Category Archives: District 8

US 99 – Edom to Calimesa – Part 1

Part 1 – Edom to Banning

Varner Road and Garnet Road
Thousand Palms to Garnet

From Thousand Palms to Garnet, old US 99 ran along Varner Road and Garnet Road. This was the original alignment and lasted until the 1940’s when this section was upgraded to an expressway on a new alignment.

In January 1922, construction began on what would become US 99. It was paved with a 16′ concrete slab. This was done in sections, with the first being between Whitewater and Edom. In May 1926, the roadway was widened with a new 4′ slab on one side, though this varied near curves, such as around Garnet Hill, where the widening work was used to soften the curves. In 1949, the roadway was paved over with asphalt, a covering which remains east of Palm Dr. Only a short while later, in 1952, the whole section would be bypassed by the alignment now covered by I-10.

1955 USGS map showing the Garnet area.

Varner Road

West end of Varner Road with the original centerline stripe and badly degraded 1949 asphalt.
Looking west toward San Gorgonio Pass
Wider 1922 concrete at the West Branch Salvia Wash crossing. Downstream is to the right.
Looking toward Palm Drive
1930’s view of Varner Road looking west toward San Gorgonio Pass. Courtesy – Caltrans

Garnet Road

Garnet Road at the “transition” where the widening work switches sides.
White striping still visible on the 1949 asphalt overlay

In late 2019, the old and degraded asphalt covering on Varner Rd was removed from Palm Dr to the terminus near I-10, revealing nearly pristine concrete. The roadway may not last in this condition, as there is a potential for commercial development in this area.

Whitewater

At Whitewater, the original alignment bends north from I-10 to cross the Whitewater River on a 1923 bridge. This bridge remains with almost no modifications since its construction. The approaches at both ends retain their original concrete as well, dating to 1922 with widening strips from 1926.

1923 Whitewater River Bridge
Detail of bridge railing with Mt San Jacinto and I-10 in the background.
Original wooden railing and concrete paving. Asphalt shoulders date to 1935.

In 1952, the bridge was bypassed by a new alignment to the south. This new alignment was built as a four-lane expressway and was converted to an eight-lane freeway in 1967 as I-10.

1955 USGS map showing the Whitewater area.
1953 view of the “new” Whitewater River bridges, now I-10. Courtesy – Caltrans

Railroad Ave / Main St / Johnson Ln
Whitewater to Banning

Railroad Ave from about 0.25 miles west of Haugen-Lehmann Way to Cabazon follows the original alignment of US 99. The roadway today acts as a frontage road to I-10. At Cabazon, the road becomes Main St. Between Morongo Trail and Banning, old US 99 followed Johnson Ln.

This section of old 99 has a similar story as earlier. Paved in 1922 with a 16′ concrete slab, widened in 1926 with a 4′ slab. Improvements were made in 1934, such as bridge widening and resurfacing. In 1940, the highway was widened to a four-lane expressway from Beaumont with a narrow median. Much of this roadway remains, albeit heavily modified. Eastbound I-10 encompasses former northbound US 99 with some of the 1940 bridges still in use. The frontage road, Railroad Ave, is the former southbound and original roadway. Portions of the road bear the marks showing the 1922 / 1926 concrete below.

1934 East Stubby Wash bridge on Railroad Ave.
1940 East Stubby Wash bridge, now eastbound I-10.
Looking east near Cabazon. Linear cracks in the pavement mark the edge of the 1922 / 1926 concrete.

Approaching Cabazon, portions of the former 1940 roadway is still visible though abandoned. It is a small section running about 0.4 miles east of Main St where it intersects I-10 south of the east Cabazon exit.

Abandoned former northbound side of the expressway near Cabazon.
Pavement still visible approaching the east Cabazon I-10 exit.
Looking west toward Cabazon. Bridge or culvert for the northbound side of the expressway was removed after the freeway was constructed in 1964.
Detail of the east Cabazon interchange.

In Cabazon proper, the highway widens to four lanes again. While the median was modified in later years, this section retains most of the “feel” of the old 1940 expressway. Heading west from Cabazon at Morongo Trail, the old alignment follows a partially abandoned frontage road. Access at the east end can be a bit tricky but has improved in recent years. Two culverts were removed between Morongo Trail and Malki Road (formerly Apache Trail), so use caution traveling this roadway.

1956 USGS map showing the route from Banning to Cabazon prior to freeway construction.
1966 USGS map showing the route after freeway construction.

