Category Archives: Old Alignment

Old US 99 in Colton, CA

Realigned sometime in the 1930’s, the original alignment of US 99 is still visible near the intersection of Valley Blvd and Pepper Ave. Little remains of the original paving of US 99 through the Los Angeles area, so this is a special section.

Looking west along the original paving.
Looking west along the original paving.
Original paving, looking east.
Original paving, looking east.
Cross section of the original paving. Note the lack of rebar. This is most likely from the 1910's.
Cross section of the original paving. Note the lack of rebar. This is most likely from the 1910’s.

Around late 2007, Valley Blvd was again realigned to better accommodate traffic at the I-10 interchange. Sections of the 1930’s paving are now sticking out from under the asphalt.

Colton welcome sign and old Valley Blvd.
Colton welcome sign and old Valley Blvd.
Concrete from the 1930's visible under the asphalt cover.
Concrete from the 1930’s visible under the asphalt cover.
Looking west along Valley toward Pepper Ave.
Looking west along Valley toward Pepper Ave.

See Also:

Out of the Lake: Old Highway 178 and the town of Isabella

Long before the Isabella Reservoir was built in the 1950’s, State Highway 178 passed through the Kern River Valley on an alignment much different than it is today.

With the current drought, Lake Isabella is a puddle of what it used to be…but it’s amazing what the lake has hidden all these years.  The lake has not been this low since 1977 and is the second lowest level since the dams were finished in 1953.

In April, I took two trips back to the areas near where the original towns of Isabella and Kernville stood before the lake covered them and their history.  Unfortunately during my visit, the actual townsite of Isabella was still under several feet of water but the remains of the trees that use to shade the town are clearly visable sticking out of the lake in several photos.

Map to April 2014 photos

Pre-Lake Isabella Alignment 2.1_Page_1b

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location 1
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Location 1

 

Location 2 – Notice the high water mark
location 2
location 3

 

Location 3 - Kissack Cove
Location 4 – Kissack Cove

 

Location 4 - Paradise Cove
Location 5

 

Location 6
Location 6

 

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Location 7 – 1940
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Location 7 – 2014

 

Location 8 - 1940
Location 8 – 1940
Location 8 - 2014
Location 8 – 2014
Location 8 -2014

 

A sign of the times.
A sign of the times…very dry indeed.
Isabella Auxiliary Dam 2014. Eerie to drive at the base of the dam when there should be 50 feet deep water here!

 

Thanks to Joel Windmiller for his assistance and historical photos of Old Isabella.

 

Old Wabash Freeway Ramp

In the 1950’s, a section of what is now the 15 in San Diego was built. Known then as the Wabash Freeway, it ran from Harbor Blvd to 40th St in the City Heights area. Today, it is known as the 15 freeway and has been upgraded significantly. Access to the old freeway was a bit different than today. Nile Street in North Park used to have a direct connection with the freeway. Today, Nile Street ends in a park. A section of the old ramp still exists, however, as an access to the park.

Base of the Nile Street Ramp.
Base of the Nile Street Ramp.
1950's railing still intact.
1950’s railing still intact.
Raised median and railing on the Nile Street Ramp.
Raised median and railing on the Nile Street Ramp.

Brea Canyon – Old Highway 57

Even in heavily built up Orange County, there can still be places where old highways can be seen. One of the best examples is located in Brea Canyon, where the Orange Freeway winds its way through open and undeveloped lands between Orange and Los Angeles Counties. Before the freeway, State 57 followed Brea Canyon Road. This two-lane roadway has changed little through here and has a few interesting features.

Old pipe railing and current 1936 alignment.
Old pipe railing and current 1936 alignment.
Section of original concrete, bypassed in 1936.
Section of original concrete, bypassed in 1936.
Former weigh station platform.
Former weigh station platform.
1936 bridge over Brea Creek.
1936 bridge over Brea Creek.
Detail of the railing from the 1936 bridge.
Detail of the railing from the 1936 bridge.
Old concrete just past the lower 1936 bridge.
Old concrete just past the lower 1936 bridge.
Last section of old concrete just north of State College Blvd.
Last section of old concrete just north of State College Blvd.

Northbound video from Lambert Road to Diamond Bar:

April 2010 Baja Quake – Part 2

In July 2010, I was able to go to Baja California with a friend. Part of our route traversed Federal Highway 2 (Mexico), which suffered some damage from the April 2010 quake. Hwy 2 had been repaired but the adjacent old alignment had not been. I was rather amazed at the amount of offset from this earthquake. I observed about 2′ of horizontal and about 5′ of vertical offset at the highway crossing.

