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Legislative: From Route 5 south of San Juan Capistrano to
Route 101 near El Rio.
Note: The legislature has authorized relinquishment of the portion
of Route 1 that is located within the city limits of Dana Point and is between
the western edge of the San Juan Creek channel overcrossing and the city limits
of the City of Laguna Beach to the City of Dana Point (AB 635, Chapter 757,
10/11/2001). It was up for relinquishement in January 2005... and again in July
2005.
Note: The legislature has authorized relinquishment of the portion
of Route 1 that is located between Jamboree Road and the southern city limits
of the City of Newport Beach to the City of Newport Beach, per SB 290, Chapter
825, 10/13/2001. This was up for consideration by the CTC in June
2004.
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Actual:
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From Route 5 south of San Juan Capistrano to the western edge of
the San Juan Creek channel overcrossing in the city limits of Dana
Point.
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From the border between the City of Dana Point and the city
limits of the City of Laguna Beach to the southern city limits of the City of
Newport Beach.
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From Jamboree Road near Newport Beach to Route 101 near El
Rio.
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This segment was defined in 1963 (Chap. 385).
As of July 1, 1964, part (1) was planned as freeway for the entire
route. Construction of this as freeway was killed around the same time as the
Whitnall Fwy, Route 64.
According to a 1971 report by the City of Long Beach about the Pacific
Coast Freeway (Route 1), most of the freeway proposals for the route in
adjoining cities had been killed (with the exceptions of the route adoptions in
Huntington Beach and Newport Beach), so that the freeway, once envisioned as
running from Oxnard to San Juan Capistrano, would only run from the Harbor
Freeway across Long Beach to the San Gabriel River Freeway (indeed, the report
refers to the route as the Crosstown Freeway as often as it refers to it as the
Pacific Coast Freeway). Since the truncated freeway would be of little benefit,
the Long Beach City Manager requested that the State Division of Highways
remove the route from the Freeway and Expressway system. The proposed route in
Long Beach would have run to the south of Pacific Coast Highway (between
Anaheim Street and 10th Street) and a portion of the Pacific Electric
right-of-way; the truncated route would have then turned northeast to connect
to the western stub of the Route 22 freeway (7th Street) and I-405 and
I-605.
(Thanks to Daniel Thomas for finding this
information)
Remarkably, plans were under review to construct this freeway as an
ocean causeway in the Malibu area (and you thought oil-rigs were bad!)
California Highway and Public Works, March-April 1964, said:
This is the longest freeway planned in District VII; it will extend
about 113 miles from the Ventura Freeway north of Oxnard to Serra Junction at
Capistrano Beach, in Orange County. The only portions constructed to date are a
6.8 mile section south of Oxnard, and a connection between the Pacific Coast
Highway and the San Diego Freeway in Capistrano Beach. Briefly, the status of
the route, from north to south in the district, is as follows:
El Rio to Oxnard: location of the route is being considered in
connection with the Oxnard Bypass, on which two public hearings have been held.
Oxnard to Calleguas Creek, 6.8 miles constructed in 1957.
Conversion of the existing three-lane Pacific Coast Highway to freeway
standards in the vicinity of Point Mugu Naval Station is planned for the
future.
Calleguas Creek to Malibu Canyon Road: California Highway Commission
hearing on adoption of route, about 22 miles, was held in Santa Monica February
25, 1964, and two district hearings were held in 1961.
Malibu Canyon Road to terminus of the Santa Monica Freeway in the City
of Santa Monica: In addition to conventional inland locations, route location
studies on this 13-mile section are considering the possibility of locating all
or part of the freeway on a causeway offshore in the ocean; an alignment along
the existing shoreline on a widened beach; or various combinations of causeway
and shoreline locations.
In 1961, the U.S. Army Corps of Engineers was engaged by the Division
of Highways to study the feasibility of the marine location. A report of this
study, received in November 1963, is being reviwed by the division and other
interested state agencies. The report covers only the marine phase of the
project. Conventional land locations are being studied by the division.
The Corps of Engineers investigated nine alternate offshore and
onshore freeway alignments involving earth fills and embankments, beach
widening and structures. [...] The report concluded that:
- It is engineering feasible to construct the proposed freeway on a
marine alignment.
- A joint highway-recreational facility extending from Santa Monica
to Malibu would enhance the recreational potential of the area.
- Maintenance of sand bypassing operations in connection with each
of the plans considered are feasible.
- It is not expected that builidng any of the considered projects
would post any insurmountable problems to the construction industry.
From Santa Monica south to the end of the route, location studies are
being made except in the following areas: 10 miles in Orange County (Huntington
Beach-Newport Beach) already adopted; 14 miles between El Segundo and the
Harbor Freeway in Wilmington; and about 3 miles between the Marina Del Rey and
Olympic Boulevard on the Santa Monica Freeway.
Here are some more details on this, from the
Santa
Monica Surf in 2003:
![[Causeway]](images/001-causeway.jpg) Along with the company Seaway
Enterprises Incorporated of Beverly Hills, John Drescher (a local businessman),
crafted an ambitious scheme. On July 19, 1961, Seaway Enterprises presented the
City Council with a thirty-page document, complete with artist renderings,
proposing the construction of an island causeway off the coast. Located 4,000
feet from shore, the 30,000-foot long causeway would run parallel to the
coastline from Santa Monica beach all the way north to Malibu. In the middle of
this artificial archipelago would stretch a 200-foot wide freeway called
“Sunset Seaway.” It was a remarkable concept. Not only would the
brand new highway alleviate the pressure on the coastal road but it would also
provide an additional 2.5 million square feet of public beach facing the ocean.
The new beaches would accommodate “up to 50,000 persons on peak
days,” according to the Seaway Enterprises document. In addition to the
new land, the area of water between the natural shoreline and the artificial
causeway would become a series of marinas accommodating 1,700 small craft.
