We are hosting a meeting on our Palm and Pine project as well as an update on the status of the highway widening project. There will be a short presentation followed by a question and answer period. If you’d like to get involved or learn more about the project, I recommend attending. The meeting will be held on Thursday, August 29, 2024 at 6 pm via Zoom. If you are unable to attend, we are planning to record the meeting, which will be posted to our YouTube channel soon afterward.
We look forward to seeing you all there! Join us and Learn More!
Pyramid Rock and Cut along the Ridge Route Alternate
Surveying of the new “Ridge Route Alternate”, as it was to be called, began in 1928. The new alignment of the highway would diverge from the existing Ridge Route at Castaic and head north through the mountains via Violin Summit, Whitaker Summit, Piru Gorge, and Peace Valley rejoining the Ridge Route about one mile south of Gorman. From there, the new alignment would follow a much straighter path through Gorman and Tejon Pass. The old summit at Tejon Pass would be lowered from 4213’ to 4183’. The northern terminus of the “Ridge Route Alternate” was Lebec. The name Ridge Route Alternate came from the fact that the Division of Highways thought that people would still travel the original Ridge Route and use the new road as a faster way to travel. Their idea proved false as traffic completely disappeared from the Ridge Route as soon as the new road opened.
In late 1929, construction began on the new Ridge Route Alternate. The new alignment was built to the latest in highway standards. The new route was 9.6 miles shorter and had only 1/14 the curvature of the original Ridge Route. The Ridge Route Alternate was also much lower and more protected which made it less susceptible to fog, sleet, and snow. Instead of two ten-foot lanes on a 24-foot roadway like the Ridge Route had, the new roadway had three ten-foot lanes on a 38-foot roadway. This however only proved to be just as dangerous as two lanes as the center lane was a common passing lane, more commonly known as a “suicide” lane.
In Piru Gorge, massive cuts and fills had to be constructed. The largest cut, known as the Pyramid Cut, was 206 feet deep, 400 feet long, and required the removal of 230,000 cubic yards of material. This left a landmark along the highway that would outlast the highway itself, Pyramid Rock. In total, over 4.3 million cubic yards were excavated and over 30.2 million station yards of overhaul had to be moved. This is 77 times greater than what was moved in the construction of the Ridge Route back in 1915, just 18 years earlier.
Opening Ceremonies at the “Channel Change”
After more than four long years of work, the Ridge Route Alternate was finally opened to traffic on October 29, 1933. Thousands of people attended the ribbon cutting ceremony at the “Channel Change” in Piru Gorge, a change to Piru Creek that saved the cost of two bridges, which is near the halfway point along the route. Many cars were waiting at each end of the new route for the barriers to be removed, which were simultaneously removed at 10 am. Harry A. Hopkins, Chairman of the California Highway Commission, cut the ribbon and formally accepted the Ridge Route Alternate on behalf of the State of California in the name of Governor Rolph. One of the speakers at the ceremony, State Highway Commissioner Phillip Stanton stated that the completion of the Ridge Route Alternate was “the greatest blow to sectionalism in California since the construction of the original Ridge Route in 1915.” He said this because the new “high speed” route through the mountains would allow faster commerce and travel between Northern and Southern California.
Conversion of US 99 to an Expressway from a Three-Lane Highway
As traffic increased through the late 1930’s and the early 1940’s, the need to upgrade the Ridge Route Alternate became evident. Plans and contracts were ready as early as 1940 but World War II delayed those plans. The Collier-Burns Act of 1947 made more funds available from the gasoline tax to upgrade US 99 to an expressway through California. From 1947 to 1951, the Ridge Route Alternate would finally be widened from three lanes to a four-lane expressway. Work began on the first section, the bottom of Five Mile Grade at Castaic to Frenchman’s Flat, on March 13, 1947. The new, wider 78-foot roadway would consist of four twelve-foot lanes, a six-foot dividing strip, and two nine-foot shoulders. Where the divider had to be narrowed to four feet, raised concrete bars were used in the median to separate each direction of travel. The center divider was at its widest at Big Oak Flat, where an unpaved center dividing strip thirty-six feet wide was built.
