A reader sent a link to this site and I thought it would be of interest to all of you. This site, produced by the National Park Service (NPS), has detailed maps showing the routing of various national historic trails. Of interest to California, it shows the National Old Trails Highway (US 66), El Camino Real (US 101 for the most part), Old Spanish Trail, and a few others. Come check it out!
Category Archives: Maps
Western Terminus of US 66
The west end of US 66, at least in popular culture, has always been at the Pacific Ocean, or at least close to it. Santa Monica Pier, at times, touts itself as the western end. The intersection of Ocean Blvd and Santa Monica Blvd also does the same. While both are scenic and somewhat obvious ends, they simply are not correct.
As US 66 was by California standards, a State Highway, it falls under a specific standard. All signed routes, be they a State, US, or even Interstate Highway, ran along specified roadways which were all State Highways and maintained by the State. Signage for such routes would not have been on any other roadway, for a multitude of reasons. This may seem confusing to the layperson, but it does make sense. There is, as the saying goes, method to the madness. Think of it from a legal standpoint. If a highway is signed as a State, US, or Interstate route, the layperson (generally the public) would assume it be maintained by an agency above the city it passes through. Liability for such a roadway goes to the State. If the State has no interest in the roadway, there is no reason to push this perceived liability upon it. Therefore, only roadways maintained by the State get signed. Seems simple enough.
Now, how does this pertain to the western end of US 66 you ask? Both the pier and the intersection of Ocean and Santa Monica are not State Highways nor part of a State Highway The true end of the road was at a place that was far less extravagant and scenic. The end of US 66 was at the intersection of Lincoln Blvd and Olympic Blvd, which was the junction of US 66 (Lincoln Blvd north of Olympic), US 101 Alternate (Lincoln Blvd south of Olympic), and State Highway 26 (Olympic Blvd). Today, this intersection is at Lincoln Blvd, Olympic Blvd, and the Santa Monica Freeway. The western end of Olympic was subsumed by the Santa Monica Freeway (originally to be named the Olympic Freeway) in 1965. This western end existed from 1935 until 1964, when US 66 was cut back to Los Angeles.
Eventually, US 66 was cut back even further. Initially to Downtown Los Angeles, it was further reduced as time passed, and by 1984 the route was entirely gone. Today, the highway is marked by Historic Route signs across most of its journey through the Los Angeles area.
So, when visiting the west end of US 66, do it right. Visit the intersection of Lincoln Blvd and Olympic Blvd. Any other location is incorrect. If you do visit the pier, make sure to check out their exhibit on Bob Waldmire near the west end of Pacific Park, who helped promote old US 66 with his very intricate and detailed artwork.
Geology Phone App
There is a very cool phone app I have been using for a while. It is called “Rockd” and has access to geological maps and information throughout the US. In addition to the maps, it also has references to the sources, which is very helpful for geologists. Think of it as a geological map for anywhere you go. There are social aspects to the app as well, which can be fun, but I still find the maps and data to be the best. It is available for both Android and Apple phones. It is also free, developed by the University of Wisconsin. Try it out!
Featured Image – 5/21/2021
From the Archives –
This map of the Lake Elsinore area comes to us from San Diego County dating from November 1883. At the time, Elsinore was a part of San Diego County. In 1893, this area became a part of Riverside County.
US 99 – Edom to Calimesa – Part 2
Part 2 – Banning to Calimesa
Banning and Beaumont
Ramsey St and 6th St
Through the town of Banning, US 99 was first paved with a 16′ concrete slab in 1922, similar to sections east of town. Minor improvements were made a few years later in 1925. Beaumont would get theirs in 1923, albeit a with a 20′ concrete slab. No real changes would take place until early 1940, when a four-lane expressway was constructed between the west side of Banning to the US 60 junction in Beaumont. Remnants of this expressway remain today, mostly visible between Sunset Avenue and Highland Springs Avenue. Generally, the eastbound lanes follow the 1922/23 alignment of US 99.
In mid-1955, construction began on the first section of freeway through the pass. This first section would bypass the two-lane roadway through central Banning, eliminating the last major bottleneck in the region. It was constructed between 22nd St and the east end of Banning. On May 21, 1956, the eastbound lanes of the freeway opened. The westbound lanes finally opened July 3, 1956.
In August 1962, the freeway was extended to bypass Beaumont as well. The freeway was modified again in 1972, when it was widened to eight-lanes and the former eastbound Ramsey St exit near 22nd St was eliminated.
Beaumont to Calimesa
San Timoteo Canyon to Sandalwood Dr
West of Beaumont, the original alignment of US 99 gets a bit tougher to follow as the construction of I-10 has removed many sections and broken up the continuity.
Desert Lawn Dr
Starting just west of the 10/60 interchange, a short section of original alignment can be followed on Desert Lawn Dr. In 1919, the roadway was graded from Calimesa to Beaumont. Starting in late 1924, the roadway was finally paved with a 20′ wide concrete slab. Improvements were made at the crossings of San Timoteo Creek in 1930 and 1939. In 1950, what is now Desert Lawn Dr from San Timoteo Canyon Road east became the eastbound/southbound side of the US 99 expressway. Finally in 1965, the new I-10 freeway was built, obliterating both the old expressway and many sections of original alignment. Desert Lawn Dr essentially became a frontage road.
Roberts Rd / Cooper Dr
Roberts Road west of Cherry Valley Blvd to near Singleton Rd follows the 1925 alignment of US 99. This section has the last intact and fully exposed concrete from that era. Its days seem to be numbered as well, as a major development adjacent threatens to realign and bury this concrete. For now, it remains as a window to US 99’s past. This section was bypassed by an alignment now buried by I-10 in 1937, which was subsequently upgraded to an expressway in 1950.
Sections like this need to be saved, if possible. This is where the Historic Highway 99 Association of California can come in. If you’d like to join that effort and work to save what is left of old US 99, check them out at https://historic99.org.
Calimesa Blvd
Cherry Valley Blvd to Live Oak Canyon Rd
Between Cherry Valley Blvd and Live Oak Canyon Road, the old alignment of US 99 follows Calimesa Blvd. The sections from just north of El Casco Creek to Sandalwood Dr, with the exception of the area around Singleton Rd, are all that remain of the westbound/northbound side of the 1950 expressway. Impressively, from Chandler Ave to Sandalwood Dr, long sections of 1950 metal guardrail still remain along the west/south side of the roadway.
Calimesa
Calimesa Blvd
Calimesa marks the boundary between Riverside and San Bernardino counties. The main road, Calimesa Blvd, follows the original alignment of US 99 with little deviation most of the way to Live Oak Canyon Rd. In 1951, the town was bypassed by a new expressway, which diverged from the original alignment Myrtlewood Dr and Wildwood Canyon Rd. In 1965, the expressway was reconstructed as the I-10 freeway, and the Calimesa bypass was shifted east to Sandalwood Dr. The freeway was also shifted slightly south, converting the former NB/WB lanes of the US 99 expressway to a frontage road. Many remnants of the expressway are still visible today in the form of small culverts crossing an adjacent drainage ditch. At Yucaipa Creek, an original 1920’s bridge/culvert complete with railing is still intact.
Further north/west, a small section of the 1925 concrete is still visible on the right side of the roadway where the roadway was realigned slightly at a curve.
