www.cahighways.org
California Highways
Routes 1 through 8
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www.cahighways.org |
California HighwaysRoutes 1 through 8 |
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Click here for a key to the symbols used. "LRN" refers to the Pre-1964 Legislative Route Number. "US" refers to a US Shield signed route. "I" refers to an Eisenhower Interstate signed route. "Route" usually indicates a state shield signed route, but said route may be signed as US or I. Previous Federal Aid (pre-1992) categories: Federal Aid Interstate (FAI); Federal Aid Primary (FAP); Federal Aid Urban (FAU); and Federal Aid Secondary (FAS). Current Functional Classifications (used for aid purposes): Principal Arterial (PA); Minor Arterial (MA); Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.
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Route 1, from its junction with I-5 at Dana Point in Orange County to its junction with US 101 at Leggett in Mendocino County was designated as a Blue Star Memorial Highway. This designation was made by Assembly Concurrent Resolution 58, Chapter 108, July 29, 2003.
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[SHC 164.10] Entire route.
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Overall statistics for Route 1:
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The basic routing for what became LRN 1 was first defined in the 1909 First Bond Act, as part of a route from San Francisco to Crescent City. It was extended to the Oregon Border by the 1919 Third Bond Act. By 1935, LRN 1 had been codified into the SHC as "from a point in Marin County opposite San Francisco to the Oregon State Line via Crescent City and the Smith River". It was a primary route in its entirety. LRN 1 corresponds to present-day Route 101 (US 101) and Route 199 (US 199). It was signed as US 101 between the Golden Gate Bridge and the vicinity of Crescent City, and then as US 199 to the Oregon border. Portions of the original route are current Route 254, Route 271, and Route 283. |
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[SHC 164.10] From the north urban limits of Los Angeles and Route 138.
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Overall statistics for Route 2:
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The route that would become LRN 2, from San Francisco to San Diego, was added to the state highway system in the 1909 First Bond Act. It was extended from San Diego to the Mexico Border in 1931 (Chapter 82). By 1935, it had been codified into the SHC as:
The portion from San Diego to San Francisco was considered a primary state highway. In 1945, Chapter 1214 specified that the northern end of the route was the Golden Gate approach (“the junction of [LRN 56] (Funston Approach) and the approach to the Golden Gate Bridge in the Presidio of San Francisco”) In 1957, Chapter 1911 changed segment (2) to end N of Santa Maria. After the 1959 changes establishing the F&E system, the route was defined as follows:
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[SHC 263.2] Entire route.
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The designation I-3 was proposed in November 1957 for what is now I-280. In April 1958, I-3 was proposed again for what is now I-405. Neither was accepted by AASHTO.
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Overall statistics for Route 3:
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LRN 3 was defined as part of the 1909 First Bond Issue to run from Sacramento to the Oregon Line. By 1935, it was codified into the SHC as:
The route was considered a primary route in its entirety. In 1949, the text about the bridges was removed by Chapters 909 and 1467, but the routing was changed to indicate the route ran "from Sacramento to the Oregon State line via Yreka". This route was signed as US 99E, US 99, and as Route 65 (between Roseville and Lincoln). Post-1964 signage is as Route 256 (1964-1994), Route 65, Route 99, and I-5. Portions were cosigned with US 40 (between Sacramento and Roseville). A small portion in Yreka between I-5 and Route 263 was later redesignated as part of Route 3. |
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[SHC 164.10] Between the east urban limits of Antioch-Pittsburg and Route 89.
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Some portion of this highway is named the Ebbets Pass Highway. The designation begins about ½ mile east of the town of Murphys (about 7 miles east of Angels Camp), and continues all the way over Ebbets Pass to approximately 2 miles west of Markleeville (the point at which the narrow, winding 1 one lane road widens back out to standard two lane highway.
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Overall statistics for Route 4:
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The route that was to become LRN 4 was defined as part of the state highway system in 1909, and was defined generally to run between Sacramento and Los Angeles, 358 mi. By 1935, the route was defined to be “from Sacramento to Los Angeles”, but 1935 Chapter 274 amended that definition to:
Portion [1] was considered a primary highway. The 1935 change surved the purpose of keeping the old alignment in Saugus. In 1937, Chapter 194 extended this older definition to Newhall by changing the wording of [2] to “to [LRN 23] near Newhall via Saugus”. In 1939, that old alignment was removed from the definition by Chapter 473, although that routing was added to an extension of LRN 79. In Los Angeles, the routing generally ran along San Fernando Road. It was signed as US 99 from Los Angeles to French Camp (near Manteca), and cosigned as US 50/US 99 between French Camp and Sacramento. Also, in 1935, the cosigning with US 50 was moved to Stockton. A small portion in Sacramento was cosigned with Route 24 (now Route 160). In Los Angeles, after the freeway was constructed, a portion of LRN 4 was unsigned, running along San Fernando Road between Colorado and Ave 26 near Figueroa, then along Ave 26 to Daly St, then along Daly St to Marengo, and then along Soto to end at Whittier Blvd. The freeway routing of this was I-5 from US 101 N (it is unclear where the difference was between LRN 4 and LRN 161). A portion of original LRN 4 was designated as Route 163 between 1964 and 1965. |
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From the international boundary near Tijuana to the Oregon state line via National City, San Diego, Los Angeles, the westerly side of the San Joaquin Valley, Sacramento, and Yreka; also passing near Santa Ana, Glendale, Woodland, and Red Bluff.
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Originally, there was also an I-5W. This routing dates back to the original definition of I-5 in 1947. At that time, I-5 was defined to run along the present-day Route 99 routing from N of Los Angeles to Sacramento. I-5W was defined to run along a routing that corresponds to present-day Route 120, I-205, I-580, I-80, and I-505. US 50 was multiplexed on the I-580 section. The route was resigned to the present-day route numbers in 1964 as part of the regularization of state and legislative route numbers. Note that the CalTrans history shows that I-505 and I-580 were approved as interstate the same time as I-5 in 1947, but that I-205 wasn't defined until 1957, when the West Tracy bypass was constructed. However, it appears the three-digit routes were not signed until 1965. Perhaps this was done to avoid confusing the travelling public, as the interstate signage was new (and before 1965, coexisted with the pre-1964 route signage). According to Calvin Sampang, one issue of California Highways and Public Works has a picture showing an I-5W shield on a segment of present-day I-580. A proposal unearthed by Richard Moeur from the AASHTO files indicates that, at least in 1957 and 1958, there was at least a proposal for an I-5E. These proposal had I-5 running along the traditional alignment (Route 99 in 1957; "Westerly Alignment" in 1958) until either Modesto (1957) or Tracy (1958). The route then split, with I-5W going off as described above, and I-5E continuing along present Route 99 (1957)/I-5 (1958) into Sacramento. Evidently, AASHTO liked the routings, but didn't like I-5E, because that was never signed.
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In 1963, the routing was defined by Chapter 385 as "Route 5 is from the international boundary near Tijuana to the Oregon state line via National City, San Diego, Los Angeles, a point on Route 99 south of Bakersfield, the westerly side of the San Joaquín Valley, and via Yreka; also passing near Santa Ana, Norwalk, Elysian Park in Los Angeles, Glendale, Woodland, and Red Bluff. That portion between Route 99 south of Bakersfield and Route 113 near Woodland may include all or portions of any existing state highway route or routes." The routing was simplified in 1984 (Chapter 409) to the present "Route 5 is from the international boundary near Tijuana to the Oregon state line via National City, San Diego, Los Angeles, the westerly side of the San Joaquín Valley, Sacramento, and Yreka; also passing near Santa Ana, Glendale, Woodland, and Red Bluff." In San Diego, the "Montgomery" Freeway portion of I-5 was built for US 101 and existed before I-5, as part of US 101. When the San Clemente section of I-5 was finished, it was connected to the rest of the "San Diego" Freeway, which was connected to the "Montgomery". The Montgomery was then updated to be to Interstate standard. When the San Clemente section was finished, US 101 was multiplexed to San Diego. At the time, the section of I-5 from I-8 to Mission Bay Dr. was not finished, so the rest of US 101 from the northern end of the Montgomery to Mission Bay was part of US 101. When I-5 was finished there, US 101 was decomissioned south of the East Los Angeles Split (the present-day US 101/I-5 junction). One map shows that, by 1953, the freeway portion of US 101 (now I-5) south of 1965 Route 245 had been constructed. More specifically, the history of the "truck route" in this area is as follows: The original "road" was the railroad, which still goes through the tunnel built in 1875. The surface roads were pretty primitive in those days, with a mere dirt path going through Beale's Cut less than a mile north. That road was improved in stages, and became San Fernando Road, running continuously from LA all the way up into Newhall. The road NW to Castaic Junction was extended in 1915 along the Ridge Route, connecting LA to the Central Valley. When the roads got numbered in the 1930s, the road NW became US 99 (and the Ridge Route was bypassed by a new divided highway), and the road NE got the US 6 designation, but was renamed the Sierra Highway, which is why there is now a disjoint section of San Fernando Road up in Newhall. This was also Route 7. At some point, US 99 in the Sylmar area was rebuilt as a divided highway next to "The Old Road", and its interchange with Sierra Highway was rebuilt as a three-level structure, with a short tunnel to carry southbound US 6. You can still find a bit of that tunnel on the ground, but it is mostly filled in with dirt. US 99 became I-5 officially in 1964, and US 6 became Route 14. Through the 60s, the Sierra Highway was gradually replaced by a freeway following a different alignment; the freeway construction started in the Antelope Valley and worked its way south. This project was finally completed in 1971 when the old I-5 (US 99) was redefined as truck lanes, the side of the hill was carved away, and new auto lanes were built, including the connection to the new Route 14 freeway. This involved eliminating most of the connectivity to Sierra Highway. This interchange still shows signs of the plans to continue Route 14 S. Half way through this construction, the Sylmar earthquake hit, and knocked a lot of the flyover ramps down, delaying the completion of the project. Similar damage happened in 1994. On I-5 south at Route 118 there's a section of a bridge just before Paxton where it looks like the exit for Paxton originally went before Route 118 was built. It's an extra lane on the right with the original round rails but a little bump of concrete has been put down to kind of block off that lane. Often, folks ask about the famous "French Switch", where the two sides of I-5 swap which side of the road they are on. This occurs to give southbound - downhill - traffic a gentler descent so as to reduce the incidence of trucks losing their brakes. The uphill lanes are curvier and much steeper, as they follow the previous route of US 99/Golden State Highway. Uphill traffic stays on the valley floor until it reaches the base of the mountains, then takes a path through the canyons as it travels to the top of the first major set of hills. Downhill traffic takes a nearly straight constant-grade path that doesn't come down to the valley floor until nearly a mile south of the point where northbound leaves the valley floor. Some pictures of the former bridges in Piru Gorge can be seen here. Many ask why the Westerly routing in the San Joaquin Valley was constructed. One poster on MTR noted that in 1965 or thereabouts, in response to a legislative request, the then California Division of Highways prepared a report on the effect of the Interstate system on California highway development. One important point noted in this report was that although both I-5 and Route 99 were planned for eventual development as freeways, I-5 had received artificially higher priority over Route 99 because it was funded as an Interstate and so attracted federal completion deadlines. This in turn meant that more resources were being devoted to I-5 even though it was projected to be far less busy than Route 99. This might imply that the Division had had the decision to build I-5 on an independent alignment wished on it—possibly by the Legislature, the Highway Commission, or even the B.P.R.