Former US Route 91 and US Route 466 in Baker

Baker is a former siding of the Tonopah & Tidewater Railroad located in the Mojave Desert of northern San Bernardino County, California.  Former US Route 91 and US Route 466 originally were aligned through the community of Baker via Baker Boulevard.  Following the construction of Interstate 15 the terminus of US Route 91 and US Route 466 were shifted around Baker for several years.  This blog examines the history of US Route 91 and US Route 466 within the community Baker.  

Part 1; the history of US Route 91 and US Route 466 through Baker

Baker was a siding of the Tonopah & Tidewater Railroad which incorporated on July 19, 1904.  The Tonopah & Tidewater Railroad was spurred by interests by the Francis Marion Smith of the Pacific Coast Borax Company.  The Pacific Coast Borax Company would locate the Lila C. Mine in 1901 in the Black Mountains near the eastern outskirts of Death Valley.  The Lila C. Mine was located 135 miles from the nearest railroad line in Ivanpah, California.  The Tonopah & Tidewater Railroad was plotted with the intent to reach the Lila C. Mine and eventually northward towards the Bullfrog Mining District, Goldfield and Tonopah.  The Tonopah & Tidewater Railroad intended to eventually reach San Diego hence why "Tidewater" appears in its name. 

The Tonopah & Tidewater Railroad was initially planned to be built from Las Vegas, Nevada by agreement with the Los Angeles & Salt Lake Railroad.   Several miles of line of the Tonopah & Tidewater Railroad were constructed in 1905 before the agreement to connect with the Los Angeles & Salt Lake Railroad fell through.  The initial southern terminus of the Tonopah & Tidewater Railroad was subsequently changed to the Atchison, Topeka & Santa Fe Railroad (previously the Atlantic & Pacific Railroad) at Ludlow, California.  This realignment of the Tonopah & Tidewater Railroad took it directly northward to Soda Lake.

The Tonopah & Tidewater Railroad reached the Los Angeles & Salt Lake Railroad siding of Crucero by 1906 and was constructed north to Death Valley Junction by 1907.  Ultimately the Tonopah & Tidewater Railroad would merge with the Bullfrog-Goldfield Railroad in 1908 which brought it northward to Goldfield, Nevada.  Baker would be constructed as a siding of the Tonopah & Tidewater Railroad on the north shore of Soda Lake in 1908.

The Tonopah & Tidewater Railroad along with Baker can be seen on 1917 Geographical, Topographical, State Highway and Railroad Map of California branching from the Atchison, Topeka & Santa Fe Railroad north from Ludlow.   

Much of the corridor that would become US Route 91 in the Californian Mojave was proceeded by other historical roads.  The first European roadway across the Mojave was known as the Old Spanish Trail.  The Old Spanish Trail largely incorporated known Anasazi and Paiute pack routes across the desert regions.  The Old Spanish Trail was documented in a voyage between Santa Fe and Los Angeles in 1830.   This expedition by the Spanish would later be built upon as 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 Mormon Road between the Mojave River and Las Vegas can be seen on the 1873 Bancroft's map of California and Nevada. 

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 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.

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, Ripley, Kingston, Francis Spring, Silver Lake and Coyote Well on the 1924 Rand McNally Auto Trails map of California and Nevada.  The Silver Lake Cutoff is shown emerging from the Calico Mountains a short distance east of Daggett.  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.  

By October of 1925 the Joint Board on Interstate Highways submitted a final report to the Secretary of the Department Agriculture.  Part of the final report regarding the US Route System would be a list of routing points for all purposed US Routes.  The full list of the US Routes originally submitted in October of 1925 can be viewed on the link below:

Report of Joint Board on Interstate Highways; October 30th, 1925

While the US Route System submitted in October of 1925 was fairly close to what was implemented in November of 1926 there was some significant differences.  The most glaring or "well known" difference is that US Route 60 was planned on the routing which ultimately became US Route 66.  Regarding US Route 91 the routing points were clear aside from the southern terminus in the Mojave Desert of California.  In the October 1925 report submitted by the Joint Board on Interstate Highways US Route 91 is shown simply as ending at US Route 60:

The US Route System within California was approved by California Highway Commission with no changes recommended which can be seen in the January 1926 California Highways & Public Works.  US Route 91 was stated to enter California and end near Needles.

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.  Within California the alignment of US Route 91 would be originally carried by Legislative Route Number 31 and the Silver Lake Cutoff to Daggett.   

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 November 1929 California Highways & Public Works announced construction of a new alignment of US Route 91 between Barstow and Yermo was underway. 

The January 1930 California Highways & Public Works announced the completion of the new alignment of US Route 91 between Yermo and Dunn.  Much of this segment contains what is now modern day Yermo Road.  