On August 29 1961, with Santa Monica City Manager Ernest N. Mobley
leading the charge, the Santa Monica City Council established a Causeway and
Freeway Committee to “consider and recommend on the desirability and
feasibility of the causeway proposal made by Seaway Enterprises and/or any
similar proposal.” One of the most challenging questions facing committee
members was: “Where would all the rock come from?” When the Santa
Monica breakwater was constructed in the early thirties, quarry stone had been
shipped in barges all the way from Catalina Island; specifically, it was on
barges that were towed by tugs and then dumped into the bay at the side of the
breakwater. In the case of Sunset Seaway, the estimated tonnage clocked in at a
staggering 97 million cubic yards of landfill for the causeway alone and an
additional 2.5 million tons of rock to construct a submerged reef to protect
it. According to Drescher’s proposal, the causeway would be a phased
operation. Rock from the nearby mountains would first be used to create a
protective reef. Once in place, the initial landfill for the causeway would
come from terracing the mountains, creating an ideal location for new property
while at the same time providing some much-needed tonnage. To do this, there
would be a conveyor system crossing over Pacific Coast Highway; resulting in
millions of tons of rock passing over the heads of motorists below.
What killed the project was reality. The reality, learned from
experience in the Marina Del Rey project, that tidal forces would require
regular and costly dredging for silt. The reality of opposition from residents.
The reality of construction costs. The reality of legal and legislative
headaches, requiring watertight inter-agency agreement just to get the project
into planning phases. The reality of the environmental effects of taking 97
million cubic yards of landfill from the nearby Santa Monica Mountains and
piling it into the ocean to create a six mile landmass on which to build a
highway. The reality of LA Councilman Marvin Braude opposing any city
contributions to the project. In September 1965, Governor Edmund
“Pat” Brown vetoed the causeway bill. The Causeway Freeway Commission
was disbanded in 1966.
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  The portion of this segment segment from San Juan Capistrano
to Oxnard was added to the state highway system in 1919 as LRN 60. The
legislative route was extended in 1925 as far as El Rio (Chapter 309). The
segment was first signed in 1934 as part of the initial state signing of
highways. It was originally signed as Route 3, and ran down the "Roosevelt
Highway" south from El Rio. The highway was named after President Theodore
Roosevelt. In 1964, this was resigned as Route 1. Between 1934 and 1964, this
was signed as Alt US 101 (or US 101A), and for portions was co-signed with US 6
and US 91.
As for the numbering as US101A: On July 20, 1935, the highway department
notified AASHTO:
In accordance with the rights delegated to the individual states, we
have designated the State Highway from Junction US 101 north of El Rio in
Ventura County south along the coast to a junction with US 101 at Serra as
Alternate US 101.
Practically all of the area this route traverses is incorporated, and
the designation conforms to that given for an Alternate Route.
We would like to have this route shown in the description of US
Numbered Routes.
AASHTO subsequently approved this alternate route on September 26, 1937,
with an effective date of January 1, 1938.
There has been some interesting discussions regarding the route of Route
1 in the Los Angeles South Bay in the early 1940s. According to one map, Route
1 angling slightly northeasterly the current alignment in the middle of Redondo
Beach, directly intersecting Camino Real (Sepulveda coming in from Torrance),
then sharply angling northwest and then northeast at the north end of Redondo
Beach. One explanation for this is an alignment that leaves the current route
at Francesca Avenue, then follows Francesca (which angles just east of north
then curves back northwest) and crosses the current alignment again to
intersect Catalina Avenue (formerly Pacific Avenue), then back to the current
alignment at the Hermosa Beach line. Another probable old alignment through
Torrance is Newton Street, which skirts the base of the Palos Verdes Hills and
intersects (or intersected) PCH at an angle on both ends. This runs through the
once-independent village of Walteria, now essentially indistinguishable from
the rest of Torrance. [Above information from Steve
Riner]
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There is a regional transportation improvement project to widen the
following portions of Route 1 in Los Angeles County: between 92nd and Grand;
between 33rd Street and Rosecrans Avenue; between Hughest Terrace to La Tijera
Blvd; between Figi Way and Hughest Terrace. This will also include demolishing
the Culver Blvd overcrossing and constructing a new six-lane overcrossing with
longer spans, as well as removal of some medians to turn them into traffic
lanes.
In late March 2007, the City of Torrance indicated its desire to take
over the segment of this route within its city limits. Specifically, the
Torrance City Council voted unanimously to send a letter indicating its
interest in having the state Department of Transportation relinquish control of
the 5-mile segment of Pacific Coast Highway and 6-mile stretch of Hawthorne
Boulevard within Torrance limits. Sending the letter is a precursor to an
estimate the city is required to provide to Caltrans of the cost of bringing
each road up to a "state of good repair." City staff members believe it will
cost $25M to $30M for each road, which the state would provide to the city in
the form of a one-time payment. Bringing the route under city control will
allow the city to improve the timing of signal lights to improve traffic flow
and reduce the bureaucracy needed to upgrade the roads.
(Source: Daily Breeze, 3/29/2007)
The intersection with Route 107 in Torrance is being reconstructed under
TCRP Project #46. This project was to reconstruct the intersection of Hawthorne
Boulevard (Route 107) and Pacific Coast Highway (Route 1) by adding turn
pockets. The cost to complete PA&ED was significantly underestimated in the
original application, and additional TCRP funds are required to complete the
phase. With R/W estimated to be over $26,000,000, the overall project cost has
exceeded the total TCRP funds available. Per the September 2006 CTC Agenda,
until such time as the City of Torrance and the Department can identify
additional funds to complete PS&E, R/W, and Construction, those phases have
been put on hold. In order to complete PA&ED and closeout the phase, an
additional $467,000 of TCRP funds is required. Note: According to the Daily
Breeze on 3/29/2007, this project was originally began by the City of Torrance,
and was to consist of a right turn lane from northbound Hawthorne Boulevard to
eastbound Pacific Coast Highway. The project was estimated to cost about $2
million. Caltrans took over the project, changed the scope of the improvements
to include the entire intersection, studied and designed it at a cost of $2
million, and concluded that upgrading the entire intersection would cost $15
million.
Route 1 in Oxnard is currently undegoing extensive construction at the
Pleasant Valley Road Interchange. When this construction is complete in June
2003, Route 1 will be routed onto Rice Ave vice Oxnard Blvd.