—and would rather have chased the traffic on Route 99, possibly by building it as an Interstate, while leaving the facility now known as I-5 to be developed as a western relief route at some point in the relatively distant future. In Sacramento, before the route was completed in the late 1960s, it appears that I-5 split off of Route 99, and ran W along Broadway, and then continued W co-signed with the West Sacramento Freeway, then signed as I-80/I-5 (now Business Route 80, unsigned Route 50). Given that, it was likely then route N temporarily along Route 113 back to the present route of I-5. Additionally, while the West Side Freeway portion was being completed around 1975, I-5 had a temporary routing that entered the Sacramento area via Route 99 (South Sacramento Freeway), then followed Route 99 westbound on the WX Freeway past the Oak Park Interchange (co-signed with I-80), before merging with the constructed portion of the West Side (but still co-routed with Route 99). In January 2005, the CTC considered a resolution to vacate the public’s right to use roadway connectors in the City of Sacramento, along Interstate 5 (I-5) between N Street and Capitol Mall and between Capitol Mall and L Street. The connectors were constructed around 1964 as part of the I-5 freeway project. At the time, Capitol Mall (formerly LRN 6, which was signposted as US 40) was the principal route for traffic traveling between Sacramento and San Francisco resulting in high volumes of inter-regional and local traffic using the same corridor. Upon completion of the freeway system in Sacramento, inter-regional traffic on Capitol Mall was almost completely eliminated. Traffic operation studies have concluded that these connectors are no longer necessary. The connectors are currently maintained by the City of Sacramento and reimbursed by Caltrans. Terminating the public’s right to use the connectors creates excess land that can be combined with other excess parcels and sold. The exit for Route 99 North is also labeled "To CA 70". This was placed after the original Route 70/Route 99 co-designation was removed between here and the current junction. The overhead sign at the exit had a Route 70 shield on it until around the year 2000. The Route 99/Route 70 co-designation signage that remained as of 2003 were (1) on eastbound Elkhorn Blvd at the onramp to NB Route 99; (2) on Capitol Avenue at 5th Street; and (3) on I Street and 4th Street at the Amtrak station. I-5 almost bypassed Redding entirely. Early plans would have had the freeway skirt the town near what is now Redding Municipal Airport. News reports from 1962 say that as many as four routes originally were considered, but residents, city leaders and business owners chose the one nearest to Redding. Cypress Avenue and Hilltop Drive soon became the main pit stops for travelers, leaving many businesses on former Route 99 in south Redding, downtown and the Miracle Mile to wither away. In the Lake Shasta area, I-5 replaced the former Route 99 routing, which was submerged when the lake was filled. Relics of this routing reappears when the lake water level drops, as noted in this story: "A bridge from Highway 99, the precursor to Interstate 5, was being used last week as a makeshift low-water boat ramp at Antlers Resort & Marina near Lakeshore Drive in Lakehead." The following freeway-to-freeway connections were never constructed:
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The segment between the Mexican Border and Santa Ana (Route 72) was defined as part of the state highway system as LRN 2. It was originally signed as US 101. The segment between San Diego and Santa Ana was added in the first bond issue in 1909/1910. It was extended to the Mexico border in 1931. The current segment between Main Street in Santa Ana to Firestone Boulevard (former Route 42) near Norwalk was defined as part of the state highway system in 1933 was LRN 174. The segment from LRN 172 (3rd Street, eventual Route 60) at the intersection of Downey Road to Firestone Blvd near Norwalk (LRN 174; former Route 42) was LRN 166, defined in 1933. The routing was moved in 1941 from Telegraph Road between Los Nietos Road and I-5. LRN 166 also included the segment of 1964-1965 Route 245 along Downey Road between Route 60 (LRN 172). LRN 161 and LRN 174 were planned limited-access reroutings. The original US 101 routing between Santa Ana and Los Angeles is present-day Route 72, which was part of the 1909 LRN 2. The segment between Downey Road (eventual Route 60, LRN 172) and downtown Los Angeles was the remainder of the original 1909/1910 LRN 2. The segment between downtown Los Angeles (the current start of US 101) and Route 14/Tunnel Station was defined in 1909 as part of LRN 4. It was signed as US 99. Portions of this were later bypassed by LRN 161, leaving the only the portion between downtown and Route 110, and the portion N of Colorado Street in Glendale, as what was LRN 4. LRN 161 (between Route 110 and Colorado Street (originally Route 134)) was defined in 1947. The Burbank section was completed in 1959; the San Bernardino Split in 1947, and the San Fernando section in 1963. This segment was signed as US 99 until 1961. An August 1941 report issued by the Regional Planning Commission of Los
Angeles County entitled “A Report on the Feasibility of a Freeway Along
the Channel of the Los Angeles River” proposed a four-lane roadway on
each levee from Anaheim Street in Long Beach north to Sepulveda Boulevard in
the San Fernando Valley; excepting between Soto Street and Dayton Street in
downtown Los Angeles, where, due to a lack of right-of-way along the river, the
alignment matches the future alignment of the US 101 portion of the Santa Ana
Freeway. There is no mention in the report of a master plan of freeways like
that issued in 1947, although the maps showed connections to the
already-completed Arroyo Seco Parkway and the proposed Ramona and Rio Hondo
Parkways. The segment between Route 14 (pre-1964 Route 7, US 6) and Route 126 was added to LRN 4 in 1935 (Chapter 274). The segment between Wheeler Ridge and Woodland (the "westerly realignment") was defined in 1957 (Chapter 26), and was LRN 238. Before the westerly realignment, the route (as US 99) continued along US 99 (LRN 4) through Bakersfield to Sacramento. It then ran, as US 99W (cosigned with US 40), from Sacramento along LRN 6 (the present day routing approximates I-80) to just W of Davis, where it turned N, running cosigned as Alt US 40/US 99W (LRN 7; present-day Route 113) to Woodland. Currently, portions of this routing include LRN 138 (defined in 1955, Chapter 1912) from Route 33 near Oilfields to Route 33 and LRN 5 from I-205 east of Tracy to Route 4 in Stockton (defined in 1909/1910). The segment from Woodland to Red Bluff was defined in 1909 was part of LRN 7. It was signed as US 99W to the junction with US 99E (now Route 99). The segment from Red Bluff to the Oregon State Line was defined in 1909 as part of LRN 3. It was signed as US 99. See NAMING for more details on this history of this segment. Portions of this LRN have since been renumbered (as bypasses have been constructed) as Route 263, Route 265, and Route 273.
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San Diego County In National City, there are plans to construct an auxiliary lane from 24th St. to Harbor Drive. In San Diego, there are plans to add an auxiliary lane at the Mission Bay Overcrossing to Route 52 (PM R24.1/R25.8). [CTC February 2002 Agenda Item 5.2b(1) Project 4]. There are also plans to realign the freeway at Virginia Avenue approaching the San Ysidro Port of Entry [CTC April 2002 Agenda Item 2.1c.(1) TCRP Project #88]. According to Don Hagstrom in October 2002, plans to re-align the southbound I-5 lanes towards the old Virginia Avenue crossing, allowing a conversion of the current southbound lanes into northbound lanes, to alleviate some of the waits and congestion there. This would mean that I-5 southbound into Mexico would veer sharply to the right to meet the new crossing. It is likely that a suitable connection to the Calle Internacional (a 4-lane divided highway in Tijuana that parallels the border fence) will be constructed, since this important highway is the main gateway to the MEX-1D toll freeway to Rosarito and Ensenada. In January 2010, the CTC authorized use of ARRA funds for a project that consists of extending the high occupancy vehicle lanes from the Route 5/Route 805 merge to Carroll Canyon, constructing a north facing Direct Access Ramp with Carroll Canyon and extending Carroll Canyon to Sorrento Valley road. This project is an excellent candidate for Recovery Act funds as the project will likely create approximately 660 jobs in San Diego County. In accordance with AB 3X-20, which authorizes the Commission to allocate bond funds displaced by Recovery Act funds, SANDAG plans to request that the $57,500,000 in CMIA funds be reprogrammed to other eligible projects in the region at a future Commission meeting. In San Diego: In July 2005, the CTC received a notice of EIR preparation for Route 5 and Route 56 in San Diego County that would provide a connector between Route 5 and Route 56 near Del Mar Heights (NOP). This is funded in the 2005 Transportation Bill. The alternatives being considered are:
In San Diego, TCRP Project #82 reconstructed the I-5/I-805 interchange, from Genesee Avenue to Del Mar Heights Road. The basic plan was to extend C/D (Collector/Distributor) roadways along I-5 from Route 56 to I-805. Trucks would also be directed onto the C/D roads, so they would also serve as truck bypass lanes, separated from the main lanes by concrete barriers. The "C/D lanes" (4 in each direction) are labelled as the "LOCAL BYPASS" (not truck lanes). Northbound the signage (from both I-5 and I-805) is "LOCAL BYPASS/Junction 56 EAST", reflecting that one must use the bypass to access Route 56); southbound it is "LOCAL BYPASS/Carmel Mountain Rd". The bypass includes a new Carmel Mountain Rd exit in both directions. Route 56 traffic going south merges into the bypass. In April 2007, the CTC considered an amendment to TCRP Project #82.2 that changed the project from constructing of northbound and southbound auxiliary lanes from Via De La Valle to Lomas Santa Fe Drive (including soundwalls and bridges) to extedning the existing HOV lane from just south of Via de la Valle to just south of Manchester Avenue, and realigning ramps at the Lomas Santa Fe Drive Interchange. The original proposal was part of a larger project to revise the interchange at Lomas Santa Fe Drive. However, the estimated cost of the interchange work increased beyond the region’s funding capability. The auxiliary lane work was then removed from the larger project and is now being constructed as part of another project. A Value Analysis Study suggested that the region would likely be able to fund the interchange work if the construction was combined with a planned extension of a High Occupancy Vehicle (HOV) lane in each direction from just south of Via de la Valle to just south of Manchester Avenue. The HOV work would provide significant congestion relief by allowing HOV users to continue through an area of daily recurring congestion. By removing the scope of the auxiliary lanes and combining the interchange work and the HOV extension project, the region expected to be able to fully fund the project. The project is scheduled for completion in FY 2009/2010. In January 2007, the CTC considered relinquishment of right of way in the city of San Diego on Vista Sorrento Parkway, north of Sorrento Valley Boulevard, consisting of frontage road. In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed widening this route for HOV lanes, Mixed Flow and Auxiliary Lanes. 2007 CMIA. A number of projects on I-5 in San Diego County were submitted to the Corridor Mobility Improvement Account for funding. These projects included the North Coast Corridor, Stage 1A, Unit 1 ($64 million requested); the N Coast Corridor, Stage 1B, Encinitas HOV ($327 million); the N Coast Corridor, Stage 1C, Carlsbad HOV ($92 milllion); the N Coast Corridor, Stage 1F, Voigt Dr-I-805 HOV ($158 million); and the N Coast Corridor, Stage 1E, Genesee Av interchange ($78 million). None were recommended for funding. In the City of Carlsbad, the small segment at KP 78.0 was up for relinquishement in September 2002.