Just west of the the Malki Road interchange, the San Gorgonio Wash bridge is crossed. It was originally constructed in 1925 and widened in 1935. I-10 occupies the former northbound side of the expressway here, with the 1940 bridge still in use, albeit widened in 1970. The bridge railing for the 1925 span is unusual as, when it was widened in 1935, the original style was kept. Normally, a more modern railing is used.

1925 San Gorgonio wash bridge.
1925 date stamp on one of the support beams underneath the span.

West of the San Gorgonio Wash bridge, the roadway is diverted again for the eastbound I-10 truck scales. At the east Banning interchange, the roadway finally ends. Travel to Banning requires taking I-10 from Malki Road to Ramsey St.

Striping still visible on the old alignment near Banning.
1940 culvert over Itta Wash near the truck scales

Related Links:

A bit of US 60 and US 99

I went for a ride on my motorcycle today. Just needed to just get out for a bit. Part of my journey took me through Idyllwild, via State 74 and 243. No photos of that section though, as I was too busy having fun on the motorcycle. The “slalom” section, as the locals seem to call it, on 74 heading up to Mountain Center is one of my favorites to ride. 243 was a lot better than on previous rides, owing to a lot less sand on the roadway and new paving from near Lake Fulmor down to Banning. Quite a bit of fun can be had up in the mountains on a motorcycle, even at 55 mph.

It had been a while since I’d gone out that way and needed to check on some things to see if they still remained. I was pleasantly surprised to find the US 60 sign still remaining on I-10 at the split in Beaumont. It is the last one as the rest have long since been replaced. When this one will is still a mystery but I doubt it will last much longer.

Signage at the 10 / 60 split with the US 60 shield partially visible behind the State 60 overlay.

Heading west on I-10, I followed a bit of old US 99 just west of Cherry Valley Blvd near Calimesa, where a section of Roberts Road (original US 99) will be realigned and eventually destroyed, lost to another residential development. Here, there is a beautiful section of 1925 concrete that is still relatively pristine. It was bypassed in 1937 by an new alignment, which is now mostly underneath I-10.

Looking easterly from the end of the paving near I-10. Future “Roberts Road” can be seen in the background on the right-hand side.
1925 date stamp. Happened to be right where I stopped the motorcycle for a photo.
My motorcycle and 99, complete with the 99 license plate.

It was a long ride but a lot of fun. A bit warm in my leathers at times, mostly when stopped at lights. I did find one thing that was a bit surprising in Menifee, after I stopped for fuel. While I commend their efforts, they have incorrectly marked a section of Antelope Road south of Newport Road as “Historic US 395”. It is even painted on the roadway like the US 66 shields in the Mojave Desert. US 395 did pass through here, but along the path of the freeway. The two-lane version of 395 followed the northbound lanes I-215 to about Garbani Rd and then the southbound lanes north of there.

Ridgecrest – Part 2 Now Online

Part 2 of my Ridgecrest earthquake field trip is now online. This time, I also won’t forget to add a link!

Ridgecrest – Part 1

Finally posting the photos from my August 22, 2019 Ridgecrest trip. Part 1, which covers the fault rupture, is finally up. Part 2, which will cover the problems in Poison Canyon and Trona, are coming soon!

Earthquake UPDATES – Mw 7.1 near Ridgecrest

Well, that was strong! I felt it here in San Diego. First time I felt my building sway and it shook for a while. USGS is now reporting the quake as a Mw 7.1, which is 11 times larger than the one yesterday. This, assuming a larger one doesn’t happen, has also been deemed the “main shock” and the 6.4 was the “fore shock”. USGS and Caltech are a bit slow right now. If you felt this one, please let USGS know once their servers are not slow or not working. They need your help!

From Caltrans and CHP, damage reports are coming in of rockfalls on 178 in Poison Canyon, a sinkhole on 178 near the Trona Pinnacles turnoff, and buckling up to 4 feet as well as large cracks in other areas. Do not drive fast through any of the earthquake affected areas. Also be aware that rockfalls will be likely in all the local mountain ranges, so be careful. State 127 near Ibex Pass is covered with rocks, and that is a fair distance away from the epicenter.

http://scedc.caltech.edu/recent/
Working map of all earthquakes in California and Nevada by Caltech. Links to USGS as well on the page.

USGS site now working!
https://earthquake.usgs.gov/earthquakes/eventpage/ci38457511/executive