California Highways

1. From Route 1 in Morro Bay to Route 46.

   
   

   	This segment remains as defined in 1963.
   	Between Route 1 and US 101 3 mi S of Paso Robles, this segment was signed as US 466, and was LRN 125. E from Paso Robles, US 466 ran along the present route of Route 46. US 466 was signed as part of the initial signage of US highways in the mid-1930s. LRN 125 was defined in 1933. Between 3 mi S of Paso Robles and Shandon, the route was signed as Route 41. It was part of 1933 LRN 125. This was part of the original 1934 signage of Route 41. Between Shandon and Cholame, the route was cosigned as Route 41/US 466, and was LRN 33. This was part of the original signage of US 466.
   	In May 2003, the CTC considered relinquishment of the segment from PM 16.7 to PM 16.9 in the City of Atascadero. This is likely an original or bypass segment. A portion of this route in the city of Atascadero runs along Business Route 101.
   	This segment is officially designated the "E.G. Lewis Highway". Edward Gardner Lewis was born in Connecticut in 1869. He purchased the Atascadero Rancho and moved west in 1912. In this role, he became solely responsible for the planning, design, and construction of much of the 40 square mile Atascadero Colony, now known as the City of Atascadero. Mr. Lewis built a printing plant, an all-under-one roof shopping center, schools, a hospital providing full medical coverage for all his employees, paved the state highway, El Camino Real, on its 10 mile stretch through the City of Atascadero, and planted thousands of acres of orchards. He also purchased a three mile strip of land along the Pacific Coast 17 miles west of Atascadero and saw the need for a road from Atascadero to the beach so that the residents of Atascadero would have a direct route to the coast for recreation. This road, Morro Road, is now Route 41. Named by Assembly Concurrent Resolution No. 76, Chapter 47, in 1994. The Route 41/Route 46 junction near Cholame is named the "James Dean Memorial Junction". James Byron Dean wasone of the most admired movie stars of all time and an icon of American culture. He was born on February 8, 1931, in Marion, Indiana; and later moved to California and attended Santa Monica City College and the University of California at Los Angeles. He is best known for his roles in "East of Eden," "Rebel Without a Cause," and "Giant," and also appeared on television shows and in a Broadway play. As a successful actor, he attained cult status in little more than a year's time, personifying the restless American youth of the mid-1950s. He was tragically killed on September 30, 1955, in an automobile crash on Route 46 in San Luis Obispo County while traveling in his automobile on the way to a racing event. Just two hours before the fatal crash, Dean was pulled over for speeding on Route 99 outside of Bakersfield. Retired officer Otie Hunter clocked Dean's car at 70 miles an hour. Dean told the officer he had bought the car just a few days before and was headed to the Monterey area to compete in a car race. He was given a warning. Around 9:00 PM, it was reported that James Dean had been killed in a car wreck. This interchange, which is near where he was killed, is still regularly visited by his fans. Dean's family, friends, and lawmakers lobbied for the designation, and on September 30, 2005 (50 years to the day he died), the state of California posted signs renaming the intersection where he crashed his silver Porsche, the James Dean Memorial Junction. Dean's close cousin, Marcus Winslow, accepted an official resolution and placed a rose at the accident scene. "On September 30,1955, at approximately 5:45 p.m. only a few feet from where we're standing here, Jimmy's life came to an abrupt and sorrowful end," said Winslow. Private donations paid for the two $400 signs, with the hope that the signs will serve as a safety reminder to drivers. Named by Senate Concurrent Resolution 52, Chapter 107, on August 15, 2002. Historically, this segment is supposedly part of the "Sierra to the Sea" Highway, although other records indicate that name belongs to Route 198.
   	Finding US 466 (Casey Cooper)
   	[SHC 263.4] From Route 1 near Morro Bay to Route 101 near Atascadero.
   	[SHC 253.3] From Morro Bay to Route 101 near Atascadero. Added to the Freeway and Expressway system in 1959.

   
   

2. From Route 46 to Route 99 in Fresno.

   
   

   	In 1963, this segment was defined as "Route 46 to Route 99 near Fresno." In 1992, Chapter 1243 changed this to "in Fresno".
   	Between the US 466 (now Route 46) divergence near Cholame to US 99 (LRN 4), the route was signed as Route 41, and was part of LRN 125, defined in 1933. The route was signed as part of the initial signage of routes in 1934.
   	There is an unconstructed but adopted 2 mile routing in Atascadero to replace the existing traversable routing.
   	Historically, this segment is supposedly part of the "Sierra to the Sea" Highway, although other records indicate that name belongs to Route 198.
   	[SHC 263.4] From Route 46 near Cholame to Route 33.
   	[SHC 253.3] Entire portion. Added to the Freeway and Expressway system in 1959. Constructed to freeway standards from 3 mi S of Route 99 to Route 99.

   
   

3. From Route 99 in Fresno to Yosemite National Park.

   
   

