. Interstate 215 comprises an 11.173-mile segment of the beltway from Interstate 11 (and US Routes 95 and 93) in Henderson west to Interstate 15 in Enterprise. The remaining 38.9 miles of the beltway is carried by Clark County Route 215 to Interstate 15 (and US Route 93) in North Las Vegas. The designation of Interstate 215 was approved during 1993 by the Federal Highway Administration and the American Association of State Highway Transportation Officials. The Interstate designation was originally approved to extend west to Tropicana Avenue (then Nevada State Route 593) but it never was signed west of Interstate 15 in Enterprise. By the turn of the century Interstate 215 was completed. Clark County Route 215 was rapidly developed using interim expressway grades and opened fully to traffic by 2004. Since 2004 the substandard segments have been converted to freeway standards which culminated with the completion of the Centennial Interchange (Interstate 11 and US Route 95) in 2023. The last remaining project active project on Clark County Route 215 is the ongoing freeway-to-freeway interchange construction at Summerlin Parkway (Nevada State Route 613). Part 1; the history of the Las Vegas Beltway On June 23, 1992, the final Environmental Impact Statement for the Southern Las Vegas Beltway corridor was approved. On August 10, 1992, the Nevada Department of Transportation opted to file a record of decision approving the Southern Las Vegas Beltway corridor. The Southern Las Vegas Beltway corridor spanned from US Route 95 in Henderson west to Tropicana Avenue. The planned corridor was slated to be fully constructed to Interstate design standards. During April 1993 the Nevada Department of Transportation submitted a request to the American Association of State Highway Transportation Officials (AASHTO) to designate Interstate 215 from US Route 95 in Henderson west to Nevada State Route 593 (Tropicana Avenue). The AASHTO Executive Committee approved the request during their April 18, 1993, meeting. The state of Nevada was advised of the Executive Committee approval on May 6, 1993. The Federal Highway Administration advised the Nevada Department of Transportation of their approval of the Interstate 215 designation in a letter dated August 16, 1993. The letter noted that no segment of the corridor could actually be signed as an Interstate until it met current design standards. The first segment of Interstate 215 to open was from Interstate 15 eastward to Warm Springs Road in 1996. The segment included an interchange with Nevada State Route 171 which connected to McCarren International Airport via a freeway tunnel. The corridor was quickly extended to Windmill Parkway and appears on the 1997/1998 Nevada Department of Transportation map. In 1998 the Las Vegas Beltway was extended west of Interstate 15 to Decatur Boulevard. Despite up to freeway standards the corridor was not signed as Interstate 215 but rather Clark County Route 215. It isn't clear why the segment was signed as a County Route given approval had been given my AASHTO and the FHWA for Interstate 215 to extend to Tropicana Avenue. Interstate 215 was completed east from Windmill Parkway to the interchange structure with Interstate 515/US Route 93/US Route 95 by 1999. The segment Interstate 215 east of Saint Rose Parkway was constructed over what had been Nevada State Route 146. This construction led to the corridor Nevada State Route 146 being truncated to the Pecos Road interchange. Clark County Route 215 was extended as an expressway from Decatur Boulevard to Tropicana Avenue in 2000. By 2003 the western and northern portions of Clark County Route 215 were functionally opened to traffic. Clark County Route 215 from Decatur Boulevard to Interstate 15/US Route 93 in North Las Vegas was initially comprised of interim grade configurations such as expressway segments. The entire 50.073 miles of the Las Vegas Beltway first appears on the 2004 Nevada Department of Transportation map. On March 2, 2004, the Las Vegas Beltway was officially renamed as the Bruce Woodbury Beltway. Bruce Woodbury was a member of the Clark County Commission when held office from 1981 to January 2009. Woodbury is largely considered one of the most prominent advocates for the modernization of transportation in Las Vegas Valley. The Bruce Woodbury Beltway corridor name can be seen officially applied to Clark County Route 215 in a Clark County Department of Public Works document. The document discusses the funding mechanism utilized to construct Clark County Route 215. In November 2002 Clark County voters approved a measure to raise $2,700,000,000 over the next 25 years by doubling the development tax over the course of 20 years and increasing the local sales tax by 0.25%. The Nevada state legislature approved this funding