A small portion in Malibu was up for vacation in April 2003: 07-LA-1-PM
50.9 Route 1 in the City of Malibu.
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Officially named "Pacific Coast Highway" per State Highway Code
§635. The name derives from the fact the highway runs along the Pacific
Coast. This designation came from Assembly Bill 1769, Chapter 1569, in 1959.
Maps based on the 1956 freeway plan show a coastal freeway, named the
"Pacific Coast Freeway" or "Ocean Freeway" between Malibu Canyon
and Seal Beach. This route would have run to the W of Los Angeles International
Airport along Vista Del Mar. The portion of this route constructed to freeway
standards in Ventura County is named the "Pacific Coast Freeway" (per
the book LA Freeways), and opened in 1957.
The portion of this route from its southern terminus in the City of San
Juan Capistrano to its intersection with Golden West Street in the City of
Huntington Beach is named the "Orange County Korean War Veterans Memorial
Highway". It was named in honor of the 50th anniversary of the Korean War,
for June 25, 2000, marked the 50th anniversary of the invasion of South Korea
by North Korea and the start of the three-year Korean War with combat
hostilities ending upon the signing of an armistice agreement by the United
Nations and North Korea on July 27, 1953.
The portion of this route from the intersection of Golden West Street in
Huntington Beach to the intersection of Westminster Avenue in Long Beach is
officially named the "U.S. Submarine Veterans of WWII Memorial Highway."
This segment is near the U.S. Submarine Veterans WWII National Memorial West
located at the Seal Beach Naval Weapons Station, which honors the 52 boats and
over 3,500 sailors lost on World War II submarines and the two submarines lost
in the Cold War, the Thresher and the Scorpion. Named by Assembly Concurrent
Resolution 98, Chapter 103, August 14, 2000.
The portion of this route in Los Angeles County is also officially named
the "Los Angeles County Vietnam Veterans Memorial Highway".
Additionally, the portion in Ventura County is named the "Ventura County
Vietnam Veterans Memorial Highway". It was named this because Route 1 has a
strong historical significance for the military personnel of the Vietnam War
era as it passes beside a significant number of California military bases
(United States Naval Weapons Station at Seal Beach, the United States Coast
Guard Headquarters at Long Beach, Vandenberg Air Force Base, Point Mugu Naval
Weapons Station, the United States Coast Guard Station at Oxnard, the Ventura
County Naval Base, Camp San Luis Obispo Military Reserve, the Ventura County
California Air National Guard Base, the United States Naval Reservation at
Monterey, and Fort Hunter Liggett) on which military personnel were trained and
dispatched to Vietnam. More than 350,000 California veterans served in the
Vietnam War, which resulted in 40,000 of them being wounded and 5,822 killed or
missing in action, representing more than 10 percent of the nation's total
casualties. Los Angeles County has the largest number of Vietnam veterans in
California and 1,857 of its residents were killed or missing in action during
that war. More Californians received the Medal of Honor, the Bronze Star, and
the Purple Heart than veterans of any other state. The Los Angeles County
portion was named by Assembly Concurrent Resolution 115, Chapter 94, July 12,
2000. The Ventura County portion was named by Assembly Concurrent Resolution
135, Chapter 89, June 27, 2002.
Route 1 was originally named the "Roosevelt Highway", after
President Theodore Roosevelt.
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Tunnel 53-008, in Santa Monica, is named the "Robert E. McClure
Tunnel". It was built in 1939, and was named by Assembly Concurrent
Resolution 234, Chapter 393, in 1969. Robert McClure was the editor and
publisher of the Santa Monica Evening Outlook, a delegate to the 1964
Republican Convention, and a member of the California Highway Commission from
1954 to 1962. He is remembered as "the father of the Santa Monica Freeway".
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[SHC 253.2] From the Los Angeles-Ventura County line to Route 101 near
El Rio; constructed as freeway for 8 mi S of Oxnard.
- 1959: Entire segment was added to the Freeway and Expressway system
(Chap. 1062).
- 1965: Deleted: Route 107 to Route 91 (Chapter 1372).
- 1967: Deleted: Route 91 to Route 105 (I-105) (Chapter 674)
- 1970: Deleted: Route 90 to Santa Monica (Dewey Street) (Chapter
634)
- 1971: Deleted: Santa Monica to Los Angeles-Ventura County line
(Chapter 179)
- 1971: Deleted: South border of LAX to Route 90 (Chapter 963)
- 1972: Deleted: Route 22 to Route 47 (Chapter 150)
- 1972: Deleted San Juan Capistrano to Route 22; Route 47 to Route 107
(Chapter 784)
- 1981: Deleted I-105 to South border of LAX (Chapter 292)
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[SHC 263.2] From Route 5 south of San Juan Capistrano to Route 19 near
Long Beach; and from Route 187 near Santa Monica to Route 101 near El Rio.
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From Route 101 at Emma Wood State Beach, 1.3 mi north of Route 33, to
Route 101, 2.8 mi south of the Ventura-Santa Barbara county line at Mobil Pier
Undercrossing.
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This segment was added to Route 1 in 1980 (Chap. 740). It was likely
added to reflect completion of the freeway portion of US 101 in the area, as
the routing was former US 101. In 1992, Chap. 1243 changed "State Park" to
"State Beach".
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This segment was originally added to the state highway system in 1909 as
part of US 101, LRN 2.
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This segment appears to be called "Pacific Coast Highway".
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From Route 101 near Las Cruces to Route 101 in Pismo Beach via the
vicinity of Lompoc, Vandenberg Air Force Base, and Guadalupe.
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In 1963, this segment was defined as being from "near Las Cruces to
Route 101 near Pismo Beach via the vicinity of Lompoc and Guadalupe". In 1984,
it was clarified via an added section that Route 1 also included that portion
of the Lompoc-Casmalia Road and Vandenburg Road in the County of Santa Barbara
from the intersection of the Lompoc-Casmalia Road and Route 1 north of Lompoc
near Mission Hills to the intersection of Vandenburg Road and Route 1 south of
Orcutt.