Orange County In January 2010, the CTC approved for future consideration of funding a project in Orange County that will widen southbound on and off ramps at Camino Capistrano, reconfigure the hook-ramp interchange and construct roadway improvements on I-5 in the city of San Juan Capistrano. The project is fully funded in the 2008 State Transportation Improvement Program. The total estimated project cost is $19,015,000, capital and support. Construction is estimated to begin in Fiscal Year 2009-10. Newspaper reports in February 2009 have indicated that art projects installed along I-5 S of Route 22 are melting and shredding. These panels were part of a $956,000 project by the California Department of Transportation "to provide aesthetic enhancements on existing sound walls and to deter graffiti where sound wall vine coverings are not feasible." Caltrans put about 2,400 of these panels on freeways throughout Orange County. The project was funded by specifically designated funds for transportation-related beautification projects from the Transportation Enhancement Activities (TEA) program within the federal Intermodal Surface Transportation Enhancement Act. Each panel cost approximately $250, and were created by Orange County artist Janet Inez Adams. There are four images: one abstract flower, and three wildflowers native to Orange County. Caltrans believes the damage to the panels are from vehicular accidents, not vandalism. I-5 has been beautifully reconstructed between Route 91 and Route 22. North of Route 91, the freeway narrows to three lanes and the pavement gets horried. However, it appears that construction to fix this section of I-5 (specifically, from Route 91 to the Los Angeles County border) together with a companion project up to I-605, should begin in 2006, depending on land acquisition and bond sales. Caltrans needs to acquire 68 parcels for the freeway, including full and partial properties. The state's goal is to purchase all land by next June. This has started showing up on the CTC RADAR. The August meeting agenda shows an amendment to designate $21M in funding for the Los Angeles County segment widening, and there is also discussion on the Orange County portion of the widening. In July 2005, the CTC considered relinquishment of right of way in the City of Anaheim, between Euclid Way and Cherry Street, consisting of reconstructed and relocated city streets, frontage roads and cul-de-sacs. In January 2010, the CTC approved relinqishment of right of way in the city of Santa Ana along Route 5 between Santa Ana Boulevard and Seventeenth Street, consisting of relocated and reconstructed city streets and frontage roads In August 2009, the CTC approved relinquishment of right of way in the city of Anaheim along Route 5 between Ball Road and Santa Ana Street, consisting of reconstructed city streets. In December 2004, the CTC considered a resolution to relinquish right of way in the City of Anaheim, at Mariposa Place, consisting of a cul-de-sac. The City, by freeway agreement dated November 9, 1992 and by amendment to freeway agreement dated July 9, 1996, agreed to accept title upon relinquishment by the State. The 90-day notice period expired November 10, 2004. In December 2005, the OCTA approved use of Measure M money to widen the I-5 interchange with Ortega Highway (Route 74). In July 2006, the CTC considered Resolution No. R-3638, relinquishment of right of way between PM 37.7 and 37.9 in the City of Anaheim, on Disneyland Drive between Ball Road and 0.2 mile northerly of Ball Road, consisting of reconstructed and relocated city street and frontage road. In October 2006, the CTC considered a resolution to relinquish right of way in the city of Tustin, between Browning Avenue and Pasadena Road, consisting of frontage roads. In November 2006, the Control City for Orange County was changed to Santa Ana. However, it isn't signed consistently. In December 2006, the CTC considered a resolution to relinquish right of way in the city of Orange, at Chapman Avenue, consisting of reconstructed and relocated city streets and frontage road. 2007 CMIA. Two projects on I-5 in Orange County were submitted to the Corridor Mobility Improvement Account for funding. These projects were a transitway interchange at Gene Autry Way ($17.5 million) and the I-5/Route 74 interchange ($38 million). Neither was recommended for funding. Los Angeles County
In April 2007, it was announce that full funding – $1.2 billion
– has been secured to widen the Santa Ana (I-5) Freeway at the gateway
between Orange and Los Angeles counties, from the county line in Buena Park
north to the San Gabriel River (605) Freeway. Construction on the 6.4-mile
stretch is to begin in 2009 and will take about seven years to finish. In
Norwalk, 21 homes must be razed to make way for the wider freeway. Five homes
have already been bulldozed as of April 2007, the remaining residents must
vacate by November 2007. In Buena Park, the Western Avenue bridge over I-5 was
demolished in November 2006. The Stanton Avenue and Beach Boulevard bridges
will come down next, though some lanes will always remain open on Beach as that
bridge is slowly dismantled beginning in spring 2008. Work on the Orange County
side is scheduled for completion in 2010. In March 2007, the CTC was asked to comment on the Draft EIR. This EIR provided the following options:
In July 2008, the CTC approved an increase in funding for this project due to cost increases. This project will widen I-5 with HOV and mixed-flow lanes from just south of Artesia Avenue to just north of the Florence Avenue overcrossing. The project will eliminate the bottleneck as a result of a lane-drop between the Orange/Los Angeles county line, improve the performance of major intersections and interchanges along the corridor, and improve access to regional transit and HOV facilities. This amendment proposes to increase the programmed amount for PA&ED, PS&E and Right of Way Support to address GF-RIP support expenditures on the project. These support components are now capped at this programming level for this fund type and any future increases, if necessary, will be funded through other means. It is also proposed to increase construction support from $34,500,000 to $80,068,000. Construction support is currently funded with $34,500,000 in LACMTA funds. An additional $45,568,000 is needed to fully fund the component. According to material submitted to the August 2008 CTC, the project in Los Angeles County would widen the facility from three lanes in each direction to four mixed-flow lanes and one HOV lane in each direction for a total of ten lanes near Buena Park. The project is programmed with Corridor Mobility Improvement Account funds, Regional Improvement Program funds, Interregional Improvement Program funds, Traffic Congestion Relief Program funds, Congestion Mitigation and Air Quality Program funds, Federal Demonstration funds, and local funds. The total estimated project cost, capital and support, is $1,240,524,000. Construction is estimated to begin in Fiscal Year 2010-11.
There appear to be plans for a study to improve the I-5/Route 134 interchange (March 2001 CTC Agenda). This study should be complete in early 2001; it is District 7 TCRP Project 154. It plans to explore completing the "back moves", i.e., from Eastbound Route 134 to Northbound I-5, and from Southbound I-5 to Westbound Route 134. There are plans to add HOV lanes between Route 134 and Route 170. This is not on the TCRP list, is SAFETEA-LU High Priority Project #570, which funded $400K. It was considered by the CTC in May 2001, but there has been no action since. However, the Corridor Mobility Improvement Account allocated $73 million for this project. According to the Daily News, the cost is about $605 million, and construction should start in spring 2009. In May 2008, the scope was changed to add an Empire interchange to the project. It will be constructed in four segments: I-5 HOV lanes from N of Buena Vista to Route 170; lanes from S of Empire Ave to Buena Vista, including the Empire interchange; S of Burbank Blvd to S of Empire Ave; and Route 134 to S of Burbank Blvd. This also involves railroad realingment. The second and third segments have been moved to FY 2009-2010. In July 2008, this was formalized by the CTC. This project is to construct one HOV lane in each direction for approximately ten miles on Route 5 from Route 134 to Route 170. The work involves the reconstruction and modification of the Burbank Boulevard interchange, the realignment of a short segment of Route 5, railroad realignment and elevation, and the construction of a grade separation at Buena Vista. The amendment added the Empire Avenue Interchange project to the scope of the Route 5 CMIA Project. This would close a one-mile gap, completing the HOV lanes along the Route 5 corridor from Route 134 to Route 170. Benefits would include mainline improvement, direct access to the Burbank airport, and safety enhancements as a result of the elimination of an adjacent railroad at-grade crossing. The cost and funding for the combined project is equal to the sum of the cost and funding of the individual projects. The combined cost is $609,539,000. In July 2009, the CTC received a proposal to use local Proposition C funds to move forward with the HOV lane project in Burbank. The plan also involves funding changes to the other two segments along the corridor to consolidate all CMIA funds on the Route 5-South of Burbank Boulevard to south of Empire Avenue project (PPNO 3986) and STIP programming on the Route 5-South of Empire Avenue to north of Buena Vista Street project (PPNO 3985). With respect to the segment from South of Burbank Boulevard to south of Empire Avenue: The total project cost has increased from $50,844,000 to $123,765,000. The majority of the increase is due to the need to realign a portion of the mainline and reconfigure the interchange from a cloverleaf type interchange to a tight diamond interchange to meet geometric standards. The need to acquire additional property, the complexity of the interchange, as well as additional utility relocation costs substantially increased the right of way and construction estimates. With respect to the segment from South of Empire Avenue to north of Buena Vista Street: The total project cost has increased from $248,627,000 to $315,500,000. The majority of the increase is due to the extensive railroad work on the project. During design, it was determined to be more cost effective for the railroad work to be completed by Southern California Regional Rail Authority (Metrolink) through a C&M contract. The C&M agreement streamlined the design and approval process, brought in railroad experts and placed Metrolink in direct responsibility for their own lines. As details of the design evolved, the estimates for the project were updated to reflect the complex staging and coordination of the railroad and roadway. This is particularly challenging because both freeway and railroad must be kept in operation during the entire construction period. In Burbank, there are plans to construct a new interchange. [Per Sept. 2002 CTC Agenda.]
In June 2008, the CTC approved relinquishment of right of way in the county of Los Angeles, on The Old Road at 0.1 mile north of the Route 126 Freeway, consisting of superseded highway right of way. In May 2007, there was a report of plans to update I-5 to address the
growth in northern Los Angeles County, where the population is expected to grow
to 1.18M by 2030. Specifically, in Summer 2007, Los Angeles County plans to
start construction on the Hasley Canyon interchange in Castaic. The project
will include a bridge replacement and the construction of roundabouts to ease
congestion. That project is expected to be completed by early 2010. Long-term
projects for the freeway include the construction of a carpool lane as well as
a truck climbing lane from Route 14 to Castaic. Construction on the $259M
project is expected to begin in the summer of 2010. As of May 2007, the City of
Santa Clarita was also constructing the $50M second phase of a project funded
by the city of Santa Clarita to improve the Magic Mountain Parkway freeway
interchange.
In November 2007, Caltrans put out a request for bids to remove the Brake Check area N of Lebec from 0.1 Km North of Cressey Cattlepass Bridge to 0.7 Km South of the Lebec Road Overcrossing. This had been closed since 1995. San Joaquin Valley According to Gary Roberts (Mr. Roadshow), plans call for the widening I-5 to six lanes through Madera, Fresno, Kings, Tulare and Kern counties. Long-range plans call for eight lanes. But don't hold your breath.
A project to add HOV lanes in North Stockton was submitted to the Corridor Mobility Improvement Account for funding ($225 million). It was not recommended for funding. Sacramento Area
A portion of this roadway is already constructed, extending from Franklin Boulevard east to Route 99, where the roadway becomes Calvine Road within unincorporated area of Sacramento County. Calvine Road is a major arterial, extending to the east to Grant Line Road and servicing major growth areas in south Sacramento County. The proposed project will improve circulation in southern Sacramento by providing route continuity between I-5 and Route 99. In addition, this project will provide access to land currently targeted for development in the City and County General Plans. Traffic studies predict that this project will accommodate anticipated travel demand through the year 2025. Construction of the I-5/Cosumnes River Boulevard interchange was originally identified in a study of the Route 148 corridor conducted by the Department in the early 1960s. On February 27, 1963, the Department adopted the Route 148 freeway corridor segment between I-5 and Route 99. In 1974, the Commission withdrew the freeway designation of Route 148 due to financial constraints. In a memorandum dated July 1, 1974, the County of Sacramento’s Department of Public Works recommended that the City of Sacramento maintain the adopted route as an east-west transportation corridor that would be less than freeway status. The City of Sacramento then embarked on the necessary steps to begin preserving right-of-way within the Route 148 corridor. On November 4, 1981, the Sacramento City Council certified an Environmental Impact Report for the Route 148 Arterial Plan and adopted the route alignment for the arterial. That approval allowed the City to begin reserving the right-of-way for the future development of Route 148 and to construct segments of the approved route as funds became available. After approval of the Route 148 Arterial Plan, the name of the proposed facility was changed to Cosumnes River Boulevard. The names Route 148 and Cosumnes River Boulevard are synonymous and refer to the same proposed facility within the city of Sacramento. The estimated construction cost for the interchange is $36,000,000 and right of way costs are roughly $6,000,000. The project is programmed in the State Transportation Improvement Program and includes funds from the Regional Surface Transportation Program, Sales Tax Measure A, and local developer fees. Also in Sacramento, the city of Sacramento has plans to bridge over the depressed section of I-5 to reconnect to its waterfront.
