California Highways

From Route 1 near Santa Cruz to Route 17 near Los Gatos via Waterman Gap and Saratoga Gap and along the ridge between the San Lorenzo and Pescadero Creeks.

In 1963, this was defined to run "from Route 17 near Santa Cruz to Route 17 near Los Gatos via Waterman Gap and Saratoga Gap and along the ridge between the San Lorenzo and Pescadero Creeks." In 1981, Chapter 292 changed the western origin to Route 1 near Santa Cruz.

This route consisted of two segments:

1. The first segment ran between Santa Cruz and the present northern Route 9/Route 236 junction near Waterman Gap. This segment was LRN 116, and was added to the state highway system in 1933.
2. The second segment ran between Route 236 and Route 17 in Los Gatos (through Saratoga). This segment was LRN 42. The portion between Route 236 and Saratoga Gap was added to the state highway system in 1913; the remainder of the segment from Saratoga Gap to Los Gatos was added in 1933.

This route was signed as Route 9 in the initial state signage of routes in 1934.

In Saratoga, the original signage of Route 9 diverged from the present signage. The signed Route 9, as LRN 114, proceeded North on Saratoga-Sunnyvale Road into Sunnyvale via Mathilda Ave, thence to a jct with Alviso-Milpitas Road (currently signed as Route 237), and a junction with Bypass US-101 (LRN 68). It appears this segment was defined in 1933, but is no longer part of the state highway system. For a while, this was signed as part of Route 85.

The route signed as Route 9 then proceeded on the current Route 237 alignment into Milpitas. This was LRN 113. It ran east as Route 237 to Route 17 (LRN 69; now I-880). Before the current bridge over the Guadalupe River was constructed, it took a route into Alviso via Gold Street north and 1st Street southwest back to current Route 237.

Between Milpitas and Warm Springs, Route 9 ran N along a LRN 69 (Route 17, now I-880) to present-day Route 262 near Warm Springs. This segment, as LRN 69, was added to the state highway system in 1933.

Near Warm Springs, Route 9 ran along the present-day Route 262 routing between Route 17 (present-day I-880) and Route 21 (present-day Route 680). This was part of LRN 5, defined in 1909.

Between the present-day Route 262/I-680 junction near Warm Springs and Irvington, Route 9 ran cosigned with Route 21 to Irvington, near Mission San Jose. This segment was LRN 5, and was added to the state highway system in 1909.

Near the mission (at Mission Blvd), Route 9 diverged, continuing signed as Route 9 (but still LRN 5) along what is now Route 238, ending at US 50 (present-day I-580). This was also added in 1909.

In July 2005, the CTC considered relinquishment of right of way in the City of Saratoga, between Saratoga-Los Gatos Road and 0.13 kilometer west of Sixth Street, consisting of nonmotorized transportation facilities, namely sidewalks.

[SHC 263.3] From Route 1 near Santa Cruz to Route 236 near Boulder Creek; and from Route 236 near Boulder Creek to Route 236 near Waterman Gap; and from Route 236 near Waterman Gap to Route 35; and from Saratoga to Route 17 near Los Gatos; and from Blaney Plaza in Saratoga to Route 35.

[SHC 164.10] Between the north urban limits of Santa Cruz and the south urban limits of San Jose.

• California @ AARoads: California 9

In November 1957, the California Department of Highways proposed the designation I-9 for what is now I-405.

Overall statistics for Route 9:

• Total Length (1995): 39 miles
• Average Daily Traffic (1993): 3,200 to 34,500
• Milage Classification: Rural: 18; Urbanized: 21.
• Previous Federal Aid Milage: FAU: 20 mi; FAS: 9 mi.
• Functional Classification: Prin. Arterial: 4 mi; Minor Arterial: 16 mi; Collector: 19 mi.
• Counties Traversed: Santa Cruz and Santa Clara.

The route that would become LRN 9 was defined in the first set of highway bonds in 1909, with a rough routing of "San Fernando to San Bernardino". It was extended in 1933 to run to [LRN 2] (US 101) near Montalvo. By 1935, it was codified in the highway code as:

1. [LRN 2] near Montalvo to [LRN 4] near San Fernando
2. San Fernando to San Bernardino

Only the first segment was a primary route.

In 1957, Chapter 1911 changed the west end of the first segment from [LRN 2] (US 101) near Montalvo to [LRN 79] (Route 126) near Saticoy, and replaced San Fernando with "near San Fernando" in the second segment.

The signage for LRN 9 was as follows:

1. From LRN 79 near Saticoy to LRN 4 near San Fernando.

   This segment was signed as Route 118.

2. From near San Fernando to San Bernardino.

   This routing was signed as Route 118. At some point, the signage as Route 118 terminated, and the remainder of the route between Pasadena and San Bernardino was signed as US 66. The routing of LRN 9 (US 66) through Pasadena was: right on Shamrock Ave. in Monrovia, left on Foothill Blvd. through Arcadia into Pasadena, left on Santa Anita Ave. right on Colorado Street and left on Fair Oaks Ave.

   LRN 9 later applied to the routing of what is now I-210 between Pasadena (the Route 134/I-210 junction) to Route 30.

1. From Route 1 in Santa Monica to Route 5 near Seventh Street in Los Angeles.

   
   

   	In 1963, this segement was defined as "Route 1 in Santa Monica to Route 105 near Soto Street." In 1968, Chapter 385 changed the definitions of Route 105 ("from Route 5 to the junction of Route 110 (now part of Route 10) and US-101") and Route 110 ("from Route 105 to the junction of Routes 5 and 10") from their former stub routes in downtown, creating the present day I-105 routing. At this point, the definition of Route 10 was changed to "Route 1 in Santa Monica to Route 5 near Seventh Street in Los Angeles", and US 101 was changed to start at "Route 5 near Seventh Street in Los Angeles".
   	The segment was LRN 173, and was defined as part of the state highway system since 1933. Before this was reserved for the freeway, this was Route 26 and ran along Olympic Blvd. The McClure Tunnel was originally part of Olympic Blvd, although as part of US 101A. The I-405/I-10 interchange was designed by Marilyn Jorgenson Reece, who was the first woman in California to be registered as a civil engineer. She died in May 2004. A South Dakota native who earned a bachelor's degree in civil engineering from the University of Minnesota in 1948, Reece moved to Los Angeles with her parents shortly after graduation. The same year, she went to work for the State Division of Highways, which later became Caltrans, as a junior civil engineer in Los Angeles. In 1954, after six years of required experience to sit for the Professional Engineer's Exam, Reece became the state's first fully licensed female civil engineer. In 1962, she received the Governor's Design Excellence Award from Gov. Pat Brown for the San Diego-Santa Monica freeway interchange. Shortly after, Reece became the Division of Highway's first woman resident engineer for construction projects. The three-level San Diego-Santa Monica freeway interchange, which opened in 1964, was the first interchange designed in California by a woman engineer. Reece told The Los Angeles Times in 1995 that she put her "heart and soul into it" and that she designed the interchange with aesthetics in mind. "It is very airy. It isn't a cluttered, loopy thing," she said, adding that specifications to keep traffic moving at high speeds necessitated the long, sweeping curves. The image to the right, excerpted from One Hundred Years of Progress, shows Reece and Thomas McKinley. However, the book referred to Reece as an Associate Engineer, with McKinley as a Resident Engineer, but did indicate that Reece supervised the I-405/I-10 interchange project. The view in the photo is looking N from what is roughly the National offramp on the I-405; you can see a sign for the Route 26 Olympic Blvd NB offramp that was removed as part of the project (likewise, the SB National offramp was removed)
   	The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: High Priority Project #3805: Planning, design, and preliminary engineering of on/off ramp system at intersection of I-10 and Roberston/National Blvds. in Culver City. $2,000,000.
   	This portion is named the "Santa Monica Freeway"; the first segment opened in 1961 and the freeway was completed in 1966. It was named by the State Highway Commission on April 25, 1957. The name derives from the western terminus of the segment in the City of Santa Monica. The name Santa Monica may have been applied by the second Portolá expedition on May 4, 1770, the day of holy Monica, mother of Saint Augustine. It appears in 1839 in the land grant San Vicente y Santa Monica, on which the modern city was founded in the early 1870s. Sierra de Santa Monica was recorded in 1822. The portion of I-10 within the city limits of Santa Monica is named the "Ricardo A. Crocker Memorial Highway". This segment was named in memory of Santa Monica Police Officer Ricardo A. Crocker, a Major in the United States Marine Corps, who was killed by a rocket propelled grenade explosion on May 26, 2005 while conducting combat operations against enemy forces in Iraq. Ricardo A. Crocker was assigned to Detachment D, Third Civil Affairs Group, attached to the Fifth Provisional Civil Affairs Group II MEF and had previously served in Operation Iraqi Freedom II with the Third Civil Affairs Group from February through September 2004, and was redeployed to Iraq with the Fifth Provisional Civil Affairs Group in February 2005. At the time of his death, Ricardo A. Crocker, known as "Rick," was 39 years of age and a 10-year veteran of the Santa Monica Police Department. Ricardo A. Crocker held the rank of Captain in the United States Marine Corps when he was hired by the Santa Monica Police Department on July 21, 1995, subsequently being promoted to the rank of Major in the Marine Corps. As an Officer for the Santa Monica Police Department, Ricardo A. Crocker served in uniform patrol and was a member of the Crime Impact Team and Special Entry Team, serving as the primary emergency medical technician for the Special Entry Team, and was a rifle team member and rifle instructor. While in his final assignment to the Police Activities League, Officer Crocker made an indelible impression on the youth of Santa Monica by teaching preparatory courses for the Scholastic Aptitude Test, leading the book club, and implementing hiking and camping programs that exposed these youth to his two passions: education and nature. Ricardo A. Crocker was an excellent officer and ambassador for the Santa Monica Police Department as well as an excellent protector of the community; was a consummate caring professional who represented the highest standards and traditions of law enforcement and the Santa Monica Police Department. Named by Senate Concurrent Resolution (SCR) 20, Resolution Chapter 94, on 7/12/2007. The segment between I-405 and Route 110 is named the "Rosa Parks Freeway". Rosa Parks (born February 4, 1913, in Tuskegee, Alabama) is considered the "Mother of the Modern Day Civil Rights Movement". This fame started when she was arrested on December 1, 1955, in Montgomery, Alabama, for refusing to give up her seat on a bus to a white man. Her arrest was the impetus for a boycott of Montgomery buses, led by Dr. Martin Luther King, Jr., and joined by approximately 42,000 African Americans for 381 days. On November 13, 1956, the United States Supreme Court ruled that Montgomery's segregation law was unconstitutional, and on December 20, 1956, Montgomery officials were ordered to desegregate buses. Rosa Parks refusal to surrender her seat in compliance with Montgomery's segregation law inspired the civil rights movement, which has resulted in the breakdown of numerous legal barriers and the lessening of profound discrimination against African Americans in this country. Her courage and conviction laid the foundation for equal rights for all Americans and for the Civil Rights Act of 1964. Rosa Parks was the first woman to join the Montgomery chapter of the NAACP, and was an active volunteer for the Montgomery Voters League. She cofounded the Rosa and Raymond Parks Institute for Self Development in 1987 with Elaine Easton Steele to motivate and direct youth to achieve their highest potential through the "Pathways to Freedom" program. She is the recipient of many awards including the Presidential Medal of Freedom, the nation's highest civilian honor, the Congressional Gold Medal of Honor, the highest honor Congress can bestow upon a civilian, and the first International Freedom Conductor Award from the National Underground Railroad Freedom Center. The naming was on the occation of Rosa Park's 89th birthday. Named by Assembly Concurrent Resolution 134, Chapter 2, 28 January 2002. In additional to the other designations noted, Route 10 (in its entirety) has been officially designated the "Christopher Columbus Transcontinental Highway", although on the east coast, the corresponding sign is not on I-10 (it is on I-40). It acquired this name in Assembly Concurrent Resolution No. 106, Chapter 71, in 1976. According to reports in 2003, the sign on I-10 has disappeared.
   	The I-405/I-10 Interchange is named the "Marilyn Jorgenson Reece Memorial Interchange". It was named in honor of Marilyn Jorgenson Reece, who was born and raised in North Dakota and earned a bachelor's degree in civil engineering from the University of Minnesota in 1948. Ms. Reece moved to Los Angeles with her parents shortly after graduation in 1948, and went to work for the State Division of Highways, which later became the Department of Transportation, as a junior civil engineer in Los Angeles. After six years of experience required to sit for the Professional Engineers Exam, Marilyn Jorgenson Reece became the state's first fully licensed female civil engineer in 1954. In 1962, Marilyn Jorgenson Reece received the Governor's Design Excellence Award from Governor Pat Brown for designing the I-10/I-405 interchange. Ms. Reece became the Division of Highway's first woman resident engineer for construction projects shortly after receiving that award. The three-level I-10/I-405 interchange designed by Marilyn Jorgenson Reece opened in 1964 and was the first interchange designed in California by a woman engineer. Urban critic Reyner Banham, author of <I>Los Angeles: The Architecture of Four Ecologies</I>, admired the wide-swinging curved ramps connecting the two freeways, and wrote that the I-10/I-405 interchange "is a work of art, both as a pattern on the map, as a monument against the sky, and as a kinetic experience as one sweeps through it". During her 35-year career, Marilyn Jorgenson Reece's projects included serving as senior engineer for the completion of Route 210 through Sunland in 1975—at the time, the largest construction project the Department of Transportation had ever awarded—at $40 million. After retiring in 1983, Marilyn Jorgenson Reece taught engineering classes at Cal State Long Beach; and during Women's History Month in 1983, the Los Angeles City Council honored Marilyn Jorgenson Reece for making significant contributions to the city. In 1991, Marilyn Jorgenson Reece received life membership in the American Society of Civil Engineers. Named by Senate Concurrent Resolution (SCR) 72, Resolution Chapter 96, on 8/15/2006. The Western Avenue overcrossing at I-10, in the City of Los Angeles, is officially named the Reverend Cecil "Chip" Murray Overcrossing. It was named in honor of the Reverend Cecil "Chip" Murray, who has generously and successfully served the community and congregation of the First African Methodist Episcopal Church in Los Angeles since 1977, when the congregation counted 300 active members and those members received his vision to ignite a fire in their hearts to be a church that extends beyond its walls. As of 2004, the congregation numbered over 17,300 members, and works through more than 40 task forces, including task forces related to health, substance abuse, homelessness, emergency food and clothing, general and specialized housing, tutoring, entrepreneurial training, and employment services. These task forces and programs provide notable assistance and services that include assistance and services for the physically handicapped, dwelling assistance for low-income individuals and those with HIV/AIDS, transportation for the elderly and handicapped, education, health care and AIDS/tobacco ministries, tutoring, legal aid, computer training, job training and placement, economic development and loan programs, a business incubator for multimedia production, a prison ministry, environmental programs, food programs, youth programs, choir and music programs, and other activities. Reverend Murray served 10 years on active duty in the United States Air Force as a jet radar intercept officer in the Air Defense Command and as a navigator in the Air Transport Command, was decorated in 1958 with the Soldier's Medal of Valor following an explosion in his two-seated fighter, and retired as a reserve major in the United States Air Force. He is a native of Florida and has received an undergraduate degree from Florida A&M University, has received a doctorate in religion from the School of Theology at Claremont, and has lectured and been an adjunct professor at Iliff University, Seattle University, the School of Theology at Claremont, Fuller Seminary, and Northwest Theological Seminary. Reverend Murray retired as Senior Pastor of the First African Methodist Episcopal Church on September 25, 2004. Named by Assembly Concurrent Resolution 152, chaptered September 1, 2004. Resolution Chapter 175. The I-10/I-110 interchange is officially named the "Dosan Ahn Chang Ho Memorial Interchange". Dosan Ahn Chang Ho was born in a small village in Korea in 1878. He arrived in America in 1902 with his newlywed wife, Lee Hae Ryon (Helen Ahn). As the steamship approached Hawaii, Ahn Chang Ho resolved to stand tall above the sea of turmoil existing at that time in Korea, and resolved to call himself "Dosan," which means Island Mountain. While living in San Francisco, Dosan organized the San Francisco Social Meeting on September 23, 1903, and initiated a social reform movement that was in desperate need in the Korean American society. As an accomplished orator and leader at the age of 24, Dosan guided his countrymen to form a respectable community for Koreans in the United States. He and his family settled in Riverside, California, in March 1904 and worked tirelessly to unite Korean Americans and to revive the patriotic spirit of the Korean people. He moved to Los Angeles in 1913, where the Dorothy Chandler Pavilion now stands, and played a significant role in the growth of the Korean American community in the City of Los Angeles. Together with his friends, he formed the Gonglip-Hyuphoe, or Cooperative Association, which would become the basis for the Korean National Association, which Dosan later led as president. This association maintained structure within the Korean American community, both to build character of individuals and to enhance the image of Koreans within the mainstream community. Dosan also established one of the first English schools for Koreans so that his fellow Korean Americans could learn English and the Bible. He helped to relieve blighted living conditions for his fellow Korean Americans in the Greater Los Angeles area, and became the spiritual leader of the Korean Independence Movement. Following Japan's annexation of Korea in 1910, Dosan formulated the basis for the Provisional Government of Korea, and conceived Hung Sa Dahn (Young Korean Academy), an organization to develop leaders for the independence movement, in 1913. In 1915, Dosan promoted the development of the Korean language program for second generation Korean Americans as an opportunity to pass on Korean traditions, values, and identity to younger generations. Through his work, Dosan Ahn Chang Ho had an enormously beneficial impact and significance on the history of modern Korea and Korean Americans. Dosan's philosophy and teachings serve as a model for Korean American youths. The interchange was named in honor of the 100th Year Centennial Immigration for Korean Americans to the United States. Named by Senate Concurrent Resolution 104, Chapter 160, September 11, 2002.
   	Approved as chargeable Interstate on 9/15/1955. At one time, Caltrans proposed this as I-12, with I-10 being assigned to what is currently I-8.

   
   

2. From Route 101 near Mission Road in Los Angeles to the Arizona state line at the Colorado River via the vicinity of Monterey Park, Pomona, Colton, Indio, and Chiriaco Summit, and via Blythe.

   
   