In 1988, the route was relocated to serve Vandenberg AFB by
incorporation of the route of former County Route S20. The previous alignment of Route 1
became Harris Grade Road from the intersection of the former County Route S20 with Route
1 to the junction with Route 135, and Route 135 from that junction to Route
135. In 1992, Chap. 1243 deleted the clarification and changed the definition
of this segment to the "Route 101 near Las Cruces to Route 101 near Pismo Beach
via the vicinity of Lompoc, Vandenberg Air Force Base, and Guadalupe."
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 A small portion (the segment between the two current Route
135 portions) was originally defined as LRN 2 in 1910, but was later
transferred to LRN 56. In 1933, LRN 56 was extended to include the remainder of
this segment (Chapter 767). By 1935, this route was under construction between
Orcutt and Pismo Beach (in segments). This was signed as Route 1 in the initial
1934 state signage of routes, although a small segment may have been part of US
101.
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This segment is officially named "Cabrillo Highway" in the State
Highway Code, §635. Juan Rodríquez Cabrillo was the leader of one
of the first European expeditions to California. In 1542, Cabrillo led the
first European expedition to explore what is now the west coast of the United
States. Cabrillo was commissioned by Pedro de Alvarado, Governor of Guatemala,
for a voyage up the California coast under the flag of Spain. Cabrillo hoped to
find the fabulously wealthy cities known as Cibola, believed to be somewhere on
the Pacific coast beyond New Spain, and a route connecting the North Pacific to
the North Atlantic. Cabrillo reached "a very good enclosed port" which is now
San Diego bay, on September 28, 1542, naming it "San Miguel". He probably
anchored his flagship, the San Salvador at Ballast Point on Point Loma's east
shore. Six days later, he departed San Diego sailing northward and exploring
the uncharted coast line of California. The expedition reached San Pedro on
October 6, Santa Monica on the 9th, San Buenaventura on the 10th, Santa Barbara
on the 13th and Pt. Concepcion on the 17th. Because of adverse winds Cabrillo
turned back, harboring at San Miguel Island, and did not progress beyond Santa
Maria until November 11. With a favorable wind later that day they reach the
"Sierra de San Martin," probably Cape San Martin and the Santa Lucia Mountains
in southern Monterey County. Struck by a storm and blown out to sea, the two
vessels are separated and do not rejoin until the 15th, probably near
Año Nuevo north of Santa Cruz. The next day they drifted southward,
discovering "Bahía de los Pinos" and "Cabo de Pinos." These are most
likely Monterey Bay and Point Pinos. On the 18th they turned south, passing
snow-capped mountains (the Santa Lucias), and on November 23 returned to their
harbor at San Miguel Island, where they remained for nearly three months.
Cabrillo died January 3, 1543, on San Miguel Island, and may have been buried
on Catalina Island. He died from complications of a broken leg incurred from a
fall during a brief skirmish with natives. It was named by Assembly Bill 1769,
Chapter 569, in 1959.
[Information on Juan Cabrillo is from
the San
Diego History website]
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[SHC 253.2] From Route 101 near Las Cruces to Route 227 south of Oceano.
- 1959: Entire segment defined as F&E (Chapter 1062).
- 1967: Deleted: segment north of Route 227 (Chapter 1584)
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[SHC 263.2] From Route 101 at Las Cruces to Route 246 near Lompoc; and
from Route 227 south of Oceano to Route 101 near Pismo Beach.
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 This route is part of the De Anza
National Historic Trail.
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From Route 101 in San Luis Obispo to Route 280 south of San Francisco
along the coast via Cambria, San Simeon, and Santa Cruz.
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The original definition of this segment in 1963 (Chap. 385) was "San
Luis Obispo to Route 280 south of San Francisco along the coast via Cambria,
San Simeon and Santa Cruz." In 1968, this was clarified by Chap. 282. to note
that the route was from Route 101 in San Luis Obispo.
There were once plans to reroute this segment in Carmel across a new
freeway in Hatton Canyon. This section was for a realignment of Route 1 from
Carmel Valley Road to the Pacific Grove Interchange of Route 1 and Route 68.
The Hatton Canyon is a scenic and environmentally sensitive area, comprised of
undeveloped land that includes one of the few genetically pure Monterey Pine
forests left in the world, significant coastal habitat and recreation areas, as
well as diverse wildlife. Although originally planned for a freeway alignment,
the Department of Transportation determined that a freeway bypass in the Hatton
Canyon was not currently viable. As a result, AB 434 (Chapter 136, 7/31/2002)
rescinded the route adoption, dated January 9, 1956, for the realignment of
Route 1 in Hatton Canyon near the City of Carmel-by-the-Sea; furthermore, it
nullified the freeway agreement, dated April 8, 1997, related to that
realignment. The property located in Hatton Canyon was declared to be surplus
state property located within the coastal zone, as defined in Section 30103 of
the Public Resources Code, and the Department of Transportation was directed
sell its ownership interest in the Hatton Canyon for the purpose of creating or
adding to a state park.
Until the early 1980s, Route 1 entered Castroville from the south via
Route 156 eastbound (the current freeway), then exited at the diamond
interchange for Merritt Street and continued northwest via Merritt. However, by
the mid-1980s, the current Castroville bypass was constructed; as a
consequence, the portion of freeway on Route 1 between Merritt Street and the
bypass became an extension of Route 156, and Merritt Street became part of
Route 183.
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The portion of this segment from San Simeon to Carmel was added to
the state highway system in 1919 as the first segment of LRN 56. It was
extended southward to Cambria in 1921 (Chapter 837). It was extended further
southward to San Luis Obispo in 1931 (Chapter 82). It was also extended
northerly (again as LRN 56) to San Francisco in 1933 (Chapter 767). It was
signed as Route 1 from the start of state signage in 1934.
The portion of the route in the Monterey area originally ran along
Munras and North Fremont in Monterey, Freemont in Seaside, merging at the N end
of Seaside into Del Monte Ave. Del Monte ran along the current freeway routing
through Fort Ord into Marina, where it ran along the current Del Monte Ave.