measure by Clark County during May 2003. The principal source for funding Clark County Route 215 is noted to be a 1% supplemental Motor Vehicle Privilege Tax and a new development tax of $700 per residential unit. By August 2006 Clark County Route 215 was converted to full freeway standards between Decatur Boulevard and Nevada State Route 159 (Charleston Boulevard). Again, it is not fully clear why the Las Vegas Beltway wasn't signed as Interstate 215 west of Interstate 15 to Tropicana Avenue. Aside from Clark County owning the segment west of Interstate 15 there doesn't appear to be a barrier which would prevent Interstate 215 signage from being applied. Clark County Route 215 appears as a freeway standard facility west of Interstate 215 to Nevada State Route 159 on the 2009/2010 Nevada Department of Transportation map. The North 5th Street Interchange with Clark County Route 215 in North Las Vegas opened in 2011. Between 2012-2014 Clark County Route 215 was converted to freeway standards from Tenaya Way east to Decatur Boulevard. Clark County Route 215 between Decatur Boulevard and North 5th Street was converted to freeway standards between 2014-2016. The remaining surface road interchanges on Clark County Route 215 in North Las Vegas were completed by April 2020. Construction of the Clark County Route 215/Interstate 15 interchange along with an interchange with Range Road began in 2020. The Clark County Route 215/Interstate 15 interchange was complete during 2023. In 2015 the Centennial Bowl Interchange project between Clark County Route 215 and US Route 95 broke ground for phased freeway conversion. The interchange was complete on December 4, 2023, which led to the last remaining traffic signals on Clark County Route 215 being removed. Clark County Route 215 appears as a full freeway for the first time on the 2023/2024 Nevada Department of Transportation map. The last project active on Clark County Route 215 is the freeway-to-freeway conversion of the interchange with Nevada State Route 613 (Summerlin Parkway). Construction on the freeway-to-freeway interchange broke ground during late 2024. This interchange is still under construction as of the publishing date of this blog. The current Federal Highway Administration Interstate log only has Interstate 215 assigned to the Las Vegas Beltway from Interstate 11/US Route 95/US Route 93 west to Interstate 15. It isn't clear why the log doesn't reconcile with the preexisting approval by AASHTO and the FHWA for Interstate 215 west to Tropicana Avenue. Conjecture has it that the Nevada Department of Transportation will assume maintenance responsibility for Clark County Route 215 following completion of the freeway-to-freeway interchange with Summerlin Parkway. There is no record of understanding that is known to this site regarding such an agreement. Regardless, additional applications to AASHTO and the FHWA would need to be submitted to extend Interstate 215 from Tropicana Avenue to Interstate 15 in North Las Vegas. Part 2; scenes on Clark County Route 215 Clockwise Clark County Route 215 begins at unincorporated Enterprise at Interstate 15 Exit 33. Clark County Route 215 Exit 13 accesses Decatur Boulevard whereas Exit 14 accesses Jones Boulevard. Clark County Route 215 Exit 15 accesses Rainbow Boulevard. Heading westbound the highway enters unincorporated Spring Valley. Clark County Route 215 Exit 16 accesses Buffalo Drive. Clark County Route 215 Exit 17 accesses Durango Drive and Sunset Road. Clark County Route 215 Exit 19 accesses Russell Road whereas Exit 20 accesses Tropicana Avenue. Clark County Route 215 Exit 21 accesses Flamingo Road. Clark County Route 215 enters unincorporated Summerlin South and passes by Town Center Drive at Exit 23. Clark County Route 215 Exit 25 accesses Sahara Avenue. Clark County Route 215 Exit 26 intersects Nevada State Route 159 at Charleston Boulevard and enters the city of Las Vegas. Clark County Route 215 Exit 27 Far Hills Road. Clark County Route 215 Exit 28 accesses Summerlin Parkway. These photos were taken before the freeway-to-freeway interchange was complete during early 2026. These photos are from westbound terminus of Summerlin Parkway in Las Vegas at Clark County Route 215 during also early 2026. Clark County Route 215 Exit 29 intersects Lake Mead Boulevard. Clark County Route 215 Exit 30 intersects Cheyanne Avenue. Clark County Route 215 Exit 32 intersects Lone Mountain Road. Clark County Route 215 Exit 33 intersects Ann Road. Clark County Route 215 Exit 35 intersects Hualapai Way. Clark County Route 215 Exit 37 intersects Durango Drive. Clark County Route 215 passes through the Centennial Interchange at Exit 38. This interchange provides access to Interstate 11 and US Route 95. Clark County Route 215 Exit 40 intersects Jones Boulevard. Clark