   	In 1963, this routing was defined as "Route 110 in Los Angeles to the Arizona state line at the Colorado River via the vicinity of Monterey Park, Pomona, Colton, Indio, and Shaver's Summit, and via Blythe, and includes that portion of the Colorado River highway bridge (near Ehrenburg, Arizona) which is within the State of California. The department may contract with the State of Arizona, for and on behalf of the State of California, for the maintenance of such bridge." Route 110 referred to a stub route downtown (in particular, the portion between the two segments of Route 10). In 1968, the stub Route 105 and Route 110 were elimated, and the portion from Route 101 to Route 5 was transferred from former Route 110. This changed the routing to "(b) Route 101 near Mission Road in Los Angeles to Route 5. (c) Route 5 in Los Angeles to the Arizona state line at the Colorado River...", reflecting the slight discontinuity at Route 5. In 1984, the two segments were comined, and the text about Arizona was removed, giving the definition of "(b) Route 101 near Mission Road in Los Angeles to the Arizona state line at the Colorado River via the vicinity of Monterey Park, Pomona, Colton, Indio, and Chiriaco Summit and via Blythe." Near the intersection of I-10 and former Route 31, Ontario had a racetrack. Between 1971 and 1980, this track hosted Indycar/CART, NHRA, and NASCAR events; this racetrack was designed in a similar shape to the more famous Indianapolis Motor Speedway and was intended to bring a second venue of major auto racing into the Los Angeles area (the first was the now-defunct Riverside International Raceway, which is located at the I-215/Route 60 junction). This track also hosted the "Questor Grand Prix", an allstar event attempting to prove whether American formula racers were superior to those from Europe. After Ontario Motor Speedway went bankrupt in 1980, the track was demolished and the land is now owned by ChevronTexaco. It was near where Ontario Mills now stands, and might explain the car-named streets between Haven Avenue and old Route 31: Dusenberg Drive, Ferrari, Mercedes Lane, Porsche Way, and Concours, and the car named streets west of Haven Avenue: Triumph Lane, Shelby Street, Shelby Lane, Lotus Avenue, Jaguar Way.
   	This segment was made up of four distinct parts: Between Route 5 and San Bernardino, this was LRN 26. The initial portion of the route, from Colton to Route 86 near Indio, was added in the Second Bond Act of 1916. The route was extended between Monterey Park and Colton in 1931. It was extended further into Los Angeles to meet US 101 in 1933. This portion was signed as US 70/US 99. This segment starts at the San Bernardino Split, which was the end of US 60 and US 70, and junction with US 99 and US 101. The grade separated interchange was originally completed in 1943; it was later modified by the addition of the flyover in 1954. In 1996, the flyover was removed due to earthquake safety. Between San Bernardino and Indio, this was also part of LRN 26. This portion of LRN 26 was defined in 1916, and was signed as US 60/US 70/US 99. Between Indio and Shavers Summit, this was part of LRN 64. This segment of LRN 64 was defined in 1931. This portion was signed as US 60/US 70. Between Shavers Summit and the Arizona state line, this was LRN 64. The portion between Shavers Summit and Blythe was defined in 1919, and the extension to the Arizona State Line in 1931. It was also signed as US 60/US 70. In Blythe, this was Hobsonway, and used a different bridge to cross the Colorado. The current bridge was built in 1960, with improvements in 1974. No remnants of the original bridge remain. On July 15, 1952, the California Highway Commission adopted I-10 as a freeway. I-10 became part of the Freeway & Expressway System in 1959 and is also part of the Interstate Highway System. I-10 is included in the State Interregional Road Systems and is further classified as a “High Emphasis” and “Gateway” route. The entire length of I-10 is included in the National Highway System, the Department of Defense Priority Network, and the Strategic Highway Corridor Network. The 1990 Federal Surface Transportation Assistance Act (STAA) identifies I-10 as a “National Network” route for STAA trucks. The Federal Functional Classifications for I-10 are Rural Principal Arterial and extension of a Rural Principal Arterial into an urban area. The Ramona Expressway portion of I-10 started its development shortly after the US Highway system was adopted in 1926. At this time, California began development of US 99. In Monterey Park, Garvey Avenue was designated as part of the link of US 99. However, westerly of Atlantic Boulevard, the roadway ended. The six-mile gap would be filled by a new roadway that would connect Garvey Avenue near Atlantic Boulevard with Aliso Street at Mission Road to be named Ramona Boulevard. Ramona Boulevard was along terrain that was suitable for grade separations, with the Pacific Electric Railroad tracks to the north and a hillside to the south. In order to accommodate the new highway, six bridges that already spanned the tracks were extended or reconstructed and two new grade separations were constructed near Monterey Pass Road. Near the west end of the project, the Macy Street (now Cesar E. Chavez Avenue) bridge, which had been built in 1910, provided another grade separation over the tracks and could accommodate a roadway without reconstruction. Thus, there were nine bridges in all with no at-grade crossings and virtually no local property access. It was opened to traffic on April 20, 1935 and was called an “airline” route by the State because motorists could “fly” without intersectional conflict at 50 miles per hour. In 1944, Aliso Street, the westerly extension of Ramona Boulevard was widened and reconstructed. This project, which was undertaken by the City, included a grade separation at Mission Road. In coordination with this project, the State widened Ramona Boulevard easterly to the East City Limit and constructed a four-foot wide median. Upon the completion of these projects, Ramona Boulevard was renamed Ramona Parkway. In 1954, shortly after Ramona Parkway was extended easterly of the City, it was renamed the San Bernardino Freeway. In 1970, most of the 1935 and 1944 improvements were demolished to make way for the San Bernardino Freeway and Express Busway. [The historical information above on the Ramona Expressway was derived from "Transportation Topics and Tales: Milestones in Transportation History in Southern California" by John E. Fisher, P.E. PTOE, available at http://ladot.lacity.org/pdf/PDF100.pdf]
   	According to an article in the San Gabriel Tribune, the I-10/I-605 interchange was designed in 1964 and was supposed to accommodate traffic until 1984. No major changes have been undertaken there since it was built. An average of 438,000 cars use the interchange each day, making the intersection the 19th busiest in the state. According to a 1999 study by the South Coast Air Quality Management District, the area directly around the interchange has one of the highest air-pollution- related cancer risk factors in the San Gabriel Valley. One of the main problems with the intersection is what engineers call "the weave,", where vehicles transferring from the I-10 west to the I-605 south have to weave across cars getting on the I-605 south from the I-10 east. Cars from both directions have only about 150 feet to change places with each other. Additionally, drivers who want to transfer from the southbound I-605 to the eastbound I-10 east have to take a left turn when leaving the I-605. According to Caltrans, the prospects for improvements are bleak. Caltrans is considering building a flyover from the I-605 south to the I-10 east, which would eliminate the weaving-in section. The current budget crisis rules out state funding for the immediate future, and it was not appoved for funding in the 2007 CMIA allocations. A project has been approved for future consideration of funding to construct the Live Oak Canyon Interchange in the City of Yucaipa (TCRP #59). [April 2002 Agenda Item 2.2c.(3)]. The overall project is to reconstruct the Live Oak Canyon Road Interchange on Route 10 and construct the 14th Street Bridge over Wilson Creek. Construction of the 14th Street Bridge was completed in December 2003. In 2007, the CTC considered a request for modification of funding on this project, which would place the completion date in FY 2008/09 In 2007, the CTC recommended using the Corridor Mobility Improvement Account (CMIA) to fund widening of the ramps and addition of aux. lanes at Cherry, Citrus & Cedar ($30,325K requested, $19,233 recommended) and a WB mixed flow lane from Live Oak Cyn to Ford St ($38,186K requested; $26,500K recommended). In March 2009, the CTC approved for future consideration of funding a project in San Bernardino County is to reconstruct the Cherry Avenue Interchange, widen the overcrossing, and construct roadway improvements in the city of Fontana. The project is programmed in the Trade Corridors Improvement Fund (TCIF) and the 2008 State Transportation Improvement Program, and includes local funds. Total estimated cost is $76,900,000. Construction is estimated to begin in Fiscal Year 2011-12. In March 2009, the CTC approved for future consideration of funding a project in San Bernardino County is to reconstruct the Citrus Avenue Interchange, widen the overcrossing, and construct roadway improvements in the city of Fontana. The project is programmed in the Trade Corridors Improvement Fund (TCIF) and the 2008 State Transportation Improvement Program, and includes local funds. Total estimated cost is $54,458,000. Construction is estimated to begin in Fiscal Year 2010-11. In April 2009, the CTC approved for future consideration of funding a project to reconstruct the existing Riverside Avenue interchange at Route 10 to improve interchange and mainline operation and safety. The project is programmed in the Trade Corridors Improvement Fund (TCIF) and the 2008 State Transportation Improvement Program, and includes federal and local funds. Total estimated project cost is $34,000,000, capital and support. Construction is estimated to begin in Fiscal Year 2008-09. The scope as described for the preferred alternative is consistent with the project scope set forth in the approved project baseline agreement. There are plans to widen this route from Route 210 to Ford Street in Redlands (TCRP #58) [September 2002 Agenda Item 2.1c.(2)]. The overall project will add one mixed flow lane in the median in each direction on I-10 from Orange Street to Ford Street in the City of Redlands. The proposed widening will upgrade I-10 within the limits of the project from three lanes to four lanes in each direction. This is now scheduled for completion in August 2007. However, as of June 2008, PS&E for the project had been completed with $277,000 TCRP savings. SANBAG then requested to redistribute these funds to Construction in order to cover material and labor cost increases. Differing site conditions also contributed to an increase in construction costs. The project schedule and funding plan were updated. TCRP Project #61 will reconstruct the Apache Trail Interchange E of Banning in Riverside County. As of September 2005, this project is inactive. In April 2009, the CTC approved for future consideration of funding a project in Riverside County will reconstruct the Indian Avenue/I-10 interchange and construct roadway improvements, including a sidewalk on the west side, a bike lane in each direction, realignment of the eastbound and westbound direct on- and off-ramps, and widening of 20th Avenue and Garnet Avenue. The project is programmed in the 2008 State Transportation Improvement Program, and includes local and federal funds. Total estimated cost is $35,098,000, capital and support. Construction is estimated to begin in Fiscal Year 2009-10. In April 2009, the CTC approved for future consideration of funding a project in Riverside County will reconstruct the Palm Drive/Gene Autry Trail interchange and construct roadway improvements, including a sidewalk and bike lane in each direction. The project is programmed in the 2008 State Transportation Improvement Program and includes local and federal funds. Total estimated cost is $38,603,000 capital and support. Construction is estimated to begin in Fiscal Year 2009-10. In July 2009, the CTC approved an amendment regarding reconstruction of the interchange. The project will modify the existing Route 10/Palm Drive Interchange from diamond configuration to a partial cloverleaf configuration with east and westbound loop entrance ramps and will construct a bridge structure over Route 10 to accommodate additional lanes. This is TCRP Project #146. In November 2006, the CTC considered a route adoption to construct a roadway extension and a new eight lane overcrossing over I-10, near Bob Hope Drive. In the vicinity of the proposed Bob Hope Drive interchange, I-10 is an eight-lane divided freeway. The existing Ramon Road interchange was constructed in 1961. The proposed project will construct a new spread diamond interchange with Bob Hope Drive. The interchange will be located approximately 0.4 miles west of the existing Ramon Road interchange and will be a new six-lane overhead structure over the Union Pacific Railroad and an eight-lane overcrossing structure over I-10. The existing Ramon Road eastbound on-ramp will remain operational while the other four ramps at Ramon Road will be removed. Keeping the eastbound on-ramp at Ramon Road will improve the operating conditions at the local street intersections. The proposed improvements will increase the capacity of the existing interchange and improve interchange operations. This project is fully funded in the 2006 State Transportation Improvement Program. The total estimated project cost is $53,700,000. This project requires full oversight by the Federal Highway Administration (FHWA) since it is a federally-funded project on the interstate system that involves the reconstruction of an interchange and is greater than $1.0 million. A FHWA field operations engineer reviewed the project on April 12, 2006. A Modified Access Report was approved by FHWA on February 15, 2002. This project is consistent with the Regional Transportation Plan and the Riverside County General Western Coachella Circulation Plan. As a “Gateway Interchange” to Rancho Mirage, all improvements, including aesthetic treatment, landscaping, and restoration of natural areas will be based on the conceptual plans provided by the Agua Caliente Band of Cahuilla Indians. A public information meeting was held in November 2001 to solicit public input. It is estimated to begin construction in Fiscal Year 2007-2008. 2007 CMIA. A number of projects on I-10 in Los Angeles County were submitted to the Corridor Mobility Improvement Account for funding. These projects included HOV lanes, Puente Ave. to Citrus St. ($173 million); HOV lanes, Citrus St. to Rote 57 ($191.5 million); and the I-10/I-605 transition connector ($70.5 million). In San Bernadino County, a request for bridge widenings in preparation for HOV lanes ($107,931K) was also non-recommended. None were recommended for funding. This has been a point of contention in the inland empire as there is significant congestion on the I-10. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: High Priority Project #391: Interchange improvements at the I-10 and Indian Ave Interchange in Palm Springs. This was noted in the Desert Sun. $2,200,000. High Priority Project #881: Pedestrian Bridge for North Atlantic Blvd., Monterey Park. $480,000. High Priority Project #1369: Interchange improvements at Palm Drive and I-10. $2,200,000. High Priority Project #1387: Reconstruct interchange at I-10 and Riverside Avenue to improve traffic in Rialto. $1,600,000. High Priority Project #1680: Implement Grove Avenue Corridor/I-10 interchange improvements in Ontario. $2,400,000. High Priority Project #2051: Improve interstates and roads part of the Inland Empire Goods Movement Gateway project in and around the former Norton Air Force Base. $20,000,000. High Priority Project #3098: Construct Cypress Avenue over-pass to separate I-10 and Union Pacific Railroad tracks in Fontana. $2,400,000.
   	Montclair and Ontario: Holt Blvd (former business route) E of I-15 along Valley Blvd through Colton (marked at least once). Indio: Indio Blvd. This doesn't dump you easily back onto I-10 on the E side; you end up on Route 111 and then take the Route 86S expressway. This routing is old US 99. Blythe: Hobsonway. This ends on the AZ side with an odd loop under I-10 at the AZ border for E bound traffic.
   	The portion of I-10 located in California is designated the "Pearl Harbor Memorial Highway". This segment was named in remembrance of approximately 2000 brave and patriotic survivors of the attack on Pearl Harbor. On December 7, 1941, just before 8 a.m. on a Sunday morning, the first wave of bombers began the attack on Pearl Harbor that led the United States into World War II. It was an unforgettable day for those who lived through it and one that called America forth to defend itself. In so doing, it inspired a generation of Americans to rise and lead the defense of freedom around the world. Overall, on December 7th, 1941, 2,335 people were killed in action and 1,178 were wounded; the majority of the Pacific Fleet that was damaged and sunk in the attack was at one time home ported in California. Named by Senate Concurrent Resolution (SCR) 8, Resolution Chapter 72, on 7/12/2005. The portion of this freeway from US 101 to Route 215 is named the "San Bernardino Freeway"; the first segment opened in 1943 and the last segment in 1957. It was named by the State Highway Commission, based on its primary destination of San Bernardino. San Bernardino was first recorded as a place name in 1810, and derives from the name of the Italian saint of the 15th century. In 1842 it was applied to a land grant, on a part of which Mormons in 1851 started a settlement, the nucleus for the present city. The mountains are mentioned before 1850, the county was named in 1853, and the national forest in 1893. The portion of this freeway between the intersection with Route 19 in the City of Rosemead and the intersection with I-605 in the City of Baldwin Park is officially named the "El Monte Police Officer Donald Ralph Johnston Memorial Highway". It was named in honor of El Monte Police Officer Donald Ralph Johnston. Officer Donald Ralph Johnston was born in Wichita, Kansas, on November 11, 1954. When he was four, his parents moved the family to La Puente, California where his father Corky joined ranks of the El Monte Police Department. Officer Johnston graduated from La Puente High School in 1972, and became the proud father of a son Eric who later continued the Johnston legacy with the El Monte Police Department (3rd generation). In 1985, Officer Johnston became a reserve officer for the City of El Monte until he became a full-time officer in 1988. Officer Johnston volunteered in the Adopt-a-Cop program at Wilkerson School. On January 9, 1990, Officer Johnston responded to a call of a person trying to pass a bad check at a bank, and was shot and paralyzed by the suspect after selflessly pushing a bystander out of harm's way. He was awarded the City of El Monte Medals of Valor, Distinguished Service, and Purple Heart, received commendations and awards from the United States Congress, Governor Deukmejian, Governor Wilson, the California State Legislature, the Office of Attorney General, the County of Los Angeles, the American Police Hall of Fame, and numerous other local and national organizations. On January 29, 1991, Officer Johnston returned to work at the El Monte Police Department in a wheelchair, and was assigned to the Community Relations Unit as a detective handling missing persons investigations, all the while continuing his community involvement by mentoring disabled students. In 1993, Officer Johnston secured a position as the first regular police helicopter observer, and was able to experience the excitement of street patrol once again. Officer Johnston's work was so exceptional that he received many accolades for his service; and in 1997, Officer Johnston developed the S.T.R.I.V.E (Success Through Recognizing Individual Volition and Excellence) program, and visited schools to tell his story and inspire students to overcome their own obstacles. After retiring from active duty on September 1, 2001, Officer Johnston refused to quit, and with his letter of retirement, submitted a request to stay with the El Monte Police Department as a reserve officer, despite his declining health and chronic pain. Officer Johnston passed away on November 22, 2002. Named by Assembly Concurrent Resolution 71, Resolution Chapter 115, 8/25/2003. Originally, the segment that opened in 1943 (from US 101 to Route 215) was named the "Ramona Expressway". Ramona was the central character in the Helen Hunt Jackson novel Ramona, which was a seminal novel in the early 20th century in creating the romance of California. The portion of I-10 between Vincent Avenue and Grand Avenue in the City of West Covina is officially named the "West Covina Police Officer Kenneth Wrede Memorial Highway". It was named in memory of Officer Kenneth Wrede of the City of West Covina Police Department, who was killed in the line of duty on August 31, 1983, in the City of West Covina while responding to a call regarding a suspicious person. Officer Wrede was a longtime resident of Southern California and a 1975 graduate of Katella High School in Anaheim. He received his associates degree in criminal justice from Fullerton College and was pursuing a bachelor's degree at the time of his death. Named by Assembly Concurrent Resolution (ACR) 104, Resolution Chapter 102, on 8/16/2006. The portion of Route 10 from Post-mile 12.25 to Post mile 15.25 in the City of Fontana is named the “Deputy Frank M. Pribble Memorial Highway”. This segment was named in memory of San Bernardino County Sheriff Deputy Frank Marion Pribble. Deputy Pribble joined the San Bernardino County Sheriff's Department in March 1965 and was assigned to the Fontana Station. Deputy Pribble was very well respected and well known throughout the department in this large county, particularly in Fontana where he worked for 10 years and served as a deputy sheriff. Deputy Pribble was a mentor to the new deputies assigned to the Fontana Station and many deputies would wait after their shifts for a chance to ride with Pribble, who would take the new officers around the perimeter of the Fontana beat and carefully instruct them on the hazards of the area. On July 6, 1975, Deputy Pribble was on patrol in a rest area on Route 10 for a suspect wanted in a drive-by shooting when he was fatally shot in the line of duty. Even during the last moments of his life, Deputy Pribble exhibited selfless regard for life when he told a woman who was trying to assist the wounded officer to "Get out of the way; I don't want you people to get hurt." Named by Assembly Concurrent Resolution (ACR) 96, Resolution Chapter 72, on 7/3/2008. The portion of I-10 in the City of Ontario between the 6th Street overcrossing and the intersection of Euclid Avenue as the "Officer Richard Hyche Memorial Freeway". It was named in honor of Officer Richard Hyche, a four-year veteran of the Ontario Police Department. Officer Hyche was fatally wounded on October 15, 1975, and at the time was the first Ontario police officer killed in the line of duty since 1957. Officer Hyche was born on April 27, 1944, in Long Beach; served in the United States Marine Corps; attended the San Bernardino County Sheriff's Academy; worked at the Glenn Helen Maximum and Minimum County Jail Facility for two years; and was hired as a police officer by the Ontario Police Department on July 23, 1971. Officer Hyche was killed by a single gunshot by a suspect being sought in connection with a murder that had occurred the previous day at the Pepper Tree Motel. The suspect was later convicted and sentenced to life in state prison, and subsequently escaped from prison, fled to Montana, and was eventually killed after a deadly crime spree. Officer Hyche is still remembered today by former supervisors and colleagues as an excellent officer who was always outgoing and friendly, who enjoyed his work as a police officer, and who had a strong commitment to his fellow officers. Named by Senate Concurrent Resolution (SCR) 95, Resolution Chapter 93, on 8/11/2006. The portion of this freeway from the Beaumont Avenue/Avenue/Route 79 exit to the Sunset Avenue Exit, in the County of Riverside is named the "CDF Firefighter Chris Kanton Memorial Highway". This segment was named in memory of California Department of Forestry and Fire Protection (CDF) Firefighter Chris Kanton, at 23 years of age, who died in the line of duty on Saturday, August 6, 2005, in the County of Riverside. While responding to storm-related accidents, CDF Firefighter Chris Kanton was traveling in a CDF fire engine on I-10 east of Route 60 when the engine left the highway and traveled down a steep embankment, struck several trees, and came to rest on the roadway below. CDF Firefighter Chris Kanton, graduated from high school in 2000 in Paso Robles, California; attended and graduated from the Allan Hancock Fire Academy in Santa Maria, California; and subsequently completed HAZMAT training and served on the HAZMAT team at Station 81 in Bermuda Dunes and other locations as a full-time firefighter. He later transferred to Station 58 in Moreno Valley, where he served as a Firefighter II. Named by Assembly Concurrent Resolution (ACR) 10, Resolution Chapter 64, on 7/3/2007. The portion of this freeway in San Bernardino and Riverside counties is named the "Redlands Freeway". This is because the route traverses the City of Redlands. The portion of I-10 in San Bernardino County between mile markers 25.26 and 29.82 is named the "Officer James M. Goodman Memorial Highway". This segment was named in memory of CHP Officer James M. Goodman, who was killed in the line of duty on June 3, 2004. He was traveling west on his department motorcycle in the City of Redlands, attempting to overtake a vehicle he believed to be involved in a hit and run accident, when a van, traveling north on Nevada Street, entered the intersection from the south directly in the path of Officer Goodman. Officer Goodman was unable to avoid a collision and broadsided the van, and thereafter succumbed to the injuries he received from the traffic collision. He was born on September 11, 1955, in Martinez, California, was raised in the Bay Area, and graduated in 1973 from Pinole High School. He honorably served in the United States Army for nearly eight years and dedicated four years to reserve duty, ultimately achieving the rank of sergeant. Officer Goodman joined the California Highway Patrol on January 9, 1984. After successfully completing his training at the California Highway Patrol Academy, he reported to the Redwood City area on May 24, 1984. On August 20, 1985, Officer Goodman was awarded a California Commission on Peace Officer Standards and Training Basic Certificate; and on April 1, 1987, Officer Goodman transferred to the San Jose area. On May 2, 1989, he was assigned to the Oakland area; on October 1, 1993, he was assigned to the Golden Gate Division; on June 26, 2000, he was assigned to the Oakland area; and on March 1, 2001, he was assigned to the San Bernardino area. Over the years, Officer Goodman earned numerous certificates of achievement in the field of law enforcement. While stationed in the Oakland area, Officer Goodman was the first officer to arrive on scene after the Loma Prieta Earthquake occurred on October 17, 1989; and on the day of the earthquake, Officer Goodman helped to release a driver trapped under a collapsed portion of I-880 by crawling through a small space only accessible by removing several pieces of his safety equipment. For three hours, while the highway continued to settle from aftershocks, he and his colleagues worked to free the driver. In honor of this heroic act, he and two other officers were awarded the Medal of Valor by Former Governor Pete Wilson. Additionally, on November 25, 1989, Officer Goodman received a Meritorious Award from the office of the Mayor of the City of Oakland for his valor, gallantry, and courage during the 1989 earthquake. Officer Goodman made significant contributions to traffic safety and to the motoring public while serving at each assigned area and served for 20 years as a sworn peace officer for the California Highway Patrol. He was known by his fellow officers for his outstanding dedication to the department and to the protection of the citizens of our state. Named by Assembly Concurrent Resolution (ACR) 41, Resolution Chapter 72, on 7/3/2007. The portion of this freeway from a point just west of the Route 111 cutoff in the Palm Springs area to a point at the bottom of the grade east of the City of Coachella is named the "Sonny Bono Memorial Freeway". As if you didn't know the story, Sonny Bono left his boyhood home in Detroit, Michigan for Hollywood, California at a young age to become a star in show business. His quest led him to a laborer's job as a meat truck driver and deliveryman and then in promotions for a record company. Sonny Bono parlayed those jobs into an opportunity to showcase his ability as a showman and entertainer. Those talents eventually led to a career of fame as a recording and television star as part of the duo Sonny and Cher. Later, Sonny Bono pursued another dream as a restaurant owner in Palm Springs. His concern on behalf of his community as a businessman led him to public service eventually leading to his election as Mayor of Palm Springs in 1988. Sonny Bono's public service career eventually led him to the halls of the Congress of the United States in 1994 as the Representative from the Coachella Valley and Western Riverside County areas of southern California. Sonny Bono's achievements as a Congressman brought needed national attention to the environmental needs of the Salton Sea; he also worked on behalf of bringing the needed federal funding for transportation and infrastructure projects for the Coachella Valley, leading to funding for significant highway improvements throughout the Coachella Valley and Riverside County. Named by Assembly Concurrent Resolution 25, Resolution Chapter 58, June 4, 2001. The portion of this freeway near Indio in Riverside County between the Jefferson Street and Indio Boulevard interchange and the junction with Route 86 is officially named the "Doctor June McCarroll Memorial Freeway." Doctor June McCarroll arrived in California in 1904, when she moved to Indio in order to place her ailing husband in a health camp for persons infected with tuberculosis. In Indio, she traveled, at first by horse and buggy and later by horseback, to practice medicine on five Indian reservations. She later became the doctor retained by the Southern Pacific Railroad to treat its employees in the Coachella Valley. In later life, she expressed regrets that younger doctors were seemingly unable to function without modern hospitals and other conveniences when she had sometimes operated on kitchen tables, explaining "I would clear off the table, tie the patient down, and administer the anesthetic". She is also credited with starting the first library in the Coachella Valley. She is also known for her role in initiating the painting of centerlines upon streets and highways. The Riverside County physician, who was known as Dr. June, was driving home one day in 1917 when a truck forced her car off the road. Convinced that lines would help drivers stay safely on the correct sides of the road, McCarroll took her idea to Riverside County's Board of Supervisors and Chamber of Commerce. When they didn't do anything, she set an example by painting a mile-long, 4-inch-wide white stripe down the center of Indio Boulevard, near her home. In 1924, after she and the Indio Women's Club and the California Federation of Women's Clubs proposed it, the idea of painting a centerline on state highways was adopted by the California Highway Commission. The credit for painting white traffic arrows on pavement, incidentally, apparently belongs to George S. Hinckley, a traffic engineer who first used them in the plaza in front of Redlands City Hall in 1910. Named by Senate Concurrent Resolution 58, Chapter 105, August 17, 2000. The portion of this freeway extending five miles to the east and five miles to the west of mile marker number 84 in Riverside County, located east of the Chiriaco Summit, is officially designated the "Veterans' Memorial Freeway". This is in honor of the veterans that have served the United States from the state of California. Named by Assembly Concurrent Resolution No. 137, Chapter 104, in 1994. This portion of this freeway from Route 86 near Indio to I-5 in Los Angeles is designated as part of "Historic US Highway 99" by Assembly Concurrent Resolution 19, Chapter 73, in 1993. In additional to the other designations noted, Route 10 (in its entirety) has been officially designated the "Christopher Columbus Transcontinental Highway", although on the east coast, the corresponding sign is not on I-10 (it is on I-40). It acquired this name in Assembly Concurrent Resolution No. 106, Chapter 71, in 1976. According to reports in 2003, the sign on I-10 has disappeared.
   	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. Bridge 53-1367, the I-10/I-215 separation in Los Angeles county, is named the "James A. Guthrie Memorial Interchange". It was built in 1960, and named by Senate Concurrent Resolution 57, Chapter 193, in 1970. James A. Guthrie was a presidential elector from California in 1956. He served from 1943 to 1967 as a member of the California Highway Commission. Bridge 54-592, the I-10/Route 210 interchange in San Bernardino county, is designated the "Chresten Knudsen Interchange". It was built in 1962, and was named by Assembly Concurrent Resolution 21, Chapter 47, in 1991. Chresten Knudsen served as a member of the Redlands City Council and in the 1960's was appointed by Governor Ronald Reagan to the Santa Ana Regional Water Quality Control Board. Bridge 54-909 on I-15, the I-15/I-10 separation in San Bernadino county near Ontario, is named the "Daniel D. Mikesell Interchange". It was built in 1975, and was named in Senate Concurrent Resolution 64, Chapter 84, in 1980. San Bernardino County Supervisor Daniel D. Mikesell exerted exceptional effort beginning in 1955 to have the Devore Cutoff included in the California Freeway and Expressway System. This route also has the following Safety Roadside Rest Areas: Wildwood, in San Bernardino County 1 mi W of Calimesa. Brookside, in Riverside County, 3 mi. W of Beaumont. Whitewater, in Riverside County 1 mi W of Whitewater. Cactus City, in Riverside County 15 mi E of Indio. Wiley's Well, in Riverside County 15 mi W of Blythe.
   	This route is part of the De Anza National Historic Trail. The portion of this segment between Indio (via Mecca) and Blythe was part of the "Hassayamph Trail". This portion is also named the "Sunkist Trail".
   	HOV lanes have been constructed from Hebert Street in downtown Los Angeles to I-710 in El Monte. This is called the "El Monte Busway". It opened in January 1973, requires three or more occupants, and is in operation 24 hours a day. In April 2008, the federal government offered Los Angeles County $213 million to convert these lanes to special, congestion-pricing toll lanes. In the proposed deal, the federal money would go toward the purchase of about 60 high-volume buses that would use the new toll lanes. That would free up MTA funds for creating the toll lanes. CTC approval would be required. In June 2009, it was reported that Los Angeles County transportation officials were considering charging solo motorists 25 cents to $1.40 a mile to use the high occupancy toll lanes proposed for the Harbor and San Bernardino freeways. Officials plan to use congestion-based pricing, which means that tolls will rise and fall in direct relation with the flow of traffic — a formula designed to keep individual motorists, carpools, van pools and buses in the high occupancy lanes at a minimum of 45 mph, even during rush hour. Under the proposed pricing schedule, 25 cents a mile would be charged when demand is lowest for the lanes, while the maximum, $1.40 a mile, would be the toll during the busiest part of the day. Before the toll schedule is finalized in late July 2009, the public will be allowed to comment on the prices at five community hearings this month in Los Angeles, Torrance, Carson, El Monte and West Covina. The yearlong demonstration project has received $210.6 million in federal funds to help reduce traffic and improve bus service along the two freeways -- the largest congestion-easing grant awarded to any city to date, according to the U.S. Department of Transportation. Caltrans and the MTA will use the money to convert existing carpool lanes to high-occupancy toll lanes on 14 miles of the San Bernardino Freeway from Alameda Street to the 605 Freeway interchange and on 11 miles of the Harbor Freeway from Adams Boulevard to the Artesia Transit Center at 182nd Street. A second high-occupancy toll lane will be added in both directions to the San Bernardino Freeway. The project also calls for automated toll plazas, road improvements and additional transit services, including 57 clean-fuel buses for both freeway corridors. The entire project is expected to be completed by December 2010. HOV lanes also exist from the San Bernardino County line to I-15. They require two or more people, and operate 24 hours a day. HOV lanes are planned as follows: from I-405 to I-110 from Baldwin to I-605 from I-605 to Puente Avenue from Puente Avenue to Citrus Avenue from Citrus Avenue to Route 57 from Route 57 to the San Bernardino County line. Segments (3), (4), and (5) are the subject of District 7 TCRP Project #40, which plans to add HOV lanes to this segment, for a total cost of $210 million. The estimated completion date is 1Q2008 for the segment from I-605 to Puente Ave, 1Q2010 for the segment from Puente to Citrus, and 1Q2012 for the segment from Citrus to Route 57. A negative EIR (a good thing) came back in February 2004. However, due to funding, the schedule has been pushed back. In April 2006, the CTC considered requests approval of a TCRP project application amendment for $56,900,000 in new TCRP funding that would program $56,900,000 in TCRP funds to Construction; redistribute $4,194,000 from Plans, Specifications, and Estimates (PS&E) to Construction; redistribute $757,000 from Right of Way to Construction; and update the project funding plan. The project will provide for approximately 11.2 miles of HOV lanes that will effectively double the people carrying capacity of a mixed flow lane thus alleviating some of the congestion by encouraging and supporting the use of shared ride modes. The project will be delivered in three segments, with Segment 1 (Route 605 to Puente Avenue) fully funded with TCRP, STIP-RIP, and Proposition C funds. The current schedule is: Phase 1: FY 2002/2003; Phase 2: FY 2010/2011; Phase 3: FY 2010/2011; Phase 4: FY 2013/2014. Some of these were submitted for funding from the 2007 CMIA allocations, but none were recommended for approval. In April 2008, CalTrans and LACMTA requested amending TCRP Project #40 to designate LACMTA as a co-applicant agency, to update the project schedule and funding plan, as well as approval of an Assembly Bill (AB) 1335 LONP to use $61,851,000 in Congestion Mitigation and Air Quality (CMAQ) funds in lieu of TCRP funds for the Construction phase of this project. The amended schedule shows completion of phases 3 and 4 in FY 2011/2012. In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing HOV lanes from Puente to Route 57 in LA County. As of late 2007, there were some proposals to convert some future lanes E of I-605 into High-Occupancy Toll (HOT) lanes. There are also some HOV lanes in the segment from I-15 to Route 57, but these do not extend for the entire portion.
   	[SHC 263.3] From Route 38 near Redlands to Route 62 near Whitewater.
   	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.
   	[SHC 164.10] Between the east urban limits of San Bernardino-Riverside and the Arizona state line.