Freedom Boulevard between Aptos and Freedom was the original Route 1
before the current bypass (originally a surface road, now freeway) was
proposed. In Watsonville, Main Street and Salinas Road were the original Route
1 routings before the freeway bypass and new bridge over the Pajaro were built.
According to CHPW, the original rerouting of Route 1 from Edgemar to
Skyline Boulevard was completed by 1960; it was constructed after traffic
engineers felt the Thornton-Edgemar route would be too congested as Daly City
grew, and after 17 major closures between 1950 and 1957 (the worst being a 120
day closure). However, the original interchange with Skyline and Route 1 was a
trumpet; this was modified when the Route 1 freeway was extended to I-280, to
bypass Thornton Beach and the Westlake district of Daly City completly. At the
time, Route 5 (now Skyline Boulevard/Route 35) was expressway in the portions
that became co-signed with Route 1 (from Pacifica north to John Daly Boulevard,
which was then Alemany Boulevard) until I-280 was finished. The route from
Edgemar to Skyline Boulevard was originally adopted on November 17, 1952; LRN
55 between Alemany (John Daly) and the Edgemar area was completed in December
1954, and the contract for construction of the Route 1 freeway was awarded on
May 3, 1957 to the McCammon, Wunderlich, and Wunderlich Company of Palo Alto.
Parts of the route between Thornton Beach and Santa Cruz were recycled
in the 1920's and 1930's from the abandoned r/w of the Ocean Shore Railroad. At
least one book on the Ocean Shore was published that can shed some light on the
process. The portion along the cliffs in Daly City (abandoned after the 1957
earthquake, and therefore logically shown on
the 1955 map)
was directly on the railroad alignment, as were some other pre-freeway portions
of the road in Pacifica, Montara-Half Moon Bay, and Scott Creek-Santa Cruz. The
southern part of the Devils Slide segment is on the railroad alignment, but
overall the RR took a lower-altitude line across the slide than the present
highway. For details, see: Jack R. Wagner, "The Last Whistle"; 1974,
Howell-North Books, Berkeley, CA.
By 1957, Route 1 ran northward up the coast through an unincorporated
group of communities that later incorporated as Pacifica. The highway then
entered Daly City near the coast, and ran northward along the bottom of the
high cliff next to the beach west of the Palisades section of Daly City. At
what is now the abandoned Thornton Beach area, Route 1 sharply veered eastward
and crossed what was then Skyline Blvd (Pre-1964 Route 5, later Route 35).
Route 1 then ran eastward through the Westlake part of Daly City on a wide
divided road that was then known as Alemany Blvd. Route 1 proceeded eastward on
Alemany Blvd in Daly City until it reached Junipero Serra Blvd. The highway
then turned northward at a 90° angle at Junipero Serra Blvd. Route 1
entered San Francisco as Juniepro Serra Blvd, as it does today. Later Alemany
Blvd. (which ended at Junipero Serra in Daly City just south of the San
Francisco border, and restarted about ¼ mile north inside of San
Francisco and proceded eastward) was renamed as John Daly Blvd. The name of
Knowles Road in Daly City (which was a continuation of Alemany in Daly City,
beginning at the Alemany/Junipero Serra junction) was also changed to the John
Daly Blvd., which essentailly fused two streets that continued into each other,
anyway. The earthquake of 1957 destroyed the cliffside portion of Route 1 in
Daly City and so that year it was rerouted fom the Daly City-Pacifica border
from staying along the coast to instead proceeding northwest at the border and
joining present-day Route 35 near the current Route 1/ Route 35 interchange.
Route 1 then came to run northward to the east of the Palisades section of Daly
City and no longer to the west of this district. In the 1960's there was a sign
on Route 1 (when divers were headed South) near the Route 35 interchange
indicating that Santa Cruz was 70 miles away (down Route 1). Also Skyline Drive
never joined or intersected with either of these routes at its northern dead
end. Skyline Drive was always a dead end there. Two maps (here and
here) show a
distinct route W of Skyline between Edgemar and Thornton, but there appears to
be no present day street in that position.
References
indicate that a in 1957 the area near Mussel Rock marked the epicenter the Daly
City Earthquake, measuring 5.3, which resulted in ground shaking and
landsliding above the coastal bluffs in the Westlake Palisades area with an
estimated $1 million damage.
A
picture from the archives of the 1957 Daly City Earthquake clearly shows a
highway or road starting at what is now John Daly Boulevard, heading south on
the steep cliff along the water's edge. Today there is nothing left of the road
on the hillside—neither a lip or ledge. This is because Route 1 was
rerouted after the earthquake. The section of Alemany Blvd west of the
interchange was later reopend for a few years from the old Route 1/Route 35
interchange heading straight west to the ocean and Thornton State Beach was
built there where this road met the ocean. The road was not reopened soouthward
from this State Beach where Route 1 had previously run northward rom Pacifica
south of this beach. After a few years, the road to this Beach from the
interchange became unstable, and the road was closed once again, and now all
that is left of this connection to the Beach is a tiny stub of road heading
west from the Route 1/Route 35 interchange approximately 1 block long leading
to a fenced off dead end. A portion of the pre-1957 alignment is still
accessible; it is used as a vista point now and some of it leads off into a
cliff into nowhere. It is accessible near the Edgemar neighborhood (the exits
for Manor Drive and Monterey Road). The portion between Westline Drive and
Thornton Beach is now covered by Mussel Rock Park and Northridge Park; a
portion still remains (albeit closed off almost always) west of Route 35/John
Daly at Thornton State Beach as an access road (usually fenced off with "ROAD
CLOSED" sign) into the beach. An old grass median is visible; it is a two lane
road that does not seem to be well-maintained at all (due to lack of usage).
A
small finger of the road is visible from John Daly Boulevard, as what looks
to be a continuation of the road behind a fence with a Road Closed sign.
Skyline Boulevard just north of the I-280 exists as a four-lane expressway for
a short stretch. Where the two sides merge, the grade for the southbound side
continues north for a few feet, paved, and is actually a part of the paved
hiking trail to its side.