Instead of concrete, asphalt was used in the paving of the roadway. The grade and curvature were changed just enough so that the original concrete could not be used. It was paved over in some places and completely torn up in others. There are many places where the original concrete is still visible and is usually found about one to two feet below the level of the current roadway. Construction was finally completed June 9, 1948 on Five Mile Grade, February 24, 1949 on the segment from Violin Summit to Whitaker Summit, September 1, 1948 on the segment from Whitaker Summit to Frenchman’s Flat. Widening work was completed through Peace Valley from Los Alamos Creek to just south of the junction of State Highway 138 on December 8, 1949.
By 1951, almost all of US 99 through the mountains was a four-lane divided expressway. Only three segments remained as a three-lane highway – 5.3 miles in Piru Gorge, 11 miles over Tejon Pass, and 5.1 miles in Castaic. Piru Gorge would be the most expensive and most difficult segment to widen. This section extends from Frenchman’s Flat north to the old Oak Flat Maintenance Station. More than 500,000 station yards were moved in the widening of the Piru Gorge segment. As a part of this project, the two bridges at Pyramid Rock were eliminated to save on costs. Instead of widening the bridges, they were removed and replaced with fill as Piru Creek was realigned through the widened Pyramid Cut. All but three miles of that expressway are under Pyramid Lake.
Even with these improvements, fatality rates along Five Mile Grade due to runaway trucks made a runaway truck ramp necessary. It was constructed about 3.5 miles south of Violin Summit and was opened in August 1956. It would be used many times in its 14-year span. The escape ramp was used for the last time in Mid-January 1970 just before the freeway was completed.
September 2022 Meeting and Presentation
Join us via Zoom on Tuesday, September 13, 2022 at 6 pm for a presentation on the Ridge Route Alternate between Castaic and Tejon Pass by Michael F Ballard. To register for the meeting:
I would like to welcome the City of Redlands to our Highway 99 Association. The City of Redlands is our first major sponsor, and we look forward to seeing more in the future. Redlands will also be the first city in San Bernardino County to have Historic US Highway 99 signs posted along its segment. Thanks to their generous donation and application, we can make sure US Highway 99 remains an important part of California history. We hope other cities and organizations follow their lead in the near future.
Remember, When You’re Through Getting Your Kicks on Route 66, Come Wine and Dine on Route 99! There are a lot of good places to do both in Redlands along 99. Come check them out and tell them the Historic Highway 99 Association of California sent you!
The Helen and Joe Chew Foundation, which gave a wonderful presentation in May on the history of the Chinese culture in Red Bluff is looking to raise funds for their cause. If you’d like more information and would like to help, we recommend checking out their website. You can also use the links below to directly contribute. I personally donated $50 toward their Historic Chinatown Signage project. They are a wonderful group with a great cause that needs your support. You can also get a special tour of the area, which is another Highway 99 Adventure, through your membership. Contact us for more details about that benefit.
As we slowly ramp up our efforts to get Historic Route signage placed in various cities and historic locations such as the Pine and Palm, we need your support. You can do this by becoming a member, donating money, or by volunteering with our Association. We are a 501(c)3 non-profit corporation and your donations may be tax deductible. Why not help reduce your tax burden for 2023 by donating prior? We can also use your help with some of our projects, website, and our newsletter. Having someone local to act as our ambassador or liaison would be of great help. We are also working out how to handle renewals for existing members. Initially, we had planned to have all memberships expire at a specific time. At this time, we are looking to have memberships expire at the end of the month initially obtained. Join now and help us grow!
We are working on an article about the town arches along Highway 99 and we need your help. We are seeking photos of the following arches:
Modesto
Lodi
Orland
The photos should show preferably the entire arch. If there is a dedication plaque nearby, we could use help with that as well.