County Route 215 Exit 41 serves Decatur Boulevard. Decatur Boulevard is where the freeway enters the city of North Las Vegas. Clark County Route 215 Exit 43 intersects Aliante Parkway. Clark County Route 215 Exit 45 intersects Revere Street whereas Exit 46 provides access to North 5th Street. Clark County Route 215 Exit 48 intersects Pecos Road whereas Exit 49 permits access to Lamb Road. Clark County Route 215 Exit 50 intersects Centennial Parkway and Range Road. Clark County Route 215 terminates at Interstate 15/US Route 93 in North Las Vegas. Part 3; Roadwaywiz on the Las Vegas Beltway In early 2026 Gribblenation admin Dan Murphy featured behind the wheel drives along the Las Vegas Beltway on his Roadwaywiz YouTube channel. This first video is a drive along the Beltway originating at Interstate 11. This video of the Las Vegas Beltway originates at Interstate 15. Part 4; scenes along Interstate 215 This view is along northbound Interstate 15 approaching Exit 33 for Interstate 215 and Clark County Route 215 in 2021. This view faces eastbound towards the terminus of Interstate 215 in Henderson circa 2023. The same view in Henderson in 2018 before Interstate 11 consumed Interstate 515. This view is from the southern terminus of Nevada State Route 170 at Interstate 215 in 2023. The overhead gantry displays Henderson and Las Vegas as control cities. This view is from eastbound Interstate 215 approaching Nevada State Route 146 (St. Rose Parkway) in 2018. http://www.gribblenation.org/2026/10/the-las-vegas-beltway-interstate-215.html #lasvegas #countyroute #vegasbeltway #clarkcounty #stateroute #interstate #southernlas #nevadastate #tropicanaavenue #statehighway #rss #feeds #linksharing #qwibbit

Mount Gaines Road Mount Gaines Road is located in the Sierra Nevada foothills near Hornitos in Mariposa County. The origin of Mount Gaines Road is at Bear Valley Road (County Route J16) and the corridor extends southward 4.3 miles to Hornitos Road. The entirety of Mount Gaines Road is comprised of a dirt surface and crosses El Dorado Creek via a normally dry ford. Mount Gaines Road is named after the Mount Gaines Mine which was struck in 1868. The Mount Gaines Mine is one of the last remaining claims which was tied to the ghost town of Quartzburg. Quartzburg was founded around quartz-based mining claims in 1847 was an active community until the 1860s. The nearby city of Hornitos would attract most of the residents from Quartzburg along with much of the mining business. The Mount Gaines Mine for a time was defunct and reopened as a wholesale quarry in 2003. Part 1; the history of Mount Gaines Road Mount Gaines Road is named after the Mount Gaines Mine which is located east of El Dorado Creek. The Mount Gaines Mine is part of the Hornitos Mining District and last remaining mine active which was attached to the ghost town of Quartzburg. The town of Quartzburg was located near the intersection of Bear Valley Road (County Route J16) and Mount Gaines Road on Burns Creek. In 1847 John and Robert Burns would arrive in the area where they would stake numerous mining claims. The area around Burns Creek boomed and a small village began to develop. By November 1850 amid the California Gold Rush the village on Burns Creek had fourteen rich gold-bearing quartz deposits being worked. The village would take on the name Quartzburg and would receive Post Office service on October 7, 1851. White settlers in Quartzburg were hostile to the numerous Mexican miners who arrived in early Mariposa County. By 1850 the Mexican miners would relocate approximately two miles to the southwest where they founded the town of Hornitos. In 1851 Quartzburg had an operating school, masonic hall, bowling alley and store owned by Thomas Thorne. Quartzburg soon found itself outcompeted with Hornitos. Hornitos had far better access to the Stockton-Los Angeles Road and Cunningham Toll Road to Mariposa. By the early 1860s the easy placer deposits in Quartzburg were exhausted and the community Post Office would close on February 2, 1861. The Mount Gaines Mine would be struck as one of the last major claims in the Quartzburg area in 1868. The Mount Gaines Mine was located a short distance east of Quartzburg along El Dorado Creek at the foot of Mount Gaines. The claim at Mount Gaines would mostly be worked by residents of Hornitos and did little to slow the decline of Quartzburg. The primary commodity at Mount Gaines as gold with secondary mineral sources being silver, lead, zinc and copper. On June 3, 1868, the Mariposa County commissioners approved a petition to realign the county road the southern end of El Dorado Creek. This realignment branched northward from the Number 9 Mine and directly served the Mount Gaines Mine. In 1870 the Quartzburg School would open and would be one of the last