California Highways

From Route 198 to Route 101 near Gilroy.

In 1963, this route was defined to run "from Route 198 to Route 180 near Paicines."

In 1984, the route was divided into two segments, "(a) Route 198 to Route 156 in Hollister. (b) Route 156 in Hollister to Route 101 near Gilroy." The portion from Route 25 in Paicines to Route 101 near Gilroy was transferred from Route 180. Originally, Route 180 was to have been much longer, and would have continued from its present terminus to Route 5, and had a segment from Route 5 to Route 25, and the Route 180 would have continued on into Gilroy. This routing for Route 180 was deleted in 1984.

In 2001, the discontinuity in Hollister was removed by SB 290, Chapter 825, 10/12/2001.

Before the 1964 renumbering, this segment was LRN 119, and had the same routing. It was defined in 1933. This route was signed as part of the initial state signage of routes in 1934.

There is a proposed 2.3 mi relocation in Hollister.

There have been a number of changes made to this route to improve safety. In 2000, a dozen people were killed on the flat, two-lane 11-mile stretch between Gilroy and Hollister. By 2003, Caltrans had installed a four-foot median rumble strip flanked by double yellow stripes; widened the shoulders with more rumble strips placed there; banned passing; and set the speed limit at 55 mph. This has made it safer: 97 people on the stretch from 2000 to 2002, 56 have been injured from 2003 to 2006. Crashes have fallen 39%.

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 #2227: Widening to four lanes and other safety improvements on Route 25 from Hollister to Gilroy. $2,928,000.

"Bolsa Road"

[SHC 263.3] Entire portion.

[SHC 253.3] From Route 180 near Paicines to Route 156 in Hollister, and from Route 156 in Hollister to US 101. Added to the Freeway and Expressway system in 1959.

Portions of the route through Hollister are signed as Business Route 25.

This route is part of the De Anza National Historic Trail.

Overall statistics for Route 25:

• Total Length (1995): 74 miles
• Average Daily Traffic (1992): 260 to 19,500
• Milage Classification: Rural: 70; Sm. Urban 4.
• Previous Federal Aid Milage: FAP: 74 mi.
• Functional Classification: Prin. Arterial: 15 mi; Minor Arterial: 42 mi; Collector: 19 mi.
• Counties Traversed: Monterey, San Benito, Santa Clara.

The route that would become LRN 25 was first defined in the 1909 First Bond Act as running from Nevada City to Downieville. In 1933, it received two extensions: [LRN 37] near Colfax to [LRN 17] near Grass Valley, and [LRN 25] at Downieville to Blairsden-Truckee Road near Sattley. In 1935, it was codified into the state highway code as:

1. [LRN 37] near Colfax to [LRN 17] near Grass Valley
2. Nevada City to [LRN 83] near Sattley via Downieville.

The portion from Nevada City to Downieville was considered a primary route. This definition remained unchanged until the great renumbering in 1963.

Signage on the route was as follows:

1. From LRN 37 near Colfax to LRN 17 near Grass Valley.

   This signage of this segment pre-1964 is unclear, but it is currently signed as Route 174.

2. From Nevada City to LRN 83 (Route 89) near Sattley via Downieville.

   This is currently signed as Route 49, and runs between Route 20 (LRN 15) and Route 89 (LRN 83).

1. From Route 99 in Stockton to Route 12 at Valley Springs.

   
   

   	In 1963, this segment was defined as two segments: “(a) Route 4 to Route 99 near Stockton” and “(b) Route 99 near Stockton to Route 12”. In 1994, Chapter 1220 deleted segment (a), and changed this segment to be “Route 99 in Stockton to Route 12 at Valley Springs." What happened in 1994 is that a portion of Charter Way west of Route 99 was designated as Route 26 (up to where Mariposa Road meets up with Charter Way). Charter Way west of that point is now signed as Business Route 99 and was US 99/Route 4, with Mariposa Road southwest to Farmington Road also a part of US 99/Route 4).
   	This segment was signed as Route 8 before the 1964 renumbering, and was LRN 5, defined in 1933.
   	In June 2007, the CTC considered a project in San Joaquin and Calaveras Counties that would make roadway improvements near Lindenm from Wimer Road/Ospital Road to Savage Way. This project is fully funded in the 2006 State Highway Operation and Protection Program (SHOPP). The total estimated project cost is $21,008,000. Construction is estimated to begin in FY 2008-09. The project will involve construction activities in the environmentally sensitive habitat of the California tiger salamander and the Western spadefoot toad. Three archaeological sites that are eligible for the National Register of Historic Places are located within the project area. In addition, farmland and relocation issues resulted in a Mitigated Negative Declaration being completed for this project.
   	[SHC 253.3] Entire portion (Stockton to Valley Springs). Added to the Freeway and Expressway system in 1965.

   
   

2. From Route 12 to Route 88 near Pioneer Station via Mokelumne Hill and West Point.

   
   

   	In 1963, this segment was first defined (by Chapter 385) as "Route 12 to Route 49 near Mokelumne Hill.". Before the year was out the routing was extended by Chapter 2155 to be "to West Point via Mokelumne Hill." In 1984, it was extended by Chapter 409 to terminate at "Route 88 near Pioneer Station via Mokelumne Hill and West Point" by a transfer of a segment from Route 104.
   	This segment from Route 12 to West Point was originally signed as Route 8, and was part of LRN 5. This portion of LRN 5 was defined in 1963. The remainder of this segment of Route 26 was originally Route 104. Route 104 was defined in 1970; the segment was transferred to Route 26 in 1986.
   	The segment between the community of Mokelumne Hill and West Point is named the "Stephen P. Teale" highway. Physician and California State Senator from 1953 to 1972, Stephen P. "Doc" Teale worked to establish the state legislature's first computer system. The Stephen P. Teale data center, a computer facility supporting California government, is also named for Doc Teale. Named by Senate Concurrant Resolution 43, Chapter 106, in 1997. Bridge 30-0052, crossing the Middle Fork of the Mokelumne River, near West Point, is named the "Tom Taylor Bridge". Tom Taylor, a lifetime resident of Calaveras County, served as a County Supervisor and was instrumental in securing funding for the construction of the bridge that bears his name. It was named by Assembly Concurrent Resolution 105, Chapter 107 in 1998.