   	In 1963, this segment was defined as "(c) Route 99 near Fresno to Route 180. (d) Route 180 to Yosemite National Park.". In 1986, Chapter 928 combined these segments into "(c) Route 99 in Fresno to Yosemite National Park."
   	This segment was signed as Route 41, and was LRN 125, defined in 1933. It was signed as part of the original state signage in 1934. Before the current routing was established, Route 41 entered via Elm Avenue, then followed C Street to Fresno Street, where it ran with Route 180 multiplexed northeast to Broadway (US 99), then Route 41 continued north with US 99 to Stanislaus Street, and then north on Stanislaus to Blackstone Avenue.
   	CalTrans is in the midst of a number of projects to upgrade Route 41 in Fresno and the Fresno vicinity. Fresno has long had a deficit of freeways. This changed in 1986 when the electorate in Fresno County voted to raise their sales tax by .5% for twenty years to fund road improvements. At the time of the measure, Freeway Route 41 went only as far north as Bullard Avenue. The first project was to build the freeway to Woodward Park, just shy of the San Joaquin River (and the county line). In 1997, the Route 41 freeway was extended as far south as North Avenue. The plans are to have it expressway grade from there to Conejo or Mendocino Avenues (near Caruthers). According to Joe Rouse in May 2001: I traveled the 41 freeway from Jensen Ave. north into Madera County. The new freeway extends quite a ways south of Jensen but I didn't have time to travel it. There are still Route 41 shields on Route 99 between Jensen and the interchange with the Route 41 freeway. Prior to the completion of the Route 41 freeway south of Route 99, Jensen Ave. was designated as Route 41 between Route 99 and Elm Ave. The extension north into Madera County starts on the west side of the old highway. Parts of the old road remain there, including the San Joaquin River bridge. The new freeway is 4 lanes but the new bridges across the river look like they are built to accommodate 3 lanes in each direction. The old road continues north, parallel to the new freeway, up to a large interchange that looks out of place since it is in an area with very little development..only the Valley Children's Hospital, is out there. However, this interchange has signals and ramp metering. Future development is apparently being planned. Just north of there the freeway becomes a super-2 and runs east of the old alignment, which has been renamed and signed as Business Route 41. The super-2 rejoins the old alignment at Avenue 12. According to Gary Araki, as of September 2004, this project has been completed. The section from Mt View Ave to Elkhorn has now been coverted to a 4 lane. Improvement of the Friant Road Interchange in Fresno, including addition of an auxiliar lane and operational improvements, is TCRP Project #95. The project is to improve the operation of northbound Route 41 from Herndon Avenue to Friant Road. The project is to construct a median lane from El Paso Avenue to Friant Road, construct an auxiliary lane from Herndon Avenue to Friant Road, construct a second auxiliary lane from El Paso Avenue to Friant Road, and widen Friant Road to accommodate the two auxiliary lanes. Due to a reduction in cost for Right-of-Way, in February 2006 the CTC considered redistribution of $424,000 in TCRP funds to ongoing work in Plans, Specifications, and Estimates (PS&E). PS&E was completed in August 2006, and expenditures were lower than originally estimated. The $230,000 surplus is needed for Construction due to increased cost in asphalt concrete and structural concrete. The project is being constructed in two segments. The first segment, funded with $9,376,000 from the State Highway Operation and Protection Program (SHOPP), will be completed in December 2006. Construction of the second segment will be funded with $8,300,000 in TCRP funds. Estimated completion is in FY 2010/2011. The mitigated negative environmental impact declaration was recieved in July 2007. In September 2007, the CTC approved a project near Coarsegold for future consideration of funding. This project in Merced County will make improvements to a 198 acre parcel to be used for current and future mitigation near Coarsegold. The project is fully funded in the District 6 Minor Program. 2007 CMIA. Two projects on Route 41 in Madera and Fresno Counties were were submitted to the Corridor Mobility Improvement Account for funding. These projects were widening Route 41 between Ave 11 and Ave 12 (including an Ave 12 interchange) ($44.8M requested) and expansion of the route to eight lanes from Divisadero to Shields ($95M). Neither was recommended for funding. 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 #287: Rehabilitation, repair, and/or reconstruction of deficient two-lane roads that connect to I-5, Route 180, Route 41 and Route 99 throughout Fresno County. See also HPP #3798. $2,800,000. High Priority Project #3798: Rehabilitation, repair, and/or reconstruction of deficient two-lane roads that connect to I-5, Route 180, Route 41 and Route 99 throughout Fresno County. This seems to be supplemental funding for HPP #287. $1,500,000. In September 2005, the CTC considered a proposal to relinquish the segement of former Route 41 (bypassed by the freeway construction) from 0.1 mile south of the Perrin Road Undercrossing to the San Joaquin River Bridge, consisting of superseded highway right of way.
   	The portion of Route 41 between Jensen and Elkhorn Avenues located in the City of Fresno is officially named the "Donald E. DeMers Highway". This segment was named in honor of Donald E. DeMers, who served as the first and only Executive Director of the Fresno County Transportation Authority. Mr. Donald E. DeMers graduated Magna Cum Laude from the University of North Dakota in 1966, with a bachelor's degree in Political Science; he earned a master's degree in Political Science and Public Administration from the University of North Dakota in 1971. During his tenure at the Fresno County Transportation Authority, Donald E. DeMers led the effort to construct freeways on Route 41, Route 180, and Route 168. Fresno County was one of the first counties statewide to become a self-help county, taxing itself to augment road construction throughout the county; Mr. DeMers led the county's representation on a committee that was formed of fellow self-help counties called the Self-Help Counties coalition throughout his time with the Fresno County Transportation Authority. Named by Senate Concurrent Resolution (SCR) 37, Resolution Chapter 138, on 9/8/2006. The portion of Route 41 from the intersection with Elkhorn Avenue to the intersection with Ventura Avenue and from the intersection with Herndon Avenue to the Medera County Line is named the "Yosemite" Freeway. Named by Senate Concurrent Resolution 25, Chapter 85, 1997. The segment of Route 41 from Ventura Avenue to Herndon Avenue is officially named the "Dwight D. Eisenhower Memorial Freeway". It was named by Senate Concurrent Resolution No. 42, Chapter 141, in 1971. Dwight Eisenhower was the 34th President of the United States, and is believed to be the driving force behind the interstate system. He died in 1969. For more information, see President Eisenhower's official biography or visit the Eisenhower Library. The portion of this route from the Fresno county line to Yosemite National Park is named the "Southern Yosemite Highway". It was named by Assembly Concurrent Resolution 27, Chapter 69, in 1989. It was named by location. In local usage, this segment is called "Wawona Road". Historically, this segment is supposedly part of the "Sierra to the Sea" Highway, although other records indicate that name belongs to Route 198.
   	The Route 41/Route 180 interchange is named the "Rose Ann Vuich" Interchange. Rose Ann Vuich was the state senator that secured the funding for completion of Route 41 and Route 180. Named by Senate Concurrent Resolution 25, Chapter 85, in 1997. The Route 41/Route 99 interchange in downtown Fresno is named the "Rosa Parks Interchange". 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. Named by Senate Concurrent Resolution 3, Chaptered 7/16/2003, Chapter 98. The Route 41 Lincoln Avenue overcrossing (Bridge 42-0144) is called the "Richard Allen Flores Memorial Bridge". It was named by Senate Concurrent Resolution 102, Chapter 170 in 1998. Richard Allen Flores lost his life in a construction accident on January 13, 1998, while working on the Lincoln Avenue overcrossing bridge, which bears his memorial. The Route 41 Fresno River overcrossing (Bridge 42-4122) is called Kristopher's Crossing. It was named in memory of 9 year old Kristopher Charles Turner, a third grader at Oakhurst Elementary School. Kristopher was reported missing on May 23, 2004, and his murdered body was discovered later that day inside a concrete culvert under a bridge that crosses the Fresno River, Department of Transportation Bridge 4122. Renaming the bridge under which Kristopher's body was found Kristopher's Crossing "reflects the boy's crossing over to a better place". Named by Assembly Concurrent Resolution (ACR) 65, Resolution Chapter 82, on 7/11/2006.
   	Caltrans Highway Construction Updates
   	[SHC 263.4] From Route 49 near Oakhurst to Yosemite National Park.
   	[SHC 253.3] From Route 99 near Fresno to Route 180; and from Route 180 to Yosemite National Park. Added to the Freeway and Expressway system in 1959.

• Cal-NExUS Exit Numbering: Route 41 North
• Cal-NExUS Exit Numbering: Route 41 South
• Western Exit Guide: Route 41 (Jeff Stapleton)

[SHC 164.12] Between Route 1 and Yosemite National Park.

Overall statistics for Route 41:

• Total Length (1995): 187 miles
• Average Daily Traffic (1993): 460 to 112,000.
• Milage Classification: Rural: 166; Sm. Urban 9; Urbanized: 13.
• Previous Federal Aid Milage: FAP: 160 mi; FAU: 1 mi; FAS: 26 mi.
• Functional Classification: Prin. Arterial: 149 mi; Minor Arterial: 10 mi; Collector: 28 mi.
• Significant Summits: Cottonwood Pass (2000 ft).
• Counties Traversed: San Luis Obispo, Kings, Fresno, Madera, Mariposa.

The route that become LRN 41 was first defined in 1905 by Chapter 598, which authorized "...locating, surveying, and constructing a public highway from the General Grant National Park in Fresno County, thence E-ly into Kings Canyon..."

In 1909, Chapter 223 stated "The highway now completely located and surveyed, and partially completed ... from the General Grant National Park to the floor of the Kings River Canyon is hereby made a state highway..."

In 1919, the Third Bond Issue provided funding for the Kings River Canyon State Road. In 1933, the route was extended from [LRN 4] near Fresno to General Grant National Park, and from [LRN 4] near Fresno to [LRN 5] near Tracy. By 1935, when the route was codified, the definition was:

1. [LRN 5] near Tracy to [LRN 4] near Fresno
2. [LRN 4] near Fresno to General Grant National Park
3. General Grant National Park to Kings River Canyon

Legislation approved in 1963 would have changed "General Grant National Park" to the "General Grant Grove Section", but that change was overtaken by the 1963 renumbering by Chapter 385.

Signage along this route was as follows:

1. From LRN 5 near Tracy to LRN 4 near Fresno.

   This was signed as Route 33 between Tracy and Los Banos and between the vicinity of Santa Rita Park and 2 mi NE of Mendota. It was signed as Route 180 from 2 mi NE of Mendota into Fresno. The Route 33 portion was defined in 1933; the Route 180 portion was defined in 1919.

   Since 1964, some portions of this segment were deleted. The portion between Route 152 and I-5 (originally part of CA 33) was deleted in 1970, when former Route 207 (LRN 121) was resigned as Route 33 from Route 152 to I-5. The deleted portion was Ingomar Grade and Henry Miller Road. Additionally, the portion between I-205 in Tracy and I-5 was deleted from the state highway system in 1976.

2. From LRN 4 near Fresno to General Grant National Park.

   This was signed as Route 180. "General Grant National Park" is General Grant Grove in Sequoia National Park. This was defined in 1933.

3. From General Grant National Park to Kings River Canyon.

   This was signed as Route 180. This was defined in 1905.

No current routing.

In 1963, this route was defined as "Route 1 west of Inglewood to Route 91 in Santa Ana Canyon via the vicinity of Norwalk."

In 1965, the portion of former Route 42 from Route 605 to Route 39 was transferred to Route 90, and the routing was redefined as (1) from Route 1 west of Inglewood to Route 605 and (2) Route 39 near La Habra to Route 91 in Santa Ana Canyon. A 1965 planning map shows this as freeway from Route 405 to Route 605, and then continuing as freeway from Route 605 to Route 91 along what is now Route 90.

In 1968, part (1) was transferred to Route 105, and part (2) was transferred to Route 90. Part (1) became the "Century Freeway", and part (2) became the "Yorba Linda Freeway". This resulted in the route's deletion.