Featured Photo
Abandoned section of the Historic Ridge Route near the Tumble Inn site
The Historic 1915 Ridge Route has seen quite a bit of changes since it was first constructed. Among those are the many “curve corrections” which were an effort to reduce the number of sharp curves along the roadway in the mid 1920’s. This particular location was bypassed about 1925, making it nearly 100 years since traffic last passed over it.
Our July 2022 presentation video is now available to view on our YouTube channel. If you missed the meeting, you can view it using the link below:
The Helen and Joe Chew Foundation is also holding a fundraiser for their newly approved “Historic Chinatown” signs in Red Bluff, CA. If you would like additional information or would like to contribute, we encourage you to head over to their website – https://www.redbluffchew.org/ . There you can find a tour of Historic Chinatown in Red Bluff and contribute to their other historic preservation efforts.
Join us on Tuesday, July 12, 2022 at 6 pm for a presentation on the history of Chinese cultural history in Red Bluff, CA by Jessica Chew and learn about a recent roadway renaming in honor of that history. You can sign up using the link below:
A Brief History of Grapevine Canyon in Kern County and US Highway 99 – Part 1 by Michael F Ballard
1914 – 1933
Dead Man’s Curve in 1914, just after construction
Grapevine Canyon, or Canada De Las Uvas, was named for the wild grapes that grow on its slopes by Spaniards in the 1700′s. The town of Grapevine has been a major stop along this highway ever since the Ridge Route was built in 1914. This first alignment was one of the most torturous sections of US 99 in Southern California. It had more than a few very sharp curves, some of which ended up with names such as “The Loop” and “Deadman’s Curve”. Both of those curves still exist today, though partially removed and cutoff from the new roadways. In 1915, the grade was oiled creating a more solid, albeit temporary, roadway. Grapevine Grade received its first concrete pavement in 1919, a “full” 20 foot slab with curbing and little in the way of a shoulder. The original location of the “town” of Grapevine was at the bottom of the grade. It consisted of a motel, store, gas station, and restaurant. In 1926, work commenced to “daylight” some of the sharper curves along the grade, which increased sight-distance and did help to reduce collisions. It didn’t, however, reduce the curvature of the road.
1933 – 1943
Postcard showing the Grapevine Cafe and gas station
In 1933, a new alignment of US 99 was built. It ran along the current southbound lanes of I-5 for most of the grade. Deadman’s Curve and the Loop were eliminated at that time. When the concrete was first poured, only two lanes were built. About a year later, the third lane was added making the center lane the passing lane. Since the original location of Grapevine was bypassed, it was partially relocated onto the new grade, this time in the canyon. While it was rather conveniently located, it did suffer from one fatal flaw. It was near the bottom of a very long, steep grade, and on the outside of a curve. As a result, runaway trucks smashed through on a few occasions.
1932 / 1933 concrete in the median of I-5 at Grapevine. Courtesy Michael F Ballard
Shown above, a small section of concrete is visible adjacent to the southbound lanes of I-5. A small color difference can be noticed between the two lanes that are visible. This difference is due to age. The lanes to the left were constructed in 1932 when Grapevine Grade was realigned, bypassing the original 1914 Ridge Route grade. This was built as two lanes as a temporary measure to expedite the opening of the new route. Right after it was opened, a third lane was added, the lane on the right, creating a three-lane roadway with a common passing lane in the center, or “suicide lane”. This condition persisted until 1943 when the road was widened yet again to four lanes. In 1958 – 1960, these lanes were bypassed by the current southbound lanes of I-5. Today, they remain as one of the last remnants of the 1932-1958 version of Grapevine Grade.
To be continued in our May / June 2022 Newsletter
March 2022 Presentation
At the Pollock Bridge in November 2021, then fully exposed. Courtesy – Michael F Ballard
Join us on Tuesday, March 8, at 6pm for a presentation on Lake Shasta and Environs by Michael Ballard. We will be sharing photographs from our November 2021 trip to the Lake Shasta area showing the low lake level as well as some additional photos of the surrounding area.