Prior to the designation of this routing as Interstate 10 on July 1, 1964, a routing similar to the current Route 10 routing had the designation of US 70. US 70 began in downtown Los Angeles, followed Valley Blvd, San Bernardino Road, Garvey-Holt Blvd, and Holt Street into Ontario, and thence to points east. Between Los Angeles and Palm Springs, the routing was cosigned with US 99. Portions were also cosigned with US 60.

For those looking for old US 60/US 70 off of I-10, look for several small exits on I-10 between Indio and Blythe. There is a portion of US 60 between Corn Springs Rd. and Ford Dry Lake Rd.

Between the initial state signage of routes in 1934 and sometime between 1960 and 1963, the routing (LRN 174) from US 101A (Route 1, Lincoln Blvd) in Los Angeles along Manchester and Firestone Blvds to US 101 in Norwalk was signed as Route 10. It was later signed as Route 42. It appears the LRN 174 routing was defined in 1933. Specifics are not available, but the guess is that the resignage occurred in the late 1950s in preparation for the interstate. (1956 and 1960 maps shows it as Route 10; the 1963 state map (pre-renumbering) shows it as Route 42). Before signage as US-101, the routing (signed as Route 10, but LRN 174) continued on down to Orangethorpe, and then across Orangethorpe past Route 101 (Spadra Road, at that time) and E through Atwood, until joining the old surface route equivalent to US 101 (LRN 2). Some maps show Route 10 ending at the junction with Route 18 (later renumbered as Route 14, but cosigned with US 91; LRN 175 and LRN 178). It appears that, by 1942, Route 10 was also signed as Bypass US 101.

On July 1, 1964, LRN 174 (at one time signed as Route 10), between US 101A and US 101 in Norwalk, was officially designated Route 42, and has since been deleted from the state highway system.

Approved as chargeable Interstate on 7/7/1947; the portion from Route 101 to Route 5 was originally to have been designated as I-110, with I-10 sharing a route with Route 5 between the San Bernardino and Santa Monica portions of Route 10. The I-110 designation was deleted as chargeable interstate in August 1965 and a designation of I-10 was used to the Route 101 interchange. At one time, the California Department of Highways, in response to a proposal from Arizona, proposed that current I-10 be numbered as I-12, and that the I-10 designation be used for current I-8.

• Cal-NExUS Exit Numbering: Route 10
• Exit Lists: I-10 Highway Heaven (Michael Adams)
• I-10 Strip Chart (Andrew Tompkins)
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• California @ AARoads: Interstate 10
• California @ AARoads: Historic US 99 (Andy Field)
• East Los Angeles Interchange (Mike Ballard)
• Finding US 60 (Casey Cooper)
• Finding US 70 (Casey Cooper)
• Finding US 99
• Interstate Business Routes @ AARoads.com: Interstate 10
• Interstate 10 (Zzyzx)
• High Priority Corridors @ AARoads.com: Southwest Passage/Interstates 8, 10, and 210 (Corridor 34)
• Old California Sign Pictures (Bugo) . Here you can see some pictures of the old "Bear Shield" Route 10 sign.

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.

Overall statistics for Route 10:

• Total Length (1995): 243 miles
• Average Daily Traffic (1993): 6,700 to 363,000
• Milage Classification: Rural: 134; Sm. Urban 14; Urbanized: 94.
• Previous Federal Aid Milage: FAI: 241 mi; FAU: 1 mi.
• Functional Classification: Prin. Arterial: 243 mi.
• Significant Summits: San Gorgonio Pass (2626 ft) and Chiriaco Summit (1710 ft)
• Counties Traversed: Los Angeles, San Bernardino, and Riverside.

The route that would become LRN 10 was defined in the 1909 First Highway Bond act as running from Goshen to Hanford. In 1915, Chapter 404 extended it from Hanford to San Lucas ("an extension connecting the San Joaquin valley trunk line in Tulare County with the coast trunk line in Monterey County by the continuation of the lateral between the cities of Visalia and Hanford through Coalinga by the most direct and practical route..."). The 1919 Third Bond Issue further extended the route from Visalia (note that Goshen changed its name to Visalia) to Sequoia National Park. By 1935, the route was codified into the highway code as:

From [LRN 2] near San Lucas to the Sequoia National Park line via Coalinga, Hanford, and Visalia

The portion from Hanford to the Sequoia National Park was considered a primary highway.

The route wording remained unchanged until the 1964 alignment. This routing was (and is) mostly signed as Route 198. The portion from Coalinga to Oilfields is signed as Route 33.

From the northerly border of the new Federal Port of Entry and east of the Otay Mesa Port of Entry to near the junction of Route 125 and Route 905.

1964-1981 Routing

In 1963, Route 11 was defined to run from San Pedro to Route 248 (Colorado Blvd) in Pasadena.

In 1976, Chapter 1354 changed "Route 248" to "Colorado Blvd".

In 1978, the portion of Route 11 between Route 10 and San Pedro was approved as chargable interstate, and was assigned the number I-110, although the route was not signed as interstate at that time.

In 1981, Chapter 292 renumbered the entire routing as Route 110 for continuity of numbering purposes, with the portion S of Route 10 using an interstate shield, and the portion N of Route 10 using a state highway shield.

Route 11 was the first route to have "Call Boxes". The system included 80 boxes spaced at quarter-mile intervals. The telephones were connected to the police switchboard. They were first proposed in 1959 by Los Angeles County director of communications Maurice E. Kennedy. In 1962, the Federal Communications Commission approved the $92,000 cost. On July 10, 1965, highway officials inaugurated the emergency call box system on the Harbor Freeway between the interchange of the Santa Monica and Harbor freeways and El Segundo Boulevard.

1994-Present Routing

The current routing was defined in 1994 by Chapter 409. No specific routing was identified at that time. This will connect up with a new Mexican freeway called Tijuana 2000, which will be a bypass connecting the new port of entry with Rosarito. According to the Caltrans Photolog, Route 11 is not planned to begin at the 905/125 junction, but rather at Route 125 north of the current intersection of Lone Star and Harvest Roads east of Brown Field.

Before the present-day Route 110 freeway was constructed, pre-1994 Route 11 traveled along Gaffey, Figueroa St, Ave 22, and Linda Vista to Route 118. It appears to have had a connection with the pre-Foothill freeway freeway segment of Route 118. At one point after the completion of the Pasadena Freeway, US 66 was the freeway, whereas Route 11 ran along Figueroa from San Fernando Road N. This reflected Figueroa's status as Alternate US 66. The route was been signed as Route 11 since the initial state signage of routes in 1934. Circa 1940, the route was co-signed with federal routes: Route 66 (US 66) between Pasadena and Downtown Los Angeles, and Route 6 (US 6) between downtown and San Pedro. On July 1, 1964, the routings for US 6 and US 66 were truncated, and the route was signed only as Route 11. Figueroa Street was named for Jose Figueroa, a governor of California under Mexico.

Around 1957, the freeway had been constructed only as far as Santa Barbara Ave. From this point S, Route 11/US 6 ran along Figueroa.

Prior to the completion of Figueroa street in Gardena, the route from Gardena to Wilmington involved 190th Street, Main Street, and Wilmington Boulevard, with Route 11 continuing south on Wilmington and B to reconnect with the Figueroa routing.

The original routing was LRN 165, and was defined as part of the state highway system in 1933.

In 1935, a new route was defined for the planned Arroyo Seco Parkway. This route was LRN 205, and corresponds to the present routing. When LRN 205 was defined, the roughly parallel LRN 165 portion was signed as Route 11 and Alt US-66.

The Arroyo Seco Parkway was California's first freeway. The innermost part was originally called North Figueroa, as it was an extension of that street. The first "phase" involved the four tunnels, with their art deco facades and bracketed streetlight sconces. If you look at the bridges over the river you can see the earlier bridge style too. The Arroyo Seco parkway ended northeast of the four Figueroa tunnels across the Los Angeles river. Then both directions of travel fed into the tunnels which contained Figueroa St. From there the route followed Figueroa into downtown. On the first day, speeds reached an unprecedented 35 mph, without a single stop from Pasadena all the way into Los Angeles. When the Four Level interchange with US 101 was built, in the late 1940s, new lanes were built for southbound traffic, and the original became northbound only. Both sets of lanes then were connected to the Hollywood Fwy via the Four Level. The sharp jog in the southbound lanes of the freeway east of the Los Angeles river is where the new southbound lanes begin. [Historical Information on the Arroyo Seco routing is from postings on m.t.r by Tom Cockle, Harry Marnell and James Stewart]

In March 1954, a 1.1-mile section of the Harbor Freeway between 3rd Street and Olympic Boulevard opened to traffic. The Los Angeles Times described it as "a modern maze of 'on' and 'off' ramps for almost all of the east-west streets feeding into — or out of — the downtown district" and said it was "expected to do much to alleviate traffic congestion in the business district." The elaborate ribbon-cutting ceremony included an appearance by model Ann Bradford as Miss Freeway Link.

This is planned to connect with the Mexican Tijuana Loop Road at the East Otay Mesa border crossing. This will be a toll road.

According to Don Hagstrom in October 2002, the planned Route 11 Freeway, connecting the proposed Route 905 / Route 125 interchange with a planned new third San Diego / Tijuana Port of Entry (Otay Mesa II) could be completed by 2007. It would be 4.3 miles long.

In August 2007, the CTC received notice of the preparation of an EIR for this route. The proposed project is to conduct a corridor study and construct a four-lane freeway and truck bypass road in San Diego County at the proposed Otay Mesa East Point of Entry (POE). The project is not fully funded. The project is fully funded for Project Approval/Environmental Document in the amount of $13 million in the 2006 State Transportation Improvement Program - Interregional Improvement Program funds. Total estimated project cost is $361.4 million. Construction is estimated to begin in FY 2012-13. In April 2008, the CTC received notice that the current environmental document is for Phase I and will identify the location of potential corridors. Phase II will be project level analysis and environmental approval for the Route 11 and the POE components. The overall project is not fully funded. The project is only funded for Project Approval/Environmental Document in the amount of $13,000,000 in the 2006 State Transportation Improvement Program – Interregional Improvement Program funds. The total cost of the project is estimated to be $715,220,000. Construction is estimated to begin in Fiscal Year (FY) 2012-13, depending on the availability of funds. The following alternatives are being considered, both of which would be entirely new facilities:

• Alternative 1 - No Build.

• Alternative 2 - Western Alternative Corridor – The Western Corridor Alternative includes the Route 11 and POE site. The 2.1 mile long corridor would extend eastward from Harvest Road at the future Route 125/Route 905 interchange, passing south of Otay Mesa Road and north of Airway Road, and curving southward to connect with the northern edge of the Western POE site.

• Alternative 3 - Central Alternative Corridor – The Central Corridor Alternative includes the SR 11 and POE site. The 2.5 mile long corridor would extend east along the same alignment as the western alternative, but it would extend further to the east before curving southward to the northern edge of the Central POE site.

In October 2008, the CTC received notice of the mitigated negative declaration. There were issues with the construction permanently removing paleontological resources, sensitive upland vegetative communities, hazardous waste, growth inducement, as well as public controversy regarding the project. With the completion of the EIR, the impacts related to growth and cumulative biological resources such as impacts to native and non-native grasslands, disturbed mule fat scrub and non-wetland Waters of the United States (WUS) / streambed, sensitive plants, and sensitive animals including burrowing owl and the Quino Checkerspot Butterfly are anticipated to be significant and unmitigable for Phase II (project level). As a result, a Statement of Overriding Consideration was adopted.

In February 2009, the CTC received another notice of preparation for this route. The project would construct a new four-lane highway and port of entry (POE) at the United States-Mexico border from east of Route 905/Otay Mesa border crossing to the future Route 125/905 junction. Tier 1 (PPNO 1000) was programmed in the 2008 State Transportation Improvement Program for approximately $6.0 million in interregional improvement program shares for environmental. The Tier 1 Environmental Impact Report/Environmental Impact Statement (EIR/EIS) [see the paragraph above] was prepared to inform the public and decision-makers about the potential environmental effects of the proposed program and the preferred corridor. The Tier 1 Final EIR/EIS was presented to the Commission at its October 2008 meeting. The new NOP is for the project level environmental document, Tier II (PPNO 0999). Tier II is programmed in the Trade Corridors Improvement Fund program for approximately $709 million and includes interregional improvement program funds, federal demonstration funds, and local funds/public toll financing. The total estimated cost of both Tier I and Tier II is $715 million. Construction of the project is estimated to begin in Fiscal Year 2012-13.

The Western Corridor alignment for the Route 11 and the Otay Mesa East POE was selected as the preferred alternative during the Tier I/Program level environmental analysis. The Tier II environmental analysis will consider the following preliminary alternatives/design variations:

1. No Build/No Action Alternative.

2. Transportation System/Demand Alternative: Implement pedestrian, cyclist, transit, and other transportation systems/demand management measures alone, without implementation of Route 11 and the new POE No Build/No Action Alternative.