Before this route was designated as Route 42, it was signed as Route 10. Sometime between 1960 and 1963, the route was resigned as Route 42. The pre-1964 routing ran only between US 101A (now Route 1) and US 101 (now Route 5). It appears that Route 42 was originally LRN 174 (defined in 1933) between Route 1 and Route 19. LRN 176, defined in 1933 between Route 39 and Route 91, and extended to Route 19 in 1959. As part of Route 10, portions were signed as Bypass US 101.

Route 42 was not assigned as part of the 1934 signage of state routes. It is unclear if any route was signed as Route 42 between 1934 and the resignage of Route 10 as Route 42.

US 42 was the original number proposed in 1926 for what was later US 48, which was later renumbered as part of US 50. This is now part of Route 37.

The CalTrans bridge log indicates that Route 105 is signed in its entirety as Route 42. What this means is that the currently signed Route 42 is really the old traversable routing of Route 105. In mid-2000, CalTrans finally relinquished all portions of Route 42, although it still has some of the old signs in some places. The CalTrans photolog still shows some portions of Route 42 as unrelinquished in 2001.

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 #479: Widen Firestone Blvd (former Route 42) between Ryerson Blvd and Stewart and Gray Road in Downey. $1,600,000.

• High Priority Project #1633: Conduct project report study on Old River School Rd — Firestone Blvd intersection reconfiguration in Downey. $400,000.

The route that became LRN 42 was first defined in 1913 by Chapter 398, which called for "the survey and construction of a state highway from the point known as Saratoga Gap on the line between the counties of Santa Clara and Santa Cruz, extending thence by the practicable route in a generally SW-ly direction along the ridge between the San Lorenzo and Pescadero creeks to the present boundary of the California State Redwoods Park, thence into the California State Redwoods Park in Santa Cruz County to Governor's Camp, and thence through said park to the boundary thereof at Bloom's Mill."

In 1933, the route was extended from [LRN 55] near Saratoga Gap to [LRN 5] near Los Gatos. It was codified into the highway code in 1935 as follows:

[LRN 5] near Los Gatos to Governor's Camp in California Redwood Park via Saratoga Gap and along the ridge between San Lorenzo and Pescadero Creeks.

This definition remained until the 1963 renumbering. The route is the present-day Route 236 between Governor's Camp near Big Basin and the Route 9/Route 269 junction, and then Route 9 to Route 17 (former LRN 5). The California Redwood State Park Road ("from Saratoga Gap, on the line between the counties of Santa Clara and Santa Cruz, to, into and within California Redwood Park...") was defined in 1913. The remainder of the route (to Route 17 near Los Gatos) was defined in 1933. The Route 9 signage dates back to 1934.

1. Route 119 to Route 46 in Wasco.

   
   

   	In 1963, this route was defined to run "Route 119 to Route 99 near Selma via the vicinity of Wasco." In 1986, Chapter 928 introduced a discontinuity in Wasco, dividing the route into two segments.
   	This segment was signed as Route 43 before 1964, but was not part of the initial 1934 signage of routes. It was LRN 139 (defined in 1939) between US 399 (LRN 140; present-day Route 119) and US 466 (LRN 33; present-day Route 46).
   	This is currently called "Enos" Lane. The portion of this route from Selma to Route 46 in Wasco was historically called the "Central Valley Highway".

   
   

2. Route 46 in Wasco to Route 99 near Selma.

   
   

   	In 1963, this route was defined to run "Route 119 to Route 99 near Selma via the vicinity of Wasco." In 1986, Chapter 928 introduced a discontinuity in Wasco, dividing the route into two segments.
   	This segment was signed as Route 43 before 1964, but was not part of the initial 1934 signage of routes. It was LRN 135 (originally defined in 1933, extended and rerouted in 1953, 1959, and 1961) between US 99 (LRN 4) and US 466 (LRN 33; present-day Route 46).
   	There are plans to widen this to a four lane expresway from the Kings County line to Route 99 in Selma in Fresno County. This is TCRP Project #94. However, due to budgetary problems, work on this has been suspended. Funding was deallocated due to inactivity in September 2005. In October 2006, the CTC had a resolution to relinquish right of way in the city of Hanford, at 0.5 mile north westerly of Fargo Avenue, consisting of frontage road.
   	This segment was historically called the "Central Valley Highway".

[SHC 253.3] From Route 5 to Route 99 near Selma. Added to the Freeway and Expressway system in 1959.

Overall statistics for Route 43:

• Total Length (1995): 98 miles
• Average Daily Traffic (1992): 1,350 to 9,400.
• Milage Classification: Rural: 89; Sm. Urban 8; Urbanized: 0.4.
• Previous Federal Aid Milage: FAP: 98 mi.
• Functional Classification: Prin. Arterial: 10 mi; Minor Arterial: 88 mi.
• Significant Summits: Cottonwood Pass (2000 ft).
• Counties Traversed: Kern, Tulare, Kings, Fresno.

The route that would become LRN 43 was first defined in 1917 by Chapter 697, which called for inclusion in the state highway system of the route "...beginning at a point in Waterman Cyn at the termination of the pavement of the San Bernardino County highway system, thence following the meanderings of the road known as the "Crest Drive" into Bear Valley, ending at a point directly opposite the most easterly point of Bear Lake." The 1919 Third Bond Issue extended the route from Deep Creek to Metcalf Creek, specifically "Deep Creek easterly via Bear Valley Dam to the county road at Metcalf Creek in the Angeles National Forest (Arrowbear to the Eastern End of Big Bear Lake)." This ran along the S side of Big Bear Lake. In 1931, it was extended further, from [LRN 43], Waterman Canyon via Santa Ana Canyon to Newport Beach. It is unclear, for a time, whether there was a distinct routing between LRN 9 and LRN 26. This is illustrated in the 1944 map to the right.

In 1933, the route was extended further, from [LRN 31] from Victorville to [LRN 43] near Big Bear Lake via Baldwin Lake. It was also extended to complete the circle around Big Bear Lake. Thus, the route was codified in the 1935 highway code as:

Newport Beach to [LRN 31] near Victorville, via Santa Ana Canyon, San Bernardino, Waterman Canyon, "Crest Drive" into Bear Valley, Big Bear Lake and Baldwin Lake. [LRN 43] includes a highway around Big Bear Lake.

In 1961, Chapter 1146 amended the definition to delete the reference to “"Crest Drive" into Bear Valley”.

Signage on the route was as follows: LRN 43 was signed as Route 55 until the Route 55/US 91 junction (present-day Route 55/Route 91 junction), and then as US 91 into San Bernardino (now Route 91 to Riverside, and I-215 to San Bernardino). Between present-day I-10 and Route 30 in San Bernardino, the original surface routing of LRN 43 is now I-215 and Route 259.

From Route 30 in San Bernardino N, LRN 43 was signed as Route 18 (and encompassed all of the present day Route 18 between San Bernardino and Victorville, except for the portion around Big Bear Lake). The northern route around the lake was also LRN 43, and was originally Route 18 but is now Route 38.

From Route 299 at Redding to Route 36 west of Susanville, via the vicinity of Lassen Volcanic National Park.

In 1963, Route 44 was defined as "(a) Route 5 at Redding to Lassen Volcanic National Park. (b) Lassen Volcanic National Park to Route 36 west of Susanville."

In 1988, Chapter 106 combined these into a single segment ("Route 5 at Redding to Route 36 west of Susanville, via the vicinity of Lassen Volcanic National Park.")

In 1999, the routing was changed from starting at Route 5 near Redding to starting at Route 299 at Redding (AB 1650, Ch. 724, 10/10/99).

In 2002, a highway location routing for Route 299 was adopted along Lake Boulevard from Route 273 to I-5. Concurrent with this action, the segment of Route 273 from Route 299 at Market Street to Route 273 at Lake Boulevard will be cosigned Route 273/Route 299. The former Route 299 segment from Route 299 at Market Street to I-5 will be designated as Route 44.

Chris Sampang noted that before the extension of Route 44 into downtown Redding (and the removal of the Route 299/I-5 multiplex from Route 44 north to Lake Boulevard), Route 44 east began at the cloverleaf ramp where Route 299 east merged onto I-5 north; Route 44 west ended when the ramps from I-5 merged onto the Route 299 freeway. Now that Route 44 has been extended on the former Route 299 freeway, the legislative definition (of Route 44 beginning at Route 299) has not changed, but the streets leading from the former Route 299 freeway onto Route 273 do not directly connect to the current Route 299/Route 273 multiplex. It is unknown whether Route 44 is co-signed on the former Route 299/Route 273 portion of Market Street from Eureka Way south to Shasta and Tehama Streets (the ramps leading to the freeway) or whether Route 44 actually ends at Route 273 (with the definition not having been updated yet.)