There are also plans to close the depressed section of freeway in 2008 for major repair work lasting eight months. The sunken section of freeway has sprung leaks, and the roadway is in danger of flooding if a heavy winter storm hits. Beginning in February or March and lasting through October, Caltrans will close one or two freeway lanes in each direction from Richards Boulevard on the north to the I-5 junction with US 50 on the south. This section of freeway is the busiest stretch on I-5, north of Los Angeles. Caltrans officials said they had contemplated doing the $55 million project the normal way -- at night and during weekends -- but figured that could take five years. The portion of the freeway, called the "boat section," is 34 years old and sits beneath river level, literally surrounded by water. Years of leaks are crumbling the roadway. Drainage pipes have become clogged with silt and can't keep up. Workers will dig up the roadway, replace the extensive pump and drain system underneath, then rebuild the road and a 6-inch concrete slab underneath. The new drainage system will be electronically controlled and monitored. Until the fix, Caltrans inspectors will continue to drive through the section during storms to see if the pumps are keeping up. 2007 CMIA. Two projects on I-5 near Sacramento were submitted to the Corridor Mobility Improvement Account for funding. These projects were a I-5 to Route 113 direct connector, auxiliary lanes from Consumnes River to Pocket Rd, and the Richards Blvd interchange ramp widening. None were recommended for funding. In March 2005, the CTC considered a resolution to vacate the public’s right to use roadway connectors from I-5 in the City of Sacramento, along I-5 between N Street and Capitol Mall and between Capitol Mall and L Street. The connectors were constructed around 1964 as part of the I-5 freeway project. At the time, Capitol Mall (formerly LRN 6 which was signposted as US 40) was the principal route for traffic traveling between Sacramento and San Francisco resulting in high volumes of inter-regional and local traffic using the same corridor. Upon completion of the freeway system in Sacramento, inter-regional traffic on Capitol Mall was almost completely eliminated. Traffic operation studies have concluded that these connectors are no longer necessary. The connectors are currently maintained by the City of Sacramento and reimbursed by Caltrans. Terminating the public’s right to use the connectors creates excess land that can be combined with other excess parcels and sold. North of Sacramento There are plans to add a truck climing lane near Red Bluff. This was discussed during the March 2005 CTC Meeting, Agenda Item 2.2c.(1). This project is fully funded in the 2004 State Highway Operation and Protection Program (SHOPP), and had a negative environmental declaration. In 2007, the CTC considered a number of requests for funding from the Corridor Mobility Improvement Account (CMIA). one request was funded: Cottonwood Hills Truck Climbing Lanes ($22.902M). Requests to construct a I-5/Route 44 direct connector, expand the route to 6 lanes from Bechelli to Churn Creek S of Redding, improvements to the South Avenue interchange in Tehama County, and widening the route to 6 lanes from Bonnyview to Riverside in North Anderson were not recommended for funding. In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing an additional freeway lane in both directions in Shasta County. According to Gary Araki, in 2006 Caltrans made a change in the City of Weed. Pre-2006, the transition from SB I-5 to Route 97 used to direct motorists to use exit 747, the Central Weed exit; traffic then was routed to use S Weed Blvd, and then turn right to get on to Route 97. In Summer 2006, new signage went up directing SB traffic to exit 748, Edgewood Road, which is now signed with "To Route 97" (and the Central Weed signage has been removed for Route 97) . In other words, Route 97 traffic is suggested to use Route 265 to get to Route 97 in Weed. In June 2007, the CTC considered authorization for replacement of a bridge in Shasta County near Redding. This project is fully funded in the 2006 State Highway Operation and Protection Program (SHOPP). The total estimated project cost is $213,881,000. Construction is estimated to begin in FY 2009-10. The project will involve construction activities in the environmentally sensitive habitat of the bald eagle, a federally listed threatened species. In addition, visual concerns related to the construction of a larger bridge than currently exists resulted in a Mitigated Negative Declaration being completed for this project. This could be the Antlers Bridge. In May 2009, Caltrans advertised a project for replacement of the I-5 Sacramento River bridge at Antlers ($230 million)--the project also includes relocating the approaches to the bridge to ease sharp curves on I-5, and entails a massive road cut. In August 2008, the CTC approved relinquishment of right of way along I-5 in the county of Tehama near Red Bluff at Adobe Road, consisting of a relocated and reconstructed county road.
In October 2008, the CTC considered relinquishment of right of way in the county of Shasta near the Pollard Flat overcrossing along Route 5, consisting of relocated or reconstructed county roads or frontage roads. General The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures for or near this route:
Seemingly related to HPP #3494, during its April 2006 meeting the CTC considered the draft EIR for construction of an interchange at French Camp Road (San Joaquin County Route J9), together with an extension of Sperry Road in the City of Stockton in San Joaquin County (PM 22.1/23.6). There were three alternatives being considered: (1) Full-Build Alternative: Interchange improvements, auxiliary lanes, and eight-lane Sperry Road extension; (2) Reduced-Build Alternative: Interchange improvements, auxiliary lanes, and four-lane Sperry Road extension; (3) No-Build Alternative. The report found that there will be potentially significant impacts associated with traffic circulation changes and biological issues, and thus indicated that an Environmental Impact Report is being prepared.
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The segment of Route 5 from Route 10 to Route 99, and from the northern I-5/Route 99 junction to the Oregon border, is designated as part of "Historic US Highway 99" by Assembly Concurrent Resolution 19, Chapter 73, in 1993. Some portions of I-5 have been signed as part of Historic Route 99:
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Historically, the portion of this route from the Mexican border to the roads connecting to Route 72 is close to the original "El Camino Real" (The Kings Road). This portion has officially been designated as "El Camino Real by Assembly Bill 1769, Chapter 1569, in 1959. The entire route in California has been submitted to be part of the National Purple Heart Trail. The Military Order of the Purple Heart is working to establish a national commemorative trail for recipients of the Purple Heart medal, which honors veterans who were wounded in combat. All states in the union will designate highways for inclusion in the commemorative trail, and all of the designated highways will be interconnected to form the National Purple Heart Trail. Named by Senate Concurrent Resolution 14, Resolution Chapter 79, July 10, 2001. The segment of Route 5 from the Mexico border to Route 94 is named the "John J. Montgomery Freeway". John J. Montgomery (1858-1911) was one of the pioneers in the field of aviation. He was born in in Yuba City, California, in 1858, and moved to Oakland when he was 5. He was always interested in flight. He attended St. Ignatius College in San Francisco (MS, circa 1880), and Santa Clara College (PhD, 1901). In 1894 Montgomery joined the faculty of St Joseph's College, Rohnerville, California, where he taught mathematics while continuing studies of air and water current impacts on edged surfaces, parabolic and plane. He later experimented with 4 foot and 8 foot wingspread model aeroplanes and built a wind-tunnel to vary experiments in degrees of parabolic wing-curve and length, fore and aft, rudder and rear stabilizer control. At Santa Clara College (now University), he worked part time for Rev. Richard H. Bell, S.J., on improvements in the Marconi Wireless. Montgomery patented an "Improvement in Aeroplanes" in 1906 and in 1909 completed an electric typewriter and patented an alternating current rectifier, which he sold to a San Francisco company. His findings and airplane designs finally earned him a well-deserved place with Octave Chanute and Dr. Samuel Pierpont Langley as American pioneers in controlled flight before the Wright brothers. It was named by Assembly Concurrent Resolution 16, Chapter 83, in 1949. The portion of I-5 from Leucadia Boulevard to La Costa Avenue in the City of Encinitas is officially named the "C.H.P. Officer Stephen M. Linen, Jr. Memorial Freeway". It was named in memory of California Highway Patrol Officer Stephen M. Linen, Jr.. Officer Linen, Jr. was killed in the line of duty during the morning of August 12, 2001 while issuing a citation on I-5 near Leucadia Boulevard in Encinitas when a drunken-driving suspect collided into his patrol vehicle and struck the officer. Born on July 22, 1970, Officer Linen graduated from California State University, San Diego with a degree in Criminal Justice in 1993. He joined the CHP on July 25, 1994., and began service in the Monterey area as an officer on January 26, 1995. He made significant contributions to traffic safety and assisting the motoring public while assigned to the Monterey, San Diego, and Oceanside Area offices. He was nominated for the Burn Institute's "Spirit of Courage Award" for his 1998 act of bravery and heroism when he rescued a man trapped in a burning vehicle on I-5 in San Diego. Named by Senate Concurrent Resolution 24, Chapter 127, 9/12/2003. The portion of I-5 from Tamarack Avenue to Route 78 in the City of Carlsbad is officially named the "C.H.P. Officer Sean Nava Memorial Freeway". Named in memory of California Highway Patrol Officer Sean Nava. Officer Nava was killed in the line of duty during the morning of October 28, 2000 while investigating an earlier traffic collision on I-5 in the City of Carlsbad when a drunken driving suspect collided into him. Born on April 8, 1967, in West Covina, Officer Nava served his country as an Army Military Police Officer in Germany and in Herlong, California. As an Army Military Police Officer, he conducted undercover narcotics investigations with the Army Criminal Investigation Division. Sean Nava was honorably discharged at the rank of sergeant. He joined the California Highway Patrol on July 31, 1989. His first assignment was in the San Jose Area. He made significant contributions to traffic safety and assisting the motoring public while assigned to the Monterey, San Diego, and Oceanside Area offices, and was posthumously awarded the Medal of Valor for his off-duty act of bravery and heroism when he attempted to rescue the driver of a vehicle that had collided with a residence and propane tank, and subsequently erupted in flames. Without regard to his own personal safety, Sean Nava and a citizen made repeated attempts to rescue the trapped driver. Named by Senate Concurrent Resolution 24, Chapter 127, 9/12/2003. The segment of Route 5 starting from Route 94 in San Diego to the southern I-405/I-5 junction is designated the "San Diego" Freeway. It was named by the State Highway Commission on April 25, 1957. San Diego refers to the eventual southern terminus of the route (after all merges). The name refers to Saint Didacus of Alcalá, a Franciscan saint of the 15th century. The bay was named by Vizcaíno in 1602, the mission in 1769, the county in 1850 and the new city in 1856. The segment of Route 5 between the Basilone Road exit and the N, and the main gate of USMC Camp Pendleton to the S is named the Gunnery Sergeant John Basilone Memorial Freeway. Sgt. Basilone was a member of "C" Company, 1st Battalion, 7th Regiment, 1st Marine Division who was in charge of two sections of heavy machine guns defending a narrow pass that led to Henderson Airfield in Guadalcanal, Solomon Islands, during WWII (1942). Sgt. Basilone, at great risk to life, battled through hostile lines to provide shells for his gunners. For this, he recieved the Congressional Medal of Honor. Later, in 1944, he rejoined the USMC and, on Iwo Jima, single-handedly destroyed an enemey blockhouse while braving a bombardment of enemy heavy caliber file. For this, he was posthumously awarded the Navy Cross and the Purple Heart, and has a life-sized bronze statue in Raritan, NJ. He also has a destroyer, U.S.S. Basilone, named after him (subsequently scuttled, as it was no longer seaworthy). There is a 2nd status in honor of Sgt. Basilone somewhere in San Diego, as well as a bridge and a football field. Supposedly, a postal stamp with his likeness will be issued in 2005. Named by Senate Concurrant Resolution 25, Resolution Chapter 72, on July 23, 1999. The segment of Route 5 from the southern I-405/I-5 junction to the Route 5/Route 10/Route 60/US 101 interchange is named the "Santa Ana" Freeway. It was named by its location. The I-5/I-710 interchange in Los Angeles County is officially named the "Marco Antonio Firebaugh Interchange". This interchange was named in memory of Marco Antonio Firebaugh, who at the age of 39 years was running for the California State Senate when he succumbed to health ailments on March 21, 2006. Born in Tijuana, Mexico on October 13, 1966, Firebaugh emigrated to the United States when he was a young boy. He worked hard to pay his own way through school and earned his bachelor of arts degree in political science from the University of California, Berkeley and a law degree from the UCLA School of Law. He was the first in his family to attend college and was committed to the notion that free universal public education is the cornerstone of our democratic society and worked hard to improve educational opportunities for all California students. Firebaugh was elected to the California State Assembly at the age of 32 years; and he served in the California State Assembly from 1998 to 2004, representing the 50th Assembly District located in southeast Los Angeles County. During his tenure in the Assembly, Firebaugh was recognized for his impressive legislative and advocacy record on behalf of California's working families and their children, establishing him as a leader and role model in the Latino community. He demonstrated outstanding leadership in introducing legislation aimed at improving the lives of immigrants and low-income families including undocumented