• Joel Windmillers: Central California Highways Page: Route 26

Overall statistics for Route 26:

• Total Length (1995): 62 miles
• Average Daily Traffic (1993): 750 to 18,300
• Milage Classification: Rural: 61; Urbanized: 1.
• Previous Federal Aid Milage: FAP: 62 mi; FAU: 1 mi.
• Functional Classification: Prin. Arterial: 1 mi; Minor Arterial: 61 mi.
• Counties Traversed: San Joaquin, Calveras, Amador.

Between sometime in the 1938 timeframe and July 1, 1964, LRN 173 (defined in 1933) was signed as Route 26 and ran in Los Angeles between US101A (Lincoln Blvd) and US101 along Olympic Blvd (in 1939, the route ran along Pico between Lincoln and Robertson). It used the McClure Tunnel now used for I-10. Olympic Boulevard was buiilt (widened and realigned) in two stages. The first stage was completed in 1938 from approximately Flower Street to Crenshaw Boulevard in Los Angeles. The second stage was completed between Crenshaw Boulevard and Rimpau Avenue and between Centinela Avenue and Lincoln Boulevard (US 101 Alternate) in 1948. Before the construction of the freeway in downtown LA, the route continued along Olympic Blvd and 9th St. to Atlantic Blvd (Route 15; LRN 167). A 1942 map shows that Route 26 was cosigned with Bypass US 101 from approximately the Olympic/Telegraph junction to Route 19. A 1948 map shows the route running along Olympic, 9th St, Anaheim, Telegraph, Los Nietos, Whittier road, La Mirada Road, and La Habra Road, terminating at the intersection of Manchester Blvd (then Bypass US 101) and La Habra Road in Buena Park. It was later replaced by I-10, the Santa Monica Freeway, but early plans show this as the Olympic Freeway. The signage for Route 26 may have been down by 1959.

In the initial state signage of routes in 1934, Route 26 was defined to run from Route 3 (eventually US 101A) near Seal Beach to Route 101 near Santa Ana along Bolsa Avenue. This was LRN 183, defined in 1933, and deleted by 1951. It is unclear if this routing was actually signed as Route 26.

The route that was to become LRN 26 was first defined in the 1916 Second Bond Issue, together with LRN 27. The wording was "an extension of the San Bernardino county state highway lateral to the Arizona State Line near the town of Yuma, Arizona, via the cities of Brawley and El Centro in Imperial County by the most direct and practical route...". Given that the "San Bernardino county state highway lateral" was LRN 9 (from LRN 4 (US 99) in San Fernando to San Bernardino, this means that LRN 26 initially started near former US 66 in San Bernardino. From there, the route continued to Colton, then to Indio, down along the south shore of the Salton Sea to Heber and Brawley, where it met LRN 27 to continue to El Centro and Yuma Arizona.

It was extended again in 1931, with a significant extension from [LRN 26] near Colton via Pomona to Los Angeles. This made the portion from Colton to San Bernardino a spur. The extension was actually made part of two LRNs: the LRN 26 extension ran from Colton to Monterey Park; the portion from Monterey Park to Los Angeles was part of LRN 77. The 1931 act also extended the route from El Centro to Calexico. The 1944 map to the right shows the spur of LRN 26 into San Bernardino along E Street.

In 1933, the route was extended from "Los Angeles (Aliso Street) to [LRN 26] near Monterey Park via Ramona Blvd", which completed LRN 26 into downtown Los Angeles.

By 1935, LRN 26 was codified into the highway code as:

1. Los Angeles (Aliso Street) to Calexico via Ramona Boulevard, Monterey Park, Pomona, Colton, Brawley, and El Centro, together with a connection from near Colton to San Bernardino.
2. A point on the highway specified in subdivision [1] of this section, approximately two miles west of Brawley, to a point on said highway approximately 2½ miles SW of Brawley.

It was primary state highway from San Bernardino to El Centro.

In 1959, Chapter 1841 deleted the connection from Colton to San Bernardino from the route (which ran along E street). Chapter 1062 earlier that year had added LRN 275, which was a routing from LRN 26 to LRN 190 (Route 30), so the connection was effectively transferred from LRN 26 to LRN 275.

In 1961, Chapter 1146 relaxed the description of segment (a) to eliminate a specific routing (and thus permitting the Interstate routing): "Los Angeles (Aliso Street) to Calexico via Ramona Boulevard, Monterey Park, Pomona, Colton, Brawley, and El Centro."

Signage along this route was as follows:

1. From LRN 2 in Los Angeles to Calexico via the vicinity of Montery Park, Pomona, Colton, Brawley, and El Centro. This segment was the eventual route of the San Bernardino Freeway (and ran along Ramona Blvd and Garvey Blvd before freeway construction). It was cosigned as US 99/US 60/US 70 from its junction with US 101 (LRN 2) in downtown LA (the present I-5/I-10 east junction) to the junction with CA 71 (LRN 77) near Pomona.