This routing dates to 1935. There are three distinct segments to this route:

1. Between US 99 (LRN 3) in Redding and Manzanita Lake. By 1956, this was signed as Route 44. In the initial 1934 signage of state routes, this segment was signed as Route 440. IT was LRN 20, defined in 1933.

2. Between Manzanita Lake and 1 mi NE of Old Station (junction Route 89; LRN 83). This was either unsigned, or signed as Route 44. It was LRN 83. This was defined in 1933.

3. Between 1 mi NE of Old Station and 5 mi W of Susanville (junction Route 36; LRN 29). This was signed as Route 44, and was an extension of LRN 20 defined in 1959.

From the Old Oregon Trail exit in east Redding through Palo Cedro and Millville, there is an "Old 44 Drive" that apparantly was bypassed when the Route 44 freeway and expressway were built. The newer portion of Route 44 includes a Super-Two type interchange at Deschutes Road south of Palo Cedro.

In the initial definition of state routes, the routing now assigned to Route 299 (LRN 20 to Redding, and LRN 28 E of Redding) was signed as Route 44. In 1935, that routing was resigned as US 299.

Currently Route 44 begins a freeway at Route 299, traveling east until reaching Old Oregon Trail. Freeway status ends at that intersection.

In August 2005, the CTC considered improvements to Route 44 in Shasta County to increase capacity and improve operations and safety in Redding.

In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed improvements to the Route 299/Route 44/Route 36 area. These would complete "Buckhorn" to allow STAA trucks to travel direct from I-5 at Redding to US 101 near Eureka and into the Port of Humboldt, now prohibited due to the existing curvilinear alignment that causes truck off tracking. This is the only viable alternative to get STAA trucks into the north coast. STAA trucks cannot access the Port on US 101 north due to environmental restrictions at Richardson's Grove that pre-empt major improvements to the route. Route 44 widening reduces congestion in the Redding urbanized area and also improves inter-regional through movement for people and goods.

In December 2006, the CTC considered a resolution to vacate right of way in the county of Shasta, about 4.3 miles northeasterly of the junction of Route 44 and Route 89, consisting of right of way no longer needed for State highway purposes.

In 2007, the CTC considered a number of requests for funding from the Corridor Mobility Improvement Account (CMIA). None were recommended for funding. These requests were: widening the route to 6 lanes from Dana to Downtown, and extending the four lane freeway to Palo Cedro (Stillwater).

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 #2158: Construct interchange at intersection of Route 44 and Stillwater Road. $4,000,000.

This route also has the following Safety Roadside Rest Areas:

• Shingletown, in Shasta County, 3.1 mi E of Shingletown.
• Bogard, in Lassen County, 28 mi. NW of Susanville.

Portions are the "Feather Lake" Highway. This is named by location.

[SHC 263.4] From Route 5 near Redding to Route 89 near Old Station.

This route is part of the Volcanic Legacy Scenic Byway All American Road, between Route 36 and Route 89, and between Route 44 and Route 89.

[SHC 253.1] Entire route (not completly constructed). Added to the Freeway and Expressway system in 1959.

• Cal-NExUS Exit Numbering: Route 44 East
• Cal-NExUS Exit Numbering: Route 44 West

Overall statistics for Route 41:

• Total Length (1995): 105 miles
• Average Daily Traffic (1992): 1,400 to 27,500.
• Milage Classification: Rural: 101; Urbanized: 4.
• Previous Federal Aid Milage: FAP: 105 mi.
• Functional Classification: Prin. Arterial: 105 mi.
• Significant Summits: Eskimo Hill (5933 ft).
• Counties Traversed: Shasta, Lassen.

[SHC 164.12] Between the east urban limits of Redding and Route 36.

The routing that was to become LRN 44 was first defined in 1917 by Chapter 703, which added to the state highway system "...that certain road situated in Boulder Creek township, county of Santa Cruz... Beginning at the intersection of Main and Lorenzo Streets in the town of Boulder Creek, thence running in a NW-ly direction over the present traveled road to the Sequoia schoolhouse, thence running over the road known as the Boulder Creek and state park road to the E-ly boundary of the California Redwood Park..." This was captured in the 1935 state highway codes as:

From the intersection of Main and Lorenzo Streets in Boulder Creek to [LRN 42] at Governor's Camp in the California Redwood Park, via the Sequoia Schoolhouse and Bloom's Mill.

In 1937, Chapter 841 simplified the definition to "[LRN 116] near Boulder Creek to [LRN 42] at Governor's Camp in the California Redwood Park".

This route was signed as Route 9, but is present-day Route 236 between Boulder Creek and 8 mi N of Boulder Creek.

1. From Route 113 near Knights Landing to Route 20 near Sycamore.

   
   

   	The definition of this segment is unchanged from 1963
   	This segment was LRN 88, and had its present signage. It was signed as part of the initial signage of routes back in 1934 (when Route 113 was signed as Route 24). It was defined in 1933.

   
   

2. From Route 20 near Colusa to Route 32 near Hamilton City.

   
   

   	The definition of this segment is unchanged from 1963 The route between Colusa and Route 45 near Sycamore is signed as Route 45, although it is legislatively Route 20.
   	This segment was LRN 88, and had its present signage. It was part of the original state signage of routes in 1934. The portion between Route 20 and Route 162 was defined in 1959, and from Route 162 to Route 32 in 1933. It appears that the portion connecting the two segments of present day Route 162 were part of LRN 45.
   	The portion of this segment connecting the two segments of Route 162 is part of the "Biggs-Willows Road", named by Resolution Chapter 542 in 1919.
   	Bridge 11-038, the "Stoney Creek Bridge" in Glenn county, is called the "Chet Walker Bridge". It was built in 1974. It was named after Chester W. Walker, who was known as "the mayor of Hamilton City". He served as chair of the North Sacramento Valley Highway Committee of the California Chamber of Commerce. He was a leader in an effort to replace the original narrow, dangerous bridge at this location.
   	[SHC 253.3] Entire portion. Added to the Freeway and Expressway system in 1959.

• Joel Windmillers: Central California Highways Page: Route 45

Overall statistics for Route 45:

• Total Length (1995): 70 miles
• Average Daily Traffic (1992): 360 to 7,700.
• Milage Classification: Rural: 70 mi.
• Previous Federal Aid Milage: FAP: 37 mi; FAU: 1 mi; FAS: 33 mi.
• Functional Classification: Minor Arterial: 37 mi; Collector: 33 mi.
• Counties Traversed: Yolo, Colusa, Glenn.

The route that would become LRN 45 was first defined in 1919 by Chapter 54, which stated "That certain highway beginning at a point on the present state highway in Butte county about 3 mi N-ly of the town of Biggs, thence extending W-ly and crossing Cherokee Canal and Butte Creek and extending through Butte City and across the Sacramento River, thence N-ly to Glenn Post Office, thence W-ly to the town of Willows in Glenn County ... is hereby constituted a state highway..." This was codified into the 1935 state highway code as:

[LRN 3] near Biggs to [LRN 7] at Willows via Butte City and Glenn

In 1957, Chapter 1911 simplifed the definition to terminate at "[LRN 7] near Willows." This is present-day Route 162 between Route 5 and Route 99. This route is the "Biggs-Willows Road".

1. From Route 1 near Cambria to Route 101 near Paso Robles.

   
   

   	This segment is as defined in 1963.
   	Between the initial state signage of routes in 1934 and the 1964 signed/legislative route alignment, this segment was signed as Route 41, and was a 1933 extension of LRN 33.
   	This segment is officially named the "Eric Seastrand Memorial Highway". Named by Assembly Concurrent Resolution No. 22, Chapter 75, in 1993. Eric Seastrand served in the California State Assembly from 1983 to 1985, serving San Luis Obispo County, representing California's 22nd District, home to Vandenberg Air Force Base. He was very active in the establishment of the California Spaceport Authority.
   	[SHC 263.4] Entire portion.