functioning facilities in the dying community. Despite the opening of the school Quartzburg would quickly fade from maps. The intersection of Bear Valley Road and Mount Gaines Road (marked with a blue pin) can be seen on the 1893 United States Geological map with no reference to Quartzburg. The ruins of Quartzburg can be seen below in a photo taken during 1937 (Mariposa Pictures & History Facebook page). Mount Gaines Road can be seen in detail on the 1947 Unites States Geological Survey map. The Quartzburg School and Mount Gaines Mine can be seen as prominent waypoints. In 2003 the Mount Gaines Mine was purchased by Jack Bankhead who reopened it as Mount Gaines Rock. Mount Gaines Rock functions as a quarry which offers wholesale road base, crushed rock, fill, ornamental quartz and construction sand. Part 2; a drive on Mount Gaines Road Mount Gaines Road begins at Bear Valley Road (County Route J16) northeast of Hornitos. Traffic on Mount Gaines Road is notified of flood prone ford of El Dorado Creek 3.5 miles to the south. The asphalt gives way and Mount Gaines Road passes the entrance to Mount Gaines Rock. Mountain Gaines Road passes the foundation of a water tank which appears to have once serviced the Mount Gaines Mine. Mount Gaines Road intersects Number 9 Road. Number 9 Road is named after the Number 9 Mine which is located a short distance to the west. Said gold mine was opened in 1855 and is now defunct. Mount Gaines Road crosses a normally dry ford at El Dorado Creek. Mount Gaines Road terminates at Hornitos Road. Traffic can continue south of Hornitos Road onto Slate Gulch Road. http://www.gribblenation.org/2026/10/mount-gaines-road.html #mountgaines #gainesroad #gainesmine #quartzburg #doradocreek #valleyroad #burnscreek #hornitos #mariposacounty #bearvalley #rss #feeds #linksharing #qwibbit

Nevada State Route 715 Nevada State Route 715 rural highway located west of Fallon in Churchill County. Nevada State Route 715 is 2.135 miles and follows McLean Road from US Route 50 southeast to Nevada State Route 117. Functionally Nevada State Route 715 serves as a bypass of downtown Fallon between US Routes 50 and 95. Historically McLane Road served the California Trail stage community of Ragtown and was the location of an early bridge over the Carson River (now the Old Carson River). The current bridge carrying McLean Road over the Old Carson River was constructed in 1957. McLean Road was commissioned as Nevada State Route 715 in 1976 amid the larger state highway system renumbering. Part 1; the history of Nevada State Route 715 Nevada State Route 715 follows McLean Road from US Route 50 southeast 2.135 miles over the Carson River to Nevada State Route 117 (Sheckler Road). Functionally the roadway acts as a bypass of downtown Fallon as it can be used as a cutoff between US Routes 50 and 95. McLean Road can be seen on the 1908 United States Geological Survey map of Carson Sink. McLean Road is shown to originate at Ragtown and extend southeast to the community of St. Clair near Allen Road. McLean Road is shown to have a bridge over the Old Carson River, but it is unclear what kind of span this was. The Carson River now primarily flows to Carson Lake via what is often referred to as the South Branch in modern times. The original main river flow is now primarily used for irrigation diversion and is known today as the Old Carson River. Ragtown was an emigrant stage station on the California Trail which had access to waters from the Carson River. The community's name was a reference to the tattered garments hung by travelers who had just crossed the Forty Mile Desert. Ragtown had Post Office service from May 14, 1864-May 29, 1867, and from May 5, 1884-April 19, 1887. This photo from Ragtown is dated to 1896 (Churchill County Museum). The current bridge carrying McLean Road over the Old Carson River was constructed in 1957. This concrete slab span is referred to in records as the V-Canal Bridge. Nevada State Route 715 was commissioned during July 1976 amid the greater state highway renumbering. The designation runs the entire 2.135 miles of McLean Road between US Route 50 and Nevada State Route 117 (Nevada State Roure 61 prior to 1976). Nevada State Route 715 has never been altered since being designated. The 700-plus ranged number was intended to denote it as a secondary state highway. Part 2; a drive on Nevada State Route 715 Nevada State Route 715 has no junction signage from US Route 50 or Nevada State Route 117. This view is along eastbound US Route 50 approaching McLean Road. This view is from westbound Nevada State Route 117 on Sheckler Road approaching McLean Road. Nevada State Route 715 does have on-route reassurance signage. This view is from the northbound beginning of the highway. This view is of the southern terminus of Nevada State Route 715 at Nevada State Route 117. http://www.gribblenation.org/2026/10/nevada-state-route-715.html #stateroute #nevadastate #carsonriver #mcleanroad #oldcarson #shecklerroad #unitedstates #statesgeological #ragtown #californiatrail #rss #feeds #linksharing #qwibbit