The California State Highway Engineer sent a letter to the American Association of State Highway Officials (AASHO) Executive Committee on January 24, 1930, requesting that the south terminus of US Route 91 be relocated from Daggett to Barstow.  The existing alignment of US Route 91 between Yermo and Daggett was slated to be relinquished as a State Highway. 

Contract bids were let for construction of the new alignment of US Route 91 between Dunn and Cronise Valley were announced in the August 1930 California Highways & Public Works.  

A letter sent to the California State Highway Engineer dated November 11, 1930, the AASHO Executive Committee announced the approved changing the terminus of US Route 91 from Daggett to Barstow.  The extension of US Route 91 to Barstow was considered during the AASHO Executive Committee meeting on May 25, 1930.  

US Route 91 was ultimately relocated over an extension of 1st Avenue in Barstow via the Barstow Overhead.  The Barstow Overhead is discussed in detail in the June 1930 California Highways & Public Works.  The Barstow Overhead provided a grade separation of the Atchison, Topeka & Santa Fe Railway which US Route 91 previously lacked in Daggett.  The Barstow Overhead opened to traffic on April 28, 1930. 

The 1930 Division of Highways map displays the projected new alignment of US Route 91.  The new alignment is shown to be completed from Barstow to the vicinity of Cronise Valley.  The original terminus of US Route 91 in Daggett via Daggett-Yermo Road is shown to no longer be a state highway.  US Route 91 is shown using an extension of Yermo Road to reach the outskirts of North Barstow.  US Route 91 followed 1st Avenue across the Barstow Overhead to a terminus at US Route 66 at Main Street in Barstow. 

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 mostly 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 June 1932 California Highways & Public Works announced the completion of two new segments of the modernized alignment of US Route 91 during the previous spring season.  The first segment was from Cronise Valley east to within six miles of Baker.  The second segment was from six miles west of Baker to Halloran Summit.  The latter project zone included construction of modern Baker Boulevard. 

US Route 91 was joined by a multiplex of US Route 466 between the Nevada State Line southward to the outskirts of Barstow.  US Route 466 ultimately would split west from US Route 91 at the outskirts of Barstow towards Tehachapi Pass and did not cross the Barstow Overhead.   The first documents acknowledging the existence of US Route 466 in California can be found during October/November 1933 in the AASHO Database.

The 1934 Division of Highways Map of California shows US Route 91 mostly paved and fully graded on Legislative Route Number 31 between Barstow and Baker.  Notably US Route 466 did not make an appearance on this map edition.  

California State Route 127 was announced in the August 1934 California Highways & Public Works as having a south terminus at US Routes 91 and 466 in Baker.   California State Route 127 followed the ironically like numbered Legislative Route Number 127 which had been commissioned in 1933.  

In 1913 the Lila C. Mine was no longer viable which led to the Tonopah & Tidewater Railroad attempting to extend the spur from Death Valley Junction to Ryan (on Dante's Peak Road).  Ultimately extension of this line was blocked which led to a new narrow-gauge line known as the Death Valley Railroad being constructed from Death Valley Junction to Ryan in 1914.   The decline of mining in the Bullfrog Mining District, Goldfield and Tonopah led to the abandonment of the Tonopah & Tidewater north of Beatty, Nevada by 1928.  

In 1933 Death Valley National Monument was created which placed a barrier to Borax Mining in Death Valley.  The Tonopah & Tidewater Railroad attempted to linger on as a tourism line to Death Valley National Monument, but it did not prove viable.  The remainder of the Tonopah & Tidewater Railroad was approved for abandonment by the Interstate Commerce Commission in 1940.  Unlike most of the sidings of the Tonopah & Tidewater Railroad the community of Baker easily outlived its parent line due to being on the major highway corridor of US Routes 91 and 466.  

US Routes 91 and 466 through Baker during the mid-20th Century would become a major corridor of travel as the multiplex was the primary connecting route from Las Vegas to the interior of Southern California.  In the original version of the Interstate Highway System the route of US 91/466 from Barstow north to the Nevada State Line was approved as a chargeable Interstate on July 7, 1947.  Ultimately original version the Interstate Highway System was not legislatively approved.

In the events leading to the 1956 Federal Highway Aid Act the alignment of US Routes 91 and 466 north of Barstow to the Nevada State Line was retained as a planned Interstate.  This 1955 planning map shows the potential Interstate north of Barstow to the Nevada State Line as a being planned as a four-lane limited access road slated to be complete by 1965.  Ultimately the Federal Highway Aid Act was signed into law on June 29, 1956.  US Routes 91 and 466 from Barstow north to the Nevada State Line was assigned to become part of Interstate 15.