   
   

2. From Route 101 in Paso Robles to Route 99 near Famoso via Cholame Pass.

   
   

   	As defined in 1963, this segment ran from "Route 101 in San Luis Obispo County to Route 99 near Bakersfield via Cholame Pass." In 1965, Chapter 1371 changed the terminus to "Route 99 near Famoso via Cholame Pass." In 1992, Chapter 1243 made the origin more specific: "Route 101 in Paso Robles"
   	Between the mid-1930s and 1964, this route was signed as US 466. It was LRN 33, and was defined in 1915. It was cosigned with Route 41 between Shandon and Cholame. The portion between Route 101 and Shandon was unconstructed in 1935. Circa 1935, the routing for US 466 continued S from Route 99 in Bakersfield to the Nevada State Line, along the routing of what is now Route 58 (LRN 58) to Barstow, and then N on US 91 (now I-15; LRN 31) Route 46 was adopted into the California Highway System in 1915 and was made part of the California Freeway and Expressway System in 1971 as a Controlled Access Highway. Within the county, this highway crosses terrain that transitions from gently rolling rangeland to level agricultural land and small urban areas. Route 46 has been designated as a State Highway Terminal Access Route for larger trucks under the Federal Surface Transportation Act of 1982. Route 46, from its junction with Route 101 to its junction with I-5, is a State Highway Extra Legal Load (SHELL) Route and is included in the National Highway System. Route 46 is also a High Emphasis Interregional Route. The route is designated for explosives, hazardous materials (including rocket fuel), and trucks up to 105 feet in length. On a year-around basis, Route 46 is a significant interregional route for agricultural products, and truck traffic accounts for 40% of the Average Annual Daily Traffic (AADT).
   	There is currently a push to make this segment of the route a four-lane expressway. Initial plans are for the expressway portion to run from US 101 to I-5, but the expressway may be extended as far as Route 99. TCRP Project #113 will widen this to four lanes for 33 miles from I-5 to the San Luis Obispo Conty line in Kern County. The overall project is to convert the existing Route 46 from a two-lane conventional highway to a four-lane expressway from Route 5 to the San Luis Obispo County line. The project also includes pavement rehabilitation and improves traffic operations and traffic safety. For delivery and implementation purposes, the project is separated into four segments. The environmental document for the entire corridor was completed in June 2005. The environmental document was delayed due to receiving the Biological Opinion from United States Fish and Wildlife Services in April 2005. Two of the segments are ready to begin right-of-way acquisition. In October 2006, funds were requested from the CTC for this purpose. The project is projected to be completed in FY 2016/2017. In 2007, funding was requested from the Corridor Mobility Improvement Account. The construction of a four-lane expway from Geneseo to Almond (Whitley 1) [$105,000K total cost; $67,742K requested and recommended] was approved, but other corridor improvements (Whitley 2) [$94,000K requested] were not recommended. The CMIA was also recommended to fund widening of Route 46 to four-lanes between Kecks Rd and Route 33 ($49.9 milllion requested, $45 million approved, total cost $94.195 million). The first request for bids (for the segment from Airport Road To Geneseo Road was put out for bid in November 2007, with an estimate of $39M. In January 2007, the CTC considered a route adoption of 29.9 miles of Route 46 near the City of Lost Hills in the County of Kern as a Controlled Access Highway. This route adoption extends the limits of the 1971 adoption from PM 28.5 to PM29.9. The purpose of this project is to improve traffic operations, improve traffic safety, and correct any deficiencies in the existing roadway in order to meet all current design standards for a four-lane expressway with a standard 62-feet median in most places. The project improvements extend beyond the limits of the route adoption to 0.9 miles east of I-5. The proposed improvements include new lanes that will shift north and south from the existing alignment in order to avoid a natural creek, a canal, orchards and development along Route 46. The design speed within the expressway limits would be upgraded to 80 miles per hour and the existing roadbed would be rehabilitated to meet all current design standards. Within the community of Lost Hills (PM 29.9 to 30.8), a four-lane conventional highway is proposed with an 18-foot median. The median will act as a two way left turn lane. At I-5 and the business district, the 30-foot median will consist of a left turn lane in each direction separated by a curbed island. Several local roads and Route 33 will be realigned to provide a 90-degree approach to Route 46. This will improve the safety and the operations of these intersections. Route 33 will be constructed with exclusive right and left turn lanes, and storage for left turning movements. In addition, existing intersections within the project limits will be upgraded to accommodate Surface Transportation Assistance Act of 1982 trucks, which are roughly 69 feet long. Within the limits of the route adoption, one bridge will be replaced-the Bitter Water Creek Bridge (#50-437). Beyond the area of the route adoption, new structures include the California Aqueduct Bridge (#50-197), the Route 46/5 separation Bridge (#50-316), the Main Flood Canal Bridge (#50- 30), and the West Side Canal Bridge (#50-29). In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed widening important east west inter-regional routes in San Luis Obispo County for people and goods movement. There are also plans for cooridor improvements near Paso Robles. The specifics have not been detailed yet. 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 #1043: Widen Route 46 between Airport Road and the Shandon Rest Stop in San Luis Obispo County. $33,461,000. High Priority Project #3637: Planning design and construction to widen Route 46 in Kern County between SLO county line and I-5. According to the Antelope Valley Press, this project would widen Route 46 from two lanes, creating a four-lane expressway from I-5 near Lost Hills to the Kern-San Luis Obispo county line. $92,000,000. With respect to HPP #3637, the CTC had on its October agenda a resolution that proposed to approve the project for future consideration of funding. This project in Kern and San Luis Obispo Counties is to construct a 4-lane expressway. This project is fully funded in the 2006 State Transportation Improvement Program (STIP) for $72,500,000 for capital and support. Construction is estimated to begin in Fiscal Year (FY) 2007-2008. A negative EIR was completed in October 2006.
   	Between Route 101 and Route 41. Authorized by Senate Bill 155, Chapter 169, on July 23, 1999.
   	The segment from US 101 to I-5 is named the "Paso Robles" Highway. It was named by location. The portion of Route 46 from US 101 to Route 41 near Cholame is named the "Jack O'Connell" Highway. Jack O'Connell was a state senator authored the resolution that made that segment of Route 46 a double-fine zone as part of an overall safety enforcement effort on the route. Named by Assembly Concurrent Resolution 78, Chapter 135, in 1997. The Route 41/Route 46 junction near Cholame is named the "James Dean Memorial Junction". James Byron Dean wasone of the most admired movie stars of all time and an icon of American culture. He was born on February 8, 1931, in Marion, Indiana; and later moved to California and attended Santa Monica City College and the University of California at Los Angeles. He is best known for his roles in "East of Eden," "Rebel Without a Cause," and "Giant," and also appeared on television shows and in a Broadway play. As a successful actor, he attained cult status in little more than a year's time, personifying the restless American youth of the mid-1950s. He was tragically killed on September 30, 1955, in an automobile crash on Route 46 in San Luis Obispo County while traveling in his automobile on the way to a racing event. Just two hours before the fatal crash, Dean was pulled over for speeding on Route 99 outside of Bakersfield. Retired officer Otie Hunter clocked Dean's car at 70 miles an hour. Dean told the officer he had bought the car just a few days before and was headed to the Monterey area to compete in a car race. He was given a warning. Around 9:00 PM, it was reported that James Dean had been killed in a car wreck. This interchange, which is near where he was killed, is still regularly visited by his fans. Dean's family, friends, and lawmakers lobbied for the designation, and on September 30, 2005 (50 years to the day he died), the state of California posted signs renaming the intersection where he crashed his silver Porsche, the James Dean Memorial Junction. Dean's close cousin, Marcus Winslow, accepted an official resolution and placed a rose at the accident scene. "On September 30,1955, at approximately 5:45 p.m. only a few feet from where we're standing here, Jimmy's life came to an abrupt and sorrowful end," said Winslow. Private donations paid for the two $400 signs, with the hope that the signs will serve as a safety reminder to drivers. Named by Senate Concurrent Resolution 52, Chapter 107, on August 15, 2002. The segment from I-5 to Route 99 is named the "Famosa" Highway. It was named by location.
   	This route also has the following Safety Roadside Rest Areas: Shandon, in San Luis Obispo County, 0.9 mi E of Route 41.
   	Finding US 91 (Casey Cooper) Finding US 466 (Casey Cooper)
   	[SHC 263.4] From Route 101 near Paso Robles to Route 41 near Cholame.
   	[SHC 253.4] Entire portion. Added to the Freeway and Expressway system in 1959.
   	[SHC 164.12] Between Route 1 and Route 5.