East of the fault, bridge embankments on the Hwy 2 Mexicali Bypass show signs of settling.
East of the fault, bridge embankments on the Hwy 2 Mexicali Bypass show signs of settling.
Offset right of way fence next to Hwy 2.
Offset right of way fence next to Hwy 2.
Old alignment of Hwy 2, now offset by about 2 feet horizontally and 5 feet vertically.
Old alignment of Hwy 2, now offset by about 2 feet horizontally and 5 feet vertically.
Side view of the old alignment showing the vertical offset.
Side view of the old alignment showing the vertical offset.
Breaks in the soil to the north. Two distinct scarps can be noted here.
Breaks in the soil to the north. Two distinct scarps can be noted here.
At the break, the old alignment now has a steep ramp and crack.
At the break, the old alignment now has a steep ramp and crack.

Road Building in San Gabriel Canyon

In the 1930’s, Los Angeles County began construction of an additional roadway over the San Gabriel Mountains via the East Fork of the San Gabriel River. About half of the roadway, complete with with four larger bridges and a tunnel, was constructed. Work had progressed as far as “The Narrows” by 1938. However, the March 2-3, 1938 storms caused much of the roadway to be washed out. The project was then abandoned, leaving a large arch bridge stranded many miles upriver. The tunnel still exists as well, just north of the “Bridge to Nowhere”, though it has been sealed at both ends.

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1936 arch bridge – The Bridge to Nowhere
1936 stamp on the arch bridge.
1936 stamp on the arch bridge.
Looking over the arch bridge to the tunnel site.
Looking over the arch bridge to the tunnel site.
Abandoned and partly destroyed bridge over the river.
Abandoned and partly destroyed bridge over the river.
Bridge over Cattle Canyon on the East Fork Road. This is similar to what the removed bridges north of here would have looked like.
Bridge over Cattle Canyon on the East Fork Road. This is similar to what the removed bridges north of here would have looked like.
1934 USGS Camp Bonita map showing the roadway completed to about 1 mile south of the “Bridge to Nowhere” site.
1940 USGS Camp Bonita map showing the now stranded bridge location.

In the 1955,  a new road building project commenced in the canyon. This new alignment would stay high above the canyon floor until it got nearer to the “Bridge to Nowhere”, allowing that earlier work to come to some use. Progress on this roadway was slow, mostly due to poor funding. Convict labor was used for most of the project, similar to many other road building efforts at the time in Los Angeles County. Two tunnels were constructed as well. These still exist and are mostly intact. This project too was cancelled in the late 1960’s, leaving another large scar in the canyon. This road is presently known as Shoemaker Canyon Road.

Stone railing along Shoemaker Canyon Road.
Stone railing along Shoemaker Canyon Road.
Looking toward the higher peaks of the San Gabriels along Shoemaker Canyon Road.
End of the pavement and open section of Shoemaker Canyon Road.
End of the pavement and open section of Shoemaker Canyon Road.
1961 and 1964 tunnels in view.
Partly graded roadway and tunnel along the "Road to Nowhere".
Partly graded roadway and tunnel along the “Road to Nowhere”.
Date stamp on the first tunnel.
Inside the longest tunnel, from 1961.
Grading along the "Road to Nowhere".
Grading along the “Road to Nowhere”.
Northern tunnel from 1964.
Northern tunnel from 1964.
1966 USGS Glendora map showing the “Shoemaker Canyon” roadway under construction.

Today, the canyon is protected from future development through the Sheep Mountain Wilderness Area. Even without this protection, the geology of the canyon makes for a very expensive project. Maintenance would also be costly, as seen with State 39 through San Gabriel Canyon and above Crystal Lake. In time, all these structures and cuts will wash away, leaving the canyon with only bits of concrete and asphalt to show what was once here.

Remnants of paving in the canyon.
Remnants of paving in the canyon.

Following old US 91 near Corona

I took a trip recently to the Corona area to check out some of the old alignments of US 91. I had been there before, but it has been a long time. Starting from the Green River exit off of the 91 Freeway, I headed east along the south side of the freeway. Here, the roadways named Green River Road and Palisades Drive cover the pre-freeway alignment of US 91. This section is also a portion of the 1939 Prado Dam Relocation. This realignment took the highway out of the riverbed to the north and pushed it closer to the hills. A significant portion remains today relatively intact.