3. Toll Alternative: Construct Route 11 using toll implementation options.

4. Two Interchange Option: Building two interchanges between Route 11 and local roadways, or one interchange only, with the exact locations of the interchanges to be determined after consideration of public input.

5. Commercial Vehicle Enforcement Facility Alternative: Utilize the existing commercial vehicle enforcement facility (CVEF) at the existing Otay Mesa POE to also serve the proposed Otay Mesa East POE, versus accommodating the construction of a new CVEF adjacent to the new POE.

What's interesting about this is the CTC minutes, which put the entry for this as "construct a new segment of Route 905/Route 125, to be called Route 11", even though the routing doesn't fit the definition of either Route 905 or Route 125.

In December 2009, the CTC received notice of a proposed amendment to the project that would amend the 2008 State Transportation Improvement Program (STIP) for the Route 11 and Otay Mesa Port of Entry (POE) project (PPNO 0999) in the city of San Diego, community of San Ysidro as follows:

• Program $4,900,000 of Federal Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Border Infrastructure Program (BIP) funds to the Environmental phase of this project in Fiscal Year (FY) 2009-10.

• Revise the project milestone schedule for Circulation of the Draft Environmental Document from September 2009 to March 2010.

• Revise the project milestone schedule for End Environmental Phase (PA&ED Milestone) from March 2010 to December 2010.

• Revise the project location and description as follows: In San Ysidro East Otay Mesa, at the border of Mexico from east of Route 905/Otay Mesa border crossing to and future Route 125/Route 905 junction to the U.S./Mexico border.

• Construct new four lane highway and Port of Entry.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #740: Design and environmental analysis for Route 11 connecting Route 905 to the new East Otay Mesa Port of Entry near San Diego. $800,000.

See Route 110 for pre-1994 trails information.

The current routing of Route 11 is not in the Interstate system. The number I-11 was proposed in November 1957 for current I-5, but was rejected.

[SHC 253.1] Entire route. Defined in 1999 by Chapter 724.

Overall statistics for post-1994 Route 11:

• Total Length (1995): 4 miles, unconstructed
• Milage Classification: Rural: 4.
• Counties Traversed: San Diego.

• Finding US 6 (Casey Cooper)
• Finding US 66 (Casey Cooper)
• Old California Sign Pictures. (Bugo)
  Here you can see some pictures of the old "Bear Shield" Route 11 sign.
• Other Route 66 Links
• Route 66 on the Internet
• Roadgap: The Arroyo Seco Freeway: CA 110 (Old CA 11, Old US 66) (Cameron Kaiser)
• Route 11 @ AAroads

The current routing is unconstructed.

This is one of the oldest routes in the state highway system, having been first defined as a route in 1895 with a law that provided "[authorization to secure the title and right of way of] that certain wagon road situated and being in the county of El Dorado ... commencing at the junction of the Lake Tahoe Wagon Road with the wagon road leading from Placerville to the town of Newtown, a short distance E-ly from the village of Smith's Flat ... and running thence from the junction of said roads to Lake Tahoe." In 1897, Chapter 176 stated "A public highway or wagon road shall be built from a point on the E limits of the city of Sacramento, to Folsom in Sacramento Cty as near as practicable along the route of the present most direct line of county roads between these two points...". The 1909 First Bond Act included funding for a road from Sacramento to Placerville as part of this route. In the 1915 statutes, Chapter 32 adopted "the wagon road extending from the W end of the Lake Tahoe State Wagon Road to the E limits of the city of Placerville" as a state highway. The 1919 Third Bond Issue provided funding to extend the route from "Placerville to Sportsman's Hall". The 1933 statutes extended the route on the other end, adding milage from "Walnut Creek-Stockton Road near Antioch to Sacramento".

When the 1935 law codified the definition of the route in the highway code, the definition was:

From [LRN 75] near Antioch to the Nevada State Line near Lake Tahoe, via Sacramento, Folsom, Placerville, and Sportsman's Hall

The portion from Sacramento to Placerville was a primary route.

In 1947, Chapter 1233 relaxed the description of the route to be “from [LRN 75] near Antioch to the Nevada line near Lake Tahoe via Sacramento and Placerville.”

This routing started near Antioch at signed Route 4 (LRN 75), and ran to 16th in Sacramento signed as Route 24. This is present-day Route 160. The portion from Freeport Blvd to 16th St along Broadway, and along 15th/16th Street to N Street appears to also have been part of LRN 4.

In downtown Sacramento, LRN 11 diverged from signed Route 24 at 16th S, and ran N to Capitol Ave (signed as Route 16).

LRN 11 then ran along Capitol Ave to 30th Street, where it intersected signed US-50/US-99. This latter segment is present-day Business Loop 80 (real Route 50), and was once planned to be part of the first incarnation of I-305.

LRN 11 then continued E out of Sacramento along Folsom Blvd as US-50, and remained signed as US-50 to the Nevada state line. In 1963, there was an alternate routing for LRN 11 from Sacramento that approximated the future freeway routing.

1. From Route 1 near Valley Ford to Route 121 near Sonoma via Santa Rosa.

   
   

   	The segment was defined in 1963 by Chapter 385.
   	At some point, this may have been a county route -- a photo at CalTrafficSigns.com clearly shows a (temporary) County Highway 12. This picture was taken at the intersection of Route 12 and Route 24. This corresponds to what was all LRN 51 by 1959, although that was not always the case: Between Valley Ford and Sebastopol, present-day Route 116 was signed as Route 12, and was LRN 104, defined in 1933. In the 1964 renumbering, Route 12 was realigned along an extension of LRN 51 defined in 1959 between Route 1 and Sebastopol. Between Route 116 near Sebastopol and US 101, this was an extension of LRN 51, as defined in 1933. Between US 101 and Route 121, this was the original portion of LRN 51, defined in 1919. From Schellville easterly to Napa, the route was cosigned as Route 12/Route 37 (now Route 12/Route 121), and was LRN 8. This is technically part of Route 121; LRN 8 dates back to 1909.
   	*Route* Unconstructed from Route 1 to Route 116. Constructed to freeway standards for 2 miles in Santa Rosa. An EIR has been prepared regarding conversion of the existing two-lange highway known as Jameson Canyon Road into a four-lane divided expressway. (January 2002 CTC Agenda 2.2a.(2)). This is actually TCRP Project #157, which will do congestion relief improvements from Route 29 to I-80 through Jamison Canyon. In March 2006, it was reported that environmental studies and preliminary engineering have been delayed due to inability to hire a consultant to complete the technical studies. The United States Fish and Wildlife Services (USFWS) is requiring additional surveys to determine the impacts on the Red Legged Frog and Fairy Shrimp within the project limits. The USFWS is now requiring that the survey of the Red Legged Frog be conducted over a two-year period, instead of the previous one-year requirement. For the Fairy Shrimp, a one-year survey during both wet and dry seasons must be conducted, when previously such a survey was not required. Estimated completion is now September 2010. In 2007, the CTC recommended using $73.99M from the Corridor Mobility Improvement Account (CMIA) for phase 1 of the Jameson Canyon Widening. In October 2009, recieved information the Caltrans plans to: Redistribute environmental phase programming not attributable to the CMIA Phase 1 project to a new Phase 2 project (PPNO 0367H). Make minor adjustments to the project post miles of the CMIA Phase 1 project to more accurately reflect the actual project limits. Split the CMIA Phase 1 project into two roadway contracts and one follow-up landscape contract. The rationale is that the project environmental document, approved in January 2008, environmentally cleared the construction of the ultimate 4-lane conventional highway with a 3.6 meter median. This scope was found to be too large to fund and construct at once, so plans were made to phase implementation of the overall improvement project. Phase 1, the CMIA project, will construct two new lanes adjacent to the existing roadway. However, Phase 1 does not include funding to fully update all horizontal and vertical curve deficiencies of the existing roadway. Phase 2, therefore, will upgrade the existing facility to current standards when full funding becomes available. Since the environmental studies were initiated prior to identification of a phased project, and prior to selection of Phase 1 for CMIA funding, the full programmed budget and expenditures for environmental work were attributed to what has become Phase 1. The proposed redistribution of the costs for environmental between Phase 1 and Phase 2 will serve to better align budgets and expenditures attributable to each of the two projects. The outcome is the creation of a new project to represent Phase 2 (PPNO 0367H) and a shift of $2,190,000 from Phase 1 environmental to Phase 2 environmental. The specific segments under the redivision are: Segment 1 (PPNO 0367D): On Route 12 in Napa and Solano Counties, from 0.5 mile west of Napa/Solano County Line to Red Top Road in Solano County. Construct two lanes, add a median barrier and a median opening. Segment 2 (PPNO 0367I): On Route 12 in Napa County, from Route 29 junction to 0.1 mile west of Napa/Solano Line. Construct two lanes and add a median barrier. Segment 3 (PPNO 0367J): On Route 12 in Napa and Solano Counties, from Kelly Road (Napa) to Red Top Road (Solano). Construct replacement landscaping.
   	The portion of this route constructed to freeway standards is named the "Sebastopol" Freeway. This is because the freeway goes through the community of Sebastopol. Historically, this route is close to the original "El Camino Real" (The Kings Road). A portion of this route has officially been designated as part of "El Camino Real by Assembly Bill 1707, Chapter 739, on October 11, 2001. The portion of this route running through Sonoma County is called the "Valley of the Moon Scenic Route". "Valley of the Moon" was the name Jack London, resident of Glen Ellen, coined for this area. The first such sign with this name is when the Farmers Lane portion ends in Santa Rosa. Another name for this portion if the Sonoma Highway. South of the town of Sonoma, Route 12 is called Broadway until it intersects Route 121 near Schellville. Route 12/Route 121 to Napa County is called alternately "Fremont Drive" or "Carneros Highway." The latter term continues into Napa County. Route 12 from Sebastopol to Santa Rosa is named the "Luther Burbank Memorial Highway". Luther Burbank (1849-1926) was a famous horticulturist who developed more than 800 strains and varieties of plants, including 113 varieties of plums and prunes, 10 varieties of berries, 50 varieties of lilies and the Freestone peach. Born in Lancaster, Massachusetts, Burbank was brought up on a farm and received only an elementary education. At age 21 he purchased a 17-acre tract near Lunenberg, Massachusetts, and began a 55-year plant breeding career. In 1871 he developed the Burbank potato, which was introduced in Ireland to help combat the blight epidemic. He sold the rights to the Burbank potato for $150, which he used to travel to Santa Rosa, California. In Santa Rosa, he established a nursery garden, greenhouse, and experimental farms that have become famous throughout the world. Burbank carried on his plant hybridization and selection on a huge scale. At any one time he maintained as many as 3,000 experiments involving millions of plants. In his work on plums, he tested about 30,000 new varieties. It was named by Senate Concurrent Resolution 4, Chapter 11 in 1940. [Biographical information on Luther Burbank from the National Inventors Hall of Fame] In Suisun City, near Denverton Road off Route 12, there is an "Old Route 12".
   	In Santa Rosa is the "Parker B. Rice Memorial Bridge" (just east of Route 101). World War II veteran and newspaper production manager Parker B. Rice served as Commander of the California Department of the Disabled American Veterans from 1955 to 1956. He was an Army Air Corps Mechanic in World War II. Named by Assembly Concurrent Resolution 68, Chapter 74 in 1996.
   	[SHC 253.2] From Route 1 near Valley Ford to Route 101 at Santa Rosa; from Route 101 near Santa Rosa to Melita Road near Santa Rosa. Note: the entire segment was defined as part of the F&E; system in 1959; in 1969, the portion from Melita Road to Route 29 was deleted from the F&E system by Chapter 726.
   	[SHC 263.3] From Route 101 near Santa Rosa to Route 121 near Sonoma.

   
   

2. From Route 29 in the vicinity of Napa to Route 80 near Cordelia.

   
   

   	This segment is as defined in 1963 by Chapter 385.
   	Circa 1935, the first two segments of this routing were continuous. Route 12 was dual-signed with Route 37 (now Route 121) between Sonoma and Napa, and with Route 29 from Napa for a short distance S of Napa. The portion that was cosigned with Route 29 is present-day Route 221. From Napa, signed Route 12 continued southerly to Cordelia in two segments: one stretch signed as Route 12/Route 37 (now Route 12/Route 121, and another stretch signed only as Route 12. This was also LRN 8; defined in 1909. In 1931, this was signed as (temporary) US 40.
   	The California Transportion Commission, in September 2000, considered a Traffic Congestion Relief Program proposal to reconstruct the I-80/I-680/Route 12 interchange; it would be a 12-interchange complex constructed in seven stages. The proposal was $1 million for stage 1; the total estimated cost was $13 million. As of December 2001, this was still on the agenda (TCRP 25.2/25.3). This is TCRP Project #25, requested by the Solano Transportation Authority. There is a project to construct passing lanes on Route 12 near Terminous from the Sacramento County line to Route 5. The environmental process for this project has increased in scope and complexity due to concerns that the Federal Highway Administration (FHWA) had regarding independent utility, geotechnical issues of the Delta soil and a proposed reservoir in the project vicinity that could change environmental conditions. The FHWA concerns have been addressed by a corridor analysis that was recently completed. The corridor analysis resulted in a reevaluation of scope for the project to focus on improvements to Route 12 between Bouldin Island and Route 5. The reevaluation of the scope also addressed the geotechnical issues and the changes in environmental conditions of the proposed reservoir. Therefore, the environmental phase of this project needs to be completed and a preferred alternative selected before proceeding with subsequent phases of the project. These changes place construction beyond FY 2010-11, the last year of the 2006 STIP. In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing the I-80/I-680/Route 12 Interchange Complex, including HOV Connector Lanes. He also proposed widening the route to a 4-lane expressway in Napa. In January 2007, the CTC considered a request to amend the funding plan for TCRP Project #157 on Route 12: Congestion relief improvements from Route 29 to I-80 through Jamison Canyon. The goal of the project is to widen Route 12 from a 2- lane highway to a 4- lane expressway. Estimated completion is FY 2012/2013. In July 2008, the CTC approved for future consideration of funding the Route 12 Widening and Route 29/Route 12 Interchange projects. The projects are being planned in three phases. Phase 1 consists of two new 12 foot-wide lanes for eastbound traffic on Route 12 for the entire limits of the existing facility, as well as the construction of retaining walls (PPNO 0367D). Phase 1 is programmed for $139,500,000 with corridor mobility improvement account (CMIA) funds, traffic congestion relief program (TCRP) funds, federal demonstration funds, regional surface transportation program funds, regional improvement program funds, and interregional improvement program funds. Construction is estimated to begin in Fiscal Year 2009-10. Phase 2 will upgrade Route 12 to current standards and is estimated to cost $77,300,000. Phase 2 is not fully funded. Phase 3, the Route 29/Route 12 Interchange project (PPNO 0373) (PM 4.2/5.4), is also not fully funded. The project is programmed for environmental for $1,500,000 in regional improvement program funds in the 2008 State Transportation Improvement Program. The total estimated project capital cost is $73,137,000. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: High Priority Project #1081: Widen Route 12 to four lanes through Jamieson Canyon (between I-80 and Route 29) for safety concerns and economic growth. $6,400,000. High Priority Project #1812: Upgrade and reconstruct the I-80/I-680/Route 12 Interchange, Solano County. $17,480,000.
   	[SHC 253.2] Entire portion. Defined as part of the F&E system in 1959.

   
   

3. From Route 80 near Fairfield to Route 99 near Lodi via Rio Vista.

   
   

   	In 1963, this segment was defined by Chapter 385 to be "(c) Route 80 near Fairfield to Route 84 at Rio Vista. (d) Route 84 near Rio Vista to Route 99 near Lodi." In 1976, Chapter 1384 made sections (c) and (d) contiguous, and the definition read "Route 80 near Fairfield to Route 99 near Lodi via Rio Vista." The portion from Route 84 at Rio Vista to Route 84 [Former Route 160] near Rio Vista was transferred from Route 84.
   	This segment was signed as Route 12, but was LRN 53. The portion between I-80 near Fairfield and Rio Vista was defined in 1919; the remainder (Rio Vista to Route 99 near Lodi) was defined in 1921.
   	There was once a project to close a gap in this route near Kettleman Lane. This was removed from the STIP in early 2004. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: High Priority Project #1414: Rio Vista Bridge Realignment Study & Street Sign Safety Program. $560,000. During the period from 1997 to 2007, the collision and fatality rate on Route 12 has increased from 60% to over 100% of the statewide average for similar routes. Since 2001, there have been 802 collisions, 494 injuries, and 21 fatalities on Route 12, including three fatal accidents in 2006 and already three fatal accidents in 2007. The California Highway Patrol has prioritized Route 12 as one of its top requests for safety corridor project funding for 2007-08. Caltrans is in the process of constructing 12.7 miles of horizontal and vertical curve corrections, shoulder widening, median and shoulder rumble strips, and pavement rehabilitation along Route 12. In addition, the Solano Transportation Authority, in partnership with the Department of Transportation, is evaluating the long-term need for a concrete median barrier along that route.
   	Between the intersection of Walters Road in Suisun and the intersection with Lower Sacramento Road in Lodi. Authorized by Senate Bill 155, Chapter 169, on July 23, 1999. Between I-80 and I-5. Authorized by Assembly Bill 112, Chapter 258, on October 1, 2007.
   	The portion of Route 12 between Olsen Road is named the "Officer David Lamoree Memorial Highway". This segment was named in memory of Officer David Frank Lamoree, who, while driving to his Fairfield home on October 21, 2005, was hit head-on by a car on Route 12, west of Route 113, on a portion of Route 12 that is only two lanes and that has become increasingly congested and dangerous. He was taken off of life support on Octber 23, 2005 (his 26th birthday). Officer David Lamoree was born in Vallejo, California, on October 23, 1979, and decided on a police career at 10 years of age. He graduated from Will C. Wood High School, and earned criminal justice degrees from Solano Community College. He attended the police academy in Contra Costa County. A police officer for six months at Solano Community College, Officer Lamoree served on the San Pablo Police Department for a few years before relocating to the Rio Vista police force. Named by Assembly Concurrent Resolution (ACR) 7, Resolution Chapter 121, on 9/12/2007.
   	The Rio Vista Bridge is officially named the "Helen Madere Memorial Bridge". Ms. Madere was a former vice-mayor of Rio Vista, who was a key force behind the safety improvements that established a safety enhancement-double fine zone between Lodi and Suisun City on Route 12. Named by Assembly Concurrent Resolution 100, Chapter 124, in 1998.
   	[SHC 253.2] Entire portion; constructed to freeway standards from Route 80 to Fairfield.

   
   

4. From Route 99 near Lodi to Route 88 near Lockford.

   
   

   	This segment is as defined in 1963.
   	This segment was signed as Route 12, but was LRN 24 between US 99 and Route 88. It was defined in 1909.
   	[SHC 253.2] Entire portion. Defined as part of the F&E system in 1959.
   	Between I-80 and I-5. Authorized by Assembly Bill 112, Chapter 258, on October 1, 2007.

   
   

5. From Route 88 near Clements to Route 49 near San Andreas.

   
   

   	In 1963, this segment was defined to be "Route 88 near Clements to Route 49 at San Andreas." In 1965, the definition was relaxed to be "near San Andreas".
   	This segment was signed as Route 12, and was also LRN 24. It was defined in 1909.
   	[SHC 253.2] Entire portion. Defined as part of the F&E system in 1959.

• Cal-NExUS Exit Numbering: Route 12

• Route 12 @ AARoads

This route was signed as Route 12 as part of the initial state signage of routes in 1934.

Route 12 was not submitted to the Interstate system. The designation I-12 was proposed in December 1957 for what is now I-10, based on a recommendation from Arizona, but this was rejected by AASHTO. Sometime prior to that, the designation I-12 was proposed for what is now I-210.

Overall statistics for Route 12:

• Total Length (1995): 116 miles
• Average Daily Traffic (1992): 5,300 to 55,000
• Milage Classification: Rural: 94; Sm. Urban 6; Urbanized: 25.
• Previous Federal Aid Milage: FAP: 116 mi.
• Functional Classification: Prin. Arterial: 75 mi; Minor Arterial: 41 mi.
• Counties Traversed: Sonoma, Napa, Solano, San Joaquin, and Calaveras.

[SHC 164.11] Entire route.

The routing that would become LRN 12 was first defined in the 1909 First Bond Act to run from San Diego to El Centro. It wasn't extended again until 1933, when the segment "[LRN 2], Atlantic Street, San Diego to old Spanish Lighthouse, Point Loma" was added. By 1935, the route was codified into the highway code as being from:

1. San Diego to El Centro
2. [LRN 2] on Atlantic Street, San Diego to Old Spanish Lighthouse, Point Loma

The portion from San Diego to El Centro was considered a primary highway.

In 1953, Chapter 1856 combined these two sections into one, making the definition “Point Loma to El Centro via San Diego.”

There were two segments:

1. Starting at Cabrillo National Monument in Point Loma, the routing, signed as US 80 (now Route 209) ran northerly to US 101 (LRN 2).
2. From US 101, LRN 12 turned easterly, and continued signed as US 80 to El Centro. The present day signage for this route is approximately I-8.

At El Centro, LRN 12 ended, but US 80 continued easterly as LRN 27.

From Route 61 near the Oakland International Airport to Route 61 near Emeryville via the vicinity of Lake Temescal.

This route is as defined in 1963.

Between I-580 and the current Route 61 routing (Doolittle Dr., LRN 226 and LRN 258), present-day Route 13 was unsigned, but was LRN 258 (added to the state highway system in 1959).

Between Warren Blvd and US 50 (now I-580) and Ashby Ave (Route 24, LRN 206), Broadway (unsigned, LRN 75), Route 13 was partially constructed as of 1963 (it was only constructed between Route 24 and Joaquin Miller Road). The routing of present Route 13 (then unsigned) was along Warren Blvd and then an upspecified routing to US 50 (LRN 5). This was LRN 227, added to the state highway system in 1947.