Overall statistics for Route 46:

• Total Length (1995): 111 miles
• Average Daily Traffic (1992): 2,200 to 17,600.
• Milage Classification: Rural: 103; Sm. Urban: 8; Urbanized: 0.
• Previous Federal Aid Milage: FAP: 111 mi.
• Functional Classification: Prin. Arterial: 89 mi; Minor Arterial: 22 mi.
• Counties Traversed: San Luis Obispo, Kern.

The route that would become LRN 45 was first defined in the 1919 Third Bond Issue as running from Klamath River Bridge [LRN 3] to [LRN 1] near Klamath River. This was captured in the 1935 highway code as:

The Klamath River Bridge on [LRN 3] to [LRN 1]

In 1949, Chapter 909 change the origin to be "a point on [LRN 3] near the Klamath River Bridge". In 1959, Chapter 435 added the following words permitting the route to be non-continuous:

Notwithstanding the provisions of Section 81 of this code, the department may maintain a traversable highway located in portions of this area between the termini of and approximately on this route even though the highway is not continuous.

This is present-day (partially unconstructed, route not determined) Route 169 between US 101 (LRN 1) near Klamath and Weitchpec. It is Route 96 between Weitchpec and the vicinty of Hawkinsville. Present-day I-5 bypasses the old US 99 route (LRN 3), which is now signed as Route 263.

From Route 110 in San Pedro to Route 10 via the Vincent Thomas Bridge. Route 47 also includes that portion of Henry Ford Avenue from Route 47 to Alameda Street and that portion of Alameda Street from Henry Ford Avenue to Route 91, but not that portion of the adopted route from Route 1 to Willow Street and that portion of the adopted alignment from Willow Street to Route 405.

As defined in 1963, Route 47 ran from "Route 7 (now I-710) at Terminal Island to Route 10." at this time, Route 7 (I-710) curved W along Seaside Parkway. A proposed alignment of Route 47 was supposed to split off just north of the drawbridge from Terminal Island.

In 1965, Chapter 1372 added the portion from Route 11 (present-day I-110) to Route 7 (present-day I-710), making the route "Route 11 in San Pedro to Route 10 via the Vincent Thomas Bridge." A 1965 planning map shows this as freeway its entire length. There were later proposals that extended the Terminal Island Freeway as Route 47 north from its end at Willow Street rather than north of the drawbridge.

In 1981, Chapter 292 changed Route 11 to refer to Route 110.

In 1982, the language was added to note that Route 47 shall also include that portion of Henry Ford Avenue from Route 47 to Alameda Street and that portion of Alameda Street from Henry Ford Avenue to Route 91, but note that portion of the adopted route from Route 1 to Willow Street and that portion of the adopted alignment from Willow Street to Route 405.

In other words, Route 47 was then switched back to Henry Ford Avenue and Alameda Street, and the remainder became Route 103. This appears to be what the legislative definition refers to when it mentions the adopted alignment ("but not that portion of the adopted route from Route 1 to Willow Street and that portion of the adopted alignment from Willow Street to Route 405"). The mention of the segment from Willow Street to Route 405 makes one believe that Route 103 originally ran to Route 405. The portion of freeway (now Route 103) from Route 1 to Willow Street is not state highway anymore.

The portion from Route 1 to Route 10 was the heart of the proposed "Industrial Freeway", and may have been intended to connect up with LRN 222, which would have run from I-5 (US 99) to I-110 (US 66). There would have then been a continuation (not known to be in the state highway system) that ran N to the I-5/Route 2 junction. Although the Terminal Island Freeway was on the drawing board since 1949 (ACSC proposal), the Industrial Freeway didn't show up until the mid-1950s. It appears to have been proposed to run roughly from Santa Fe, angling W to Wilmington, ending up near Central and present-day I-10. After Route 103 was defined, the routing changed slightly to go from Alameda instead of Santa Fe, still ending up near Central and I-10.

This routing was unconstructed before 1964, but its routing was determined by 1963. It was LRN 167 for the portion between Gaffey Avenue and Alameda (current Route 47/Route 103 junction), and LRN 270 between Seaside Blvd (Route 47/Route 103 junction) and the future I-10 (LRN 173). The LRN 167 portion also appears to have been LRN 231. The LRN 167 portion was apparently defined in 1933; the LRN 270 portion was defined in 1959. Route 47 was realigned in 1983 to create Route 103; the new alignment did not exist in the highway system before 1983.

This route was not allocated as part of the initial state signage of routes in 1934. It is unclear if any route was signed as Route 47 before 1964.

The portion between Route 110 to Route 103 and from Route 103 to Route 10 is unconstructed.

Sections from Route 110 to Route 91 are part of the Los Angeles demonstration project. The state will assume maintenance when the route is brought up to standards.

Under Traffic Congestion Relief Program Project #44, there are plans to construct a grade-separated interchange at Ocean Boulevard and the Terminal Island Freeway, and at Ocean Boulevard and Henry Ford Avenue, including the preparation of plans and specifications, estimates, and related support activities for design and construction. (January 2001 CTC Agenda, Agenda Item 2.1c.(1), project 44; Negative Impact EIR Report, March 2001 CTC Agenda Item 2.2c.(2)). This is currently scheduled for completion in February 2007.

According to Daniel Thomas in May 2004, there are trailblazer signs posted at least three times on Alameda Street North at Carson Street, Del Amo Boulevard and Santa Fe Avenue. There were some southbound as well. This is the section that was reconstructed. There were not any signs posted south of I-405, nor along Henry Ford Avenue, although there is a lot of construction happening on that section.

The Commodore Schuyler F. Heim Bridge (Schuyler Heim Bridge) crosses the Cerritos Channel in the Port of Long Beach, was commissioned by the United States Navy between 1946 and 1948, and is one of three bridges that connect Terminal Island to the mainland. The bridge was named for Commodore Schuyler F. Heim, commanding officer of the Terminal Island Naval Base throughout World War II. The United States Navy completed construction of the bridge in 1948 and then turned it over to the City of Long Beach, which operated the bridge until 1974. The bridge is a vertical lift structure with a 73-meter (m) (240-foot [ft]) span. It has an 820-ton movable (lift) span that is supported by two crossbraced steel towers suspended by cables, and a pair of 400+-ton counterweights. Historic records indicate that, by 1951, the Schuyler Heim Bridge showed significant settlement caused by oil extraction in Long Beach Harbor. In 1951, the towers were leaning approximately 3.8 centimeters (cm) (1.5 inches [in]) to the east, and the approach structures had settled as much as 10.2 cm (4.0 in). The combined effects of settlement and leaning created the potential to bind the moveable parts and cause the lift span to fail. Subsequently, the towers were straightened, and additional work was conducted on the approaches, truss bearings, guard rails, pier footings, and lift span guide rollers. During the 1950s, the City of Long Beach pumped groundwater into depleted oil fields beneath the harbor, which mitigated the bridge’s rate of subsidence. However, the harbor continued to sink, requiring bridge repairs. By the end of the decade, the shifting terrain beneath the bridge foundations had caused cracks in the reinforced concrete pillars beneath the bridge, requiring additional repairs. Throughout the 1960s, 1970s, and 1980s, bridge repairs continued for routine maintenance, as well as for damage caused by trucks and marine vessels. In 1987, the Whittier Narrows earthquake (Richter magnitude [M] 5.9) twisted a heavy girder in one of the towers. In 1988, Caltrans initiated a $2 million project to refurbish the bridge to accommodate increased vehicular and marine traffic in response to expansion of the ports. After the 1994 Northridge earthquake, the Schuyler Heim Bridge was determined to be in need of seismic retrofit improvements. A Project Scope Summary Report (PSSR) was completed in 1998 to program the retrofit project and included the plans, specifications, and engineering estimate (PS&E) for the retrofit. During the PS&E phase, it was determined that replacement of the bridge would be more cost-effective and practical than retrofitting the existing bridge to meet seismic requirements for a major earthquake. Therefore, the retrofit design was halted. Subsequently, in consultation with the U.S. Coast Guard, Caltrans developed several fixedspan bridge alternatives. These alternatives met the project purpose of complying with the 1994 state mandate for Caltrans to strengthen its bridges, and met the need to comply with seismic requirements, reduce potential safety hazards to vehicular and marine traffic, and provide a cost-effective solution to the ongoing deterioration of the bridge.
(source)