The Arrowhead Trail and early US Route 91 in Goodsprings (Nevada State Route 161) Nevada State Route 161 is rural highway located in southern Clark County. This highway begins at Interstate 15 in Jean and follows Goodsprings Road and Spring Street westward 7.277 miles to Esmeralda Street in Goodsprings. Goodsprings Road was part of the Silver Lake Cutoff which was adopted as the then new alignment of the Arrowhead Trail in 1920. When the Silver Lake Cutoff was commissioned, it saved approximately 90 miles of travel through the Mojave Desert between Las Vegas and Barstow. Originally the Arrowhead Trail passed through Searchlight south of Las Vegas and entered California near Bannock. The Silver Lake Cutoff followed Las Vegas Boulevard south to Jean and turned westward towards Goodsprings. Within Goodsprings the Arrowhead Trail passed through the community via Spring Street, Esmerald Street, Reimann Road and Columbia Mill Road. From Goodsprings the Silver Lake Cutoff crossed Columbia Pass via Sandy Valley Road and entered California along Kingston Road. When Nevada State Route 6 was commissioned by legislative action in 1919 it had a planned terminus at the California state line south of Jean in Ivanpah Valley. For a time, the Silver Lake Cutoff would become the presumptive alignment of Nevada State Route 6 given there was no State Highway connection in Nevada or California in Ivanpah Valley. US Route 91 was commissioned in November 1926 and initially followed the Arrowhead Trail along the Silver Lake Cutoff. Nevada would complete Nevada State Route 6 to Ivanpah Valley in 1931 and was followed by California completing Legislative Route Number 31 in 1932. Following the completion of the modernized highway corridor US Route 91 would be realigned and the Silver Lake Cutoff would be largely forgotten. Goodsprings Road and Kingston Road would be incorporated into Nevada State Route 53 by 1935. The corridor of Nevada State Route 53 was part of Federal Aid Program 532. The Federal Aid corridor was added to improve access to the mines of the Yellow Pine Mining District. Nevada State Route 53 west of Goodsprings was never fully paved over Wilson Pass. When the 1976 Nevada State Highway renumbering occurred only Goodsprings Road was retained by the Nevada Department of Highways. Since 1976 Goodsprings Road has been assigned as Nevada State Route 161. The blog photo cover is the 1924 Rand McNally Auto Trail map which displays the Arrowhead Trail passing through Goodsprings and climbing Columbia Pass to the California state line. Part 1; the evolution of Goodsprings Road from the Arrow Trail, US Route 91 to modern Nevada State Route 161 Modern Nevada State Route 161 connects the communities of Jean and Goodsprings via Goodsprings Road. This seemingly minor highway corridor was once a component of one of the most important Auto Trails in the western United States. Goodsprings is located near a spring which was originally part of an Anasazi and Paiute pack route across the Mojave Desert. The spring was documented in a voyage along the Old Spanish Trail between Santa Fe and Los Angeles in 1830. Antonio Armijo, 60 men and 100 mules camped at the site on January 11, 1830. Much of the Old Spanish Trail in the Mojave Desert would later become part of the Mormon Road. The Mormon Road was scouted by a party led by Jefferson Hunt which was searching for a supply route from Salt Lake City to Southern California through 1847-1848. The Mormon Road ultimately utilized much of the established trade routes of the Old Spanish Trail through the Mojave Desert which took it past the future site of Goodsprings. The Mormon Road was later reorganized and improved into the Los Angeles-Salt Lake Road by 1855 which was capable of facilitating wagon travel. The spring along the Los Angeles-Salt Lake Road would be named as "Good's Spring" by the 1860s. The name was reference to rancher Joseph Good who frequented the area with his cattle. Numerous small mining claims around Good's Spring would begin to develop through the 1860s and 1870s. The Los Angeles-Sale Lake Road can be seen passing through Good's Spring (shown as Mountain Springs) on the 1873 Bancroft's Map of California, Nevada, Utah and Arizona. The Yellow Pine Mountain District would be formally created in 1882 amid the mining boom around Good's Spring. The first permanent structure in the area was built in 1886. In 1893 the Keystone gold deposit was discovered and brought an influx of miners to the area which led to Good's Springs becoming a