Please register for the presentation using the link below:
Just south of Madera, 1.75 miles south of Ave 12, and 2.1 miles north of Ave 9 (or more specifically at 06-MAD-99-05.7), there lies a pine tree and a palm tree in the median of Highway 99. It has been there since the 1920’s and marks the former halfway point in California. The Palm Tree, a Canary Island Date Palm, represents Southern California and the Pine Tree, a Deodor Cedar, represents Northern California. In 2005, the pine tree fell down but was replaced by Caltrans in 2007 as this is a somewhat historic marker.
We, the Historic Highway 99 Association of California, intend to have signs placed in both directions at this location to mark the historic site. While it might not exactly be the “halfway” point in California, it is close enough and has been there since the 1920’s. We are looking to work with local agencies such as the County of Madera, Caltrans District 6, City of Madera, and others to gain support and assistance with this effort. We already have a design for the sign and cost estimates for its fabrication.
If you would like to be involved in this project (03-MAD21002), let us know! We can use help either through donations of labor or money. Any donations are likely tax-deductible as we are a 501c3 organization.
99 Alert – William S Hart Park in Santa Clarita
One of our members and local historians, Evan Decker of Santa Clarita, has brought to our attention something concerning a park in his area. William S Hart Park, the former home of the silent film actor, is currently a park owned and administered by Los Angeles County. This arrangement is due to the stipulations in the will of William S Hart, who deeded the land and associated structures in perpetuity to Los Angeles County.
The City of Santa Clarita, in an effort spearheaded by the current major Laureen Weste is looking to take over the park. By itself, it would seem like a “home rule” sort of issue, which can be a good thing. However, the City of Santa Clarita has a poor track record of preserving history and keeping it safe. This has been shown with the “disneyfication” of the central business district of Newhall, among other things. We feel this change would be a detriment to the historical value of Hart Park and would not be to its best interest.
If you would like to help with preventing the City of Santa Clarita from taking over William S Hart Park, Even Decker has set up an online petition to sign. He also strongly recommends contacting the office of Los Angeles County Supervisor Kathryn Barger and tell her you’re against this project.
We, the Historic Highway 99 Association of California, only want to help preserve and protect the history along Highway 99. Newhall was one of the towns along the earliest alignment of US 99. Hart Park represents a part of that early history.
Please sign the petition created by Evan Decker to tell the City of Santa Clarita that you want the park kept as-is and not in City hands.
Membership and Donations
As we slowly ramp up our efforts to get Historic Route signage placed in various cities and historic locations such as the Pine and Palm, we need your support. You can do this by becoming a member, donating money, or by volunteering with our Association. We are a 501(c)3 non-profit corporation and your donations may be tax deductible. Why not help reduce your tax burden for 2023 by donating prior? We can also use your help with some of our projects, website, and our newsletter. Having someone local to act as our ambassador or liaison would be of great help. We are also working out how to handle renewals for existing members. Initially, we had planned to have all memberships expire at a specific time. At this time, we are looking to have memberships expire at the end of the month initially obtained. We will be sending out a letter to our current members to explain how to renew. Join now and help us grow!
We do wish to thank all those that have donated and become members thus far. Our most recent project in Madera couldn’t have happened without your support!
Featured Photo
Hawkbryn Ave in Newhall, CA. Courtesy – Michael F Ballard
Recently, a section of 1930 US 99 was rediscovered in the Santa Clarita Valley. Thought lost since the 1960’s, a small section of the 1930 “Newhall Alternate” was found along a residential street south of Lyons Avenue. This roadway, at least a portion of it, represents one of the few remaining sections of the 1930 roadway north of Calgrove Blvd. In 1967, I-5 was constructed here and the new road was shifted a little to the west, leaving this road, now known as Hawkbryn Ave, as a frontage road. Traces of the 1930’s concrete can still be detected today. This section was discovered using comparisons between aerial photography and the construction plans from 1949 and 1967.
Despite having traversed this area many times, I never thought to look here. Always keep your eyes open, for you never know what you might find.