Between Route 24 and I-80 (former US 40), present-day Route 13 was LRN 206, but was signed as Route 24. This segment was added to the state highway system in 1935.

Between I-80 (former US 40) and present-day Route 61, the routing (unconstructed) was also LRN 206. This portion of LRN 206 was added to the state highway system in 1959.

In the initial 1934 state signage of routes, Route 13 was defined to run between Santa Cruz and US 101 at San Rafael via San Jose, Mt. Eden, and Oakland. This appears to be the route of present-day Route 17 and I-880. The renumbering as Route 17 likely occurred in the mid-to-late 1930s.

Unconstructed for 4 miles from Route 61 to Route 580. This section would have paralelled Hegenberger Road and 73rd Avenue

Constructed as freeway from I-580 to Route 24. Route 61 was a planned freeway that paralleled I-80 near Berkeley.

Sean Tongson notes that a short stub of concrete at the on-ramp from northbound Route 13 to eastbound Route 24 seems to suggest a possible flyover/under ramp may have been planned from southbound Route 13 to eastbound Route 24.

Route 13 from Interstate 580 to Route 24 in Oakland is named the "Warren Freeway". Earl Warren, California Governor for 11 years and Attorney General for four years, was appointed Chief Justice of the United States Supreme Court in 1953. Named by Assembly Concurrent Resolution 96, Chapt 166 in 1957.

This is also "Tunnel" Road and "Ashby" Avenue.

The portion from Route 580 to Route 24 was submitted for inclusion in the interstate system in 1945; it was not accepted.

The designation I-13 was proposed in November 1957 for what is now I-605. This was rejected by AASHTO. The I-605 routing was later proposed as I-105, before the number I-605 was chosen.

[SHC 253.2] From Route 61 near the Oakland International Airport to Route 24; from Route 80 to Route 61 near Emeryville. Constructed to freeway standards from Route 580 to Route 24. The entire route was added to the Freeway and Expressway system in 1959; the portion from Route 24 to Route 80 was deleted in 1981 by Chapter 292.

[SHC 263.3] From Route 24 to Route 580. Designated by Senate Bill 1036, Chaptered 7/21/2005, Chapter 101.

• Cal-NExUS Exit Numbering: Route 13

• Route 13 @ AARoads

Overall statistics for Route 13:

• Total Length (1995): 10 miles traversable; 4 miles unconstructed
• Average Daily Traffic (1992): 20,800 to 58,000
• Milage Classification: Urbanized: 14.
• Previous Federal Aid Milage: FAU: 10 mi
• Functional Classification: Prin. Arterial: 10 mi.
• Counties Traversed: Alameda.

The route that would become LRN 13 was first defined in Chapter 111 of the 1901 statutes: “That portion of the Sonora and Mono wagon road, commencing E of Sonora and at a point commonly known as Long Barn in Tuolumne Cty and running thence across the summit of the Sierra Nevada mountains to Bridgeport in Mono County is hereby declared a state highway.” This route was also referenced by Chapter 150 in the 1905 statutes. It was first funded in the 1909 First Bond Act as a route “From Salida to Sonora”. In May 1919, Chapter 510 re-declared this routing to be a state highway, “All that portion of the public highway commencing at the end of the Sonora and Mono state highway at Long Barn in Tuolumne county and leading therefrom to the eastern boundary of the city of Sonora and known as the Sonora and Mono Road is hereby declared to be a state highway...”. Thus, in 1935, the routing was codified into the highway code as:

From [LRN 4] at Salida to [LRN 23] at Long Barn

The portion from Salida to Sonora was considered a primary highway.

This route had the following pieces:

• From US 99, this route was unsigned (it is presently Route 219) to the junction with Route 108.
• From the Route 219/Route 108 junction to Route 120.
• Between the Route 120/Route 108 junction and Route 49. This was originally part of Route 120, but was transferred to Route 108 in 1965. It is cosigned as Route 108/Route 120.
• Between Route 49 and Sonora. It was signed only as Route 108.
• Between Sonora and Long Barn. It was signed as Route 108.
• Between Long Barn and US 395. It was signed as Route 108.

1. From Route 1 north of the intersection of Sunset Boulevard northwest of Santa Monica to Route 5 near Tunnel Station.

   
   

   	In 1963, this segment was defined as "(a) Route 1 northwest of Santa Monica to Route 5 near Tunnel Station." In 1965, Chapter 2007 changed this to read "(a) Route 1 north of the intersection of Sunset Boulevard northwest of Santa Monica to Route 5 near Tunnel Station." The freeway and expressway system plans, both in the mid 1950's and 1960's, were that this route would be constructed to freeway standards down Reseda Blvd and across the Santa Monica Mountains to intersect with the Pacific Coast Freeway, Route 1. Currently, the only clue of this plan is that the milepost for Route 14 does not go to 0.00 at the I-5 junction. It is interesting to note that, at one time, Reseda (at least on paper) continued to Sunset Blvd (although not continguously), meeting Sunset at what is now Sullivan Canyon Road. The cross mountain roadway was first proposed in the early 1920s. By 1928, various San Fernando Valley Chambers of Commerce were showing a potential "Reseda to the Sea", that meandered through Temescal Canyon to Pacific Coast Highway. The road continued to be proposed through the 1930s and 1940s as a vital 25-mile roadway. By the 1950s, it was listed as a potential freeway, as evidenced by its definition as LRN 290. It became controversial in the 1960s. San Fernando Valley leaders, in the 1960s, persuaded the Los Angeles City Council to study the feasibility of building it as a toll road, but that never happened. It should be noted that the intersection of Temescal Canyon Road and Pacific Coast Highway was designed large enough to handle traffic at the beach end, but the construction of Palisades High School in 1961 scuttled that route. However, the planning maps make it clear that Temescal and Pacific Coast Highway was the intended terminus (creating difficulty with the "north of Sunset" in the definition). Opposition to the route grew in the 1970s and 1980s. In 1998, Los Angeles gave up the city's easement between Winford and Mulholland drives in Tarzana. However, the route still shows up on a few city maps. The fact that this will never be constructed is reflected in the exit numbers on the Route 14 freeway segment, which go to 0 at I-5. The unconstructed segment left I-5 around Balboa Blvd. It crossed Route 118 just W of Balboa, and then continued W until approximately Lassen and Wilbur, at which time it ran due S along Wilbur, crossing Mullholland, intersecting Sunset at Temescal Canyon, and continuing down the Canyon to Route 1.
   	By 1963, this segment was LRN 290. It was defined in 1959, but was never constructed.
   	If constructed, this segment would have been named the "Reseda Freeway". This is because the freeway would have traversed the community of Reseda in the City of Los Angeles. Reseda itself was named for mignonette (a herb).
   	Unconstructed (22 miles).

   
   

2. From Route 5 at Los Angeles near Tunnel Station to Route 58.

   
   

   	This segment is as defined in 1963.
   	Circa 1935, this portion of the route was numbered as Route 7. When state routes began to be shielded as US highways, this was resigned as US 6. The segment between Route 5 near Tunnel Station (former US 99) and Route 126 near Solemint was originally LRN 4, defined in 1910. In 1935, this segment was renumbered as an extension of LRN 23. The remainder of the segment (to Route 58) was part of the 1911 definition of LRN 23. Here is some history of Route 14, courtesy of a misc.transport.road posting from Mike Ballard. The original non-freeway routing, Sierra Highway, was a four-lane divided highway its junction with US 99 at Tunnel Station to San Fernando Road. From there to Soledad Canyon Road, it was a three-lane highway (until 1968, then four lane divided). North of Solemint Junction (Soledad Canyon Road) to Palmdale it was two-lanes. Palmdale to Lancaster - Four lanes undivided. North of Lancaster to Mojave, two-lanes. The Antelope Valley Freeway was built in stages on a new alignment. The first was from 1/2 mi E of Solemint Junction to Red Rover Mine Road in 1963. In 1965, the freeway was constructed from Red Rover Mine Road (Ward Road OC) to Pearblossom Highway; and in 1966 from Pearblossom Highway to Ave P-8 (with a temporary connection to Sierra Highway). In 1968, the route was extended from near Ave H to about 1 mile N of Rosamond. The segment from Ave P-8 to Ave H opened in 1972 or 1970. In 1972, the freeway was constructed from North of Rosamond to Mojave, with the full freeway ending at Silver Queen Road. Also in 1972, the route was constructed from South of Solemint Junction to San Fernando Road. Between 1973 and 1975, the remaning portion from San Fernando Road to I-5 (quake delayed) was opened.
   	Constructed to freeway standards. The first segment opened in 1963; the last segment opened in 1974. Construction should start in winter 2008 on a $156 million project to elevate a two-lane car-pool lane to connect car-pool lanes on I-5 and Route 14. The project should be done by 2012. The project appears to have gone to bid in November 2007, with an estimate of $120M for the connectors in Los Angeles County (Santa Clarita) on I-5 from 0.2 Km South of the Balboa Boulevard overcrossing to 0.9 Km South of Weldon Canyon and on Route 14 from the I-5/Route 14 separation to 2.0 Km North of the Sierra Highway undercrossing. It appears that a portion of the route has been vacated: PM R27.0 in the City of Santa Clarita. It is signed as Route 14U (Unrelinquished) from just north of the 14 freeway undercrossing to the on ramp at Placerita Canyon Rd. Another unrelinquished portion was relinquished in September 2002 (near PM T26.8); this is the segment that was related to the Route 126 and Route 14 junction. An interchange is being built at the south end of the Mojave Bypass for WB Route 58 to SB Route 14 and NB Route 14 to EB Route 58 movements. This will create a single stop light for those most common movements at the existing Route 14/Route 58 intersection. For other movements, you will travel north on Route 14 all the way to Route 58 through Mojave. There are currently insufficient traffic volumes aren't high enough for a Route 14 freeway to the Route 58 freeway. However, according to Joe Rouse at Caltrans, there were originally plans for Route 14 to bypass Mojave on the east. A new freeway spur would have connected with the east segment of Route 58. At the north end of the town, the mainline of the freeway would become Route 58 west and a new freeway spur would have connected with Route 14 north. These would have been large interchanges and faced community opposition. Additional funding for this interchange was considered in September 2005. There were once plans to build a bypass in the Mojave area to the west of town. Now, if this ever gets built, it will be to the east of town. A four-lane expressway has been completed from Mojave through Red Rock Canyon, with a full grade-separated interchange at California City Blvd, and frontage roads extending from several miles north of that down almost to the town. The 16 miles north of Red Rock Canyon remain as two-lane road. 2007 CMIA. One project was submitted to the Corridor Mobility Improvement Account for funding: expansion of the route to 4 lanes between Redrock Inyokern and Route 178( $129,278K requested). It was not recommended for funding.
   	Route 14 from Route 5 to Avenue D, North of Lancaster, is officially named the "Antelope Valley Freeway". It was named by Assembly Concurrent Resolution No. 57, Chapter 196, in 1957. The name comes from the fact that the freeway traverses the Antelope Valley. Antelope Valley was named for the graceful animal once found throughout California. The portion of Route 14 in the County of Los Angeles, between Avenue M and Avenue L in the City of Lancaster is named the "Marine Corporal Christopher D. Leon Memorial Highway". This segment was named in memory of Marine Corporal Christopher D. Leon, born on November 5, 1985, in Thousand Oaks, California. Corporal Leon was a 2004 graduate of Lancaster High School, and left for boot camp in the Marine Corps in San Diego shortly after graduating. Corporal Christopher D. Leon was described by fellow members of the Marine Corps as having a heart of a lion and this characteristic was displayed on many occasions, including when he broke his foot during a boot camp exercise called "the crucible" but still managed to courageously finish 10 miles of hiking and more miles of running with that broken foot. Leon made rank quickly and obtained his corporal's stripes before two years in service. He was assigned to the 5th Air Naval Gunfire Liaison Company (ANGLICO), III Marine Expeditionary Force, in Okinawa, Japan and excelled in ANGLICO training and in the Marine Corps Martial Arts Program. As a liaison company member, Corporal Leon was trained to quickly pinpoint the source of enemy fire from ground troops, helicopters, or attack plans and then to direct counter-fire. On June 20, 2006, at 20 years of age, Corporal Leon died from injuries suffered in combat in the western province of Al Anbar, Iraq. Named by Senate Concurrent Resolution (SCR) 5, Resolution Chapter 70, on 7/14/2009. 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 from Pearblossom Highway to US 395 is officially designated the "Aerospace Highway". This is because the importance of this area to the aerospace industry, which includes the area being the home to Edwards Air Force Base (EAFB), the home of the Air Force Flight Test Center (AFFTC). Additionally, NASA Dryden Air Force Rocket Propulsion Laboratory (AFRPL) at EAFB has contributed to the defense of our country since 1954 through the development of virtually all the nation's rocket propulsion technology, including the initiation of the development and testing of several rocket engines, including the first ATLAS Intercontinental Ballistic Missile (ICBM) in 1956; the first full-scale Minuteman solid propellant ICBM in 1959; the Pratt & Whitney XLR-129 Rocket Engine, which served as the precursor to the Rocketdyne "Space Shuttle Main Engine" in 1964; and the Titan 34 Solid Rocket Booster from the nozzle down to return Titan 34 to the nation's launch service after the Challenger tragedy. The Edwards Rocket Site also played a role in President John F. Kennedy's "Race to the Moon" when in 1961 Rocketdyne performed the first test firing of the 1,500,000 pound thrust F-1 Engine for the Manned Lunar Launch Program; subsequently, it was used as the location for over 7,000 development and acceptance test firings of the F-1 Engine, including every engine used to launch men to the moon. The AFRPL has continued to play a role in developing space technology, helping to develop the nation's largest hydrogen rocket engine for the Boeing Evolved Expendable Launch Vehicle (EELV) and "Attitude Control Thrusters Systems" for satellite and space maneuvering applications. The former Palmdale Airport was converted in 1953 into Air Force Plant 42, which has supported facilities for the production, engineering, final assembly, and flight testing of many notable high-performance aircraft from Boeing, Lockheed-Martin, and Northrop Grumman, including the F-100 Super Sabre, F-104 Starfighter, SR-71 Blackbird, B-1 Lancer, Space Shuttle, F-117 Nighthawk, B-2 Spirit, and U-2S reconnaissance plane. Some of the numerous milestones in flight have taken place at the AFFTC in its 50-year history, including the following: Air Force Captain Charles E. "Chuck" Yeager piloting the rocket-powered Bell X-1 became the first man to penetrate the so-called "sound barrier" in 1947, and in 1949, he completed the first, and to this day, only ground takeoff of an experimental rocket plane in the Bell X-1. The XB-70, conceived in the 1950s as a high-altitude bomber that could fly three times the speed of sound (Mach 3) and considered one of the world's most exotic airplanes, was used as a research aircraft for the advanced study of aerodynamics, propulsion, and other subjects related to large supersonic aircraft. It had its first flight at the AFFTC. In 1953, Jacqueline Cochran, flying a Canadian-built (Canadair) F-86 Sabre, became the first woman to exceed the speed of sound and established a new women's absolute speed record of 652.337 mph over a low-level course at Edwards Air Force Base. In 1953, the prototype North American YF-100A Super Sabre became the first aircraft in history to fly supersonic in level flight on its maiden flight from Edwards Air Force Base. In 1954, test pilot Major Arthur "Kit" Murray piloted the Bell X-1A from Edwards AFB to a new altitude record of 90,440 feet and became the first man to actually see the curvature of the earth. In 1958, test pilot Captain Walter Irwin set a new official world absolute speed record from Edwards AFB when he piloted a Lockheed F-104A Starfighter to an average speed of 1,404.09 mph. In 1959, with test pilot Major Joe Jordan at the controls, a Lockheed F-104C became the first jet-powered (air-breathing) aircraft to climb above 100,000 feet. In 1962, Major Bob White became the first man to fly an airplane above 300,000 feet, to 314,750 feet, and the first to fly an airplane in near space (above 50 miles) and was the first of eight X-15 test pilots at Edwards Air Force Base to earn their astronaut's wings by flying an airplane above 50 miles. In 1967, Air Force test pilot Major William J. "Pete" Knight piloted the modified X-15A-2 to a speed of Mach 6.7 (4,520 mph) and thereby recorded the fastest speed anyone has ever flown in an airplane. In 1976, Air Force Captain Eldon Joersz set a new official world absolute speed record when he piloted a Lockheed SR-71A to an average speed of 2,193.64 mph at Edwards Air Force Base. In 1977, the nonorbiting Space Shuttle Enterprise demonstrated the soundness of the shuttle design and confirmed the approach and landing techniques after being launched from a 747 and landing on Rogers Dry Lake 5 minutes and 21 seconds later. In 1979, at a remote location, test pilot Lieutenant Colonel N.K. "Ken" Dyson completed the final flight of Lockheed's classified Have Blue low-observables concept demonstrator flight test program, and convincingly demonstrated low observability against a wide array of the most sophisticated air- and ground-based air defense systems, and the successful conduct of these tests led to the development of the F-117A Nighthawk in the early 1980s and the beginning of the stealth revolution. In 1981, the Space Shuttle Columbia landed safely on Rogers Dry Lake following its first orbital mission, and marked the first time in history an orbital vehicle had left earth under rocket power and returned on the wings of an aircraft. In 1986, Dick Rutan and Jeanna Yeager piloted the experimental Voyager, and nine days, three minutes and 44 seconds after taking off from Edwards Air Force Base, the aircraft touched down on Rogers Dry Lake after completing the first-ever nonstop, unrefueled flight around the world. The Aerospace Freeway was designated by ACR 119, Chapter 83, 6/20/2002. Additionally, an encroachment permit authorizing a specified historical monument and plaque dedicated to commemorate the major milestones in the aerospace industry that have taken place in the Antelope Valley was authorized to be erected on the vista point overlooking Palmdale Lake on Route 14 by ACR 120, Chapter 84, 6/20/2002. The portion of this route that was cosigned with US 6 (i.e., this entire segment) 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. [Information on the GAR excerpted from the pages of the Sons of Union Veterans of the Civil War].
   	On February 26, 2002, Caltrans unveiled its first-ever "Don't Drink and Drive" freeway sign near Acton, in memory of Callie "Joel" Buser, a Caltrans surveyor who was killed while performing survey work by a drugged driver.
   	This segment was part of the "Midland Trail".
   	HOV lanes are under construction or opened as follows: I-5 to San Fernando Road. Construction starts in January 2001. San Fernando Road/Route 26 to Sand Canyon Road. Sand Canyon Road to Escondido. Escondido to Pearblossom. Opened August 2, 2002. Pearblossom to Avenue P-8.
   	Note: As the first segment of this route will never be constructed, exit numbering begins at the start of the second segment. Cal-NExUS Exit Numbering: Route 14 Exit Lists: Antelope Valley Freeway Exit List (Mike Ballard)

   
   

3. From Route 58 to Route 395 near Little Lake via the vicinity of Antelope Valley.

   
   

   	In the 1934 initial state signage, this portion of the route was numbered as Route 7. When state routes began to be shielded as US highways, this was resigned as US 6. This was also part of the 1911 extension of LRN 23.
   	The portion of this route that was cosigned with US 6 (i.e., the entire segment) was named the "Grand Army of the Republic Highway" by Assembly Concurrent Resolution 33, Chapter 73, in 1943. Historically, this segment was part of "El Camino Sierra" (Road to the Mountains).
   	This segment was part of the "Midland Trail".
   	[SHC 263.3] Entire portion.

In December 1957, the designation I-14 was proposed for what is now I-210. This was a side-effect of California accepting an Arizona proposal to number I-10 as I-12, and I-8 as I-10. This forced a renumbering of I-12 (the proposal for current I-210), and the number I-14 was chosen. The numbering was rejected by AASHTO.

• Route 14 Exit Guide (Mike Ballard)
• Finding US 6 (Casey Cooper)
• Roadgap: The Mass Grave: CA 7, CA 14U, CA 31 (and TEMP I-15), US 60, US 91, CA 195 (Cameron Kaiser)
• Virtual Tour of US 6 (Mike Ballard)
• Route 14 @ AARoads

Overall statistics for Route 14:

• Total Length (1995): 117 miles traversable; 22 miles unconstructed
• Average Daily Traffic (1993): 3,200 to 127,000
• Milage Classification: Rural: 86; Sm. Urban 6; Urbanized: 46.
• Previous Federal Aid Milage: FAP: 116 mi.
• Functional Classification: Prin. Arterial: 117 mi.
• Counties Traversed: Los Angeles, Kern.

[SHC 253.1] Entire route. Defined as part of the Freeway and Expressway system in 1959.

[SHC 164.11] Entire route.

Between the initial state signage of routes and the 1964 renumbering, a different routing was signed as Route 14. This routing ran from Route 18 (present day Route 91 near Yorba Linda) to US 101A in Hermosa Beach, along Orangethorpe Avenue, Grand Avenue, Artesia Blvd, 174^th Street, Redondo Beach Blvd, and Gould Avenue. It ended at Gould Avenue and Sepulveda Blvd, at the junction with US 101A. The routing was LRN 175, and was added to the state highway system in 1933. Originally, it near Imperial Highway (Route 90), but by 1959, the start had shifted S to near Jefferson St. in preparation for the new Route 91 Freeway routing.With the completion of the Riverside Freeway between I-5/US 101 (the Santa Ana Freeway) and Cypress Street, Route 14 was cut back to begin at Cypress Street at then US 91/Route 18, 4 miles west of the Route 55/US 91 junction in Placentia. The multiplex of Route 14 with I-5 and US 101 through Buena Park was still present. By the late 1950s, it was cosigned as Route 14/US 91 between the US 91/Route 55 junction and and the Orangethorpe/US 101 (I-5) junction (although at one point, it was pre-1964 Route 18 that was US 91). It was renumbered as Route 91 on July 1, 1964. This routing is longer than the 1935 routing, which only went E as far as Artesia and Firestone, where it joined what was then numbered as Route 10. The 1935 routing also had a discontinuity between Normandie Ave and Alameda St, where Artesia Blvd did not cross. Until Artesia was complete between Hawthorne and Alameda, the routing used a detour than ran N on Alameda to Compton, W on Compton, a S job at Avalon, then W across Redondo Beach Blvd to Hawthorne Blvd.