immigrants who come to California to work and give their children a better life. He authored air quality legislation that provides funding for the state's most important air emissions reductions programs and that ensures that state funding be targeted to low-income communities that are most severely impacted by air pollution. He also authored legislation funding a mobile asthma treatment clinic known as a Breathmobile to provide free screenings and treatment for school children in southeast Los Angeles and fought hard in the Legislature to make California the first state to outlaw smoking in a vehicle carrying young children to protect them from the hazards created by breathing secondhand smoke. In 2002, he championed AB540, which allowed undocumented California high school students to pursue a college education and pay in-state tuition fees. From 2002 to 2004, Firebaugh served as Chairman of the California Latino Legislative Caucus where he was responsible for managing the development of the Latino Caucus' annual "Agenda for California's Working Families" as a policy document that focuses on issues affecting California's diverse population. Because of his effectiveness both as a policymaker and political leader, Marco Antonio Firebaugh was appointed Majority Floor Leader in 2002, and served as Floor Leader from 2002 to 2004, making him the highest ranking Latino in the Assembly and one of the chief negotiators for Assembly Democrats. Firebaugh also served six years on the State Allocation Board, which provides funding for public school construction and modernization. Named by Assembly Concurrent Resolution (ACR) 142, Resolution Chapter 132, on 9/7/2006. The I-5/I-10/Route 60/US 101 interchange, commonly referred to as the East Los Angeles Interchange, is named the “Medal of Honor Recipient , Eugene A. Obregon, USMC, Memorial Interchange” (it was originally named the “Marine Private First Class Eugene A. Obregon Interchange”). This interchange was named in memory of Medal of Honor Recipient Eugene A. Obregon, USMC. While serving as an ammunition carrier with Golf Company, Third Battalion, Fifth Marine Regiment, First Marine Division (Reinforced), during the Korean War, PFC Obregon was killed in action on September 26, 1950. The machine-gun squad of Private Obregon was temporarily pinned down by hostile fire; and during this time, he observed a fellow marine fall wounded in the line of fire. Armed only with a pistol, Private Obregon unhesitantly dashed from his cover position to the side of the fallen marine. Firing his pistol with one hand as he ran, Private Obregon grasped his comrade by the arm, and despite the great peril to himself, dragged the marine to the side of the road. Still under enemy fire, Private Obregon was bandaging the marine's wounds when hostile troops began approaching their position. Quickly seizing the wounded marine's rifle, Private Obregon placed his own body as a shield in front of the wounded marine and lay there firing accurately and effectively into the approaching enemy troops until he, himself, was fatally wounded by enemy machine-gun fire. By his courageous fighting spirit, and loyal devotion to duty, Private Obregon enabled his fellow marines to rescue the wounded marine. By fate and courage, Private Obregon is one of the valiant Mexican Americans to receive the Congressional Medal of Honor, the nation's highest military honor for bravery. Named by Senate Concurrent Resolution (SCR) 109, Resolution Chapter 66, on 6/26/2008. The segment from the Route 5/Route 10/Route 60/US 101 interchange to Route 14 is officially named the "Golden State" Freeway. It was named by the Metropolitan Transportation Engineering Board (MTEB) on February 28, 1958, based on the fact that the route traverses the "Golden State" of California. The first segment of the Golden State Freeway opened in 1954 (the segment from the Route 7 (now Route 14)/US 6/US 99 Junction to Weldon Canyon); the last in 1975. The truck route dates to 1954. [The MTEB came into existence sometime after the passage of the Collier-Burns Highway Act of 1947 and lasted until the freeway system was finalized in the late 1950s. It was described as "...a voluntary group of the administrative officials of State, County and forty-three of the Municipalities within the Los Angeles Metropolitan District." Among the forty-seven members of the LAMTAC were the following notables: Leonard K. Firestone, Firestone Tire an Rubber Co.; M. Richard Gross, Treasurer, Richfield Oil Co.; Kenneth W. Kendricks, Dist. Sales Mgr., Standard Oil of California; Harry March, Secretary, Signal Oil Co.; J.W. Miller, Union Oil Co.; D.W. Sanford, Vice President, Goodyear Tire and Rubber Co.; and R.D. Stetson, Manager, LA Div., Shell Oil.] The I-5/Route 134 interchange is named the "Gene Autry Memorial Interchange". Gene Autry was best known as a singing cowboy of stage and screen. He was also the original owner of the Anaheim Angels baseball team, and owned various media properties (KTLA-TV, KMPC-AM) in the Los Angeles area. The named interchange is near the Gene Autry Western Heritage Museum, opened in 1988. Named by SCR 17, Resolution Chapter 61, on July 16, 1999. The portion of I-5 between West Burbank Boulevard in the city of Burbank and Hollywood Way in the City of Los Angeles is named the Burbank Police Officer Matthew Pavelka Memorial Freeway. It was named in memory of Burbank Police Officer Matthew Pavelka (1977-2004). Officer Pavelka served in the United States Air Force from 1997 to 2001, where he was awarded two medals for meritorious service. He was hired as a Police Recruit in August of 2002, attended the Ventura County Sheriff's Academy, and was promoted to Police Officer in January of 2003. He was just 26 years of age when he was called to assist veteran Officer Gregory Campbell with a routine traffic stop at the Ramada Inn on North San Fernando Road on the night of November 15, 2003. Tragically, the two men Officer Campbell had pulled over opened fire, injuring Officer Campbell and killing Officer Pavelka. Officer Pavelka was the first police officer to be killed in the line of duty in the Burbank Police Department's 82 year history. Named by Assembly Concurrent Resolution 156, August 19, 2004, Chapter 150. The portion of I-5 between the Rye Canyon Road overcrossing and Magic Mountain Parkway in the County of Los Angeles is named the "California Highway Patrol Officers James E. Pence, Jr., Roger D. Gore, Walter C. Frago, and George M. Alleyn Memorial Highway". It was named in honor of four CHP officers who made significant contributions to traffic safety and to the motoring public while assigned to the Newhall Area Office and who were killed in the line of duty in the early morning hours of April 6, 1970, by armed assailants during a traffic enforcement stop in Newhall: California Highway Patrol Officer James E. Pence, Jr., badge number 6885; California Highway Patrol Officer Roger D. Gore, badge number 6600; California Highway Patrol Officer Walter C. Frago, badge number 6573; and California Highway Patrol Officer George M. Alleyn, badge number 6290. Named by Senate Concurrent Resolution (SCR) 93, Resolution Chapter 92, on 8/11/2006. Portions of this route from the vicinity of Route 14 to the I-5/Route 99 junction are historically named the "Ridge Route". Mike Ballard's site can provide additional specifics. The current I-5 routing from Route 138 south to Castaic is a bit to the west of the old Ridge Route. From Route 138 to Grapevine, I-5 parallels or sits on the alignment (the southbound lanes up the hill from the San Joaquin Valley sit on the old road). Sometime in the 30's, a new road was built away from the original Ridge Route; this was US 99. I-5 follows most of this alignment, with the exception of the section between Templin Hwy (at Violin Summit, north of Castaic) and Smokey Bear Rd (formerly Hungry Valley Rd). Most of that alignment is now under Pyramid Lake. You can still travel the Ridge Route: From Los Angeles, take I-5 north, exit at Lake Hughes Rd, turn right, and turn left after a few blocks on Ridge Route (yes, that's the street name). It winds its way through the mountains, although most of the curves have been now cut off. You can still see many of the original concrete patches. It comes out at Lake Elizabeth Rd. (Los Angeles County Route N2) Turn left, and you eventually meet up with Route 138. There is also a good article on the Ridge Route from the Automobile Club. The segment of Route 5 that was cosigned with US 6 (i.e., from Route 14
to Route 110) was named the "Grand Army of the Republic Highway" by
Assembly Concurrent Resolution 33, Chapter 73, in 1943. The GAR is a membership
organization founded in Decatur, Illinois on April 6, 1866 by Benjamin F.
Stephenson. It's membership was limited to honorably discharged veterans of the
Union Army, Navy, Marine Corps or the Revenue Cutter Service who had served
between April 12, 1861 and April 9, 1865. The GAR is responsible for the
establishment of Memorial Day, which began in 1868 when GAR Commander-in-Chief
John A. Logan issued General Order No. 11 calling for all Departments and Posts
to set aside the 30th of May as a day for remembering the sacrifices of fallen
comrades. The final Encampment of the Grand Army of the Republic was held in
Indianapolis, Indiana in 1949 and the last member, Albert Woolson died in 1956
at the age of 109 years. The Route 5/Route 14 interchange is officially designated the "Clarence Wayne Dean Memorial Interchange". Clarence Wayne Dean was a Los Angeles Police Officer. After being awakened on January 17, 1994, by the Northridge earthquake, Mr. Dean was proceeding, in the early morning darkness on his police motorcycle, to his division for assignment in the damaged area fell to his demise at the collapsed interchange of Route 5 and Route 14 in Los Angeles County. Named by Assembly Concurrent Resolution No. 111, Chapter 64, in 1994. The portion of I-5 from the Fort Tejon Exit to the Grapevine Exit in Kern County is named the "CHP Officer Erick S. Manny Memorial Highway" This segment was named in memory of CHP Officer Erick S. Manny. Erick S. Manny was born on May 24, 1970, in Bakersfield, California. He attended Highland High School in Bakersfield, where he was a three-sport athlete, participating in baseball, football, and wrestling. Manny entered the California Highway Patrol Academy on November 13, 2000, and, after graduating, was assigned to the Fort Tejon CHP office on May 11, 2001. Officer Manny was killed in the line of duty on December 21, 2005, when he was in pursuit of a speeding driver on I-5 near the "Grapevine," when he lost control of his patrol car. Named by Assembly Concurrent Resolution (ACR) 58, Resolution Chapter 114, on 9/10/2007. Between the southern Route 5/Route 99 junction and Woodland, this route is named the "West Side" Freeway. It was named by location (on the "west side" of the San Joaquin Valley). There have also been references to this as the "Apollo" freeway. Between Route 152 and Route 165, this route is named the "CHP Officer Alfred R Turner Memorial Highway.". CHP Officer Alfred R. Turner was born in a little log and rock house in rural Chester, Arkansas on February 9, 1940. He moved to Susanville, California in 1944, and joined the United States Navy at age 17. Seven years after joining the California Highway Patrol, on December 16, 1975, Officer Alfred R. Turner was shot and killed by a motorist on I-5 near Los Banos, after stopping the vehicle because of a burned-out headlight. Officer Turner was unaware that the car he stopped had just been stolen in San Leandro, and when the officer stepped out of his patrol car, the motorist exited his vehicle, and, as the two men began walking toward each other, the motorist suddenly pulled a .357 magnum revolver and opened fire. Officer Turner was hit with three bullets, but returned fire and hit his assailant with five shots. Officer Turner, although critically wounded, managed to return to his patrol car and radio for help. He died 12 days later. Named by Senate Concurrent Resolution 80, Chapter 97, on July 14, 1998. I-5 from Stockton to Sacramento is officially named the "Carlton E. Forbes Freeway". It was named by Assembly Concurrent Resolution No. 62, Chapter 26, in 1982. Carlton E. Forbes was Chief Engineer of the California Department of Transportation from 1974 to his retirement in 1980. I-5 from Eight Mile Road to French Camp Road in Stockton is officially designated as the "CHP Officer Dale E. Newby Memorial Highway". Officer Dale E. Newby graduated from the California Highway Patrol Academy and was appointed a peace officer of the great State of California on April 24, 1967. He was killed while in the line of duty on July 17, 1982, during a traffic stop at I-5 and Eight Mile Road. He had stopped a motorist for speeding and erratic driving, After scuffling with the motorist, an ex-mental patient, Officer Newby was shot and killed. The tragedy was compounded when the gunman fled the area and took a hostage, who was subsequently shot and killed by the perpetrator prior to taking his own life. An estimated 850 people attended Officer Newby's funeral, including law enforcement personnel from Massachusetts, Oklahoma, Ohio, New Jersey, Florida, Louisiana, and Michigan, in addition to then Governor Edmund G. Brown, Jr. and then Lieutenant Governor Mike Curb. Officer Newby was only 36 years of age at the time of his death and was survived by his wife, Beverly, and their three sons, Sean, Jeffrey, and Dale, Jr. Named by Senate Concurrent Resolution 89, Chapter 155, September 11, 2002. I-5 between Q Street and J Street in the City of Sacramento is named the "Deputy Sheriff Sandra Powell-Larson Memorial Highway". This segment was named in memory of Sacramento County Deputy Sheriff Sandra Powell-Larson, who died in the line of duty at 48 years of age while transporting state prisoners on northbound I-5 at 375 feet south of R Street in Sacramento. Deputy Sheriff Powell-Larson graduated from Rio Linda High School in 1968, and began her career with the Sacramento County Department of Social Services. She continued her county career with the Sacramento County District Attorney's Office while becoming a Sacramento County Reserve Deputy Sheriff. Deputy Sheriff Powell-Larson became a full-time Sacramento County Deputy Sheriff on September 30, 1974, while continuing her secondary education at Sacramento City College, where she received an Associate of Arts degree in criminal justice. Deputy Sheriff Powell-Larson was known by her fellow officers for her dedication to the Sacramento County Sheriff's Officers Association, and to the protection of the citizens of our state. Deputy Sheriff Powell-Larson was the first female officer to die in the