   It then continued cosigned as US 99/US 70 through Colton and Redlands, rejoining with US 60 near Beaumont. LRN 26 continued E from Beaumont cosigned as US 60/US 70/US 99 until Indio.

   The connection into San Bernardino from Colton, which was part of this route until 1959, was signed as Route 18.

   From Indio, LRN 26 diverged from US 60/US 70, and continued S along the present-day Route 86 to Brawley, and then to El Centro. It continued through El Centro to cross US 80 (LRN 12) to Route 111 (LRN 201) near Heber. This was signed as US 99.

   From Route 86 E of Heber to the border, it was signed as US 99, and later as CA 111.

2. From a point on the highway specified in segment (1) of this LRN's definition, approximately two mi W of Brawley, to a point on the same routing approximately two and one-half mi SW of Brawley. This corresponds to Route 228 in Brawley, and may have been an alternate routing of US 99.

From Route 1 near Topanga Beach to Route 118.

In 1963, Route 27 was defined as the route from “Route 1 near Topanga Beach north of the intersection of Sunset Boulevard and Route 1 to Route 118 at or near Chatsworth.”

In 1965, Chapter 2007 simplified the wording of the origin: "Route 1 near Topanga Beach north of the intersection of Sunset Boulevard and Route 1...". In 1981, Chapter 292 simplified the wording of the terminus: "Route 118 at or near Chatsworth".

Topanga Canyon Blvd was rerouted sometime in the 1960s between Plummer and Marilla Street. The original routing was along what is now Topanga Canyon Place, and went first W of the current route, crossed the current route, and then looped E and back to the current route shortly N of Marilla Street. This was to avoid a hill that was later taken down. However, the Plummer to Topanga intersection was constructed in the 1980s or 1990s.

There also appears to be rerouting between Roscoe and Nordhoff, as well as slightly around Oxnard. The original terminus was Devonshire Street, where it met Route 118 and continued N and then W as Santa Susana Ave.

This route was signed as part of the initial state signage of routes in 1934. Before the 1964 signed/legislative route alignment, this routing was LRN 156, defined in 1933.

There is an "Old Topanga Canyon Road" that splits off Topanga Canyon Road in the community of Topanga, and continues on a more westerly and winding route, meeting Mullholland Drive near Valley Circle. It is unclear if this was an original routing of Route 27; if it was, it is unclear how the route continuted easterly to the present Route 27 once US 101 was reached.

[SHC 263.3] From Route 1 to Mulholland Drive.

This route is Topanga Canyon Blvd.. Topanga is an Indian name referring to "above place" or even sky or heaven. It may refer to Indian village site located above Topanga Creek.

Overall statistics for Route 27:

• Total Length (1995): 20 miles
• Average Daily Traffic (1992): 13,400 to 43,500
• Milage Classification: Rural: 4; Urbanized: 16.
• Previous Federal Aid Milage: FAU: 16 mi; FAS: 4 mi.
• Functional Classification: Prin. Arterial: 14 mi; Minor Arterial: 6 mi.
• Counties Traversed: Los Angeles.

The route that was to become LRN 27 was first defined in the 1916 Second Bond Issue as part of the "extension of the San Bernardino county state highway lateral to the Arizona State Line near the town of Yuma, Arizona, via the cities of Brawley and El Centro in Imperial County by the most direct and practical route...". LRN 26 took the portion from the San Bernardino County lateral (LRN 9) down through Brawley and El Centro. From that point, LRN 26 continued S to Calexico as part of LRN 26's 1931 extension. LRN 27 continued E-ly to Yuma Arizona.

In 1935, LRN 27 was codified into the highway code as running from El Centro to Yuma, and was all primary state highway. The definition remained unchanged until 1963 and the great renumbing. This route was signed as US 80, and is present-day I-8.

From Route 89 at Tahoe City along the northern boundary of Lake Tahoe to the Nevada state line at Crystal Bay.

The current definition of Route 28 is unchanged from the 1963 definition.

The present-day routing of Route 28 is not the original routing. In the initial state signage of routes in 1934, Route 28 had the following routing:

1. From Route 1, 8 mi S of Mendocino through Navarro, Boonville, Yorkville, and McDonald to Route 101 near Cloverdale. This was later signed as Route 128, and was LRN 48.
2. From Route 101 near Geyserville to Calistoga. This was later signed as Route 128, and was LRN 103.
3. Concurrant with Route 29 from Calistoga to 7 mi S of Napa. This was later resigned to be cosigned Route 128/Route 29, and was LRN 49. Between Rutherford and Napa, this is now signed as Route 121/Route 29.
4. From 7 mi S of Napa to Cordelia Suisun. This was signed as Route 12, and was LRN 8.
5. Concurrant with US40 to Vacaville.
6. N from Vacaville through Winters to US99 near Woodland. This is the route of the present-day I-505, and was LRN 90. This segment had been renumbered by 1953.

This routing disappeared by 1961.

The present routing was LRN 39 (defined in 1915), and has been signed as Route 28 since the early 1950s. It may have had its number changed to Route 28 about the same time as Nevada 28 and Nevada 27.

This route continues into Nevada as Nevada 28.

In 2007, the CTC did not recommend using the Corridor Mobility Improvement Account to fund the Kings Beach commercial core.

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

[SHC 263.1] Entire route.

[SHC 164.11] Entire route.

Overall statistics for Route 28:

• Total Length (1995): 11 miles
• Average Daily Traffic (1992): 9,200 to 17,100
• Milage Classification: Rural: 11.
• Previous Federal Aid Milage: FAP: 11 mi.
• Functional Classification: Minor Arterial: 11 mi.
• Counties Traversed: Placer.