The September/October 1961 California Highways & Public Works announced the opening of the Baker Grade as a full freeway alignment of US Routes 91/466 and Interstate 15.  This new segment of Interstate 15 is stated to have been 25 miles in length originating from the eastern outskirts of Baker towards Halloran Summit at Cima Road.  Previous to being upgraded to a freeway the segment of US Routes 91 and 466 northeast from Baker towards Halloran Summit was known as "Bloody Baker Grade" due to the high number of accidents seen on the busy roadway.

The upgraded Baker Grade can be seen on the 1962 Division of Highways State Map.  

During the 1964 State Highway Renumbering the Legislative Route Numbers were dropped from the State Highway System.  The 1964 Division of Highways State Map shows US Routes 91 and 466 from Barstow to the Nevada State Line legislatively defined as part of Route 15.   US Route 91 is shown truncated from Long Beach to Barstow.  This truncation was one of many approved by AASHO during 1963. 

US Route 466 was approved for truncation from Morro Bay to California State Route 127 in Baker by the AASHO Executive Committee during June 1964.  This truncation would see US Route 466 terminate on Baker Boulevard at the intersection with California State Route 127 (Death Valley Road). 

The 1965 Division of Highways Map shows US Routes 466 ending at California State Route 127 in Baker.  

Interstate 15 was announced as being completed to freeway standards north of Barstow in the September/October 1965 California Highways & Public Works.  The article notes that an 18-mile segment of recently opened freeway through Baker which relocated US Route 91/Interstate 15 to a bypass of the community.  Numerous photos of the recently completed I-15 north of Barstow are shown.  Much of the early history of US Route 91, Legislative Route Number 31 and the Arrowhead Trail was also recapped.   The bypass route of US 91/I-15 would move the terminus of US Route 466 in Baker to the California State Route 127 Exit at Death Valley Road.

The AASHO Executive Committee approved a Division of Highways request to truncate US Route 91 to California State Route 127 in Baker on November 27, 1966.  The truncation of US Route 91 saw it terminate with US Route 466 at the California State Route 127 Exit on Interstate 15.  

US Route 91 can be seen truncated to California State Route 127 in Baker on the 1967 Division of Highways Map.  Oddly the 1967 Division of Highways Map shows no indication of US Route 466.   

On December 4, 1971, US Route 466 was eliminated as a US Route by the AASHO Executive Committee.  This request was made by the Division of Highways in reference to the remaining segment of US Route 466 multiplexed with Interstate 15 to California State Route 127 in Baker.   The Division of Highways request to eliminate US Route 466 was made in concurrence with the States of Arizona and Nevada.   

During May of 1974 Caltrans petitioned the AASHO to truncate US Route 91 from California.  This request by Caltrans was made alongside additional requests to truncate US Route 91 from Nevada and Arizona which were heard during the June 1974 AASHO Executive Committee Meeting.  This ultimately led to US Route 91 being truncated from California State Route 127 in Baker northward to Brigham City, Utah.  

Part 2; exploring former US Route 91 and US Route 466 in Baker

From Interstate 15 southbound former US Routes 91 and 466 on Baker Boulevard can be accessed via Exit 248.  

Baker Boulevard enters the community of Baker as the Interstate 15 Business Route.  South of the Van Ella Road intersection the notable Alien Fresh Jerky can be located on Baker Boulevard.

Alien Fresh Jerky is a novelty beef jerky store which has an obvious alien motif.  Alien Fresh Jerky was originally established in 2000 Crystal Springs, Nevada and moved to Baker in 2002.   

South of Alien Fresh Jerky the World's Tallest Thermometer can be found on Baker Boulevard.

The World's Tallest Thermometer was built in 1991 by the Young Electric Sign Company.  The World's Tallest Thermometer features a height of 134 feet which is a reference to the record high temperature measured in Death Valley on July 10, 1913.  

Baker Boulevard intersects California State Route 127 (Death Valley Road) south of the World's Tallest Thermometer.  From 1964 until the Baker Bypass opened in 1965 this would have been the south terminus of US Route 466.  

Baker Boulevard south of California State Route 127 crosses a 1940s era bridge and merges back in with Interstate 15.   San Bernardino is signed as 132 miles due south from Baker.  US Routes 91 and 466 would have followed the freeway grade southward towards Yermo Road near Dunn siding. 

As noted in Part 1 when the Baker Bypass was completed in 1965 it saw the terminus of US Route 466 shift to Exit 246 at California State Route 127.  US Route 91 was truncated to Exit 246 in 1966 along a multiplex with Interstate 15 and US Route 466.  US Route 466 would be removed from this terminus point in 1971 which was followed later US Route 91 in 1974.  

Version History

-  Originally published on April 8, 2021.

-  First revised on May 23, 2026.