line of duty in the over 150 -year history of the Sacramento County Sheriff's Office. Named by Senate Concurrent Resolution (SCR) 96, Resolution Chapter 113, on 8/18/2006. In local usage, I-5 between Sacramento and Red Bluff is called the "West Side Highway". This name derives from the fact the route runs along the west side of the valley. The portion of I-5 from Pocket Road to the southern boundary of the City of Sacramento is named the "CHP Officer Artie J. Hubbard Memorial Freeway". This segment was named in memory of California Highway Patrol Officer Artie J. Hubbard. Officer Hubbard was born on December 17, 1951, in Stockton, California. He graduated from East Union High School in Manteca, California in 1970. After high school, Officer Hubbard attended Delta College and graduated in 1973 with an AA degree in Criminal Justice. He joined the California Highway Patrol in January of 1974. After completing academy training, he reported to the Central Los Angeles Office. Throughout Officer Hubbard's years in Central Los Angeles, he was assigned to motorcycle patrol, as a field training officer, and worked protective services details. In 1984, Officer Hubbard was voluntarily transferred to the South Sacramento Office. On April 5, 1985, Officer Hubbard was involved in a serious car accident, where he sustained major head injuries. While bravely responding to an 11-99 (officer needs help) call, Officer Hubbard failed to negotiate a curve and his CHP Mustang slid off the roadway and struck a utility pole. He was placed on life support and was cared for in his parents' home for more than ten years. Tragically, on December 8, 1995, Officer Hubbard, 43, succumbed to his injuries as a result of the collision. Named by Senate Concurrent Resolution (SCR) 12, Resolution Chapter 73, on 7/12/2005. The interchange of Route 5 and Route 113 is named the "CHP Sergeant Gary R. Wagers Memorial Interchange" This interchange was named in memory of CHP Sergeant Gary R. Wagers, who died in a patrol vehicle collision in the line of duty while pursuing a traffic violator at high speed in the early morning hours of March 15, 2001, on Route 113 at the interchange with Route 5, in Woodland. Sergeant Wagers graduated high school in Allegan, Michigan and was a graduate of California State University, Sacramento. He joined the California Army National Guard in 1970 and retired in 1998 at the rank of Lieutenant Colonel, after receiving many awards, including the Army Achievement Medal, Reserve Commendation Medal, Meritorious Service Medal, and the National Defense Medal. He graduated from the California Highway Patrol Academy and was appointed as a State Traffic Officer on August 9, 1979; he was promoted to the rank of State Traffic Sergeant on March 1, 1992. He served in the West Los Angeles, Westminster, South Sacramento, Riverside, Santa Ana, and Woodland Areas as well as at CHP Headquarters and California Highway Patrol Air Operations. Named by Assembly Concurrent Resolution (ACR) 16, Resolution Chapter 70, on 07/07/2005. The portion of Route 5 between Gyle Road and Flores Avenue in Tehama County is named the "Nomlaki Highway" This segment was named in honor of the people of the Nomlaki Indian Nation, who are the original native inhabitants of Tehama County and have lived in the region since time immemorial. Historically, the Nomlaki greeted the Spanish explorers when they came into Tehama County with the Alferez Gabriel Moraga expedition in 1808. The boundaries of the Nomlaki lands changed with the arrival of the Europeans, but once extended within the Sacramento River Valley including most of present-day Tehama County. The Nomlaki had a sophisticated social, political, and religious structure and were wise stewards of the land and natural resources. The original trails through the Mendocino National Forest and connecting the valley and the mountains were cleared and used by the Nomlaki, some of which evolved into current highways in Tehama and Glenn Counties. Alas, of its original 25,000 acres, the Nomlaki tribal government now has jurisdiction over only approximately 2,300 acres of federal trust land concentrated in a reservation in Tehama County. Named by Senate Concurrent Resolution (SCR) 15, Resolution Chapter 93, on 7/12/2007. The portion of Route 5 between the Pit River Bridge in Shasta County and the Shasta-Siskiyou County line is officially designated the "Stone Turnpike Memorial Freeway". In the decade of the Gold Rush, miners, farmers, and merchants of the Counties of Shasta and Siskiyou were unable to communicate with the outside world or bring their produce to market except over dangerous pack trails due to the rugged terrain in the Sacramento River Canyon. After other wagon road building efforts failed, Elias B. Stone and his sons secured a state franchise to build a wagon road. With brawn, black powder, mules, and oxen, the Stone family built nine bridges across the Sacramento River, 15 bridges across creeks and gulches, and a narrow road notched into the Sacramento River Canyon's walls, running 43 miles, from the Siskiyou-Shasta county line to the Stone family's ferry boat and landing on the Pit River, a few miles above that river' s junction with the Sacramento River. The Stone family completed the Stone Turnpike in the Sacramento River Canyon in 1861, but after only a few months of collecting tolls, disaster, in the form of the worst winter storm known in the area to that time, destroyed most of their work. The Stone family mortgaged all of its property and rebuilt a better toll road despite several legal entanglements. Other parties finally gained full control of the Stone family's company and the Stone Turnpike in 1868. In the 1870s, the Stone Turnpike became the major north to south stage route to Oregon; in 1887, the steel rails of the Central Pacific Railroad displaced the Stone Turnpike in some sections to complete the rail link into southern Oregon. In 1915, the dusty old stage road became Shasta County's part of the Pacific Highway, the predecessor of US 99, which is now I-5. Named by Assembly Concurrent Resolution No. 94, Chapter 98, in 1994. Historically, the portion of this route from Red Bluff to the Oregon state line was called the "Cascade Wonderland Highway".
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Bridge 57-487, at Del Mar Heights Road in Del Mar in San Diego county, is named the "David A. Hoffman Memorial Bridge". It was built in 1964, and was named by Senate Concurrent Resolution 60, Chapter 69, in 1988. David Hoffman, a 30 year old Caltrans engineer, was killed by an errant motorist as he supervised a construction project on I-5 near Oceanside on March 16, 1987. Bridges 57-845, 57-844, the Route 54/Route 5 interchange, is named the "George R. Volland Memorial Bridge". George R. Volland, United State Navy veteran of three wars, died of a heart attack brought on by the effort he exerted to assist the children who were injured in a tragic bus accident in Martinez on June 23, 1976. It was named by Assembly Concurrent Resolution 60, Chapter 30 in 1998. In downtown Los Angeles there are signed directing motorists to "The Wall Las Memorias Project AIDS monument". This designation relates to the The Wall Las Memorias Project, which was founded in 1993 with the mission of educating the Latino community about the HIV/AIDS epidemic and building an eternal monument to honor loved ones who have died from that disease. It was envisioned by local community activist, Richard Zaldivar, who believed that a public symbol would create a focal point for discussion and healing among those impacted by the HIV/AIDS epidemic. Over the past decade, The Wall Las Memorias Project has built support for the AIDS monument through innovative prevention programs, leadership training, and grassroots community organizing, which have led to a coalition of elected officials, community-based organizations, churches, schools, entertainers, union leaders, and community members. It was designed by architect David Angelo and public artist Robin Brailsford, and is located at Lincoln Park in the historic community of Lincoln Heights, northeast of downtown Los Angeles. It is designed as a Quetzalcoatl serpent, an Aztec symbol for rebirth, and it consists of eight wall panels, six murals depicting life with AIDS in the Latino community and two granite panels containing the names of individuals who have died from AIDS, and includes a serene park setting for personal meditation. The sign is located on SB I-5 between exit 135 and 136, and on NB I-5 between Plaza de la Raza and the Main Street sign. Named by Senate Concurrent Resolution (SCR) 3, Resolution Chapter 102, on 7/16/2007. At the junction of Route 5 with Route 126, there will be a "1915 Ridge Route Highway Historical Monument". Begun in 1914 and completed in late 1915, the Ridge Route Highway, officially named the "Castaic-Tejon Route," connected Castaic Junction in Los Angeles County to Bakersfield. It was one of the first products of the newly formed State Bureau of Highways, paid for through the passage of a 1910 bond act. It was considered an engineering marvel of its day and was the first mountain highway built in California. Many credit the 1915 Ridge Route Highway, which opened up travel and commerce between the Los Angeles basin and the San Joaquin Valley, with having prevented California from separating into two separate states. Workers carved out the original 20-foot wide roadway by using horse and mule drawn scrapers and graders, going from ridge top to ridge top across the western San Gabriel mountains. Originally completed as an oiled, graded gravel road, the 1915 Ridge Route Highway was paved in 1919; and was well known for its 697 curves, the most notorious of which was Deadman's Curve near Tejon, that if added together, would make 110 complete circles. The 1915 Ridge Route Highway was replaced in 1933, by a straighter, three-lane highway, which was later widened and became Route 99. On September 25, 1997, 17.6 miles of the 1915 Ridge Route Highway south of Gorman, was accepted into the National Registry of Historic Places. Named by Assembly Concurrent Resolution 98, Chapter 150, October 2, 2001. Note: The Ridge Route Preservation Organziation (RRPO) worked with Assemblyman Runner (author of ACR 98) for the purpose of getting permission to place a historical marker at Castaic Junction, the official beginning of the route on the southern end. ACR 98 directs Caltrans to issue RRPO a permit to construct the monument. Unfortunately, after the passage of ACR 98, they ran into a road block with the permit. They are currently working to resolve the issue. Bridge 22-025, over the Sacramento River between Sacramento and Yolo counties, was named the "Elkhorn Bridge" or "Elkhorn Causeway" through historical and long usage. The name relates to the location, which is near where the Elkhorn Ferry used to run. The ferry may have run as late as 1971. In 1969, the Elkhorn Bridge was renamed the "Vietnam Servicemen Memorial Bridge" by Senate Concurrent Resolution 145, Chapter 357. The Vietnam Servicemen Memorial Bridge is dedicated to the memory of over 600 men from Sacramento, Placer, Yolo, Yuba and El Dorado County who were killed in action in South Vietnam. Bridge 06-021, the Pit River Arm Bridge at Shasta Lake in Shasta county, is named the "Veterans of Foreign Wars Memorial Bridge". It was built in 1941, and named by Senate Concurrent Resolution 59, Chapter 150, in 1994. The Veterans of Foreign Wars of the United States traces its roots back to 1899 when veterans of the Spanish-American War (1898) and the Philippine Insurrection (1899-1902) founded local organizations to secure rights and benefits for their service. After chapters were formed in Ohio, Colorado and Pennsylvania, the movement quickly gained momentum. By 1915, membership grew to 5,000; by 1936, membership was almost 200,000. The VFW planned the establishment of the Veterans Administration, and has been a tireless promoter for veteran's rights. More information on the organization can be found at http://www.vfw.org/. According to the Caltrans publication "Named Freeways, Highways, Structures and Other Appurtenances in California, 1996", Bridge 06-027, at Dog Creek in Shasta county, is named the "Harlan D. Miller Bridge". Harlan D. Miller, Chief of the California Highway Commission Bridge Department from 1924 to 1926, advocated aesthetically pleasing as well as physically substantial bridges. It was built in 1956, and named by Senate Concurrent Resolution 140 in 1974. This was a replacement for the old concrete arch bridge, built on the Pacific Highway in 1927 and now decommissioned. According to California Highways and Public Works, Jan 28, that bridge was was also named after Harlan D. Miller, who was the chief bridge engineer for the California Highway Commission. Mr. Miller died on October 19, 1926. A few days before his death, the CHC designated he structure as the Harlan D. Miller bridge in recognition of his service to the state. You can still see the old bridge from I-5 if you know where to look, and that the Caltrans Library has a lovely photo showing both the new bridge and the old bridge. Bridge 06-192L, the Sacramento River Bridge O.H., is officially named the "Earl Sholes Memorial Bridge", and the highway bridge 06-193L, is officially named the "Dan Heryford Memorial Bridge". On May 25, 1950, in the vicinity of the twin bridges, Shasta County Undersheriff Earl Sholes and Shasta County Deputy Sheriff Dan Heryford were killed by two prisoners that the officers were transporting to Redding on charges that the prisoners had stolen a motor vehicle. Named by Senate Concurrent Resolution No. 2, Chapter 61, in 1997. This route also has the following Safety Roadside Rest Areas:
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The following are Route 5 Business Loops or surface street former routings:
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In Sacramento County, HOV lanes are planned between the I-5/I-80 interchange and Pocket Road (STIP Project #1, June 2002 CTC Agenda Item 2.5b(1)) In Los Angeles County, HOV lanes are proposed between Route 14 and I-10 (with proposals, planning, and eventual construction in various phases), and between the Orange County Line and I-710 (again, in various phases, TCRP Project #42). The "Ultimate HOV Project" (District 7 TCRP Project #42) plans to add HOV lanes between Route 91 and Route 710. The programmed cost is $1.25 billion, and the estimated construction completion date is January 2013, with lanes being opened in five phases, possibly as early as July 2008. The project would add one general purpose lane between Route 91 and I-605, and one HOV lane between Route 91 and I-710. Construction should start in 4Q2004.