The route that would become LRN 14 was first defined in the 1909 First Bond Act as running from Albany to Martinez. It probably was the original routing of US 40, and included portions of I-80 and perhaps Route 4. It remained unchanged until 1935, when it was codified into the highway code as:

[LRN 14] is from Oakland to Martinez

It was considered a primary highway from Martinez to the junction of San Pablo Avenue and Thirty-eighth Street in Emeryville.

In 1953, Chapter 1787 truncated the routing from Martinez to “[LRN 7] near Crockett”. It was further truncated in 1957 by Chapter 36 to end in Richmond, leaving the definition as “from Oakland to [LRN 7] in Richmond at Cutting Blvd”.

LRN 14 is the former US 40 when it ran to Martinez, then, via ferry, to Benicia briefly before the opening of the Carquinez Bridge in 1927. That would have been (in modern street names), from W to E, San Pablo Ave, Pomona St, Carquinez Scenic Drive, running along the shore through Oleum, Vallejo Junction, Selby, Tormey, Valona, Crockett, Eckley, Port Costa and into Martinez.

LRN 14 started near LRN 5 (US 50, now I-580) near San Pablo and Peralta and ran to US 40 (LRN 7) near Cutting. Before US 40's rerouting onto Eastshore Highway, this was US 40. After the rerouting, this route was signed as Business US 40. This is present-day Route 123.

1. From Route 5 in San Diego to Route 8.

   
   

   	This segment was added to Route 15 in 1969 by Chapter 294; it was previously Route 103. The segment between I-8 and I-805 (the 40th Street segment) is in the process of conversion to freeway standards. As soon as this conversion to freeway is completed, this will be resigned as I-15. Presently, it is 139(b) non-chargable interstate milage. The segment between I-805 and I-5 is already freeway standard. Route 15 ends just south of the I-5 interchange at 32nd Street and Harbor Drive, in the community of Barrio Logan in San Diego. The portion connecting Harbor Drive is a ramp and not part of the route itself.
   	In 1969, Route 103 (LRN 283, defined in 1959) was renumbered as Route 15, and former Route 15 was renumbered as Route 163. The Route 103 number was released for reused; it was reused in the Los Angeles are in 1983.
   	Caltrans currently has a project to upgrade this segment to an eight-lane freeway basically following the 40th Street alignment through the Mid-City community of the City of San Diego. This is now open to traffic. From Landis Street to Adams Avenue, the freeway will generally be located between 40th Street and Central Avenue/Terrace Drive about 25 feet below ground. All but three city streets - Polk and Monroe avenues, and Landis Street - crossing 40th Street will stay open. Bridges will be constructed at Wightman Street, Univeristy Avenue, Orange Avenue, El Cajon Boulevard and Meade Avenue. Traffic will be able to get on and off the freeway within this segment of Route 15 through interchanges at University Avenue, El Cajon Boulevard and Adams Avenue. One city block of the freeway, between Polk and Orange avenues, will be covered with a community park. Pedestrian bridges will be provided at Monroe Avenue and near Landis Street. Pedestrians along Polk Street may cross through the park on the block of freeway cover. Route 15 cannot be currently signed as Interstate 15 because Route 15 is still not Interstate-standard between Route 94 and I-5, especially near Market Street. There are some on/off ramps that do not have adequate deceleration/acceleration lanes. This is currently being reconstructed. Note that Route 15/40th Street Fwy was not funded using conventional Interstate Highway funding. The primary concern is the Route 15/Route 94 interchange. The blind ramps, left exits, and narrowing of Route 15 to two lanes each way make this a substandard interchange. Howerver, reconstruction of this interchange to Interstate standards may occur as soon as 2006, pending funding identification and acceleration of this reconstruction in the planning documents. This is also related to the Route 94 corridor study, which is likely to result in additional improvements to that freeway corridor as well. The small segment in San Diego at PM 4.1 was up for relinquishment in September 2002. In May 2005, the CTC considered relinquishment of right of way in the City of San Diego, along 36th Street, between Imperial Avenue and K Street, consisting of a reconstructed and relocated city street. In July 2005, the CTC considered relinquishment of right of way in the City of San Diego, between Dwight Street and 0.05 mile north of Adams Avenue, consisting of superseded highway right of way, reconstructed and relocated city streets, frontage roads and cul-de-sacs. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: High Priority Project #618: Grade Separation at 32nd Street between I-15 and Harbor Drive in San Diego. $800,000.
   	The portion of Route 15 between I-805 and I-8 is named "Escondido Freeway". It was named by the State Highway Commission in 1957. The name arises from the fact the route goes through the City of Escondido. The segment between Route 5 and Route 805 is named "Wabash" (with no further qualifier, such as "freeway"). It was named by location, because the freeway approximates the old route of Wabash Street. The section of this route between the Home Avenue exit and the Ocean View Boulevard exit is named the "Archie Moore Memorial Freeway". Archie Moore was a legendary boxer whose outstanding career endured through four decades and a record 143 knockouts and who won the light-heavyweight championship when he was nearly 39 years old. After winning his title, he defined it nine times. He served as a trainer in the 1976 Olympics in Montreal and was elected to the Boxing Hall of Fame. He served in the Dept. of Housing and Urban Development during the Reagan administration. He lived in a home on E street in San Diego where he operated a restaurant known as Archie Moore's Chicken Shack. He also ran the "Any Boy Can" program that taught at-risk youth how to box, and about competition, sportsmanship, self-reliance, self-discipline, confidence, and courage. Named by Assembly Concurrent Resolution 90, Chapter 141, on September 27, 1999. Route 15 between Route 163 and Miramar Road in the County of San Diego is named the "Semper Fi Highway". It was named in recognition of the service provided by the Marine Corps Air Station Miramar to Americans. The Marine Corps Air Station Miramar in southern California, which has military roots dating back to 1917, is home to three commands that include the 3rd Marine Aircraft Wing, the Marine Corps Air Bases Western Area, and the Marine Aircraft Group 46, each serving their own specific function with their own subordinate units. The Marine Corps Air Station Miramar and the 3rd Marine Aircraft Wing are dedicated to supporting West Coast Marine aviation missions, Marine Aircraft Group 46, and other Naval aviation support units as designated by the Commandant of the Marine Corps in coordination with the Chief of Naval Operations. The Marine Corps Air Station Miramar employs approximately 12,500 Marines, Sailors, and Civilians. Named by Assembly Concurrent Resolution 121, Chapter 40, May 3, 2004.
   	Approved as 139(b) non-chargeable milage in 1984. Constructed to interstate standards from Route 5 to 1 mi N of Route 805. May be signed as state route until upgraded to interstate standards.

   
   

2. From Route 8 to the Nevada state line near Primm (formerly Stateline), Nevada via the vicinity of Temecula, Corona, Ontario, Victorville, and Barstow.

   
   