Additionally, Caltrans has historically wanted an expressway in this area, as part of a series of regional transportation improvements at the southern end of the Alameda Corridor. The Route 47 Expressway is cited in the Southern California Association of Governments Regional Transportation Plan. It would build upon a network of local streets by constructing a high-capacity expressway connecting the Ocean Boulevard/Route 47 Interchange with Alameda Street at Pacific Coast Highway, thereby providing a missing link in the local transportation system. The existing Route 47 extends east from the southern terminus of the Harbor Freeway (I-110) in San Pedro, over the Vincent Thomas Bridge, along Seaside Avenue and Ocean Boulevard, then north across the Cerritos Channel on the Schuyler Heim Bridge, continuing north on Henry Ford Avenue, then onto Alameda Street until its terminus at I-10 in downtown Los Angeles. The Route 103 Expressway is an alternative to the Route 47 Expressway. It also would build upon a network of local streets by constructing a high-capacity expressway that connects existing Route 103, beginning about 0.8 kilometer (km) (0.5 mile [mi]) north of Pacific Coast Highway, to Alameda Street at a point about 0.8 km (0.5 mi) south of the San Diego Freeway (I-405). Currently, to connect from Terminal Island to Alameda Street, vehicles must travel 1.5 km (0.9 mi) north from Ocean Boulevard, then exit at the Henry Ford Avenue off-ramp and travel north through local streets, signalized intersections, and railroad crossings for about 2.0 km (1.2 mi) before joining Alameda Street just south of Pacific Coast Highway. Alameda Street continues north of Pacific Coast Highway for 4.0 km (2.5 mi) and connects to the I-405. About 5.5 km (3.4 mi) north of I-405, Alameda Street connects to the Artesia Freeway (Route 91). The existing Route 103 begins north of the Schuyler Heim Bridge at the Terminal Island Freeway, where Route 47 exits at Henry Ford Avenue. Route 103 continues north to Pacific Coast Highway, where it ends. The Terminal Island Freeway continues past the terminus of Route 103 and ends at Willow Street/Sepulveda Boulevard.
(source)

As a result, Caltrans initiated a $351 million project to start in 2009 with the following goals:

• Provide a structurally and seismically safe vehicular connection along the critical northsouth corridor between Terminal Island and the mainland that can remain in service following a major earthquake to ensure that ground and vessel transportation are maintained.
• Improve operational and safety design features of the crossing to facilitate the movement of people, freight, and goods, while meeting current design standards to the maximum extent feasible.
• Provide a high-capacity alternative route for traffic between Terminal Island and I-405 that reduces traffic congestion and improves safety.

There are a number of alternatives under consideration:

• Alternative 1. This alternative involves replacement of the existing Schuyler Heim Bridge, construction of a new SR-47 Expressway to provide a high-capacity alternative route along the Alameda Corridor for traffic between Terminal Island and Alameda Street at Pacific Coast Highway, and construction of a flyover that would divert eastbound Ocean Boulevard traffic directly onto northbound Route 47 and across the new bridge. Construction activities for the replacement bridge and Route 47 Expressway are planned to begin in 2009 and be completed in 2011. Construction of the flyover is planned to begin in 2015 and be completed in 2017. With this alternative, a new fixed-span bridge would be constructed, primarily within the existing bridge right-of-way (ROW), but toward the east to avoid impacts to the railroad on the Badger Bridge, immediately to the west; the existing Schuyler Heim Bridge (lift bridge) would be demolished. The replacement bridge would be 13 m (43 ft) wider than the existing bridge due to the addition of standard shoulders, which are not present on the existing bridge. The replacement bridge would include three 3.6-m (12-ft) lanes (two through-lanes and one auxiliary lane), with 3-m (10-ft) shoulders in the northbound direction, and four 3.6-m (12-ft) lanes (three through-lanes and one auxiliary lane), with 3-m (10-ft) shoulders in the southbound direction. Bridge construction would include a southbound off-ramp and northbound on-ramp at New Dock Street on Terminal Island, as well as a northbound off-ramp and southbound on-ramp at Henry Ford Avenue on the mainland side of the bridge. With this alternative, the new bridge would be supported by four piers in the channel, with a minimum vertical clearance of 14.3 m (47 ft) over the mean high water level (MHWL). This clearance would be maintained for the width of the navigable channel, which would be 54.9 m (180 ft), the same as under existing conditions. The new SR-47 Expressway would begin on Terminal Island, at the intersection of SR-47 and Ocean Boulevard, extending north over New Dock Street and onto the new fixed-span bridge. The expressway would extend northward to Alameda Street, south of the intersection with Pacific Coast Highway, a distance of approximately 2.7 km (1.5 mi). The Ocean Boulevard/SR-47 Flyover (flyover) would begin on Terminal Island, about 1,200 m (3,900 ft) west of the Ocean Boulevard/SR-47 intersection, extend eastward along the south side of Ocean Boulevard, and then turn north, cross over Ocean Boulevard and onto the new bridge. The west end of the flyover would be at grade, then rise to a maximum elevation of 21 m (69 ft) to join the new bridge. The elevated portions of the flyover would be supported by fourteen single-column bents, one 2-column outrigger bent, with a total of 15 spans. The flyover would have an overall length of 830 m (2,723 ft), ending at the northerly end point (gore point) of the northbound New Dock Street on-ramp onto the bridge. The left lane of the flyover would converge with the SR-47 through lane to the left; the right lane of the flyover would continue as a northbound SR-47 through lane and would have the option to continue to SR-47 or SR-103. The flyover would be located entirely within the City and Port of Long Beach.

• Alternative 1A. Alternative 1A is a structural variation of Alternative 1. The main purpose of this alternative is to improve the aesthetics of the replacement bridge over the Cerritos Channel and span a greater horizontal distance across the channel between columns. Other aspects of this alternative, the SR-47 Expressway and Ocean Boulevard/SR-47 Flyover, would be the same as described for Alternative 1.

• Alternative 2. With this alternative, the existing Schuyler Heim Bridge would be replaced by a fixed-span bridge, and the flyover described under Alternative 1 would be constructed. This alternative also would extend Route 103 to the northwest on a four-lane viaduct to join Alameda Street between Sepulveda Boulevard and I-405. Improvements to Route 103 would begin approximately 3.2 km (2 mi) north of the Schuyler Heim Bridge and extend a distance of approximately 2.6 km (1.6 mi). The viaduct would cross over the Union Pacific Railroad manual yard and San Pedro Branch, through the Southern California Edison (SCE) utility corridor, across the Los Angeles Harbor Department Warehouse 16/17 area, over Sepulveda Boulevard, then parallel the western boundary of the Intermodal Container Transfer Facility (ICTF) to the centerline of Alameda Street. The viaduct would slope to grade south of the Wardlow Road ramps to I-405. Improvements would be made to the existing Route 103 to accommodate the southerly and northerly end connections of the viaduct.

• Alternative 3. This alternative would preserve the existing Schuyler Heim Bridge and construct a new fixed-span bridge on an alignment east of the existing bridge. Under this alternative, the new bridge would have the same lane configuration as the replacement bridge for Alternative 1. Additionally, the SR-47 Expressway and Ocean Boulevard/SR-47 Flyover described under Alternative 1 would be constructed, and connectivity with SR-103 would be maintained.

• Alternative 4. This alternative is provided as a means of constructing a new bridge over the Cerritos Channel and, at the same time, preserving the existing bridge. The Schuyler Heim Bridge has been determined to be a historic property and is eligible for listing in the National Register of Historic Places. With Alternative 3, the existing bridge would be retrofitted and left in place, but would not be used. However, according to the U.S. Coast Guard, when a bridge is no longer used for its permitted purpose of providing land transportation, the bridge shall be removed from the waterway. Therefore, removal of the existing Schuyler Heim Bridge would be included as a condition of the federal permit for the replacement bridge. This alternative would replace the existing Schuyler Heim Bridge (lift bridge) with a fixedspan bridge, largely along the existing bridge alignment, generally as described under Alternative 1. Also with this alternative, connectivity with the Route 103 would be maintained. The existing Schuyler Heim Bridge would be demolished, as would occur under Alternative 1. With this alternative, however, no roadway improvements would occur, and the flyover would not be constructed. Additionally, the Route 47 Expressway described in Alternative 1 would not be constructed, and the Route 103 Extension to Alameda Street described in Alternative 2 would not be constructed.

• Alternative 5. This alternative is designed to identify low-cost, easily implementable improvements to the local roadway system as an alternative to constructing more expensive improvements. This Transportation System Management (TSM) alternative focuses on improvements to routes that parallel the proposed SR-47 Expressway, and that serve the same trips.

• Alternative 6. No Build.

Alternatives that were eliminated included extending Route 103 to I-405 or I-710, with freeway-to-freeway connections. These were just too expensive.