The route that would become LRN 28 was first defined in the 1909 First Bond Act as running from Redding to Alturas. It was also part of the "Lassen State Highway" established in 1911 by Chapter 498 as follows:

"That certain highway known as the county road and beginning on the boundary line between Shasta and Lassen Counties in the NE corner of T37N R6E and running and extending through T38N R6E, T38N R7E, T38N R8E, to the Modoc County Line...shall be designated and known as the Lassen State Highway"

It was seemingly extended in 1915 when Chapter 765 authorized the survey, location, and construction of a route "from Surprise valley, in Modoc county, to the Nevada state line." However, this authorization was rescinded in the 1935 act that created the state highway code.

In 1921, it was more directly extended with Chapter 888, which provided an appropriation “...for the survey, plans and estimates and for the construction of the highway from the town of Alturas in Modoc county to the Nevada-California state line by the most direct and practical route via Cedarville in connecting with the proposed Nevada state highway...”

By 1935, the route had been codified into the highway code as running "from Redding to the Nevada line via Alturas and Cedarville". It was primary state highway from Redding to Alturus. The 1935 definition remained unchanged until the great renumbering in 1963. The entire route was signed as US 299 between Redding and the Nevada border.

From Route 80 near Vallejo to Route 20 near Upper Lake via the vicinity of Napa, via Calistoga, via Lower Lake, passing south of Kelseyville and via Lakeport.

In 1963, Route 29 was defined as “from Route 80 near the Carquinez Bridge to Route 20 near Upper Lake via the vicinity of Napa, via Calistoga, via Lower Lake, passing south of Kelseyville and via Lakeport.” In 1965, Chapter 1371 reworded the origin of the route to be "near Vallejo" instead of the Carquinez Bridge.

In the 1980s, the Napa River Bridge and the new freeway bypassed the segment of Route 29 near Napa from Route 29 near Soscol Road to Route 121 at Imola Avenue. The bypassed segments were transferred to Route 121 and Route 221, changing their definitions (Chapter 409, 1984), but no change was necessary in Route 29's definition.

Route 29 between Lakeport and Kelseyville was given an adopted freeway routing, which is now an expressway. The old route is now Soda Bay Road (Route 281), Big Valley Road to Kelsey Creek, Finley Road south to the Kelseyville city limit, and Main Street back to Route 29.

This route was signed as part of the initial state signage of routes in 1934. Between US 40 (I-80) in Vallejo and 4 mi S of Napa, this route was LRN 74. In 1931, the portion between Route 12 and I-80 was at one time signed as (temp) US 40. The portion between I-80 near Vallejo to Curtola Parkway in Vallejo was defined in 1937, the remainder to Napa in 1931.

From 4 mi S of Napa (present-day Route 12) to Napa (present-day Route 121), Route 29 was LRN 8, funded in the first bond act of 1909. Portions of this were cosigned with Route 12; the cosigned portion is now present-day Route 221 (signed as Route 121). The small portion between Route 221 and Route 121 in Napa was not part of the highway system until 1984 when the Napa River Bridge and a freeway bypass were constructed.

Between Route 121 in Napa and Middletown, near Lower Lake, Route 29 was LRN 49. The portion between Napa and Calistoga was defined in 1993, from Calistoga to Middletown was defined in 1919. Before 1964, Route 29 ran from Middletown to Lower Lake through Whispering Pine and Cobb (present-day Route 175); this was LRN 89, defined in 1933. It rejoined the present-day Route 29 5 mi SE of Kelseyville.

The present-day Route 29 runs along what was Route 53 (LRN 49, defined in 1919) between Middletown and Lower Lake. The route continued as Route 29 (but was LRN 243, defined in 1959) between Lower Lake and the present-day Route 175 5 mi SE of Kelseyville.

It then ran, signed as Route 29 but LRN 89, along the lower edge of Clear Lake to 3 mi NW of Kelseyville, and then on to Route 20. This segment was defined in 1933.

On the north end of Vallejo, Route 29 meets Route 37, which is a stub freeway from I-80 east to this intersection. Caltrans is building a freeway interchange here, where Route 37 will fly over Route 29.

As of February 2000, the Route 20 corridor is a hot spot. Mendocino, Lake, and Colusa Counties have all agreed that they would like to see four lane road all along the corridor, which is considered a rural principal arterial. In Lake County, rather than upgrading Route 20 along the North shore of the lake, the principal arterials will be Route 29 and Route 53 along the South side of the lake. Project Study Reports in progress for the following:

1. Extending the Route 20 expressway NE of Ukiah into Lake County.
2. Extending the Route 29 freeway portion S from Lakeport to Kelseyville.
3. Upgrading Route 29 from Kelseyville to Lower Lake to 4-lane expressway
4. Building a bypass of Lower Lake starting on Route 29 and running NE to Route 53.
5. Upgrading the Route 53 Clearlake Expressway to freeway.
6. Construction of an interchange at Route 53 and Route 20.
7. Upgrading Route 20 to 4 lanes between the beginning of the Coast Range mountains E to I-5 at Williams.

The upgrading of the route near Kelseyville was the subject of a draft EIR at the November 2007 CTC meeting. The basic issue is how to adjust the centerline of the widened route.

According to Robert Cruickshank, above Calistoga, Route 29 becomes a very winding road. . The Calistoga Grade appears to have been cut quite a while ago, with a number of switchbacks up to the summit. This lasts for somewhere between 10 and 15 miles. Once you cross into Lake County the roadway straightens out as it descends into some of the area valleys.