   	This route has a complicated numbering history, described below. The original (1947) plan was to have I-15 terminate at I-10, using the present-day I-215 alignment. US 395 would then continue to San Diego. In 1965, the US 395 segment was renumbered as TEMP I-15/US 395. In 1969, that corridor became I-215, and a new western alignment was created for I-15 that used existing Route 71 between US 395 and Route 91, and a new alignment (approximating former Route 31 in portions) between Route 91 and Devore. "I-215" and I-15 rejoined near Temecula. In 1974, I-215 was resigned as I-15E (with a real route number of Route 194), with the expressway portion signed as TEMP I-15E. In 1983, the I-15E signage was changed back to I-215; Route 194 was deleted, and Route 215 was created as non-chargable interstate. There were also Temporary I-15 signs from the San Diego County line south through Escondido on two-lane old US 395, until it was replaced by four-lane (then quickly expanded to eight-lane) I-15. Note that, for a time, "Temporary I-15" was the only route signage on that road. I-15 was completed through northern San Diego County around 1986. There may have been Temporary I-15 shields in San Diego, on Murphy Canyon Road between I-8 and Route 163 (former US 395), before it was upgraded to a substandard freeway around 1985, and possibly thereafter until it was completely rebuilt.
   	In 1963, Route 15 was defined as "Route 15 is from Route 10 in San Bernardino to the Nevada state line near Calada via Barstow." In 1968, Chapter 282 relaxed the definition to be "Route 15 is from Route 10 near San Bernardino to the Nevada state line near Calada via Barstow." In December 1968, the 1968 Federal Aid Highway act provided $201.2 million for construction of a new routing for I-15 from San Diego to Colton, a distance of 102.5 miles. As a result of this, in 1969, Chapter 294 transferred the portion of former US 395 from the I-5/US 395 (present-day I-5/Route 163) junction to I-10 in San Bernardino to Route 15 as an initial routing. Section (a) of the routing was added by transfer from Route 103, and this segment was redefined to be "Route 8 to the Nevada state line near Calada via Temecula, San Bernardino, and Barstow and passing near Riverside." In 1974, Chapter 537 redefined the route to the west as "Route 8 to the Nevada state line near Calada via the vicinity of Temecula, Corona, and Barstow." The portion of previous Route 15 from Route 71 (present-day I-15) near Temecula to Route 31 (present-day I-15) near Devore was transferred to Route 194, which was renumbered as Route 215. The portion of Route 71 from Route 15 (present-day I-215) to Route 91 and former Route 31, from Route 15 (present-day I-215) to Route 91, was transferred to Route 15. In 1994, Chapter 1220 further tightened the definition to be "Route 8 to the Nevada state line near Stateline, Nevada via the vicinity of Temecula, Corona, Ontario, Victorville, and Barstow."
   	Before the 1974 renumbering (yes, 1974!), everything is all confused. The routing can be broken up into the following segments: Pre-1969 Route 15 between I-8 in San Diego and a point just S of the Mirimar Naval Air Station: The former route of US 395 was present-day Route 163; LRN 77 defined in 1931. Post-1969 Route 15 between I-8 in San Diego and a point just S of the Mirimar Naval Air Station: This is I-15, and was LRN 283, defined in 1959. 1969 Route 15 from a point just S of the Mirimar Naval Air Station and 2 mi N of Temecula: The route was originally signed as Route 71, it was resigned as US 395 in 1939, and was LRN 77 (defined in 1931). 1969 Route 15 between 2 mi N of Temecula and Riverside: The route was signed as US 395 since 1931 between Perris and Riverside; the US 395 designation was extended between Perris and Temecula around 1950. It was LRN 78 (defined in 1931). This is now I-215, although for a time it was signed as I-15E. This was part of Route 194 between 1974 and 1982. 1969 Route 15 through Riverside (between jct US 60/US 91 and jct US 60/US 395): The route was cosigned as US 60/US 395, and was LRN 19 (defined in 1909). This is currently I-215, although for a time it was signed as I-15E. This was part of Route 194 between 1974 and 1982. 1969 Route 15 between Riverside and San Bernardino: The route was cosigned as US 91/US 395, and was LRN 43 (defined in 1931). This is currently I-215, although for a time it was signed as I-15E. This was part of Route 194 between 1974 and 1982. 1969 Route 15 between San Bernardino and Devore: The route was cosigned as US 91/US 66/US 395, and was LRN 31 (defined in 1915). This is currently I-215, although for a time it was signed as I-15E. This was part of Route 194 between 1974 and 1982. 1974 Route 15 between 2 mi N of Temecula and Corona: The route was signed as Route 71, and was LRN 77 (defined in 1931). Until 1950, the portion between Temecula and Route 74 was signed as part of US 395. 1974 Route 15 between Route 91 near Corona and Route 60 near Ontario: The route was unsigned in 1963 but was LRN 193 (defined in 1933). It was signed as Route 31 between 1964 and 1974. Between 1974 and the construction of the I-15 freeway, it was signed as Temporary I-15. 1974 Route 15 between Route 60 near Ontario and Devore: This route was unconstructed, but was LRN 193 (defined in 1959). Note that it had been LRN 193 defined in 1993 S of Route 66 until 1935. It was also LRN 30 N of US 70 (I-10) in 1959. For a time it was numbered as Route 31. Between Devore and 7 mi SW of Victorville: The route was cosigned as US 66/US 91/US 395, and was LRN 31 (defined in 1915). US 395 (LRN 145) diverged and headed N at this point. Note that a portion of the pre-freeway expressway version of this route over Cajon Pass proper is still partially there but has been regraded and used for SB I-15. From Cleghorn to I-215, there is a lasting and paved segment of the 1951-52 expressway. Only one side is used to reduce costs on maintenance. It isn't always the same side though as there are a couple of crossovers along the route. Between 7 mi SW of Victorville and Barstow: The route was cosigned as US 91/US 66, and was LRN 31 (defined in 1915). At Barstow, US 66 (LRN 58) diverged and headed E. Between Barstow and the Nevada state line: The route was cosigned as US 91/US 466, and was LRN 31 (defined in 1925).
   	Portions of this route are currently undergoing a Nevada Dept. of Transportation (NDOT) funded widening. There is also a CalTrans project to add a southbound truck climbing lane at two locations in San Bernardino County (CTC January 2001 Agenda, item 2.1c.(1) item 60). Additionally, in April 2002, the CTC (Agenda Item 2.5b.(1)) considered STIP Project #7, which would add a NB truck climbing lane near Cajon Pass from 0.1 km S of Route 138 to 0.1 km S of Oak Hill Road. This was still on the agenda in 2006: Project #60 is to construct the two separate truck-climbing lanes on Route 15 in San Bernardino County. This project has been segmented into two sub-projects for implementation. The original plan was to fully fund Project #60.1 (lanes just N of Barstow) solely with TCRP funds and Project #60.2 (lanes S of Baker) solely with STIP-IIP funds. However, due to the previous temporary suspension of allocating new TCRP funds, Project #60.1 is currently under construction utilizing a portion of the TCRP funds ($860,000) combined with SHOPP funds. As a result, $9,140,000 in TCRP funds are now available for Project #60.2. Project #60.2 is ready to be advertised for construction in March 2006. All project development costs have been completed using STIP-IIP funds. With Construction Support being funded with STIP-IIP funds, the Department proposes to fund Construction Capital with the now available TCRP funds. In the Mountain Pass area, rather than let traffic back up in the two southbound lanes that remained open, the NB lanes have been restriped to eliminate the shoulder, and Jersey Barriers have been installed in order to squeeze in a SB lane in addition to the two NB lanes on the NB side of the freeway. Two of the three SB lanes remain open on the SB side. SB cars leaving Nevada have the choice to use the Autos Only Express Lane, or share the two regular lanes with (slow) trucks. There are also plans to add northbound and southbound mixed flow lanes between Victorville and Barstow at Mojave Drive (CTC December 2001 Agenda items 2.5b(1) Projects 2 and 3). In 2007, two projects were submitted for funding from the Corridor Mobility Improvement Account; neither were recommended for funding. These projects were widening of the route between Victorville to Barstow ($46,432K requested, total costs $136,481K) and construction of 2 new interchanges in Victorville ($44,352K requested, total cost $134,096K). There are plans to construct new Direct Access Ramps (DAR), also known as drop ramps, at Del Lago Boulevard and Hale Avenue to I-15 in the City of Escondido. Access to I-15 at Del Lago Boulevard and Hale Avenue has been identified by the City of Escondido to facilitate the implementation of the I-15 Managed Lane Project and is consistent with the region’s desire to accommodate “smart growth.” This project is tentatively scheduled for construction in 2008 to 2010. CTC November 2005 Agenda. In February 2009, the CTC approved relinquishment of right of way in the town of Apple Valley along Route 15 on East Frontage Road from the town limit line to Stoddard Wells Road, consisting of a frontage road and adjacent drainage facilities. According to Chris Powell, there are also plans to widen the freeway between I-210 and the Mojave River in Apple Valley. This won't happen for another 10-12 years, but in the plans there are also plans to redesign the I-15/I-215 interchange in Devore. The redesign would make it so that the I-15 becomes the mainline instead of the I-215 like it does now. In other words the I-215 would merge with the I-15 in the slow lane rather then having the I-15 merge with the I-215 in the slow lane like it does now. There were five alternatives: a no build alternative, a TSM/TDM alternative, adding HOV lanes, dedicated truck lanes from the 210 to the Mojave River, and a managed lanes alternative that would put reversible lanes in the median of the I-15 for rush hour traffic going both directions. Out of the five there were two alternatives that are going to be studied further. One of the ideas is a mix of the 3rd and 5th alternative that would put reverisible lanes from north of US 395 to I-210, which would include also adding mixed flow lanes from I-210 to US 395. The other alternative is the dedicated truck lanes that would run in the median of I-15. Also this alternative has two different possibilities that are going to be looked at: (1) to have just exclusive truck lanes with no tolls for the trucks, or (2) to have a toll lane for LCV's (which would require extending the lanes into Nevada to work). In 2007, the CTC did not recommend funding two requests from the Corridor Movement Improvement Account (CMIA): widening I-15 between Bundy Canyon Rd and I-215 ($109,801K) and constructing a new interchange at French Valley Pkwy ($31,545K). There are plans to add a southbound truck climbing lane at two locations in San Bernardino County. This is TCRP Project #60. This project will be delayed, the August 2004 CTC agenda has a request for an amendment to deprogram $95,000 in TCR funds, update funding plan and project schedule previously approved. Near Rancho Cucamonga and Ontario, there are a series of signs that read things like "BLUE AND ORANGE PASS USE I-210" then "TAN AND GREEN PASS USE I-10" and "RED PASS USE 4th ST EXIT." These refer to parking directions for the California Speedway. There are plans to add a high-tech managed lane on I-15 N of San Diego from Route 163 to Route 78 (see map to the right). This is TCRP Project #83. There are two subprojects: Project #83.1 – adds the transit elements to support the high-tech managed lane (i.e., acquisition of buses and construction of bus rapid transit centers along the I-15 freeway to implement a bus rapid transit system, with preferential access provided to buses and carpools via direct access ramps). This phase is scheduled to be completed in July 2008. Project #83.2 add the freeway elements for the high-tech managed lane. In April 2006, the CTC considered a proposal to amend the project application to TCRP Project application amendment to: (1) transfer $23,100,000 in TCRP funding from #83.1 to #83.2; (2) update project schedule and funding plan for both projects; (3) redistribute $3,663,000 from Right of Way on #83.2 to Construction. Project #83.1 has the following completion dates as of April 2006: Phase 1: FY 2003/2004; Phase 2: FY 2005/2006; Phase 3: FY 2005/2006; Phase 4: FY 2008/2009. Project #83.2 has the following completion dates as of April 2006: Phase 1: FY 2003/2004; Phase 2: FY 2005/2006; Phase 3: FY 2005/2006; Phase 4: FY 2008/2009. In August 2008, Caltrans released for bid the project to construct the north segment of the managed lanes in San Diego County in and near Escondido at various locations from 0.1 KM south of the Highland Road overcrossing to 0.2 KM North of the Ninth Avenue undercrossing. In 2008, Chapter 421 (AB 1954, 9/27/2008) authorized a value pricing and transit program involving HOT lanes to be developed and operated on Route 15 in Riverside County by the Riverside County Transportation Commission. The bill required the Riverside County Transportation Commission and the Department of Transportation to implement the program pursuant to a cooperative agreement that addresses specified matters in connection with the program and to establish appropriate traffic flow guidelines, as specified. The bill authorized the Riverside County Transportation Commission to impose tolls and issue revenue bonds for the HOT lane project. The bill also authorized toll revenues to be used for specified purposes related to the project and to Route 15. The bill noted that the commission is not entitled to compensation for the adverse effects on toll revenues due to construction of competing facilities by the department or local agencies. As of December 2008, field reports provided more details on the project, which runs from the merge with Route 163 (Cabrillo Freeway) northward to the junction with Route 78. The report noted that, when complete, I-15 will vary between 12 and 14 overall lanes. The work is being done in two stages. Between Route 163 and Route 56 (Ted Williams Freeway) [known as "Stage South"], initial work is underway involving the expansion of the present two reversible roadways into four overall lanes that flow in both directions. Between Route 56 and West Bernardo Drive, work is further along on the building of the dual direction HOT lanes in the I-15 median; in face, the project is already finished between Route 56 and a point just north of the soon-to-be opened Rancho Bernardo Transit Station. Work further north will continue through 2009 to Centre City Parkway. The last stage is from Exit 28 northward to Route 78 at Escondido. In February 2009, the CTC approved combining both managed lanes projects into a single project. In March 2009, the CTC amended this to delete revising the scope to include the North Segment as the Federal Highway Administration (FHWA) approval was not obtained. The funding plans for the three roadway elements (Unit 1 [PPNO 0661A], Unit 2 [PPNO 0661B] and Unit 3 [PPNO 0661C]) were replaced in their entirety to document the financial plans of the three south segment units funded from the CMIA Program. Related to this project is the widening of I-15. As of January 2006, the middle portion of the estimated $1 billion widening of I-15 between Escondido and Route 163 in San Diego is about half done. Motorists who drive the route now see a long ribbon of concrete separating the freeway's north- and southbound lanes, concrete that will eventually be part of the "managed lanes" portion of the project. "We should have the middle segment ... lanes opened around late 2007 or early 2008," said Gustavo Dallarda, the California Department of Transportation's manager for the I-15 project. "When we finish the middle segment, we'll start on the north and south segments simultaneously." Ever since late 2003, I-15 commuters have seen constant work along the freeway between Lake Hodges and the Miramar area as workers construct what eventually will be a 14-lane freeway. The managed lanes are essentially reversible lanes that will allow the four lanes separating today's north and south lanes to absorb peak commute traffic. Monitors will use a movable concrete barrier to decide how many lanes are needed in the southbound direction in the morning and how many during the late-afternoon drive home. The extra lanes will help alleviate and possibly end the backups motorists now experience. About 300,000 vehicles use that stretch of I-15 each day with peak commute times between San Diego and Escondido taking 30 to 45 minutes, according to the latest data from the San Diego Association of Governments, the region's primary transportation planning and funding agency. The initial work involved construction of one additional lane in each direction. Much of the work now is centered at interchanges, overpasses and bridges that span the 21-mile project. [Information from the North County Times] The 2007 Corridor Mobility Improvement Account also received a request regarding this segment. Approved for funding was $350 million for managed lanes from Route 163 to Route 56. Also submitted were managed lanes on the Mira Mesa access ramp ($50 million), but this wasn't approved for funding. In August 2007, the CTC received notice of the preparation of an EIR for a project between PM 14.8 and 16.3 in the Mira Mesa area. in San Diego County. The proposed project would construct roadway improvements including a Direct Access Ramp (DAR) on State Route 15 near San Diego in San Diego County. The project is fully funded from the 2006 State Transportation Improvement Program, Congestion Mitigation Air Quality Program, and San Diego’s Transnet Program. The total estimated project cost is $56 million. Construction is estimated to begin in Fiscal Year 2010-11. There were four alternatives being considered in addition to "No Build": (1) Hillery Drive Alternative: elevated ramp structure that would extend from the Hillery Drive/Westview Parkway intersection along the existing alignment of Hillery Drive and would continue eastward from the Hillery Drive terminus to connect with a new bridge structure within the I-15 Managed Lanes facility. (2) Galvin Avenue Alternative: elevated ramp structure extending from the Galvin Avenue/Westview Parkway intersection eastward to a new bridge structure within the I-15 Managed Lanes facility. (3) Maya Linda Road Alternative: elevated ramp structure extending eastward from the vicinity of the Maya Linda Road cul-de-sac to a new bridge structure within the I-15 Managed Lanes facility. (4) Eastern Connection Alternative: elevated ramp structure extending westward from the east side of I-15 to a new bridge structure within the I-15 Managed Lanes facility. In late 2007, a request for construction bid was advertised for managed lanes SB on I-15 from Mira Mesa Boulevard to 0.3 Kilometers South of the Route 56/I-15 Separation Overcrossing. In June 2009, the CTC approved for future consideration of funding a project that will construct a direct access ramp on Route 15 from just south of Carroll Canyon Road Overcrossing to just north of Mira Mesa Boulevard Undercrossing. The project is programmed in the 2008 State Transportation Improvement Program and includes Congestion Mitigation Air Quality funds, as well as local transportation funds. The estimated cost of the project is $75 million, capital and support. Construction is estimated to begin in Fiscal Year 2011-12. In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed widening this route for HOV lanes, and the addition of Managed Lanes in San Bernardino. In San Diego, he proposed construction of Managed Lanes - North/South Segments. The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route: High Priority Project #954: Construct a new interchange where I-15 meets Cajalco Road in Corona, CA. $8,000,000. High Priority Project #1237: I-15/Base Line Road Interchange Project, Rancho Cucamonga, Calfornia. $4,000,000. High Priority Project #1342: Construction of new freeway between I-15 and US 395, including new interchange at I-15. This is the last part of the High Desert Corridor (see Route 138). This will provide new highway access to the Southern California Logistics Airport. $4,000,000. High Priority Project #1590: I-15 and Route 79 South Freeway Interchange and Ramp Improvement Project. $1,600,000. High Priority Project #2233: I-15 and Winchester Road interchange Project. $1,600,000. High Priority Project #2402: I-15, California Oaks Road Interchange Project. $1,600,000. High Priority Project #2805: Establish I-15 Interchange at Nisqualli and Mojave River crossing in San Bernardino County. $1,200,000. High Priority Project #3783: Construct 20 miles of managed lanes on I-15, between Route 163 and Route 78 in and near San Diego. $5,000,000.
   	Norco: Hammer Avenue (some portions are former Route 31)
   	The portion of I-15 from the northern I-215 junction to the Nevada state line is also named the "Mojave Freeway", as it traverses the Mojave Desert. It was named by Assembly Concurrent Resolution No. 47, Chapter 117, in 1987. Mojave is a word derived from the language of the populous and warlike Yuman tribe, and refers both to the name of the desert the route traverses, as well as a city off of Route 58. Prior to the 1987 definition, this segment was named the "Barstow Freeway" (State Highway Commission, November 1958). This was named for the city of Barstow. Barstow refers to the city of Barstow, which was named in 1886 by the Santa Fe Railroad for its president, William Barstow Strong. The portion of this route from Barstow to the Nevada state line (i.e., former US 91/466) was once named the "Barstow-Jean Highway" (Resolution Chapter 369, 1925). This name comes from the principle cites at the time of naming: Barstow CA and Jean NV (Stateline was nothing back in 1925, which was before the legalization of gambling). The I-15/Route 210 interchange is named the "William Leonard" interchange. William E. Leonard served as Chairman for both the California Highway Commission and the California Transportation Commission (1973-1974). This portion of this route from I-40 to the northern I-15/I-215 junction is part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991. Route 15 from Limonite Avenue exit to the the northerly I-15/I-215 junction is named the "Ontario Freeway". It was named by Assembly Concurrent Resolution 10, Chapter 136, in 1989. This is because this segment goes through the City of Ontario. Ontario was named in 1882 by George B. Chaffey, who came from Ontario, Canada. The northbound and southbound portions of Route 15, between Kenwood Avenue and Sierra Avenue, San Bernardino County, are named the "CHP Officer Reuben F. Rios, Sr., Memorial Freeway". California Highway Patrol Officer Reuben F. Rios, Sr. died while protecting and serving the people of California on October 26, 1996. He was directing traffic departing the Blockbuster Pavillion, a concert venue in Glen Helen by Route 15, when an intoxicated motorist accelerated for a lane change and struck Officer Rios. He was thrown onto the hood of the vehicle, then into the windshield, and fell to the pavement with major head trauma and internal injuries. Fellow officers immediately rushed to Officer Rios' aid and he was transported by ambulance to the hospital, but was pronounced dead upon his arrival. The person responsible for Officer Rios' death, was arrested, sentenced, and convicted of vehicular manslaughter with gross negligence supported by previous drunk driving convictions. Officer Reuben F. Rios, Sr. had been named Officer of the Year in 1996, and had been honored by the Latino Peace Officers Association, the San Bernardino Chamber of Commerce, the VFW, and others. His son, Reuben, Jr., graduated from the CHP Academy in April 1998. Named by Assembly Concurrent Resolution 110, Chapter 93, July 12, 2000. Unofficially, Route 15 from Route 60 to the northern I-15/I-215 junction is named the "Devore Freeway". This is because this segment goes through the community of Devore. The interchange at I-15 and Route 91 within the City of Corona in the County of Riverside is named the Officer Shannon Distel Memorial Interchange. It was named in memory of CHP Officer Shannon Distel of the California Highway Patrol, who was killed in the line of duty on August 27, 2003. Officer Distel was patrolling on surface streets at 4:15 pm on August 27, 2003, when his motorcycle collided with a pickup truck pulling a trailer. This naming is in recognition of the hazardous work, serious responsibilities, and strong commitment that Officer Distel willingly accepted during his six years as a law enforcement officer. Named by Assembly Concurrent Resolution 163, August 19, 2004, Chapter 151. The 4.3 mile portion of I-15 from the I-215 interchange to the South Route 79 Exit at Route 79 in Temecula is named the "Deputy Kent Hintergardt Memorial Highway" It was named in memory of Deputy Kent Alan Hintergardt, born in Whittier on December 14, 1959. Deputy Hintergardt graduated from California High School in Whittier, and earned an Associates Degree in Police Science from Rio Hondo College. He Deputy Hintergardt worked as an Assistant Manager for Vons grocery store for 10 years prior to joining the Los Angeles County Sheriff's Department on March 22, 1989, and graduated from the Los Angeles County Sheriff's Academy on August 31, 1989. Deputy Hintergardt's first assignment was in the Los Angeles County Central Jail until he joined the Riverside County Sheriff's Department on February 7, 1991, and was assigned to the Lake Elsinore Station. Deputy Hintergardt was reassigned to the Southwest Station and eventually was assigned to the City of Temecula, where he served the last few months before his untimely death, when he was shot and killed in the line of duty on Mother's Day, May 9, 1993, in Temecula, when he responded to a domestic violence call. Named by Assembly Concurrent Resolution (ACR) 33, Resolution Chapter 89, on 9/1/2009. Between Route 91 and the southerly I-15/I-215 junction, I-15 is named the "Corona Freeway". It was named by the State Highway Commission in 1958, and follows former LRN 77. It was named because the route traverses the community of Corona (Latin: Circle), which was named in 1896 because of the circular drive around the city; this was the scene of spectacular auto races 1913-1916. The segment of Route 15 from the San Diego County Line to Bundy Canyon Road near Lake Elsinore is named the "Temecula Valley Freeway". It was named by Assembly Concurrent Resolution 125, Chapter 78, in 1990. This naming supersedes portions of the Escondido and Coronado Freeways. The segment of this route between I-805 and Route 91 is officially named the "Escondido" Freeway. The segment between I-805 and Route 91 was named by the State Highway Commission in 1957. The segment between I-8 and Route 215 also received this name officially from Assembly Concurrent Resolution No. 34, Chapter 67, in 1979. In San Diego County, I-15 is called the "Cabrillo" Freeway (until the junction with Route 163, which continues as the Cabrillo freeway). 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. The section of I-15 between Route 78 and the City of Temecula is designated the "Avocado" Highway. This is in recognition of the fact that nearly 50 percent of the avocados consumed in the US are grown in San Diego County. Named by Senate Concurrent Resolution 9, Chapter 62, in 1997. The portion of I-15 between I-10 and I-210, in the City of Rancho Cucamonga and the County of San Bernardino, is named the “CHP Officer John Bailey Memorial Freeway”. This segment was named in memory of CHP Officer John Bailey, born on June 17, 1969, in Ann Arbor, Michigan. He graduated from Catoctin High School in Thurmont, Maryland, in 1987. Prior to beginning his career with the Department of the California Highway Patrol, CHP Officer Bailey enlisted in the United States Army while a senior in high school. He honorably served his country in the United States Army and then in the California Air National Guard. CHP Officer Bailey served in various missions during his military career, the most recent during Operation Iraqi Freedom, for one year in Tikrit, Iraq. CHP Officer Bailey was a Sergeant First Class and was classified as active duty at the time of his death. CHP Officer Bailey, badge number 14664, joined the Department of the California Highway Patrol on November 6, 1995. On May 10, 1996, after successfully completing academy training, he reported to the Barstow area as an officer. Officer Bailey made significant contributions to traffic safety and assisting the motoring public while assigned to the Barstow and Rancho Cucamonga area offices. Officer John Bailey was killed in the line of duty during the evening hours of February 25, 2006. He was on a traffic stop on I-15 near US 395 in the City of Hesperia, when a drunk driver collided into his patrol motorcycle; he tragically succumbed to his injuries as a result of the collision. Named by Senate Concurrent Resolution (SCR) 119, Resolution Chapter 113, on 8/18/2008. This portion of this route that was part of US 395 is part of "Historic US Highway 395", designated by Assembly Concurrent Resolution 98, Chapter 79, 7/8/2008.
   	Bridge 57-106, the Penasquitos Creek Bridge is officially named the "Knott Memorial Bridge". It was built in 1964, and named by Assembly Concurrent Resolution No. 13, Chapter 75, in 1995. Cara Knott was a 20-year-old San Diego State University student. On the night of Dec. 27, 1986, she was pulled over by a veteran CHP officer in San Diego, forced to drive down a secluded road and was murdered by the CHP officer. Her parents later sought help from the CHP when their daughter was late in returning to their El Cajon home from visiting her sick boyfriend in Escondido. Her father was there when her body was found below what is now called the Cara Knott Memorial Bridge. In an odd coincidence, Sam Knott, who became a victims' rights crusader after his daughter Cara's murder, died in December 2000 near the spot where she was beaten and strangled by a California Highway Patrol officer Craig Peyer. Knott had been picking up trash in the area where his daughter was killed. He turned that site near Interstate 15 off Mercy Road and north of Scripps Poway Parkway into a memorial dedicated to victims of violence. This is just N of where Route 163 and I-15 intersect. Bridge 57-870, at the W. Lilac Road overcrossing in San Diego county, is named the "Walter F. Maxwell Memorial Bridge". It was built in 1978, and was named by Senate Concurrent Resolution 14, Chapter 68, in 1981. Walter F. Maxwell, (1909-1980), civil engineer, built over 750 bridges and overpasses in southern California. Bridge 57-919, in San Diego county at Claremont Mesa Blvd., is named the "Richard T. Silberman Bridge". It was built in 1985, and named by Assembly Concurrent Resolution 67, Chapter 107, in 1987. Richard Silberman was once a state Director of Finance, a Secretary of Business, Transportation and Housing and the Governor’s Chief of Staff. Silberman helped Jerry Brown get elected governor. Silberman was once one of San Diego’s biggest movers and shakers. He bought and sold banks, chaired the downtown redevelopment agency and helped found Old Town’s Bazaar del Mundo. He was one of the founding partners in Jack-in the Box, and was associated with Ralston Purina in executive capacities after their acquisition of Foodmaker. He was also associated with the California First Bank (subsequently acquired by the Bank of Tokyo) as President. In 1989 (after the bridge was named), Silberman (who was at one time married to ex-San Diego Mayer Susan Golding) was busted in an FBI sting for laundering $300,000 in what he believed was Colombian drug money. He was convicted a year later and sentenced to 46 months in prison. Since his release from federal prison three years ago, he divorced Golding and moved to San Francisco. He has been involved in consulting for the Mountain Mike’s Pizza chain. But while in prison, he and Golding quietly divorced. He is currently president of Operating Advisors Inc., where he provides strategic planning, financial and acquisition advisory services. Bridge 54-909, the I-15/I-10 separation in San Bernadino county near Ontario, is named the "Daniel D. Mikesell Interchange". It was built in 1975, and was named in Senate Concurrent Resolution 64, Chapter 84, in 1980. San Bernardino County Supervisor Daniel D. Mikesell exerted exceptional effort beginning in 1955 to have the Devore Cutoff included in the California Freeway and Expressway System. As I-15 crosses the desert, one of the exits is for Zzyzx Road. The history behind this road and the area is fascinating. The road leads to Zzyzx Springs, which was started in 1944 on illegally appropriate government land by Curtis Howe Springer who erected a 60-room hotel, a church, a health spa with mineral baths in the shape of a cross, a castle, a radio station and several other buildings. For thirty years Springer broadcast a daily religious and health program from a radio studio at Zzyzx Springs. In 1974, federal marshals finally arrested Springer for alleged violations of food and drug laws and unauthorized use of federal land. Since 1976 Zzyzx Springs, now simply known as Zzyzx, has functioned as the Desert Studies Center, a teaching and research station administered by the California State University system. The name Zzyzx was made up by Springer. This route also has the following Safety Roadside Rest Areas and Scenic Overlooks: Clyde V. Kane (Midway), in San Bernardino County, 30 mi E of Barstow. It was named after Clyde V. Kane, who joined the Division of Highways in 1928 as a draftsman, spent 24 years in District 8 (San Bernardino and Riverside) counties, advancing through the ranks to become Assistant District Engineer in 1947. In 1952, he was assigned as District 1 Engineer, and then moved back to District 8 as District Engineer in March 1953, continuing until his retirement on January 30, 1970, after 42 years of service. He was one of the top designers for I-15 and I-40. He was very supportive and was behind landscaping our highways, thus the trees planted along I-15. He was born in Albuquerque NM and attended grade and high school in Lakeport CA. He graduated from UC Berkeley in 1927 with a BS in Civil Engineering. In 1922, he did surveys for the SP Railroad in Imperial County and the State of Oregon. During WWII, he served for a year as chief of the engineering division for the construction of a portion of the Pan American Highway. He was responsible for early projects such as widening Foothill Blvd and the paving of S "E" Street. He led the work to complete most of the major freeway routes in the district. [Thanks to Shirleigh Brannon and Terri Kasinga, Public Affairs, Caltrans District 8, for this information] Valley Wells, in San Bernardino County, 26 mi W of the Nevada State Line.
   	This route is part of the De Anza National Historic Trail. The portion of this route from the northern I-15/I-215 junction to the Nevada state line (former US 91) is part of the "Arrowhead Trail (Ocean to Ocean Trail)". It was named by Resolution Chapter 369 in 1925. The original surface routing replaced by I-15 (i.e., old US 66) was part of the "National Old Trails Road". The original surface routing replaced by I-15 (i.e., old US 66) was part of the "New Santa Fe Trail". The original surface routing replaced by I-15 (i.e., old US 66) appears to have been part of the "National Park to Park Highway", and the "Pikes Peak Ocean to Ocean Highway". All of original US 395 (i.e., the portion of I-15 from US 395 to the northern I-15/I-215 junction, and the portion of I-15 from the southern I-15/I-215 junction to Route 163) was part of the "Three Flags Highway".
   	Escondido: Centre City Parkway. This is marked at the connection with Route 78. Lake Elsinore: Main Street, but poorly signed. This is old Route 71. Victorville: Seventh Street, D Street (Route 18), Historic US 66. Barstow: Main Street, Historic US 66. Baker: Old US 91.
   	There is a 2-land reversable HOV lane, about 7.5 miles, between the Route 163 interchange and North City Parkway. These lanes opened in October 1988, require two or more occupants, and operate 6:00am-9:00am (SB), 3:00pm-6:30pm (NB). Assembly Bill 713, Chapter 962 in 1993 authorized congestion pricing for the lanes in San Diego County, allowing the lanes to be used as toll lanes for single-passenger vehicles. The program was continued by Senate Bill 252, Chapter 481, on 9/27/1999. This program allows fee-based travel of the HOV lane by single-occupant vehicles during peak periods as long as a predefined level of service is maintained. The program was continued indefinately by Senate Bill 313, Chapter 275, 9/10/2001 and Assembly Bill 574, Chapter 498, 10/11/2007. Individual drivers use a FasTrak transponder, and must open an account with the San Diego Association of Governments, which administers the program. The California Highway Patrol enforces the tolls, inspecting cars to see if transponders are visibly displayed. Drivers can be cited if the removable equipment isn't in the right place. Tolls are 50 cents when the lanes are nearly empty. During peak commute periods, they are likely to be between $2.50 and $4, topping out between 7 and 8 AM for the southbound commute and 4:30 to 5:30 PM northbound. Occasionally, tolls have reached as high as $8. According to SANDAG in October 2003, the managed lanes carry about 22,000 vehicles daily, more than three times the volume seen when they first opened. Roughly three-quarters are high-occupancy vehicles. The rest are FasTrak users. There is currently work to extend the lanes north from Rancho Peñasquitos. This segment will have the first direct-access ramps in the corridor, serving a Bus Rapid Transit project that is being developed to attract commuters who don't normally use public transportation. An additional extension north comes later, and the existing segment will be reconfigured, ultimately creating a 20-mile, four-lane corridor with multiple on-and off-ramps. HOV lanes are planned as follows: From 1.6 mi S of Carmel Mountain Road to N Co. Fair overcrossing. Construction starts after 2000. From Route 163 to I-10. Planned to open in 2011. From Route 94 to I-805. Planned to open in 2011. From I-10 to 0.6 mi S of Devore Road. Construction was originally planned to start in November 1997. From 0.6 mi S of Devore Road to Route 215. Construction was originally planned to start in September 1999. From Route 215 to US 395. Construction was originally planned to start in August 2000. From US 395 to Route 18. Construction was originally planned to start in February 1999.
   	[SHC 263.3] From Route 76 near the San Luis Rey River to Route 91 near Corona; and from Route 138 near Cajon Pass to Route 138 near Cajon Pass; and from Route 58 near Barstow to Route 127 near Baker.
   	The portion from Route 10 to the Nevada State line was approved as chargeable Interstate on 7/7/1947; Route 8 to Route 10 was approved as chargeable interstate in December 1968 using the Route 215 routing; this was changed to a western routing in February 1972, and there was a correction around Lake Elsinore in July 1978. The designation I-15 was proposed in 1957, and suprisingly, the California Department of Highways never proposed anything else.

As of March 2008, the California Transportation Committee unanimously approved the designation of former US 395 as a historic route from San Diego to the Oregon border. It is still pending approval by the legislature and the governor. However, anticipating approval, San Diego County Supervisor Bill Horn approved $4,000 for the 31 signs that now mark old 395 in his district -- from Vista to the Bonsall Bridge, through downtown Fallbrook, to Rainbow.