Near the Green River Road interchange, an abandoned portion of the roadbed is revealed by a 1939 culvert. The pavement has long since been removed. A portion of the old median, complete with curb divots, remains to the east. The best portion, however, is on Palisades Drive. This section has a fairly continuous old median, old bridges, wooden railing, and even a mile marker from Route 91. This whole section was bypassed in the early 1970’s along with a change to the 91 / 71 interchange.

Abandoned section of US 91 near Green River Road.
Abandoned section of US 91 near Green River Road.
1939 culvert on the abandoned section.
1939 culvert on the abandoned section.
Old raised median on Green River Road.
Old raised median on Green River Road.
Section of Palisades Drive, restriped to two lanes from four. Old raised median and wooden railing are visible here.
Section of Palisades Drive, restriped to two lanes from four. Old raised median and wooden railing are visible here.
Nice section of intact wooden railing.
Nice section of intact wooden railing.
Old Route 91 milemarker.
Old Route 91 milemarker. Reads “091, RIV, mileage illegible”
Former onramp from SB State 71 to WB US 91.
Former onramp from SB State 71 to WB US 91.
1939 bridge and railing near the eastern end.
1939 bridge and railing near the eastern end.

US 99 in Lake Shasta – October 2008

In October 2008, Lake Shasta was dropping to near historic lows. I took a trip up there to hike many of the exposed alignments. I also got out in the water in my wetsuit when I needed to. The whole trip was a lot of fun. Here are the photos from that trip.

Salt Creek Inlet and Lakehead Area:

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Pit River Area:

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Where US 99 goes into the lake on the south bank near the Pit River Bridge.
Where US 99 goes into the lake on the south bank near the Pit River Bridge.

Ride to Campo

On Sunday, February 24, 2012, I went out for a ride to Campo on my motorcycle. I wanted to take some photos of the old sections of Hwy 94 and the weather was great for a ride. Starting out, it was a quick freeway ride to Campo Junction, where the two lane portion of Hwy 94 starts. That is where the fun begins. It was also where the first stop was, at the 1929 Sweetwater River bridge.

1929 Sweetwater River Bridge

After I left the bridge, my next stop was at a section of old concrete I had discovered on a previous ride. With a camera in hand, it was time to get photos and explore some more. I didn’t find any date stamps, but I did find lots of old striping. Still pretty cool.

1920’s concrete near Jamul

After Jamul, there was an old creek crossing with concrete I had found recently. It appears to be an Arizona type crossing instead of a culvert. The new crossing is now a culvert. I’m not sure its age, but I’m going to guess it is from the 1930’s. Also in the area is a neat bridge crossing Dulzura Creek at Otay Lakes Road. It was built in 1947 and has a nice sleek look.

Original low-water crossing on Hwy 94
1947 Dulzura Creek Bridge

In Dulzura, I stopped at a 1930 bridge which had bridge abutments near it from an even older span. I couldn’t quite tell what sort of a  bridge the original one was, but was most likely wooden.

1930 Dulzura Creek Bridge at Dulzura

Further up the road at Cottonwood Creek, there are a few items of interest. The “new” Cottonwood Creek bridge from 1954 bypassed both the original bridge and large section of the alignment. Barrett Smith Road follows the old alignment up the steep grade out of Barrett Junction.

Cottonwood Creek crossing on Hwy 94 at Barrett Junction

At Dogpatch, Hwy 94 crosses the San Diego and Arizona Railroad for the first time under a 1915 bridge. Just after that bridge, there is another 1947 bridge. Adjacent to the 1947 span, there are abutments to an earlier bridge.

1947 bridge at Dogpatch
1915 Doigpatch UP where the San Diego and Arizona Railroad crosses

My last stop was Campo. I needed to fuel up and get photos of the bridge at Campo Creek. It is the last bridge with wooden railing on Hwy 94. After I stopped here, I headed back to town on Hwy 94. I enjoyed the ride and the scenery. It was the first time in a long time that I had stopped so many times on 94. The last few trips have been just riding or driving.

1930’s bridge at Campo, since replaced

Old Hwy 67 near Foster

Out on a ride recently, I came upon a short stretch of original concrete from old Hwy 67. This roadway leads to San Vicente Dam and the townsite of Foster. I believe this concrete dates to the 1920’s, but I am uncertain. More research will reveal its age.

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