In 2007, the CTC considered a request for funding from the Corridor Mobility Improvement Account (CMIA), which was not recommended for funding. This request was to construct an expressway from Diener Dr. to Route 175.

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 #3803: Expansion of Kelseyville/Lower Lake Expressway in Lake County. $5,000,000.

• Lakeport: Main Street, Lakeshore Drive.

Portions of this are "Lower Lake" Road.

The interchange of Route 29 and Trancas Road in Napa County is named the John Castro Memorial Interchange. It was named in memory of John Castro, a life-long resident of the City of Martinez. John Castro contributed to the City of Martinez in many ways, including raising cattle and goats, farming corn and hay, and by helping the less fortunate people. He served two duties in Vietnam, returning home to work serving the public by constructing bridges. In particular, he helped many individual's commute time by working on Route 4 improvements between the City of Martinez and the City of Hercules. He also worked on the Route 29/Trancas Road Project in Napa County in order to tunnel the highway under the wine train in order to avoid traffic delays. It was while completing the overcrossing and railroad transferring on July 3, 2003, that a fatal accident took the life of John Castro at the age of 54. Named by Senate Concurrent Resolution 68, July 16, 2004, Chapter 119.

The portion of this route in Lake County that is between the Napa county line and Route 175 is named the "Earle W. Wrieden Memorial Highway". Earle W. Wrieden was born in Middletown, California on February 8, 1910, and, except for one year in Berkeley, lived most of his life in Middletown. He was appointed to the Lake County Board of Supervisors in 1949, where he served for 24 years and where he was instrumental in many changes, advances, and improvements for the people of Middletown, Lake County, and northern California. He was heavily involved in water issues in Lake County, especially relating to Cache Creek and Putah Creek. However, his prime interest was in roads, including securing funds for the construction and maintenance of county roads and facilitating the adoption of highly traveled county roads into the state highway system. Named by Senate Concurrent Resolution 18; Resolution Chapter 80, 7/1/2001.

There is a movement afoot to name ports of Route 29 after Robert Mondavi. The Napa News reported in December 2004 that the plan is to put the legendary 91-year-old vintner's name on Highway 29 through Napa County. Sen. Wes Chesbro is sounding out local cities and wine industry groups to find out if they would support dedicating this wine highway to the Napa Valley's most famous winemaker. The Napa County Board of Supervisors has unanimously supported the idea, has have elected city leaders serving on the Napa County Transportation Planning Agency, as long as the wine industry goes along.

Bridge No. 21-0047 on Route 29 at the City of Yountville is officially designated the "Veterans' Home Memorial Bridge". It was built in 1959, and was named by Senate Concurrent Resolution No. 30, Chapter 127, in 1994. It was named after the Veterans Home of California in Yountville CA, which is a community of and for veterans located in the heart of scenic Napa Valley. The home provides residential accommodations and a wealth of recreational, social and therapeutic activities for independent living; plus the added security of five levels of nursing and medical care. Some 1,200 Veterans (both men and women) live at the Home. Veterans desiring to be considered for membership must be residents of California, age 62 or older (or younger if disabled), and have served honorably.
[Information from the California Department of Veterans Affairs]

Bridge 21-0049, at the Napa River in Napa county, is named the "George F. Butler Memorial Bridge". It was built in 1977, and was named by Assembly Concurrent Resolution 23, Chapter 48, in 1991. George F. Butler was a CHP officer who was killed in the line of duty at the age of 52. He was flying as an observer in a CHP helicopter that was taking aerial photographs of a double traffic fatality on Interstate 80 near Dixon. After finishing the photographs, the helicopter then set down a short distance from the accident scene in an open field adjacent to an irrigation canal. Butler exited the left side of the aircraft and proceeded to walk up the edge of the canal’s raised berm when he was struck by the helicopter's main rotor and hurled into the empty irrigation canal. The 21-year veteran of the CHP was killed instantly.
[Information from the CHP Officers Memorial]

Bridge 14-0016, the St. Helena Bridge, is the "Robert H. "Bob" Weatherwax Memorial. Robert H. "Bob" Weatherwax (d. 1996), a lifelong supporter of the Middletown Unified School District in Lake County, donated land for the treatment plant now used by the Callayomi Water District. It was named by Senate Concurrent Resolution 34, Chapter 71 in1997.

The bridge located on Route 29 six miles north of Middletown, is named the "Frank and Elly Hartmann Bridge". Named in honor of Frank and Elly Hartmann, who were pioneers in Middletown and the Coyote Valley area. They established and operated the Hartmann Ranch and many significant contributions to Middletown and the Coyote Valley area. Named by Senate Concurrent Resolution 45, Chapter 52, May 5, 2004.

• Cal-NExUS Exit Numbering: Route 29
• Western Exit Guide: Route 29 (Jeff Stapleton)

• California @ AARoads: California 29

[SHC 263.3] From Route 37 near Vallejo to Route 221 near Napa; and from the vicinity of Trancas Street in northwest Napa to Route 20 near Upper Lake.

[SHC 253.3] From Route 80 near Vallejo to Oak Knoll Avenue north of the City of Napa; and from the Napa-Lake county line to Route 20. The portion from Route 121 to north of Napa and from Route 175 to north of Lakeport is constructed to freeway standards.

As for the timing of the additions to the F&E system, the 1959 statutes used the older route numbers, so it is harder to follow given a route as disjointed as this. It is clear that the 1959 Chapter 1062 defined the portion between Vallejo and Route 221 S of Napa, and the portion from Napa to Upper Lake as part of the F&E system. By 1963, all of the original definition of Route 29 was considered Freeway and Expressway. Chapter 998 in 1971 deleted the segment from Oak Knoll Avenue to the Napa-Lake County Line from the Freeway and Expressway system. In 1984, a new freeway bypass was created in Napa, and with the changes involved with the redefinition of Route 121 and Route 221, the portion from Route 221 S of Napa to Route 121 in Napa was added (Chapter 409).