permanently inhabited place. On April 6, 1899, the Post Office service was established, and the town was renamed as "Goodsprings." Jean is one of the original sidings of the Los Angeles & Salt Lake Railroad. Said line was constructed across the Mojave Desert between 1903-1905. The siding at the junction towards Goodsprings was originally known as "Goodsprings Junction." The siding community was renamed as "Jean" on June 28, 1905, by then Postmaster George Arthur Fayle as a reference to his wife. Jean and Goodsprings would be further connected in 1911 upon the completion of a narrow-gauge railroad line by the Yellow Pine Mining Company. The Arrowhead Trail was an Auto Trail which was plotted out in 1915 when promoter and race car driver Charles H. Bigelow drove the entire planned route from Salt Lake City to Los Angeles. The Arrowhead Trail largely followed the path of the Los Angeles-Salt Lake Road which took it through the Beaver Dam Mountains, Mesquite, Bunkerville, St. Thomas, Valley of Fire and Las Vegas. South of Las Vegas the Arrowhead Trail would initially diverge from the Los Angeles-Salt Lake Road towards Searchlight and Bannock, California. From Bannock the Arrowhead Trail would turn westward and run concurrently with the National Old Trails Road to Cajon Pass via Barstow. The Arrowhead Trail would ultimately incorporate into the Arrowhead Trails Association during December of 1916 in Los Angeles. The early Arrowhead Trail between Las Vegas and Barstow can be seen on the 1917 Arrowhead Trail Map. Charles H. Bigelow can be seen at what is likely the 1911 Indianapolis 500 behind the wheel of his Mercer race car with his on-board mechanic. Charles H. Bigelow was born on August 26, 1872, in Kilbourne, Illinois and died on June 8, 1958, at Los Angeles, California. The western terminus Goodsprings Road and the town of Goodsprings can be seen below as they were in 1917 (westermininghistory.com photo). The Arrowhead Trail and Clark County were both excluded from the initial run of State Highways adopted by the Nevada State Legislature in 1917. 1919 Legislation would add the Arrowhead Trail to the State Highway System as parts of Nevada State Routes 6 and 5. Nevada State Routes 6 and 5 can be seen described in detail in the 1919-1920 Nevada Department of Highways Biennial. Conceptually Nevada State Route 6 was planned to enter California south of Las Vegas by way of the sidings of Jean, Borax and Roach towards Ivanpah Valley. This planned routing can be seen on the 1919 Nevada Department of Highways map. On December 26, 1920, the Los Angeles Times would report that the Arrowhead Trails Association proposed a major realignment south of Las Vegas known as the "Silver Lake Cutoff." The Silver Lake Cutoff would initially follow Las Vegas Boulevard to Jean, Goodsprings Road to Goodsprings. Within Goodsprings the Arrowhead Trail followed Spring Street, Esmerald Street, Reimann Road and Columbia Mill Road. West of the Goodsprings the Silver Lake Cutoff followed what is now Sandy Valley Road over Columbia Pass and Kingston Road to the California state line near Ripley (now Sandy Valley). The Silver Lake Cutoff within California would branch southward from the Nevada state line via Kingston Road, Winters Pass and Silver Lake towards Daggett. The cutoff ultimately would save approximately 90 miles of travel through the Mojave Desert. Nevada State Route 6 is shown to be rerouted on a temporary alignment from Jean to the California state line via Goodsprings and Ripley via Columbia Pass on the 1922 Nevada Department of Highways map. The Arrowhead Trail (18) can be seen aligned along the Silver Lake Cutoff (Nevada State Route 6) south of Las Vegas via Jean, Goodsprings, Columbia Pass and Ripley on the 1924 Rand McNally Auto Trails map of California and Nevada. The Evergreen National Highway (20) is shown using the original alignment of the Arrowhead Trail south of Las Vegas towards Searchlight on Nevada State Route 5. 1925 California Legislative Chapter 369 would add the Silver Lake Cutoff north of Barstow and Daggett and an extension of Legislative Route Number 31. The June 1925 California Highways & Public Works reported that the Arrowhead Trail north of Daggett to the Nevada state line was formally under California Division of Highways maintenance. The then new alignment of the Arrowhead Trail and Nevada State Route 6 can be seen on the 1925 Rand McNally Junior Map of Nevada. This map shows proposed US Route 91 following Nevada State Routes 6 and 5 through the state. The US Route System wouldn't be finalized until November 11, 1926, when it was approved by the Secretary of Agriculture. Ultimately US Route 91 follow the entirety of Nevada State Route 6 from the California state line near Jean northeast to the California state line near Mesquite. US