In May 2001, the CTC also considered approval for consideration for funding a project for HOV lanes from Route 134 to Route 118. An EIR has been prepared for either an HOV or a general purpose lane on I-5 between Route 91 and I-605 (January 2002 CTC Agenda, Agenda Item 2.2a). See the main status section for more details on this project. In Orange County, HOV lanes have been constructed on I-5 between the Route 91 and the Pacific Coast Highway (Route 1). The first segment to open was between Route 405 and Tustin Ranch Road; this opened in October 1992. In November 1995, the segment between Tustin Ranch Road and .2 mi S of 4th Street in Tustin opened. In May 1996, the following segments opened: (1) .1 mi S of Avery Parkway to I-405; (2) .2 mi S of 4th Street to the Santa Ana River, and (3) Route 1 to Ortega Highway. In June 1996, the segment between Ortega Highway and Avery Parkway, opened. HOV lanes between Route 22 and Route 91 opened in 2001. All lanes require two or more occupants, and are always in operation. In San Diego County, HOV lanes exist between the Mexico and US ports of entry. These require four or more passengers, and operate 24 hours a day on weekdays. HOV lanes are also planned for I-5 in San Diego as follows: (1) from I-8 to I-805; (2) from I-805 to 0.3 mi N of Del Mar Heights Road overcrossing (construction starts January 1998); (3) from 0.3 mi N of Del Mar Heights Road to 0.1 mi N of Manchester Road (construction starts January 1999); (4) from 0.1 mi N of Manchester Avene to Pointsettia Lane; (5) from Pointsettia Lane to Route 76; from Route 76 to the Orange County line from the I-5/I-805 junction to Del Mar Heights Road.
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Approved as chargeable Interstate on 7/7/1947; the original routing was along Route 99, this was later changed to the westerly realignment. This route was originally approved as I-5 (with the route splitting near Tracy into I-5W (current I-580 and I-505) and I-5E). In November 1957, the California Department of Highways suggested using I-11 for this route (to permit use of I-3 [I-280] and I-5 [I-680] in the San Francisco Bay Area, and I-7 [I-405] and I-9 [I-605] in the Los Angeles area), but this was rejected. As noted above, the designation I-5 was proposed in November 1957 for what is now I-680.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959 by Chapter 1062.
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[SHC 263.3] From the international boundary near Tijuana to Route 75 near the south end of San Diego Bay; and from San Diego opposite Coronado to Route 74 near San Juan Capistrano; and from Route 210 near Tunnel Station to Route 126 near Castaic; and from Route 152 west of Los Banos to Route 580 near Vernalis; and from Route 44 near Redding to the Shasta Reservoir; and from Route 89 near Mt. Shasta to Route 97 near Weed; and from Route 3 near Yreka to the Oregon state line near Hilts.
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The portion of this route that is former US 99 was designated as a "North-South Blue Star Memorial Highway" by Senate Concurrent Resolution 33, Ch. 82 in 1947. This route (I-5) was designated as a "North-South Blue Star Memorial Highway" by Senate Concurrent Resolution 61, Ch. 116 in 1971.
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[SHC 164.10] Entire route.
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Overall statistics for Route 5:
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The route that was to become LRN 5 was first defined in 1909. It was extended in 1933 with a segment from Stockton to Mokelumne Hill. By 1935, it was codified into law as follows:
It was not a primary highway. In 1961, Chapter 1146 rerouted the highway in San Jose, changing the definition to:
Chapter 2155 in 1963 extended the route to West Point. The signage of this route was as follows:
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From Route 395 near Bishop to the Nevada state line near Montgomery Pass.
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The definition of Route 6 is unchanged from the 1963 definition.
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The routing of the 1934 Route 6 was similar to that of pre-1963 Route 26 (also LRN 173), so it is likely that the early Route 6 signed route was also LRN 173. This routing was along Pico Blvd E from signed Route 3 (Lincoln) [later signed US 101A (LRN 60), now Route 1], N on Robertson to Olympic, E on Olympic to Crenshaw, N on Crenshaw, E on 10th Street and 9th Street, then E on Mines Ave near Huntington Park, then SE along Anaheim-Telegraph Road to Santa Fe Springs, then SE along Los Nietos Road, S on Valley View, SE on La Mirada Road to Route 39. This routing appears to have disappeared by 1939 and for much of it, there is not a parallel legislative route.
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In 1937, it was proposed that US 6, from Provincetown MA to Los Angeles CA be designed the Grand Army of the Republic Highway. In 1943, the California Department of Transportation adopted the name Grand Army of the Republic Highway for US 6. According to CalTrans in March 1994, the Grand Army route is now US 6, then US 395 to Route 14, Route 14 to I-5, I-5 to I-110, and then south to San Pedro. A monument marking the western terminus of the Grand Army Highway may be found on the wall on the S side of Ocean Avenue, in front of the Terrace Theatre. It was named by Assembly Concurrent Resolution 33, Chapter 73, in 1943. One map from 1938 shows US 6 as being named the "Roosevelt" Highway.
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ACR 26 requested the Department of Transportation, upon application by an interested local agency or private entity, to identify any section of former U.S. Highway Route 6 that is still a publicly maintained highway and that is of interest to the applicant, and to designate that section as Historic U.S. Highway Route 6. Chaptered July 3, 2007. Resolution Chapter 67.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959. Note that although the route is legislatively designated as freeway, it is not constructed to freeway standards (i.e., there are grade crossings).
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Overall statistics for Route 6:
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[SHC 164.10] Entire route.
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The routing that would become LRN 6 was defined in the 1909 First Highway Bonds, running from Sacramento to Woodland Junction. It was extended in 1933 to run from [LRN 8] near Napa to Winters via Wooden Valley and Berryessa Valley. By 1935, the routing had been codified as being:
Only the first segment was considered a primary route. In 1939, Chapter 473 changed the reference to "Woodland Junction" to [LRN 7]. In 1957, Chapter 36 filled the gap between the two segments, changing the second segment to read "[LRN 8] near Napa to [LRN 90] near Winters". In 1959, Chapter 1062 added the north bypass of Napa, changing the second segment again to “[LRN 49] near Napa to [LRN 7] near Davis”. Signage on the route was as follows:
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From the northerly boundary of the Federal Port of Entry near Calexico to Route 8 near El Centro.
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In 1965 the southern end was truncated by Chapter 1372, transferring the San Pedro portion and bridge to Route 47. This left the route definition as "from Route 1 to Route 210 in Pasadena." In 1982, Chapter 914 extended the definition to include that portion of the freeway between Route 1 and the northern end of Harbor Scenic Drive, that portion of Harbor Scenic Drive to Ocean Boulevard, that portion of Ocean Boulevard west of its intersection with Harbor Scenic Drive to its junction with Seaside Boulevard, and that portion of Seaside Boulevard from the junction with Ocean Boulevard to Route 47. It was noted that this extension didn't become operative unless the commission approves a financial plan. In 1984, this route was transferred to Route 710 as it was approved as non-chargable interstate. Note that the pre-1963 Route 7 had been signed as Route 15 [LRN 167], but in 1964 the Route 15 designation was reassigned to I-15. In 1994, the definition was changed to "from the northerly boundary of the Federal Port of Entry near Calexico to Route 8 near El Centro." (Chapter 1220)
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For information on the 1964-1984 Route 7, see I-710.
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A controlled access highway routing has been adopted from Route 98 to I-8, per the August 2000 CTC Agenda. According to Don Hagstrom in October 2002, the Route 7 Expressway completion between Route 98 and I-8 should be complete soon, giving trucks a full expressway route to the interstate, and allowing then to avoid the narrow 2-lane Route 98. A future extension of Route 7 north may be constructed as a routing of a new Route 115 expressway as well, although this is far off. Note: Apparently, a 2007 episode of the TV program "24" featured a Route 7 that ran from the central part of Los Angeles (Florence and something) to Newhall. Although Pre-1964 Route 7 ran to Newhall, it was only from the top of the San Fernando Valley (Sepulveda Blvd), not from Central Los Angeles. In September 2009, the CTC relinquished right of way in the county of Imperial along Route 7 from Heber Road to Hunt Road, consisting of relocated or reconstructed county roads, and frontage roads.
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[SHC 253.1] Entire route.
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In November 1957, the California Department of Highways proposed the designation I-7 for what is now I-505. This was part of an approach to number current I-5 as I-11, and use the single odd digits for what are now loop routes in the San Francisco Bay and Los Angeles areas.
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Overall statistics for Route 7:
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The route that would become LRN 7 was defined in the 1909 first bond act, running from Tehama Junction to Benicia. In 1931, it was extended by the addition of the secondary routing from [LRN 14] near Crockett to American Canyon Route near Vallejo. By 1935, the route was codified as:
It was then quickly amended by Chapter 274 to the simpler:
This amendment closed the gap between Vallejo and Red Buff, and included the [2] portion of the route that had been part of LRN 104. However, that portion was not removed until 1939. By 1935, this was all considered a primary route. In 1957, Chapter 36 extended the route to Albany, simplifying the definition to “[LRN 69] in Albany to [LRN 3] near Red Bluff”. LRN 69 was signed as Route 17, and is approximately I-580 today. LRN 7 was signed as US 40, and is approximately I-80 today (thus, LRN 7 began near what is now the I-80/I-580 interchange). It continued NNE signed as US 40 (approximately today's I-80) until just SSW of Davis. LRN 7 continued N cosigned as US99W/Alt US 40 until Woodland. This is present-day Route 113. LRN 7 then jogged W briefly signed as US99W/Route 16, and then continued N signed as US99W until the junction with US99E (LRN 3) near Red Bluff. |
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Circa 1935, there was a part (3) that ran from Route 49 near Jackson to Woodlake (near the Nevada state line) through Pine Gr., Cooks Sta., and through Carson Pass. This was later resigned as Route 88. It was LRN 34.
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[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.
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Overall statistics for Route 8:
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The portion of this route from San Diego to the Arizona state line was designated as a "Blue Star Memorial Highway" by Assembly Concurrent Resolution 62, Ch. 107 in 1961.
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[SHC 164.10] Entire route.