[SHC 164.11] Entire route.

Overall statistics for Route 29:

• Total Length (1995): 106 miles
• Average Daily Traffic (1992): 3,700 to 59,000
• Milage Classification: Rural: 87; Urbanized: 19.
• Previous Federal Aid Milage: FAP: 101 mi; FAU: 5 mi.
• Functional Classification: Prin. Arterial: 53 mi; Minor Arterial: 53 mi.
• Counties Traversed: Napa, Lake, Solano

The route that would become LRN 29 was originally defined in the 1909 First Bond Act running from Red Bluff to Susanville. In 1919, the Third Bond Act extended the route from Susanville to the Nevada State Line. In 1933, it was extended further, from [LRN 35] to [LRN 3] near Red Bluff. It was codified in the 1935 state highway code as:

1. Red Bluff to the Nevada State Line via Susanville
2. [LRN 35] to [LRN 3] near Red Bluff

This was primary state highway from Red Bluff to Susanville.

This definition remained until the 1964 signed/legislative route alignment. Signage was as follows:

1. From Red Bluff to the Nevada line via Susanville.

   This was signed as Route 36 between Red Bluff and Susanville.

   LRN 29 was signed as US 395 between Susanville and the Nevada border (it was briefly cosigned with Alt US 40 from 6 mi E of Chilcoot to the Nevada border).

2. From LRN 35 to LRN 3 near Red Bluff.

   This was signed as Route 36, and ran from the present day Route 3/Route 36 junction (LRN 35) to US 99 (LRN 3).

No current routing. The former routing is signed as Route 30, but is really now part of Route 210.

In 1963, this route was defined the route from "Route 210 near San Dimas via the vicinity of Highland northeasterly to Route 18."

In 1972, the portion from the junction with former Route 106 to Route 18 was renumbered as Route 330, and what remained of former Route 106, from the Route 106/Route 30 junction to I-10 became part of Route 30, changing the definition to "Route 210 near San Dimas via the vicinity of Highland to Route 10 near Redlands.".

In 1998, AB 2388 renumbered this route as Route 210. With the completion of the freeway segment, the signage was changed from Route 30 to Route 210, although it is still state shields. Interstate shielding requires AASHTO approval.

Note that a big numbering switch also occured in 1964. Prior to 1964, Route 18 ran N from San Bernardino. At Running Springs, it joined with Route 30 (now Route 330) up from Highland, and continued cosigned Route 18/Route 30 to the W end of Big Bear Lake. At this point, Route 30 ran along the S edge of the lake, and Route 18 ran along the N end. When the new definitions went into place, Route 18 was rerouted to the S side of Big Bear Lake (replacing what had been signed as Route 30). The cosigning that existed between the W end of Big Bear Lake and the Route 30 (now Route 330)/Route 18 junction was eliminated, and the route was just signed as Route 18. The old Route 18 routing on the N side of the lake was signed as Route 38.

Between San Dimas and Redlands, this was signed as Route 30 and was LRN 190, defined in 1933. The former portion of Route 30 that was numbered as Route 330 was signed as Route 30, and was LRN 207 (defined in 1937). This route was not part of the initial state signage of routes; but by 1953 is was being signed as Route 30.

The routing from I-210 near San Dimas to I-10 in Redlands was submitted for inclusion in the interstate system in 1968, but not accepted. See I-210 for a history of submissions of this segment as part of Route 210.

The designation I-30 was proposed in December 1957 for what is now I-40; this was rejected by AASHTO.

Current planning maps show Route 30 continuing from the terminus of Route 210 and Route 30 to San Bernardino, using Highland Ave. Currently a section of freeway exists from Route 215 to approximately 5 miles east to Highland Ave, in San Bernardino. This will be renumbered as Route 210 once the currently existing Route 210 portion is completed to I-215.

In November 2000, the California Transportation Commission had two Route 30 projects on its agenda (yes, as Route 30, not Route 210!). One was a $17.5 million request from SANBAG (San Bernardino Associated Governments) for Route 30 from Cucamonga Canyon Wash to Hermosa Avenue for a 6-lane freeway and two HOV lanes (with $7.44 million to be requested later, and $21.007 million from other sources. The $17.5 million is $2.008M state, $15.492M Federal). The second proejct was segment 4 from Hermosa Ave to Milliken Avenue. This is also 6-lanes plus 2 HOV. The cost for this is $10.166M ($1.167M state, $8.999M Federal), with $10.7M from other sources.

A 5½-mile stretch of the new freeway, from Rancho Cucamonga to Fontana, opened in July 2001. The new stretch extends from Day Creek Boulevard in Rancho Cucamonga to Sierra Avenue in Fontana. The eight lane thoroughfare, including two carpool lanes, is expected to handle between 115,000 and 120,000 vehicles each day. According to Don Hagstrom in May 2002, Route 210 (former Route 30) is open from Day Creek Bl. to Sierra Ave. The portion from Foothill Bl. in La Verne (connecting to the current open portion once known as Route 30) to Sierra opened on November 24, 2002, and will be numbered as Route 210. The rest of the freeway into Rialto and San Bernardino, connecting with the stub portion west of I-215 will be complete by 2007.