Route 91 would initially follow presumptive Nevada State Route 6 through Jean and Goodsprings to the Silver Lake Cutoff at the California state line. The July 1926 California Highways & Public Works noted the Silver Lake Cutoff portion of the Arrowhead Trail was assumed as part of Legislative Route Number 31 as an exception to standard Division of Highways practices. The article noted the Division of Highways typically would only assume maintenance of a modernized roadway once constructed to state standards. The Silver Lake Cutoff was an exception due to no other direct highway then existing from Barstow/Daggett towards Las Vegas. Division of Highways maintenance operations began on the Silver Lake Cutoff during November 1925. The 1927 Nevada Department of Highways Biennial reported on the status of construction of US Route 91 south of Jean to the California state line at Ivanpah Valley. The 12.09-mile segment south of Jean was not yet under construction and was pending completion of California's Legislative Route Number 31. The 1929-1930 Nevada Department of Highways Biennial announced the new alignment of US Route 91/Nevada State Route 6 south of Jean to the California state line was under construction. The segment was anticipated to be completed by Spring 1931. The 1932 Nevada Department of Highways map displays US Route 91/Nevada State Route 6 as being complete south of Jean to the California state line in Ivanpah Valley. The map displays US Route 91 following an unclear routing over no known road back to the Silver Lake Cutoff. It is likely at the time that continuation signage for US Route 91 still followed Goodsprings Road and Sandy Valley Road to the California state line. This National Map Company sectional appears to depict the state of US Route 91 as it was by early 1932 (David Rumsey indicates 1927 but the map shows no date). The full Silver Lake Cutoff is shown carrying US Route 91 from Goodsprings south over the California state line towards Daggett. The constructed portion of Legislative Route Number 31 is shown terminating a short distance from Baker in the vicinity of Halloran Summit. Nevada State Route 6 is shown terminating at the California state line south of Jean and not yet connecting to another highway segment. The April 1932 California Highways & Public Works reported that US Route 91 was under construction between Halloran Summit and Mountain Pass. The article stub notes after the active project were completed only 21.5 miles of Legislative Route Number 31 were left to modernize. The Halloran Summit-Mountain Pass segment of US Route 91 was completed in 1932 and functionally were the last piece necessary to provide a link to the Nevada state line in Ivanpah Valley. It is unclear why no Division of Highways document goes into greater detail regarding the completion of Legislative Route Number 31 to the Nevada state line. The 1932-1934 Division of Highways Biennium did announce the completion of the segment via a list of contracts. The 1933 Nevada Department of Highways map is the first showing US Route 91 overtly following Nevada State Route 6 south of Jean to the California state line in Ivanpah Valley. The same map displays Goodsprings Road as a major Clark County highway. Goodsprings Road was recommissioned as part of Nevada State Route 53 in 1934. West of Goodsprings Nevada State Roue 53 is shown climbing Wilson Pass along Kingston Road past numerous mines to the California state line. The designation first appears on the 1935 Nevada Department of Highways map. Nevada State Route 53 is displayed in greater detail on the 1937 Nevada Department of Highways map of Clark County. Nevada State Route 53 is shown originating at US Routes 91 and 466 (466 was approved in 1933) in Jean. From Jean the state highway is shown following Goodsprings Road and Kingston Road over Wilson Pass at the California state line. Wilson Pass is shown to have an elevation of 5,023 feet above sea versus the lower Columbia Pass (4,273 feet above sea level) routing along Sandy Valley Road used by the Arrowhead Trail and early US Route 91. The routing over Wilson Pass is shown as Federal Aid Program 532 which provided direct access to the Chiquita Mine. Nevada State Route 53 is displayed in clear detail on the 1956 Shell Highway map of Nevada. The contrast in Wilson Pass (Kingston Road) versus Columbia Pass (Sandy Valley Road) is easily observed. Ultimately much of US Route 91 in Nevada would become multiplexed with Interstate 15. On April 24, 1974, the Arizona Highway Department petitioned the AASHO in concurrence with California, Nevada and Utah to decommission US Route 91 between Beaver Dam, Arizona and St. George, Utah. The decommissioning of US Route 91 between Beaver Dam, Arizona and St. George, Utah was considered at the June 1974 