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The routing that would become LRN 8 was defined in the first highway bond act of 1909, running from Ignacio to Cordelia via Napa. By 1935, it had been codified into the highway code without change:
The entire route was a primary route. In 1937, Chapter 841 changed "Cordelia" to "[LRN 7] near Cordelia". In 1961, the description was relaxed to read “[LRN 1] (US 101) near Novato to [LRN 7] near Cordelia via the vicinity of Napa”. Starting from US 101 (LRN 1), LRN 8 was signed as US 48 (later Route 37) until the present Route 37/Route 121 junction. It then continued N signed as Route 37 (post-1964 Route 121) to Shellville, continuing easterly towards Napa cosigned as Route 12/Route 37 (post 1964 Route 121). From Napa S, it was cosigned as Route 12/Route 29 (present-day Route 221), until Route 29 diverged. LRN 8 continued signed as Route 12 to Cordelia, where it joined with US 40 (LRN 7). |
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Return to State Highway Routes |
 Highways 9-16 |
![[Causeway]](images/001-causeway.jpg)
A small portion (the segment between the two current Route
135 portions) was originally defined as LRN 
This route is part of the ![[Map]](maps/001-cambria-harmony.jpg)
There are plans to make some
roadway improvements near Cambria that include passing and left turn lanes. The
project is fully funded in the 2006 State Transportation Improvement Program
(STIP). The total estimated project cost, support and capital, is $4,389,000.
It is estimated to begin construction in Fiscal Year 2008-09. The CTC received
the report of a negative mitiaged EIR in December 2007.![[San Simeon]](maps/001-sansimeon.jpg)
There are plans to realign the
route near San Simeon. In December 2008, the CTC reviewed a draft EIR regarding
the realingment, but had no comments other than a need to identify a funding
source. The project would realign a portion of Route 1 from just north of
Piedras Blancas Lighthouse to the Arroyo de la Cruz Bridge near San Simeon. The
project is not currently funding, but is included in the 2008 State Highway
Operation and Protection Program (SHOPP) Long Lead Projects list consistent
with Commission Resolution G-13. This resolution requires the Department to
notify the Commission when project development work begins on SHOPP projects
that are not currently programmed. The total cost of the project is estimated
to be $43,270,000. Construction is estimated to begin in Fiscal Year 2012-13.
There are currently two alternatives:
In 2007, the CTC recommended funding of the
following projects from the Corridor Mobility Improvement Account (CMIA):
2-lane expressway, Salinas Rd interchange in Monterey County ($37,061K
requested and recommended) and auxiliary lanes, Morrissey to Soquel Ave. in
Santa Cruz County ($16,190K requested and recommended). They did not
recommend funding auxiliary lanes from 41st Ave to Soquel Ave. in Santa Cruz
County ($17,973K requested) or from Park Ave to Bay/Porter in Santa Cruz County
($21,389K requested). In May 2008, the project was amended to delete Morrissey
Ave from the scope. In June 2008, the funding was adjusted.
In October 2009, the
CTC approved for future consideration of funding a project in Santa Cruz County
that will construct auxiliary lanes on Route 1 from just west of Soquel Avenue
to just east of Morrissey Boulevard, replace the La Fonda Avenue Overcrossing,
and construct roadway improvements. The project is programmed in the Corridor
Mobility Improvement Account and the 2008 State Transportation Improvement
Program, and includes Federal Demonstration funds, Regional Surface
Transportation Program funds, and local funds. Total estimated project cost is
$22,058,000, capital and support. Construction is estimated to begin in Fiscal
Year 2010-11. The scope as described for the preferred alternative is
consistent with the project scope set forth in the concurrent project baseline
amendment. The amendment will modify the project by eliminating the proposed
improvements at the Morrissey Boulevard Interchange.
This segment was part of the "Arrowhead Trail (Ocean to
Ocean Trail)". It was named by Resolution Chapter 369 in 1925.
This segment was part of the "National Old Trails
Road". 
This segment appears to have been part of the
"National Park to Park Highway", and the "Pikes Peak Ocean to Ocean
Highway". 
In
December 2009, the CTC approved for future funding a project that will widen
the existing roadbed to provide left-turn movements, add shoulders and
construct drainage improvements along Route 2 in the community of Wrightwood
from west of Rivera Drive to east of Sheep Creek Drive. The project is fully
funded in the 2008 State Highway Operation and Protection Program. Total
estimated project cost is $8,012,000, capital and support. Construction is
estimated to begin in Fiscal Year 2009-10.![[160/4 interchange]](images/004-bypass.jpg)
According to James Bradley, as of August 2004, the Route 4 Bypass
Authority has approved and begun construction on the new Route 4 Bypass, to be
completed in THREE segments. Segment TWO was completed in 2002 and is open for
traffic as a two lane roadway. It runs from Lone Tree Way at the
Antioch/Brentwood border to Balfour Road in Brentwood. Segment ONE began
construction in 2004, and was completed in February 2008. It runs from the
current Route 4/Route 
There are also plans to add a
road connection for a Route 4 Bypass Road. This connection will relieve local
traffic congestion and support planned development and growth in the area. The
Bypass Road is being constructed in three segments. The northernmost segment,
which includes the Route 4/ Bypass Road interchange, opened to traffic in
February 2008. At the completion of the remaining segments, it is proposed that
the Bypass Road be adopted as Route 4 and existing Route 4 be relinquished to
the local agencies. However, as of the time of opening, "Bypass Road" was not
yet officially Route 4, it has been signed as Highway 4 from the Lone Tree Way
onramp to the interchange with NB Route ![[I-5 Sign]](images/i5crossing.gif)
Near San Clemente, there is a
freeway crossing sign (5-feet × 7-feet) warning of people attempting to
run across this freeway. This is because there is a border crossing checkpoint
on NB I-5 in this area, and people wishing to avoid the INS often attempt
(stupidly) to run across the freeway. The unusual signs are a reminder of an
era when San Diego County had by far the most freeway pedestrian deaths in the
nation. In the 1980s, dozens of illegal aliens were killed or injured each year
as they tried to cross the treacherous freeways near the U.S.-Mexico border.
Recent efforts have reduced the death rate. There are a variety of factors:
beefed-up law enforcement, a doubling of patrols at the border and increased
public awareness. The problem reached its height in 1989, when 24 illegal
aliens were killed on the freeways near the border. From 1985 to 1987, 128 died
and 105 were injured. In 1992, Caltrans erected a special warning sign, and
built 10- to 12-foot high median fences in the area. Since that time, the
number of injuries and deaths has dropped. Part of this is due to Operation
Gatekeeper, a joint operation that fortified walls between San Diego and
Tijuana that moved the cross-border traffic to the east. There were none in
1997, the year the California Highway Patrol stopped keeping track. There were
no pedestrian fatalities between 1998 and 2002, and there is currently talk
that the sign has outlived its usefulness and should be taken down. The sign
itself was designed by John Hood, a longtime CalTrans graphic artist in 1990.
There were several versions of the sign, some stuffed in the envelopes of
residential electric bills, other posted at rest stops. In some, the characters
had eyes and other features; officials felt those would be too detailed for
motorists to discern at high speed. In another, the mother juggled a baby and a
sweater, but that too was deemed overly complicated for the freeway. The artist
is quoted in an article on the sign in the
![[TCRP 42.1]](maps/005-tcrp-42.1.jpg)
According to plans,
commuters will have to wait until 2016 to see what is predicted to be a
$1.4-billion expansion from the Orange County line through the L.A. County
cities of La Mirada, Norwalk, Santa Fe Springs and part of Downey to the
junction with I-![[Commerce Project]](maps/005-commerce.jpg)
In April 2008, the
CTC reviewed a notice of preparation for an EIR for roadway improvements near
Commerce. The proposed project would construct additional lanes and upgrades to
existing lanes and shoulders to current standards. The project is programmed in
the 2006 State Transportation Improvement Program for environmental only. The
project is fully funded for Project Approval/Environmental Document in the
amount of $2,592,000 in the 2006 State Transportation Improvement Program
(Transportation Facilities Account) - Regional Improvement Program ($432,000)
and Federal Demonstration funds ($2,160,000). Depending on the alternative
selected, the total estimated project cost ranges from $900 million to $1.6
billion (including right of way and construction). Construction is estimated to
begin in Fiscal Year (FY) 2016-17. The proposal intially saw the following
options:![[TCRP 43]](maps/005-tcrp-43.jpg)
In his
![[005-014 interchange]](maps/005-014-interchange.jpg)
Construction
started in late 2008 on a $156 million project to elevate a two-lane car-pool
lane to connect car-pool lanes on I-5 and Route ![[Santa Clarita HOV]](maps/005-santaclarita.jpg)
In
March 2009, the CTC recieved a draft EIR for review concerning a project in Los
Angeles County will construct high occupancy vehicle lanes in each direction
and roadway improvements from Route 5/14 interchange to just south of Parker
Road Interchange near the City of Santa Clarita. The project is not fully
funded. The project is programmed with Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users (SAFETEALU) funds and private
funds in the amount of $63,200,000. The total cost of the project is estimated
to be between $506,000,000 and $605,000,000. Assuming the availability of
funding, construction is estimated to begin in Fiscal Year 2010-11. There are
three alternatives: ![[TCRP 108]](maps/005-tcrp-108.jpg)
TCRP
Project #108 plans to add a northbound lane to the freeway through the Mossdale
"Y", from I-
In December 2007, the CTC received an EIR
regarding a project near Stockton that would construct roadway improvements
including a new interchange on Route 5 near Stockton. The project is fully
funded in the 2006 State Transportation Improvement Program (STIP). The total
estimated project cost, capital and support, is $40,000,000. Construction is
estimated to begin in Fiscal Year 2009-10.![[Rte 5 Widening]](maps/005-stockton2.jpg)
There
are also plans to add an Auxilliary Lane from the Monte Diablo on-ramp to the
Country Club off-ramp, northbound. In March 2009, the CTC recieved more
specifics on this project in the notice of preparation of an EIR. The proposed
project would construct two additional lanes on Route 5 (one in each direction)
between Country Club Boulevard and Eight Mile Road, modify two existing
interchanges (Hammer Lane and Eight Mile Road), and construct two interchanges
(Otto Drive and Gateway Boulevard). It is proposed that the project be funded
from San Joaquin Measure K funds, future bond funds, developer contributions,
and local public facility fees generated by ongoing development. The total
estimated project cost is $500,000,000. Construction of the mainline
improvements is estimated to begin in Fiscal Year (FY) 2010, with the
interchange improvements to follow in phases with final completion estimated
for FY 2020. The alternatives being considered are:![[Consumnes River Blvd Bridge]](maps/005-sactobridge.jpg)
In March 2009, the CTC approved for future consideration
of funding a project located in the southwest quadrant of the City of
Sacramento that would extend Cosumnes River Boulevard from its current westerly
terminus at Franklin Boulevard to an interchange at I-5, and then farther west
to an at-grade intersection with Freeport Boulevard (Route ![[Map]](maps/005-elk-grove-hov.jpg)
In his
In
October 2009, the CTC approved for future consideration of funding a project
that will replace the Shasta River Bridge (note that this bridge is not on I-5
proper, but appears to be on the former US 
Seemingly related to HPP #2067,
during its July and September 2006 meetings the CTC considered reprogramming
funds into a project to reconstruct the interchange at I-5 and French Camp Road
in the city of Stockton (City). In the 2006 STIP, SJCOG proposed programming
construction funding in FY 2007-08 for the project. The Commission was unable
to program the project in the 2006 STIP, due to insufficient funding capacity
for San Joaquin County. Since the adoption of the 2006 STIP, SJCOG and the City
have been looking for ways to fully fund this project. The City is the
implementing agency for the project, and indicates the environmental document
of the project is nearly complete. The PS&E phase will be done and the
project will be ready for construction in FY 2009-10. SJCOG is requesting the
Commission reprogram the $16,667,000 from Route 
The portion of this route that was part of US 
The portion of I-5 N of Sacramento was part of the
"Pacific Highway". 
The portion of this route from I-![[Volcanic Byways]](logos/volcanic.jpg){kind=small}
This route is part of the
![[TCRP 41.1, 41.2]](maps/005-tcrp-41.jpg)
There is also a plan
to add HOV lanes from Route 
In 1963, Route 7 was defined as "from Route 
This route (as US 
This route (as US 
This route (as US 