Main Street in Half Moon Bay is old Route 1; this was supplanted in the
early 1960s by the Half Moon Bay Bypass.
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![[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.
Some portions of this road are being funding for emergency repair near
San Simeon due to the fact that the current roadway is likely to be lost in the
Winter 2002 storms. In the segment from PM 65.4 to 66.5 in SLO, ocean surf has
eroded a 20-foot high bluff to within 2 feet of the edge of the pavement (this
is 1.6 mi N of Piedras Blancas Lighthouse Road). In the same area (PM 64.1 to
64.7, 0.3 mi N of Piedras Blancas Lighthouse Road), the surf has eroded a 25
foot high bluff to within 10 feet of the edge of the pavement. [CTC Agenda,
August 2002].
There are plans for a $270 million project to build a tunnel for Route 1
between Pacifica and Montara. The rocks of Devils Slide have defined life on
the coast since 1937, when the "Sea-Level Boulevard" was built on a former
railroad bed. It has steadfastly refused to hold a highway. Pounded by waves,
the soil slips into the sea. All that keeps the road in place, clinging
precariously to the cliffs, are giant bolts and cables. Nine times, Route 1 at
Devils Slide has closed. In 2006, it was shut for four months, sending
commuters on long detours and threatening coastal businesses. A closing in 1995
lasted nearly six months. The plan is to replace the highway with a tunnel. For
more information, see
this
article. According to the article, the realization of the Devil's Slide
tunnel would culminate a saga that began with environmentalists and residents
battling a planned six-lane highway between San Francisco and San Luis Obispo
in the 1960s and led to them convincing the state's giant transportation
department to build the twin-bore tube through Montara Mountain. According to
the Half Moon Bay Review in 2006, the construction bids for the tunnel
came in over $32 million over the original Caltrans estimate. Caltrans had
first pegged the price of the tunnel at $240 million, estimating construction
time at about five years. The low bid, presented by Kiewit Pacific, came in at
$272.4 million with construction expected to take 1,500 calendar days. A second
bid - made by a joint venture of construction companies Shea, Traylor and
Atkinson - came in nearly $50 million more than Kiewit's and asked for an
additional year to complete the work. After the contact is ready, preparation
work may begin in spring 2007 to provide the site with adequate drainage and
better stability. The proposed 4,200-foot-long twin tunnels will bypass the
Devil's Slide section of Highway 1 by an inland route through Montara Mountain.
The boring for the tunnel began in September 2007. The twin tunnels will
connect to a graceful and lofty set of bridges spanning a scenic canyon. The
$322 million project will be ready for traffic by late 2010. The tunnels,
four-fifths of a mile long, will be built in stable rock far from the cliffs
that are sliding into the sea. The bridge construction spares precious
wetlands. The long-haunted stretch of old Route 1 will be turned into a
1.2-mile recreation area, while the new road will be a reliable thoroughfare.
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).
The SAFETEA-LU act, enacted in August 2005 as the reauthorization of
TEA-21, provided the following expenditures for this route:
-
High Priority Project #51: Route 1 San Pedro Creek Bridge
replacement in Pacifica. San Pedro Creek is currently flood-prone, and the
bridge needs to be replaced in order to provide 100-year storm capacity. This
is noted in the
Pacifica
Tribune Online. $2,500,000.
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High Priority Project #719: Route 1 improvements between
Soquel and Morrissey Blvd, including merge lanes and the La Fonda overpass near
Santa Cruz. $2,936,000.
In August 2005, the CTC considered relinquishment of the portion of
Route 1 right of way in the County of Santa Cruz, at Harkins Slough Road,
consisting of a bridge wingwall built and maintained by the County within State
Right of Way.
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This segment is officially named "Cabrillo Highway" in SHC 635.
It was named by Assembly Bill 1769, Chapter 569, in 1959.
Historically, this segment was named the "San Simeon Highway".
This is because the segment starts at San Simeon, the home of
Hearst Castle.
A portion of Route 1 midway between Pacifica and Montara in San Mateo
County is named the "Devil's Slide". The origin of name is not confirmed
but believed to come from the practice of prohibition days gangsters using the
once-deserted area to dispose of their enemies into the sea at this precipitous
location. However, San Mateo County historian Barbara VanderWerf, who has
written two books on the area, asserts in Montara Mountain that "Originally,
Devil's Slide meant only the promontory and its inland ridge. In the 1880s,
travellers in horse-drawn wagons on the Half Moon Bay-Colma Road, which ran
along the top of the ocean bluffs, paused to note the chute-like ridge ending
in the massive rock dome. They thought it looked fit for a Devil's Slide and
named it so." To avoid the slides, there will soon be a tunnel here.
The portion of Route 1 between 0.1 mile north of the Green Valley Road
and 0.1 mile north of the Pajaro River bridge is named the "CHP Officer John
Pedro Memorial Freeway." It was named in memory of CHP Officer John Pedro
(1965-2002) from Watsonville, California. John Pedro served in the United
States in the Army Reserves from 1987 to 1997, and served in the Air Force
Reserves from 1991 to the time of his death. He played in the band for the Air
Force. He joined the California Highway Patrol on July 31, 1989, as a cadet and
graduated from the California Highway Patrol Academy on December 21, 1989.
After he graduated from the Academy, John Pedro was assigned to the San Jose
area, and he was transferred in 1992 to the Redwood City area, in 1993 back to
San Jose area, and in 1994 to the Santa Cruz area. On June 3, 2002, John Pedro
was killed, while on duty, in a traffic collision. Named by Senate Concurrent
Resolution 67, July 16, 2004, Chapter 118.
The portion of Route 1 in San Mateo County from the interchange at
Skyline Boulevard to the southern city limits of the City of Pacifica is
officially named the "Louis J. Papan Highway". Louis J. Papan was first
elected to the Daly City City Council in November 1970. In November 1972, he
was elected to the California State Assembly, and was reelected seven times,
serving in the California State Assembly until 1986. He was again elected to
the Assembly in 1996, and was reelected twice, serving as the Dean of the
Assembly until 2002. In the Assembly, Assemblyman Papan was critical in
securing funding for the purchase of Linda Mar Beach and the Pacifica Pier in
the City of Pacifica; and authored legislation necessary to create CalTrain to
serve commuters in San Mateo County. Together with his wife, he founded John's
Closet, a nonprofit organization that to date has helped provide new clothes
for over 7,000 low-income children in San Mateo County. He has also worked as a
tireless and successful advocate for the development and improvement of all
modes of transportation in California; as well as fighting for the needs of
disabled children, and the funding for special education, child abuse programs.