On July 8, 2008, Resolution Chapter 79 officially designated specified sections of former US Highway Route 395 as Historic US Highway 395. The resolution noted that former US 395 was a scenic stretch of highway that ran through historic areas of the County of Riverside and provided the only direct route from San Diego to the Lake Tahoe region and northern Nevada, before heading back into California on its way north to Oregon and all the way into Canada. While former US 395 remains largely intact through the Counties of Inyo, Mono, Sierra, Lassen, and Modoc, only sections of former US 395 still exist in portions of the County of San Diego and the high desert area of the County of San Bernardino; most of the former highway route has been replaced by I-15 and I-215 in the Counties of San Diego, Riverside, and San Bernardino. US 395, which remains as I-15 and I-215, was the major and most significant connection between San Diego, the Inland Empire, and the eastern Sierra Nevada region. US 395 was known as the Cabrillo Parkway (and later the Cabrillo Freeway) in San Diego, now Route 163, it was the first freeway to be constructed in San Diego and opened to traffic in 1948. Part of the original routing of former US 395 in northern San Diego County includes the old Bonsall Bridge, one of the earliest automotive crossings over the San Luis Rey River, later becoming part of Route 76. The portion of former US 395 between Temecula and Lake Elsinore was part of the Butterfield Overland Mail route, the first major overland delivery service to southern California, established September 16, 1858. After its realignment eastward, former US 395 became the first major expressway and freeway system in the southern portion of the County of Riverside in the early 1950s, servicing the Cities of Temecula, Murrieta, Menifee, Sun City, and Perris. Today this is I-215. The portion of former US 395 between the Cities of San Bernardino and Hesperia, near modern US 395, traverses the Cajon Pass with old US 66 and old US 91, most famously used by the Mormons in 1851 in their crossing into the valley where they subsequently founded the modern Cities of San Bernardino and Riverside. The heritage in the regions through which former US 395 passed was greatly diminished when the former highway was replaced by suburban streets and I-15 and I-215.The Legislature hereby recognizes the remaining segments of US 395 for their historical significance and importance in the development of California, and designates those segments as Historic State Highway Route 395. Named by Assembly Concurrent Resolution (ACR) 98, Resolution Chapter 79, on 7/3/2008.

Overall statistics for Route 15:

• Total Length (1995): 294 miles
• Average Daily Traffic (1993): 8,500 to 227,000
• Milage Classification: Rural: 184; Sm. Urban 31; Urbanized: 79.
• Previous Federal Aid Milage: FAI: 288 mi; FAP: 6 mi.
• Functional Classification: Prin. Arterial: 294 mi.
• Counties Traversed: San Diego, Riverside, San Bernardino.

Between the initial assignment of state signed routes in 1934 and the July 1, 1964 renumbering, what is now I-710 was signed as Route 15, and was LRN 167 (defined in 1933 and extended in 1947). Until the construction of the freeway, Route 15 ran between Pacific Coast Highway and US 99 along Atlantic Blvd. By 1957, Route 15 ("Long Beach Freeway") had been constructed between Anaheim Ave and Atlantic Ave. In 1964, the freeway routing was renumbered as Route 7, and was later renumbered as Route 710 and I-710. See Route 710 and Route 7 for additional details.

• Cal-NExUS Exit Numbering: Route 15
• Exit Lists: San Diego Freeway Junctions (Phillip Erdelsky)
• I-15 Strip Chart (Andrew Tompkins)
  [XML support required]

• California @ Aaroads: Interstate 15 (Andrew Field)
• California @ AARoads: US 395 (Andrew Field)
• CalTrans Fact Sheets: Route 15
• Finding US 66 (Casey Cooper)
• Finding US 91 (Casey Cooper)
• Finding US 395 (Casey Cooper)
• High Priority Corridors @ AARoads.com: Interstates 15/40 (Corridor 16)
• Interstate Business Routes @ AARoads.com: Interstate 15
• Interstate 15 (Zzyzx)
• Other Route 66 Links
• Route 66 on the Internet

[SHC 253.1] Entire route. Defined as part of the Freeway and Expressway system in 1959.

[SHC 164.11] Entire route.

The route that would become LRN 15 was first defined in the 1909 First Highway Bond act as running “From Williams to Colusa”. In the 1919 Third Bond Issue, the route was extended further, from Ukiah to Emigrant Gap. By 1935, the route was codified into the highway code as:

[LRN 15] is from [LRN 1] near Ukiah to [LRN 37] near Emigrant Gap via Williams and Colusa.

The bridge across the Sacramento River in the vicinity of the town of Meridian, Sutter County, and connecting the counties of Sutter and Colusa, of such portion thereof as is used for highway purposes for the extent provided in this section, is a part of [LRN 15] and is under the supervision and control of the department for maintenance purposes. The State assumes only that obligation of maintenance of this bridge, or highway portion thereof, imposed upon or assumed by the counties of Sutter and Colusa under any contract or agreement existing on August 21, 1933, with any railroad company for the joint use or maintenance thereof. At any time in its discretion the department may relinquish any interest of the State in this bridge to the counties of Sutter and Colusa, and thereupon the supervision and control of this bridge shall revert to and be vested in those counties.

The portion from Williams to Colusa was considered a primary route.

In 1953, Chapter 1408 changed the origin of this route to “[LRN 56] near Fort Bragg”, and added non-substantive language about Section 600. In 1955, Chapter 1488 removed the language relating to Section 600. In 1957, Chapter 36 relaxed the description, by indicating "via Willits, Williams, and Colusa.". In 1961, Chapter 1146 in 1961 deleted the paragraph about the bridge between Sutter and Colusa counties. This left the description as “From [LRN 56] near Fort Bragg to [LRN 37] near Emigrant Gap via Willits, Williams, and Colusa.”

This route had the following segments, all signed as Route 20 (and are still signed as Route 20):

1. from Route 1 (LRN 56) near Fort Bragg to US 101 near Willits (LRN 1).

2. from US 101 (LRN 1) near Calpella to Route 45 (LRN 88) near Colusa, passing through Upper Lakes (jct Route 29 (LRN 89)), Clearlake (jct Route 53 (LRN 49)), a jct with Route 16 (LRN 50), and Williams (jct US 99W (LRN 7)).

3. from Route 45 (LRN 88) 4 mi S of Colusa through Yuba City, Marysville, and Grass Valley to join up with US 50 (LRN 37) near Emigrant Gap.

1. Route 20 to Route 5 near Woodland via Rumsey and Woodland.

   
   

   	This segment is as defined in 1963.
   	Before 1964, this segment was still signed as Route 16, but was LRN 50. It ran between Route 20 (LRN 15) and US 99W (LRN 7). Circa 1935, Route 16 was under construction between Route 20 and Rumsey. The portion between Route 20 and Rumsey was added in the third bond issue in 1919; the portion between Rumsey and Woodland was added in 1933.
   	The portion of this route from Route 20 to Rumsey was named the "Yolo and Lake Highway" by Resolution Chapter 283 in 1915. The section of Route 16 in Yolo County between County Road 98 and I-505 is named the “CHP Officer Andrew "Andy" Stevens Memorial Highway”. It was named in memory of California Highway Patrol (CHP) Officer Andrew "Andy" Todd Stevens, born February 25, 1968, in Sacramento, California. Andy Stevens attended Kohler Elementary School in North Highlands. He then attended Carmichael Baptist Academy where he graduated from high school in 1986. Following high school, he attended American River College and Sacramento City College where he studied criminal justice. Law enforcement was his career of choice. In May 1994, Andy Stevens was selected for the position of Cadet at the CHP Academy. Upon graduation, CHP Officer Stevens was assigned to road patrol in Baldwin Park. Later, he worked in San Jose, Golden Gate Communications Center, Golden Gate Division, and the Woodland area. In May 2002, he found his true calling and was assigned as a Commercial Officer in Valley Division, serving the Sacramento area. While working in Woodland, CHP Officer Stevens met an Emergency Medical Technician named Michelle, who was working for American Medical Response Ambulance Company. They were married on October 20, 2002, at Lake Tahoe. CHP Officer Stevens' life was packed with achievements. He was the Director of the Auburn Chapter of the Harley Owners Group and was instrumental in organizing and coordinating numerous charitable events. He was in his second year of organizing the Annual Toy Run in Auburn, which raises toys for over 1,000 disadvantaged children in the community. CHP Officer Stevens was killed on November 17, 2005, in a felonious assault while working road patrol near Route 16 in rural Yolo County. CHP Officer Stevens had initiated a traffic stop for a Vehicle Code violation and approached the violator's vehicle when he was suddenly and ruthlessly shot by the driver. The driver fled the scene and was apprehended less than 12 hours later. CHP Officer Stevens was laid to rest in Sacramento County after a ceremony attended by thousands of mourners, including his fellow officers, friends, and family. CHP Officer Stevens is survived by his beloved wife Michelle, his parents John and Patricia Stevens, mother-in-law Kathleen, his brother Mark and sister-in-law Nahrain, brother-in-law Ezaria, nieces Jessica and Alyssa, and nephew Michael, and his bassett hounds, Abby and Rocky. Named by Assembly Concurrent Resolution (ACR) 141, Resolution Chapter 137, on 9/5/2008.
   	[SHC 263.3] From Route 20 to Capay.
   	[SHC 253.2] From Route 505 to Route 5 near Woodland. Added to the Freeway and Expressway system in 1959.

   
   

2. From Route 50 near Perkins to Route 49 near Drytown.

   The vehicle code explicitly permits (21115.5) a golf cart or a low-speed vehicle to cross Route 16 at Murieta Drive and at Murieta South Parkway if the crossing is controlled by an official traffic control device and is at an angle of approximately 90 degrees to the direction of the highway. The Rancho Murieta Community Services District is permitted to take any reasonable measures within its jurisdiction that are necessary to ensure that golf carts and low-speed vehicles may cross safely and that highway traffic is not unreasonably impeded thereby. This is permitted only until January 1, 2007. (Permitted until 1/1/2006 by SB 612, Chapter 16, 6/24/2003; extended by AB 188, 6/30/2006, Chapter 26).

   
   

   	In 1963, segment (b) was defined as "(b) Route 5 near Woodland to Sacramento", and there was a segment (c): "(c) Route 50 near Perkins to Route 49 near Drytown." In 1984, the original segment (b) was deleted by Chapter 409. The deleted segment was Level Road and Sacramento Avenue, and ran past the Yolo County offices. That segment was still LRN 50 (defined in 1933), and continued into downtown Sacramento. It was cosigned with Route 24. There was also a small portion between Route 160 and Route 99 near Sacramento via Broadway. This was defined in 1910 as part of LRN 4, and appears to have been removed from the system by 1975, although it was formally removed in 1984.
   	In downtown Sacramento, Route 16 (LRN 50) came in around I Street, and then down 3rd/5th Streets to N Street. As of 2007, there was still a Route 16 postmile on the I Street bridge at the Yolo-Sacramento county line, facing eastbound into Sacramento. Route 16 the ran across N Street to 15th Street signed as Route 16. Route 16 continued along Capitol Avenue as LRN 11, joining US 50 at 29th/30th Street. It continued as LRN 11, signed as US 50, along Folsom Blvd to Perkins, where it diverged from US 50. Actually, the N Street/Capitol Avenue (originally M Street in the 1940s) routing had been the following highways, in progression: US 40/US 99W and Route 16 in 1942, and just Route 16 by 1963. Sometime in the mid-1960s, Route 16 ran co-signed with US 99W and US 40 via P and Q Streets and returned to Capitol Avenue via 15th and 16th Streets (former US 40, current Route 160)—whether they were cosigned is unknown. After the construction of the WX Freeway (the unsigned I-305 segment), signage for Route 16 was removed from downtown Sacramento and may have followed I-5 south of the I Street Bridge and east via the Topple Alley ramp on current Business Route 80 to Perkins, which is now indistinguishable from the rest of Sacramento (but still retains mention in the legislative definition of Route 16). According to a late-1960s map of the Sacramento Valley present in UC Davis's Storer Hall, Route 16 was co-signed with I-5 from future Exit 537 (Main Street, former Route 16) to future exit 531 (County Road 22), where Route 16 then split off to follow the Sacramento River into West Sacramento and Bryte. Thus, County Road 22 was de-designated as part of Route 16 after the construction of I-5 in the area; but the route to I Street would not be removed immediately after I-5's arrival. From 1981 (when I-80 was moved off the WX and 29/30 routings that make up the Capital City Freeway/Business Route 80), Route 16's implied multiplex east of Topple Alley would be with US 50/Route 99/Business Route 80/I-305. [Thanks to Chris Sampang for this information.] The specific chronology, according to Chris Sampang, is as follows: 1911. I Street Bridge constructed. Articles: here. 1919. LRN 50 commissioned from Woodland to Sacramento. This would eventually be Route 16. 1930s. US 99 and US 40 are routed west on the I Street Bridge into West Sacramento, before connecting via surface streets to West Capitol Avenue to Davis via the Yolo Causeway. 1934. Route 16 commissioned; routing includes Main Street in Woodland, County Road 22 through Conaway, Old River Road from the site of the current I-5 Elkhorn Viaduct to Bryte, Harbor Boulevard in Bryte, Sacramento Avenue through Broderick, 6th Street and C Street through downtown West Sacramento over the I Street Bridge into Sacramento itself. 1935. Tower Bridge completed (replacing the old M Street Bridge; more information on Joel Windmiller's page); US 99 and US 40 moved to the new connection to West Capitol Avenue. Late 1930s. Route 24 extended to Sacramento on Route 16's path from Woodland via West Sacramento and Bryte. Late 1950s. Route 24 rerouted to Jiboom Street, Garden Highway, and El Centro Avenue north of Sacramento; this is now Route 99 and Route 70. A short multiplex of Route 16 and 24 still existed in downtown. 1964. Route 84 definition extended north along Jefferson Boulevard into West Sacramento; terminus is at I-80/ US 40/ US 99W (now US 50/ Business Route 80/I-305). As a temporary routing, Route 16 was rerouted from the Capitol Avenue corridor to the former routing of Route 24 via 3rd/5th Streets and Broadway. 1965. Route 84 definition extended along Jefferson Boulevard north of current US 50, then west on Sacramento Avenue and Reed Avenue to I-880 (now I-80). As no changes to Route 16's definition are made at this time, an unacknowledged overlap is now present on Sacramento Avenue between Harbor Boulevard and Jefferson Boulevard for northbound Route 84 and westbound Route 16 (and vice versa). 1967. US 99W removed on co-signed portion with Route 16 in Woodland (from East Street (former US 40A/US 99W, later former Route 113 which has now been bypassed by the freeway) west on Main Street to County Road 98). 1968. I-5 completed from Sacramento County line northwest to East Main Street and from County Road 18 north to Colusa County line. Route 16 may have been placed on the freeway from Old River Road west to East Main Street (bypassing County Road 22 in Conaway). Also, the I-5/Route 16 interchange in downtown Sacramento is constructed; this forces the removal of several original ramps to the I Street Bridge but is functionally a freeway-to-freeway junction between Route 16 and I-5 for access to Old Town Sacramento. Early 1970s. Due to the completion of I-5 in Sacramento, Jiboom Street and Garden Highway (as well as the portion of El Centro Avenue between Garden Highway and I-5) are all removed from the state highway system; post-1964 this routing had been Route 70 and Route 99. Thus, Route 70 and Route 99 had a small co-signage on I Street in Sacramento with Route 16 from 1964 to the early 70s. Also, a 1975 Caltrans map shows Route 16 being routed concurrent with I-5 between the I Street Bridge and Power Inn Road. 1973. Woodland bypass completed; Business Route 5 may have been established at this point, co-signed with Route 16 on Main Street. Mid-1970s. Due to a tough railroad grade crossing on Harbor Boulevard north of Sacramento Avenue, a new bypass for Route 16 is constructed from Harbor to Sacramento. It is current Sunset Avenue; which has a much gentler approach than Harbor; it is also still signed for Woodland. 1984. As I-5 is now the primary route to Woodland, Route 16 is decommissioned between east of Conaway and Sacramento, removing the I Street Bridge from the state system. Route 16 references may have been removed from sign gantries at this time (evidence of this is at the junction of I and 4th where several sign gantries have greenout, and more notably at Capitol Avenue eastbound after I-5, where a shield-out is evident next to Route 70 and Route 99 markers on an assembly.) Milemarkers are also removed; the existance of any on the old Woodland-Sacramento portion of Route 16 is highly unlikely - except for one on the I Street Bridge, as the photo at http://www.angelfire.com/stars4/streetlights/old_postmile_sr16.jpg demonstrates. However, Route 84 milemarkers are retained on Sacramento Avenue and Jefferson Boulevard. As for Woodland, around this time, Route 16 was rerouted to bypass downtown entirely by following the northern third of Business Route 5 (see http://www.interstate-guide.com/business-routes/bus05.html for details), which is County Road 98, Yolo County Route E7, and former US 99/99W. The portion of former Route 16 in downtown Woodland is now solely Business Route 5, although it is not very well-signed at all. Late 1980s/Early 1990s. Route 84 shield (with END sign) past the I-80 bypass on Reed Avenue westbound replaced with bike lane sign. 2003. Route 84 up for relinquishment in West Sacramento; once approved, this would remove Sacramento Avenue from the state system entirely after 84 years. Nathan Edgars looked at traffic counts, and came up with the following: 1964: Route 16: I Street Bridge, down 3rd-5th and over Broadway to Route 160, then a break until the split from US 50 Route 80: Tower Bridge, over Capitol/N to 29th-30th, then a break to Broadway at 29th-30th and up 29th-30th Route 99: from the south to Broadway, then west on Broadway, then a break to the east end of the I Street Bridge and up Jibboom Street By 1966: Another piece of Route 99 added along P and Q Streets between Route 160 and Route 16. The changes to Route 80 are unclear. By 1968: Route 80 moved to the new route, with the west part becoming Route 275 Route 16 cut back to I-5 at the east end of the I Street Bridge Route 99 removed from P and Q Streets and instead routed back west on Broadway, replacing Route 16, but only to Route 275, where it broke until Jibboom Street By 1970: Route 99 removed from Jibboom Street etc. At this point, the current routing resumed. It was signed as Route 16, but was LRN 54, between the junction with US 50 (LRN 11) and Route 49 (LRN 65) near Drytown. The portion of LRN 54 between US 50 and the county line near Michigan Bar was defined in 1933; the remainder of the route between the county line and Route 49 near Drytown was defined in 1919. It appears that a proposal existed through the 1970s in which Route 16 would be taken off of the surface roads west of Watt Avenue (Jackson Road, Folsom Boulevard (former US 50) and Power Inn Road) and given its own short freeway bypass connecting the Manlove district (where Watt Avenue and the El Dorado Freeway meet up) with the current junction of Watt and Jackson Road. This seems to approximate the county-constructed expressway on the Watt Avenue corridor.
   	According to the Sacramento Bee, Caltrans plans to raise a section of Route 16 near Madison, west of Woodland. It's part of a $48 million improvement project to Route 16 between I-505 and the Capay Valley. The project, to begin in 2008, includes a handful of safety measures, including widening the shoulders and adding a 20-foot "recovery zone" beyond the shoulders. Caltrans' Jan Mendoza said the agency also plans to add some turn lanes to cut down on the number of rear-ender collisions and to smooth out some sharp curves. In May 2008, the CTC considered relinquishment of right of way in the city of Rancho Cordova, at Grant Line Road, consisting of a reconstructed city street. In August 2008, the CTC authorized relinquishment of right of way along Route 16 in the county of Sacramento near Sloughhouse, from 100 feet west of Sunrise Boulevard to 300 feet east of Murieta Parkway, consisting of reconstructed county road connections. The CTC also vacated right of way along Route 16 in the county of Sacramento near Sloughhouse, between 0.1 miles west and 0.2 miles east of the intersection with Latrobe Road, consisting of highway right of way no longer needed for State highway purposes. In December 2009, the CTC relinquished right of way in the county of Sacramento along Route 16 at Michigan Bar Road and Ione Road, consisting of reconstructed county road connections. The CTC also vacated right of way in the county of Sacramento along Route 16 from 0.1 mile west of Michigan Bar Road to the Amador County line, consisting of highway right of way no longer needed for State highway purposes.
   	The portion of this route from Dillard Road in Sacramento County and the Amador County line is named the "Stanley L. Van Vleck Memorial Highway". Stanley L. Van Vleck was born in 1920 near Placerville, California. A third-generation Californian, he grew up on his family's homestead that was established about 1850. He later moved to a rance in Sloughhouse, California. He had a long and distinguished career as a rancher in the Sacramento region, and served in many leadership positions in agricultural organizations at the local, state, and national level, including the California Cattlemen's Association, the California Farm Bureau, the National Flying Farmers, and the National Cattlemen's Association. He also allowed the Federal Bureau of Investigation, the California Air National Guard, the California Department of Forestry, the Sacramento County Sheriff's Department, the Sacramento City Police Department, and the Sacramento Life Flight Unit to train on his ranch. He spearheaded the creation of the Cosumnes River School District and served as the President of that district's governing board for many years. He also shared his ranch with the entire community by allowing tens of thousands of Boy Scouts, 4-H'ers, Future Farmers of America, local students, California Operating Engineers, recreationists, and families a chance to experience agriculture and open space on his ranch. He lost his life in an accident while working at his beloved Sloughhouse ranch on September 7, 2000. Named by Assembly Concurrent Resolution 4, Resolution Chapter 61, filed June 7, 2001.
   	California @ AARoads: California 16 Finding US 50 (Casey Cooper) Finding US 99 (Casey Cooper)
   	[SHC 253.2] From Route 50 near Perkins to Route 49 near Drytown. Added to the Freeway and Expressway system in 1959.
   	[SHC 164.11] Between the east urban limits of Sacramento and Route 49.

Overall statistics for Route 16:

• Total Length (1995): 82 miles
• Average Daily Traffic (1992): 740 to 48,000
• Milage Classification: Rural: 76; Sm. Urban 1; Urbanized: 5.
• Previous Federal Aid Milage: FAP: 82 mi.
• Functional Classification: Prin. Arterial: 20 mi; Minor Arterial: 62 mi.
• Counties Traversed: Colusa, Yolo, Sacramento, Amador.

Route 16 was numbered as part of the initial state signage of routes in 1934.

The routing that would become LRN 16 was defined in the 1909 First Bond Act as running from Hopland to Lakeport. It remained unchanged, and was codified into the 1935 codes as:

[LRN 16] is from Hopland to Lakeport

It was considered a primary route in its entirety.

In 1939, Chapter 473 changed the reference from "Hopland" to "[LRN 1]". In 1961, Chapter 1146 relaxed the description by changing the terminus to "[LRN 89] near Lakeport", making the final wording “From [LRN 1] (US 101) to [LRN 89] (Route 29) near Lakeport.”

This segment was believed to be unsigned in 1963; it is presently signed as Route 175.