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 #297: A study of the Vincent Thomas Bridge to meet future cargo and passenger traffic needs of the ports of Long Beach and Los Angeles. $1,600,000.

• High Priority Project #712: The Alameda Corridor/Route 47 Port Access Expressway design. Additional funding seems to be provided by HPP #3797.$8,000,000.

• High Priority Project #2885: I-110/Route 47/Harbor Blvd. Interchange Improvements, San Pedro. $4,000,000.

• High Priority Project #3797: The Alameda Corridor/Route 47 Port Access Expressway design. This seems to be additional funding for HPP #712. $2,000,000.

Overall statistics for Route 47:

• Total Length (1995): 3 miles traversable; 18 miles unconstructed
• Average Daily Traffic (1992): 14,400 to 33,000.
• Milage Classification: Urbanized: 21.
• Previous Federal Aid Milage: FAU: 3 mi.
• Functional Classification: Prin. Arterial: 21 mi.
• Counties Traversed: Los Angeles.

The portion of this route from Seaside Blvd in San Pedro to Sepulveda Blvd. in Long Beach is the "Seaside Freeway". It was named by House Resolution 144 in 1959.

Some Caltrans District VII information shows this as the "Terminal Island" Freeway. The first segment opened in 1948. Terminal Island was originally named "Isla Raza de Buena Gente" (Island of the Race of Good People). Early in the American era, the island became known as Rattlesnake Island. In 1911, after the Los Angeles Terminal Railway had built a line from the city to the island, it assumed its present name.

The proposed name for the planned freeway segment between Route 1 and I-10 was the "Industrial" Freeway.

Bridge 53-1471 in San Pedro was originally called the "San Pedro-Terminal Island Bridge". It was built in 1961. It was renamed the "Vincent Thomas Memorial Bridge" by Assembly Concurrent Resolution 131, Chapter 226, in 1961. It honors Assemblyman Vincent Thomas from San Pedro's, an orphan from the streets and wharves who went on to become a State Assemblyman for the 52nd District in San Pedro. Vincent Thomas moved to San Pedro from Oakland in 1919. In 1928, he graduated from San Pedro High School. He received a Bachelor Degree from the University of Santa Clara in 1932 and attended the University of Santa Clara and Loyola Law Schools from 1932 to 1936. He worked as a minor sports coach and PE instructor while in college. He also played football for Santa Clara. He was married and had a daughter and son. He was elected to the California Assembly in 1940. In 1962, he was elevated to Dean of the Assembly. He also served as Chairman of the Committee on Intergovernmental Relations. He was still in the Assembly when his namesake bridge opened in 1963. He was the individual most responsible for its realization. He served in the Assembly at least through 1975. As for the bridge itself, it was completed in 1963, and was the first bridge of its kind to be constructed on pilings. Construction required 92,000 tons of Portland cement, 13,000 tons of lightweight concrete, 14,100 tons of steel and 1,270 tons of suspension cable. It is designed to withstand winds of 90 miles per hour, double that required by code. The overall length of the bridge is 6,060 feet (4^th longest in California), with a main suspension span of 1,500 feet and 500-foot spans on either side. The bridge carried an average of 48,000 cars and trucks per day in 2005. The bridge is painted annually by nine Caltrans workers, who cover all 1.6 million square feet of steel siding and cables with three to four coats of oil-based paint, totaling 54,800 gallons. They start with a terra cotta-colored primer, followed by two to three finish coats in the bridge's distinctive green. The final coat used on visible surfaces is flecked with silver, lending the structure its iridescent glow. Much of the paint is sprayed on, and crews must drape sheets of vinyl below them to catch any paint that might fall into and pollute the water. The bridge's heavy cables require particular care: Workers don large mitts that they douse in paint and then clasp the cables to coat them. A separate crew is responsible for checking and replacing the bridge's 278 light bulbs, from the tower-top beacons to navigation lights below the roadbed. Other crews inspect the bridge to assure that its cables and welds have not been weakened by weather or age.
[Information adapted from the San Pedro Chamber of Commerce's page on the Vincent Thomas Bridge, the Los Angeles Almanac page on Vincent Thomas, and a 2006-01-10 Los Angeles Times article on the bridge]

Bridge 53-2618, over the Cerritos Flood Control Channel in Los Angeles County, is named the "Commodore Schuyler F. Heim Memorial Bridge". It was built in 1946. The name is not official. Commador Schuyler Franklin Heim was born in Plymouth IN in 1884. He advanced from ensign to commadore, and saw duty in battleships, cruisers, repair ships, and destroyers. He served at the Naval Operating Base on Terminal Island between 1940 and 1945, and was commandant of Naval Activities in the Los Angeles/Long Beach area. He was awarded the Legion of Merit Award. He was also well known for his Judo skills.
[Thanks to the research librarian at the Naval Academy in Annopolis MD for providing this information.]

• Cal-NExUS Exit Numbering: Route 47 North
• Cal-NExUS Exit Numbering: Route 47 South
• Western Exit Guide: Route 47 (Jeff Stapleton)

• California @ AARoads: California 47 and 103
• Roadgap: The Bridges of Terminal Island: CA 47, CA 103 (Cameron Kaiser)

[SHC 253.1] Entire route (not completely constructed). Added to the Freeway and Expressway system in 1959.

The route that became LRN 47 was first defined in the 1919 Third Bond Issue as running from Orland to Chico. It was extended in 1933 from [LRN 3] near Chico to [LRN 29] near Deer Creek Meadows. It was captured in the 1935 highway code as:

1. [LRN 7] at Orland to Chico
2. [LRN 3] near Chico to [LRN 29] near Deer Creek Meadows.

In 1959, Chapter 1841 simplifed "[LRN 7] at Orland" to "[LRN 7] near Orland". Signage was as follows:

1. From LRN 7 near Orland to Chico.

   This is signed as Route 32.

2. From LRN 3 near Chico to LRN 29 near Deer Creek Meadows.

   This is signed as Route 32, and runs from US 99E (LRN 3) to Route 36 (LRN 29).

From Route 14 near Lancaster to Route 122 near the San Bernardino county line.

As defined in 1963, Route 48 was the route from Route 138 near Gorman to Route 122 near the San Bernardino county line.In 1968, Chapter 282 changed the origin of the route to be "Route 138 east of Gorman".

In 1996, Chapter 10 truncated the origin even further, beginning the route at "Route 14 near Lancaster". The portion from Route 138 to Route 14 was transferred to Route 138.

A 1965 planning map shows that this was to have been freeway; never upgraded.

This segment was LRN 267 (defined in 1959), and was unconstructed before 1964. Its routing was not determined at that time.

This route is unconstructed from Route 14 to future Route 122. For information on the High Desert Corridor, see Route 138.

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

Overall statistics for Route 48:

• Total Length (1995): 16 miles traversable; 8 miles unconstructed.
• Average Daily Traffic (1992): 1,000 to 3,600.
• Milage Classification: Rural: 24.
• Previous Federal Aid Milage: FAP: 16 mi.
• Functional Classification: Minor Arterial: 16 mi.
• Counties Traversed: Los Angeles.

US 48 was signed in California in 1928. It ran from French Camp to San Jose via Tracy and Hayward. By 1935, this had become US-50 (LRN 5) using a routing that is now I-580 and I-205 (from Oakland along I-580 until the I-205/I-580 junction, and then along I-205 to Tracy; however, there are some reports that include I-238 in Oakland as part of the original US 48, and that indicate it was numbered as US 101E). There are also some maps that show Route 237 as part of US 48 (nee US 42).

By 1935, Route 48 had been resigned to run from Vallejo to near Novato along the top of the San Francisco Bay. That latter routing (LRN 208) is now Route 37.

Route 48 was not allocated as part of the 1934 state signage of routes. Given that state sign routes were not allocated over existing US routes, it is likely that US 48 still existed in 1934 with that signage. Note that US 48 was originally proposed as US 42, but the number was changed to US 48 in 1926.

• Finding US 48 (Casey Cooper)
• Finding US 50 (Casey Cooper)

The route that would become LRN 48 was first defined in the 1919 Third Bond Act as running from McDonalds to the mouth of the Navarro River. This was captured in the 1935 highway code as:

[LRN 1] at McDonald's to the mouth of the Navarro River

It was amended later that year by Chapter 274 to begin at "[LRN 1] near Cloverdale via McDonald's"

In 1963, Chapter 1698 would have removed the "via McDonald's", but that was overtaken by the 1963 renumbering.

This route was signed as Route 128.