He oversaw the restoration of the Historic Capitol Building, has served as
Chair of the Assembly Committees on Rules and on Banking and Finance. Named by
Assembly Concurrent Resolution 234, Chapter 176, September 16, 2002.
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The bridge at Burns Creek in the Big Sur area of Monterey County is
officially dedicated to the memory of Thomas M. Sanders. Thomas M.
Sanders, a Department of Transportation Maintenance Supervisor, was killed in
1991 in the line of duty, at the age of 58, while repairing a section of
guardrail in a coned off area of Route 1 in the Big Sur area of Monterey County
by an automobile operated by a driver under the influence of drugs, who was
attempting to flee from a California Highway Patrol officer. Named by Senate
Concurrent Resolution No. 48, Chapter 107, in 1997.
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- In Monterey: Munras Street and North Fremont Blvd.
- In Seaside: Fremont Blvd.
- In Marina: Del Monte Ave.
- Cayucos
- Cambria: Windsor Boulevard and Main Street
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[SHC 253.2] From Route 101 near San Luis Obispo to San Simeon; the
northern limits of Carmel to the west city limits of Santa Cruz; the
Higgins-Purisima Road to Route 280 south of San Francisco. Constructed as
freeway for 5 miles near Morro Bay, from Route 68 to Route 156, from south of
Watsonville to Santa Cruz, and from Pacifica to Route 280. Added to the Freeway
and Expressway system in 1959 (Chapter 1062).
- 1959: Added to the Freeway and Expressway system (Chapter 1062).
- 1971: Deleted the segment from San Mateo-Santa Cruz County line to
Higgins-Purisima Road (Chapter 1247)
- 1972: Deleted the segment from Santa Cruz to the county line (Chapter
812).
- 1992: Changed the second segment to the N limits of Carmel (previous
wording: "from Carmel to the W limits of Santa Cruz"). This was changed to
exclude the Hatton Canyon Alignment by AB 434, Chapter 136, on 7/31/2002.
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This route is part of the De Anza
National Historic Trail.
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[SHC 263.2] From Route 101 near San Luis Obispo to Route 35 near Daly
City.
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Route 280 near the south boundary of the City and County of San
Francisco to Route 101 near the approach to the Golden Gate Bridge in San
Francisco.
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The original definition of this section in 1963 was "A connection from
Route 280 to Route 82 near the south boundary of the City and County of San
Francisco." In 1968, Chap. 282 changed the routing, moving a routing of Route 1
from Route 280 to Route 82 was transferred to Route 280. This portion of the
routing was part of the "Southern Freeway", and was the LRN 225 portion
of I-280. As a result, the definition was changed to "Route 280 near the south
boundary of the City and County of San Francisco to Route 480 in San
Francisco."
In 1991, Chap. 493 reflected the deletion of Route 480, changing the end
of the segment to "Route 101 near the approach to the Golden Gate Bridge in San
Francisco."
Shortly N of this portion, there appears to have been an alternate
routing where Route 1 would have diverged from 19th Avenue, ran slightly to the
East, moving to meet the Crosstown Freeway, and then continuing North to the
Golden Gate approach. It appears that this routing was, at one time, planned
for freeway construction as the "Park Presidio Freeway" and "Junipero
Serra Freeway". It appears to have been part of a 1955 traffic plan, which
was later deleted as freeway.
There are still remnants of this planning in the segment of Route 1
between 19th Ave. and I-280 Interchange, built in the early 1950s. It is
hypothesized that this quasi-freeway section was to have been part of the
extension of the Junipero Serra Freeway to Golden Gate Park, and of the Park
Presidio Freeway going to the Golden Gate Bridge and eventually to Novato.
There are two interchanges on this small stub of freeway, Brotherhood Way and
Alemany Boulevard. This segment appears to have been planned to be I-280.
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This segment was first defined as part of LRN 56 in 1933. It was
signed as Route 1 from the start of state signage in 1934.
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There appear to be some plans to make a portion of this route an
underground tollway. The San Francisco Chronicle published
an
article on 2/18/2001 where it indicated that transportation planners "said
the city should look into building ``supercorridor'' roads under Van Ness
Avenue, 19th Avenue, and Fell and Oak streets." The suggested 19th Avenue
tunnel would run five miles, from Junipero Serra Boulevard through Golden Gate
Park and up to Lake Street, with exits at Brotherhood Way, Ocean Avenue,
Quintara Street, Lincoln Way and Geary Boulevard. The Van Ness tunnel would run
almost two miles, from about Fell to Lombard Street, with exits at Broadway and
Geary Boulevard. Along Oak and Fell, the planners suggest an underground road
running more than half a mile from Laguna to Divisadero streets. However, the
roads would would violate the long-standing general plan for San Francisco,
which calls for no new highway capacity.
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Officially named "Cabrillo Highway" per SHC 635.
Route 1 and Route 101 from Lake Street (at Route 1) in San Francisco to
Waldo Point (Jct Route 1/US 101, north end of Sausalito) across the Golden Gate
Bridge is named the "Golden Gate Bridge Freeway". It was named by Senate
Concurrent Resolution 11, Chapter 39 in 1954. This was originally planned to
run along 19th Street in San
Francisco.
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Tunnel 34-016, at Park Presidio Blvd in San Francisco through the
Presidio of San Francisco between Lake Street and Golden Gate Bridge is named
the "General Douglas MacArthur Tunnel". The tunnel was constructed from
1938-1940 as part of the "Funston Avenue Approach" to the Golden Gate Bridge.
