Skip to main content

Parkfield Grade/Parkfield-Coalinga Road

Back in 2016 I was out on a day trip to Carrizo Plain National Monument.  Conventional travel would have been a pretty mundane drive on California State Route 41 over the Diablo Range but wasn't in the mood for truck traffic.  I swung west from Coalinga into the Diablo Range west on CA 198 to the Parkfield Grade instead.


The Parkfield Grade is an approximately 9.5 mile narrow paved road south from CA 198 in rural Fresno County over the crest of the Diablo Range to the Monterey County Line.  At the Monterey County line the roadway becomes Parkfield-Coalinga Road and continues another approximate 9.5 miles to the village of Parkfield located on the San Andreas Fault.


CA 198 junctions the Parkfield Grade at Postmile 12.50 located approximately 1,200 feet above sea level.


The Parkfield grade quickly crosses Warthan Creek and begins to rise into the high ridges of the Diablo Range.



The roadway is very narrow but plenty wide enough for two vehicles.  The biggest issue I observed ascending the Monterey County Line was there as a large amount of rockfall.





At the Monterey County line the Parkfield Grade becomes Parkfield-Coalinga Road and drops to a high quality gravel surface.  The County Line marks a high point on Parkfield Grade/Parkfield-Coalinga Road at approximately 3,600 feet above sea level.


Near the Fresno/Monterey County Line there is a small monument detailing the history of the Motte family.  The monument goes on to describe that Marcellin Roberts a French migrant came to California in 1891 and had a hand in building the Parkfield Grade.  The monument does not go into detail when the Parkfield Grade or Parkfield-Coalinga Road was built.  The Motte Family monument can be viewed on this link below.

https://www.discover-central-california.com/parkfield-coalinga-road.html#gallery[pageGallery]/18/

The Parkfield Grade does show up on the 1935 California Division of Highways Map as a Fresno County maintained road as does Parkfield-Coalinga Road on the counterpart Monterey County Map.



The descent on Parkfield-Coalinga Road is very steep but is well graded.  I found myself mostly using 2nd gear largely due to the good gravel surface.  If I had to speculate the grade is approximately 10-15% in places.





Parkfield-Coalinga Road levels out at a small bridge over a creek and gains an asphalt surface.


Parkfield-Coalinga Road crosses a couple additional small creeks on varying types of bridge crossings. 



At Little Cholame Creek the alignment of Parkfield-Coalinga Road crosses via the 1915 Little Cholame Creek Truss Bridge.



More information on the Little Cholame Creek Truss Bridge can be found on bridgehunter.com.

bridgehunter.com on the 1915 Little Cholame Creek Truss Bridge

Parkfield-Coalinga Road south of the Little Cholame Creek Truss Bridge enters the village of Parkfield which is located 1,530 feet above sea level.


Parkfield was settled as "Russleville" in 1854 and has a claimed population of 18.  The modern name of Parkfield comes from the Post Office rejecting Russelville as the community name in 1884.  Post Office service operated in Parkfield until 1954.  Reportedly there was minor silver and coal mining boom in the late 19th century which raised the population of Parkfield apparently to approximately 900.

Today Parkfield is mostly known for being on top of the San Andreas Fault and having regular earthquakes of 6.0 in magnitude occurring roughly every 22 years.  Most of the population in Parkfield is USGS employees living in somewhat modern housing.  Cattle ranching surrounding Parkfield otherwise is the only real industry in the community.







On the southern outskirts of Parkfield the alignment of Parkfield-Coalinga Road crosses Little Cholame Creek over the San Andreas Fault and terminates at Cholame Road.  There is a small placard denoting that Parkfield-Coalinga Road is crossing Little Cholame Creek over the San Andreas Fault to the Pacific Plate.



Comments

mGONZO2u said…
Nice work. One of the nicer backroads for certain that we drive at least 1x annually.

Signed,
Happy explorers of Atascadero, CA

Popular posts from this blog

Paper Highways: The Unbuilt New Orleans Bypass (Proposed I-410)

  There are many examples around the United States of proposed freeway corridors in urban areas that never saw the light of day for one reason or another. They all fall somewhere in between the little-known and the infamous and from the mundane to the spectacular. One of the more obscure and interesting examples of such a project is the short-lived idea to construct a southern beltway for the New Orleans metropolitan area in the 1960s and 70s. Greater New Orleans and its surrounding area grew rapidly in the years after World War II, as suburban sprawl encroached on the historically rural downriver parishes around the city. In response to the development of the region’s Westbank and the emergence of communities in St. Charles and St. John the Baptist Parishes as viable suburban communities during this period, regional planners began to consider concepts for new infrastructure projects to serve this growing population.  The idea for a circular freeway around the southern perimeter of t

Hernando de Soto Bridge (Memphis, TN)

The newest of the bridges that span the lower Mississippi River at Memphis, the Hernando de Soto Bridge was completed in 1973 and carries Interstate 40 between downtown Memphis and West Memphis, AR. The bridge’s signature M-shaped superstructure makes it an instantly recognizable landmark in the city and one of the most visually unique bridges on the Mississippi River. As early as 1953, Memphis city planners recommended the construction of a second highway bridge across the Mississippi River to connect the city with West Memphis, AR. The Memphis & Arkansas Bridge had been completed only four years earlier a couple miles downriver from downtown, however it was expected that long-term growth in the metro area would warrant the construction of an additional bridge, the fourth crossing of the Mississippi River to be built at Memphis, in the not-too-distant future. Unlike the previous three Mississippi River bridges to be built the city, the location chosen for this bridge was about two

Memphis & Arkansas Bridge (Memphis, TN)

  Like the expansion of the railroads the previous century, the modernization of the country’s highway infrastructure in the early and mid 20th Century required the construction of new landmark bridges along the lower Mississippi River (and nation-wide for that matter) that would facilitate the expected growth in overall traffic demand in ensuing decades. While this new movement had been anticipated to some extent in the Memphis area with the design of the Harahan Bridge, neither it nor its neighbor the older Frisco Bridge were capable of accommodating the sharp rise in the popularity and demand of the automobile as a mode of cross-river transportation during the Great Depression. As was the case 30 years prior, the solution in the 1940s was to construct a new bridge in the same general location as its predecessors, only this time the bridge would be the first built exclusively for vehicle traffic. This bridge, the Memphis & Arkansas Bridge, was completed in 1949 and was the third