In June 2002, the CTC had on its agenda the relinquishment of 08-Sbd-30-PM 9.6/9.9 and PM 94/9.9 in the City of Rancho Cucamonga. This is likely original routings bypassed by the new freeway. In November 2002, they considered relinquishing 08-SBD-30-PM 0.0/4.0 in the City of Upland,a portion bypassed by the new Route 210.

In April 2003, the CTC considered relinquishment of quite a few segments of what was presumably the old routing: 08-SBd-15, 30-PM 9.2/9.4 Routes 15, 30 in the City of Rancho Cucamonga; 08-SBd-30-PM 9.4/9.6 Route 30 in the City of Rancho Cucamonga; 08-SBd-30-PM 12.7/15.0 Route 30 in the City of Fontana; 08-SBd-30, 210-PM 4.0/9.4 Routes 30, 210 in the City of Rancho Cucamonga; and 08-SBd-30, 210-PM 9.2/12.6 Routes 30, 210 in the City of Fontana.

According to one correspondant, within the city of Upland, all Route 30 shields have come down. There remain, however, shields for Route 30 in Rancho Cucamonga, Fontana, and Claremont and La Verne (although recently the freeway entrance shields for the ramps at Lone Hill and San Dimas Avenues have been changed from Route 30 to Route 210).

The non-freeway routing is unsigned on 19th Street from Mountain Avenue to Haven Ave. in Upland and Rancho Cucamonga.

In August 2005, the CTC considered relinquishment of the Route 30 right of way in the City of Upland, along the old alignment of State Route 30, from the westerly city limits to 0.25 mile east of the westerly city limits, consisting of superseded highway right of way.

• Cal-NExUS Exit Numbering: Route 30 East
• Cal-NExUS Exit Numbering: Route 30 West

• Mike Ballard's Route 30
• Cameron Kaiser's The Crosstown Freeway (Old CA 30, CA 259, BR 18, Old CA 106)

Overall statistics for Route 30, before renumbering as Route 210:

• Total Length (1995): 44 miles
• Average Daily Traffic (1993): 7,800 to 74,000
• Previous Milage Classification: Urbanized: 44.
• Functional Classification: Prin. Arterial: 44 mi.
• Federal Aid Milage: FAP: 7 mi; FAU: 37 mi.

The segment of this route from Route 210 to Route 10 is named the "Foothill" Freeway (although it is not all constructed to freeway standards). It was officially named by Senate Concurrent Resolution 29, Chapter 128, in 1991.

This portion of this route from Route 66 to Route 210 is part of "Historic Highway Route 66", designated by Assembly Concurrent Resolution 6, Chapter 52, in 1991.

Bridge 54-0592 on I-10, the I-10/Route 30 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.

The portion of this route from Route 66 to Route 210 is part of the "Arrowhead Trail (Ocean to Ocean Trail)". It was named by Resolution Chapter 369 in 1925.

The portion above was part of the "National Old Trails Road".

The portion above was part of the "New Santa Fe Trail".

The portion above also appears to have been part of the "National Park to Park Highway", and the "Pikes Peak Ocean to Ocean Highway".

HOV lanes are under construction or planned as follows:

• From I-210 to Foothill Blvd. These are scheduled to open in February 1998.
• From Foothill Blvd to the San Bernardino County line. Construction starts January 1998.
• From the San Bernardino County line to Mountain Avenue. Construction starts in February 2000.
• From Mountain Avenue to W of Cucamonga Canyon Wash. Construction starts December 1999.
• From W of Cucamonga Canyon Wash to Hermosa Avenue. Construction starts in October 1999.
• From Hermosa Avenue to 0.4 mi W of East Avenue. Construction starts in November 1998.
• From E of Hemlock Avenue to 02 mi E of Sierra Avenue. Construction starts in December 1999.
• From 0.2 mi S of Pipeline Avenue to 0.9 mi S of Central Avenue. Construction starts in December 2000.
• From Linden Avenue to Riverside Avenue. Planning stages.
• From Riverside Avenue to State Street. Construction starts in 2000.
• From State Street to 0.4 mi E of I-215. Construction starts in 2000.

[SHC 263.3] From Route 330 near Highland to Route 10 near Redlands.

[SHC 253.1] Entire route; the portions from Route 210 to Route 66 and from Route 215 to Route 10 are constructed to freeway standards. Added to the Freeway and Expressway system in 1959; references were corrected to Route 210 in 1999.

The routing that was to be LRN 30 was defined in the 1909 First Bond Issue as running from Oroville to Quincy. This was likely the Oroville-Quincy Highway. In the 1919 Third Bond Issue, the route was abandoned as a state highway and LRN 21 extended to cover the mileage to Quincy.

In 1959, Chapter 2089 added a new definition for LRN 30, running from LRN 31 near Devore to LRN 26 near Millikan Avenue. This was a duplication with part of LRN 193. This is the routing of the present-day I-15, and for a time was signed as part of Route 31 (Temporary I-15).

No Current Routing.

In 1963, this route was defined to run from Route 91 near Corona to Route 15 [now I-215] near Devore, passing near Milliken Avenue at its junction with Route 10.

In 1974, Chapter 537 transferred this segment to Route 15. At one point, this was signed TEMP I-15 until they completed construction of Route 15.

The route of 1964-1974 Route 31 was LRN 193, defined in 1933.

Route 31 was not signed as part of the initial state signage of routes. It is unclear what, if any, routing was signed as Route 31 before 1964.