It opened, with the rest of the Funston Approach, on April 22, 1940. It was
named by Senate Concurrent Resolution 86, Chapter 94 in 1986. Douglas MacArthur
(1880-1964) was a brilliant and controversial five-star U.S. Army General.
Strongly dedicated to country and duty, and gifted with superior command
ability, MacArthur's military service included important command assignments in
the both World Wars and the Korean War. During World War One, MacArthur
commanded the 42nd "Rainbow" Division of the Allied Expeditionary Force in
France. After the War, MacArthur was superintendant of West Point from
1919-1922. In January of 1930 he was promoted to full General, 4 stars and
named the U.S. Army's Chief of Staff. MacArthur retired from the Army in 1937,
one year after the President of the Phillipines, Manuel Quezon, appointed him
Field Marshall of the Phillipine Army. In 1941 MacArthur was recalled to active
duty as the U.S. prepared to enter World War Two. By 1942 MacArthur was Supreme
Allied Commander of the Southwest Pacific theater. In January of 1945,
MacArthur was promoted to the rank of five star General. On September 2, 1945
on board the USS Missouri in Tokyo Bay, MacArthur accepted Japan's
unconditional surrender. In June 1950, with the beginning of the Korean War,
MacArthur was appointed the Supreme United Nations commander. However, on April
11, 1951 he was relieved of his command by President Truman. This tunnel had
been previously unofficially named as the "Presidio Tunnel", as it
passes through the Presidio. [Information on General MacArthur
from http://members.tripod.com/~DARTO/macarthur/macarthur.html]
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[SHC 253.2] From Route 280 to the San Francisco county line.
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[SHC 263.2] From Route 35 in San Francisco to Route 101 near the
approach to the Golden Gate Bridge in San Francisco.
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From Route 101 near the southerly end of Marin Peninsula to Route 101
near Leggett via the coast route through Jenner and Westport.
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The 1963 definition of this segment was "Route 101 near the southerly
end of Marin Peninsula to Route 101 near Fernbridge via the coast route through
Jenner, Westport, and Ferndale." In 1984, Chapter 489 transferred the portion
from Rockport to Route 101 near Fernbridge to Route 211. The portion from
Rockport to Route 101 near Leggett was transferred from former Route 208,
truncating the end to " Route 101 near Leggett via the coast route through
Jenner and Westport."
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The portion of this segment from San Francisco to the Marin-Sonoma
County Line was added to LRN 56 as part of the 1933 extension of the
legislative route. Also added in 1933 was the portion from Jenner to Westport.
In 1951, LRN 56 was extended southward to the Marin-Sonoma County Line and
northward to US 101 near Leggett by Chapter 1588. This segment was signed as
Route 1 from the start of state signage in 1934, except for the portion from
Route 211 to US 101, which was briefly Route 208 post-1964.
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A bypass was opened in Feb 1994 months around Cloverdale on Route 101.
This connects to the former end of Route 101 2 mi south of Cloverdale to an
approx. 3 mile stretch of freeway about 1 mile north of Cloverdale.
There are currently plans to replace the Route 1 Noyo River bridge (the
original Larsen Memorial Bridge), at a cost of $31 million.
There are plans to realign this route near Point Arena in Mendocino
County. This is between Schooner and Hearn Gulch, N of Iverson Point.
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Route 1 and Route 211 from Mill Valley (Marin County) to Ferndale
(Humboldt County) are named the "Shoreline Highway. This is because they
go along the shoreline. The portion of the route between Rockport and Ferndale
(Route 211) is not constructed. The road runs along the Pacific Shore. Named by
Senate Concurrent Resolution 91, Chapter 239 in 1957.
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Bridge 10-130 over the Navarro River in Mendocino county is named the
"Armed Forces of Mendocino County° Memorial Bridge. It was
constructed in 1949, and was named by Senate Resolution 169 in 1949.
Bridge 10-151, at Russian Gulch in Mendocino county, is named the
"Frederick W. Panhorst Bridge". It was built in 1940, and was named by
Senate Concurrent Resolution 145 in 1974. Frederick Panhorst was a Caltrans
employee responsible for the construction of the Alameda Creek Bridge. He is a
former director of ASCE. In 1960, he received a California State Assembly
Resolution of Commendation and California Highway Commission Resolution of
Acknowledgement and Appreciation. He served as as an engineer with the Bridge
Department of the California Division of Highways from 1927 to 1960. He has a
collection of papers on file at the University of Illinois.
Bridge 10-153, over Casper Creek in Mendocino county, is named the
"Ray E. Ware Memorial Bridge". It was built in 1966, and was named by
Senate Concurrent Resolution 32 in 1973. Ray E. Ware served as Judge of the Ten
Mile Justice Court from 1952 to 1971 and was a tireless advocate for an all
weather highway system for California.
Bridge 10-161, at 10 Mile River in Mendocino county, is named the
"Frank J. Hyman Memorial Bridge". It was built in 1954, and was named by
Senate Concurrent Resolution 33 in 1973. Frank J. Hyman activated the Paul
Bunyan Association and was instrumental in forming the Noyo Harbor Commission
and the Fort Bragg Rural Fire District in the 1950's.
Bridge 10-175, over Hare Creek in Mendocino county, is named the
"Sgt. Emil Evenson Memorial Bridge". It was built in 1947, and named by
Assembly Concurrent Resolution 27, Chapter 44, in 1948. Sgt. Emil Evenson, a
native of the Ft. Bragg area, was killed in action on the island of Attu in the
Pacific during World War II.
Bridge 10-176, at the Noyo River in Mendocino county, is named the
"Lieutenant Charles Larsen Memorial Bridge". It was built in 1948, and
named by Assembly Concurrent Resolution 27, Chapter 44, the same year. Lt.
Charles Larsen was lost in the Pacific while flying a combat mission during
World War II.
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[SHC 253.2] From Route 101 near the southerly end of Marin Peninsula to
the vicinity of Valley Ford; from Route 128 near the mouth of the Navarro River
to Route 101 near Leggett. Added to the F&E system in 1959 (Chap.
1062).
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[SHC 263.2] From Route 101 near Marin City to Route 101 near Leggett.
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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". 
![[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 