AASHO Executive Committee Meeting. This would ultimately result in US Route 91 being truncated from Baker, California to Brigham City, Utah. During July 1976 the wider Nevada State Highway Renumbering took place. Kingston Road west from Goodsprings to the California state line was dropped from the State Highway System. Goodsprings Road was retained and renumbered as Nevada State Route 161. Nevada State Route 161 was designated as originating at Interstate 15 in Jean and extending 7.277 miles on Goodsprings Road to Esmerald Street in Goodsprings. Modern Nevada State Route 161 can be seen for the first time on the 1977-1978 Nevada Department of Highways map. The map suggests Kingston Road may still have been signed as Nevada State Route 53 for a time beyond 1976. Part 2; a drive on Nevada State Route 161 Westbound Nevada State Route 161 begins at the Interstate 15 interchange in Jean. This "terrible" way to begin the highway faces towards the crumbling Terrible's Casino & Hotel grounds. Said casino opened during December 1987 and was intended to capture gambling interests near the California state line. Terrible's made what was then a temporary closure during the COVID-19 pandemic during March 2020. The closure was made permanent during November 2021, and the property was sold to investors The current owners intend to redevelop the casino site as an industrial park. Nevada State Route 161 westbound crosses under Interstate 15 and passes by Terrible's Road House. The Road House is the largest Chevron largest gas station in Nevada with 96 gasoline pumps. Nevada State Route 161 west of Interstate 15 is signed as part of the Old Spanish Trail Historic Trail. Nevada State Route 161 follows Goodsprings Road west towards Goodsprings Valley. At the outskirts of Goodsprings the State Highway corridor intersects Sandy Valley Road. Modern Sandy Valley Road serves as a bypass of Goodsprings. Nevada State Route 161 enters Goodsprings, transitions onto Spring Street and passes the Pioneer Saloon. Said saloon has been in business since 1913. Nevada State Route 161 terminates at Esmeralda Street in Goodsprings. Traffic wishing to access the former corridor of Nevada State Route 53 must make a right-hand turn on Esmeralda Street, left on Pacific Av http://www.gribblenation.org/2026/10/the-arrowhead-trail-and-early-us-route.html #stateroute #nevadastate #arrowheadtrail #silverlake #goodspringsroad #lakecutoff #lasvegas #statehighway #ivanpahvalley #kingstonroad #rss #feeds #linksharing #qwibbit

New River Gorge National Park & Preserve - Sandstone Falls The New River, which runs through New River Gorge National Park & Preserve, is best known for its dramatic rapids and whitewater adventures. Those features begin at one of the river's widest points: Sandstone Falls. From the Sandstone Falls Boardwalk a look at just a small part of the falls. Though the vertical drop of roughly 20 feet is less than many other well-known waterfalls in the state, the falls' expanse, where the river approaches 1500 feet wide, makes Sandstone Falls impressive. The Boardwalk Trail leads to a better vantage point of the overall falls. It is a great spot for photography, fishing, or laying out in the sun. Access to the falls is relatively easy: from Hinton, cross the New River on Highway 20, then turn right onto CR 26 and follow New River Road to the Sandstone Falls Parking Area. The Island Loop Trail is a short detour off the Boardwalk Trail and shows a quieter side of the area. At Sandstone Falls, you will find a variety of activities from short hiking trails to throwing out a line or a day-trip picnic. The backdrop is impressive year-round, particularly in the fall. From the WV Highway 20 vantage point, Sandstone Falls is quite impressive. Can't make it to the falls but have a few moments while driving on West Virginia 20? There's a great viewpoint of Sandstone Falls from a spot well above the falls, giving a personal aerial vantage point. Also, located just off Interstate 64 at Exit 139, the Sandstone Falls Visitor Center is a great gateway to the area, or if you are only passing through, a pleasant change from the traditional Interstate rest area. All photos taken by post author - September 21, 2025. Site Navigation: Sandstone Falls Flickr Album Return to New River Gorge National Park & Preserve Index ---In Development Return to Gribblenation's National Park Gateway ---In Development Sources & Links: Sandstone Falls ---National Park Service Sandstone Falls ---WVExplorer.com Sandstone Falls ---West Virginia Outside How To Get There: http://www.gribblenation.org/2026/10/new-river-gorge-national-park-preserve.html #sandstonefalls #nationalpark #newriver #gorgenational #preserve #boardwalktrail #parkservice #parkgateway #fallsparking #westvirginia #rss #feeds #linksharing #qwibbit