• Roadgap: The Mass Grave: CA 7, CA 14U, CA 31 (and TEMP I-15), US 60, US 91, CA 195 (Cameron Kaiser)

The route that would become LRN 31 was first defined in the 1916 Second Bond Act as "an extension of the San Bernardino county state highway lateral to Barstow in San Bernardino County by the most direct and practical route..." (i.e., US 66 to Barstow). In 1925, the route was extended to Nevada by Chapter 369, which authorized and directed "the California highway commission to acquire necessary rights of way, and to construct and maintain a highway, which is hereby declared to be a state highway, extending from Barstow...to a point...on the boundary line between the state of California and the state of Nevada...which said highway is commonly known and referred to as the Arrowhead trail.". In 1933, the route was extended again with a segment from "[LRN 26] near Colton to [LRN 9] near San Bernardino via Mt. Vernon Ave".

In 1935, LRN 31 was codified into the state highway code as:

1. San Bernardino to the Nevada State Line near Calada, via Barstow
2. [LRN 26] near Colton to [LRN 9] near San Bernardino via Mt. Vernon Avenue

This was primary state highway from San Bernardino to the Nevada State Line.

In 1957, Chapter 1911 removed the branch on Mt. Vernon Avenue, which appears to have been signed as US 395/US 91. That segment was subsequently rerouted onto a new alignment (presumably the eventual I-15 alignment).

Signage on the route was as follows:

1. Between San Bernardino and Devore: Cosigned as US 91/US 66/US 395. This is currently I-215.

2. Between Devore and 7 mi SW of Victorville: The route was cosigned as US 66/US 91/US 395. This is present-day I-15. US 395 (LRN 145) diverged and headed N at this point.

3. Between 7 mi SW of Victorville and Barstow: The route was cosigned as US 91/US 66. This is present-day I-15. At Barstow, US 66 (LRN 58) diverged and headed E.

4. Between Barstow and the Nevada state line: The route was cosigned as US 91/US 466. This is present-day I-15.

1. From Route 5 near Orland to Route 99 near Chico.

   
   

   	In 1963, this segment was defined to run from "Route 5 near Orland to Chico". In 1972, Chapter 1216 changed the terminus to "Route 99 near Chico".
   	Before 1964, this was still signed as Route 32, and was LRN 47 between US 99W (LRN 7; present-day I-5) and US 99E (LRN 3; present-day Route 99). This portion of LRN 47 was defined in 1919.

   
   

2. From Route 99 near Chico to Route 36.

   
   

   	In 1963, this segment was defined to run from "Route 99 near Chico to Route 36 near Deer Creek Meadows." In 1984, Chapter 409 simplified the definition to "Route 36".
   	Before 1964, this segment of Route 32 was LRN 47 between US 99W (LRN 3) and Route 36 (LRN 29). This portion of LRN 47 was defined in 1933.
   	In 2007, the CTC did not recommend using the Corridor Mobility Improvement Account (CMIA) to fund widening from Route 99 to Yosemite Dr.

There is an historical plaque in Butte County commemorating the 14 Mile House. In June 1864, the Chico and Humboldt Wagon Road Company was incorporated, and John Bidwell and other Chicoans received the franchise to construct a road to connect the City of Chico with the Idaho Mines. Nick Spires built accommodations on that road at a site located on the rim of Little Chico Creek Canyon for travelers and their livestock. Paul Lucas bought the land from Nick Spires, and Paul Lucas' son, John Lucas, built a fine two-story hotel. The hotel, a slaughter house, and a hide house, which later served as a school for Chico Canyon children, were collectively referred to as 14 Mile House. Soon after the turn of the 19th century, the toll house that was adjacent to the road was moved four miles north, nearer to today's Forest Ranch, and the last remaining 14 Mile House building, the old barn, disappeared in the 1960's. In 2001, a historical plaque commemorating the 14 Mile House was authorized in the right-of-way of Route 32 in Butte County at a site that is located along Route 32, lying approximately 12.7 miles east of the junction of Route 32 and Route 99, at the site of the 14 Mile House. Authorized by Senate Concurrent Resolution 59, Chapter 101, 9/4/2001.

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

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

In July 2002, the CTC considered for funding and future adoption a realignment of Route 32 in the City of Orland. This new route adoption runs from 0.06 mi W of Eighth St to Sixth St.

Overall statistics for Route 32:

• Total Length (1995): 74 miles
• Average Daily Traffic (1993): 1,050 to 23,800
• Milage Classification: Rural: 64; Sm. Urban 3; Urbanized: 7.
• Previous Federal Aid Milage: FAP: 74 mi.
• Functional Classification: Prin. Arterial: 18 mi; Minor Arterial: 56 mi.
• Counties Traversed: Glenn, Butte, Tehama

The route that would become LRN 32 was originally defined in the 1915 Second Bond Act as "an extension connecting the San Joaquin valley trunk line at a point between the city of Merced in Merced County and the city of Madera in Madera County with the coast trunk line at or near the city of Gilroy in Santa Clara County, through Pacheco Pass, by the most direct and practical route." In 1933, it was extended from "Coast Road near Watsonville to [LRN 2] in Santa Clara Valley via Hecker Pass". Thus, by 1935, it was codified as:

1. A point on [LRN 4] between Merced and Madera to [LRN 2] near Gilroy, via Pacheco Pass.
2. [LRN 56] near Watsonville to [LRN 2] in Santa Clara Valley via Hecker Pass.

In 1959, Chapter 1062 combined the segments and extended the routing to LRN 249, which was the proposed "Easterly" freeway, Route 65. This made the definition "LRN 56 near Watsonville to LRN 249 near Sharon via Hecker Pass and Pacheco Pass."

This is currently signed as Route 152. As with present-day Route 152, the portion of the routing E of US 99 (LRN 4; present-day Route 99) due E to the Fresno River, where it intersects unconstructed Route 65 (LRN 249) is unconstructed.